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The Roles of Accelerated Pavement Testing in Pavement Sustainability pp 441–459Cite as

Structural Study of Perpetual Pavement Performance in Ohio

Abstract

Three perpetual pavement test sections were constructed on U.S. Route 23 in Delaware, Ohio (DEL-23) with AC thicknesses 28, 33, 38 cm and instrumented to detect strains in Fatigue Resistant Layer (FRL) and base layers. The 28 and 33 cm sections were constructed on lime stabilized subgrade, while the 38 cm section was constructed on compacted subgrade. Four additional test pavements were built in the Accelerated Pavement Load Facility (APLF) and instrumented similarly to DEL-23. The sections were thinner, but included Highly Modified Asphalt (HiMA) with Kraton polymer binder in sections of depth 20, 23, and 25 cm. An 28 cm section used conventional asphalt in the base as a control with HiMA in surface and intermediate layers. There was no FRL. All sections were placed on 46 cm of cement stabilized subgrade. Strains at bottom of FRL during Controlled Vehicle Load (CVL) testing on DEL-23 in summer indicated the 33 cm section on stabilized subgrade and 38 cm section on compacted subgrade met the perpetual pavement criteria of NCHRP Project 9-44A, while 28 cm section on stabilized subgrade did not. Testing at the APLF included thoroughly heating the pavement to 37.8 °C and subjecting each section to 10,000 passes of a 40 kN wheel load. Pavement strains at the bottom of the base and intermediate layers in the longitudinal and transverse directions were measured after 1000, 3000, and 10,000 wheel passes using test loads of 27, 40, and 53 kN. The serviceability of the pavements was determined by comparing the longitudinal strains within the base layer of each pavement to fatigue endurance limits (FEL) calculated by using flexural stiffness standards from NCHRP 9-44A and a method recommended by Kansas researchers. At the APLF, the thinnest section produced maximum average strains higher than the calculated FEL at 37.8 °C using the NCHRP 9-44A equation, while the 25 and 28 cm sections met the perpetual pavement criteria. Using the Kansas researchers approach, all four test sections were found to have lower longitudinal strains than the calculated FEL.

Keywords

  • Perpetual pavement
  • Highly modified asphalt
  • Accelerated pavement testing
  • CVL testing

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Authors and Affiliations

  1. Civil Engineering Department, Ohio University, Athens, OH, 45701-2979, USA

    Issam Khoury, Shad Sargand, Benjamin Jordan, Paul Cichocki & Matthew Sheer

Authors
  1. Issam Khoury
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  2. Shad Sargand
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  3. Benjamin Jordan
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  4. Paul Cichocki
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  5. Matthew Sheer
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Corresponding author

Correspondence to Issam Khoury .

Editor information

Editors and Affiliations

  1. Universidad de Costa Rica, LanammeUCR, San José, Costa Rica

    José P. Aguiar-Moya

  2. Universidad de Costa Rica, LanammeUCR, San José, Costa Rica

    Adriana Vargas-Nordcbeck

  3. Universidad de Costa Rica, LanammeUCR, San José, Costa Rica

    Fabricio Leiva-Villacorta

  4. Universidad de Costa Rica, LanammeUCR, San José, Costa Rica

    Luis G. Loría-Salazar

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Khoury, I., Sargand, S., Jordan, B., Cichocki, P., Sheer, M. (2016). Structural Study of Perpetual Pavement Performance in Ohio. In: Aguiar-Moya, J., Vargas-Nordcbeck, A., Leiva-Villacorta, F., Loría-Salazar, L. (eds) The Roles of Accelerated Pavement Testing in Pavement Sustainability. Springer, Cham. https://doi.org/10.1007/978-3-319-42797-3_29

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