8 Emery GreyAsphaltPavements Newest

CALABOGIE RACE TRACK
PAVING ONTARIO’S FIRST

NEW MOTOR SPORTS RACE
TRACK IN 35 YEARS
ASPHALT TOPICS FALL 2006
PHOTO COURTESY OF
CALABOGIE RACE TRACK
THE TECHNICAL ASSISTANCE OF ISLAM ABU-HALIMEH AS PART OF THE PREVIOUS JOINT
JEGEL-McMASTER APPLIED ASPHALT TECHNOLOGY RESEARCH IS GRATEFULLY ACKNOWLEDGED
ISLAM ABU-HALIMEH’S M.A.Sc 2007 THESIS – SURFACE EFFECTS ON THE THERMAL BEHAVIOUR AND MECHANICAL
PROPERTIES OF HOT-MIX ASPHALT – WAS BASED ON THIS ONGOING McMASTER RESEARCH
STRUCTURAL DESIGN OF FLEXIBLE (ASPHALT) PAVEMENTS
FOCUS ON LONG-LIFE FLEXIBLE PAVEMENTS
JOHN EMERY, Ph.D., P.Eng.

PRESIDENT AND PRINCIPAL ENGINEER
SHILOH CANCONSTRUCT LIMITED
ADJUNCT PROFESSOR OF CIVIL ENGINEERING
McMASTER UNIVERSITY AND UNIVERSITY OF WATERLOO
shilohcanconstruct@gmail.com
DIFFERENT FLEXIBLE PAVEMENT DESIGN CONCEPTS
STATE-OF-THE-PRACTICE
SOME CURRENT PRACTICE STATE-OF-THE-ART

FLEXIBLE PAVEMENT LIFE – CHECKLIST OF DESIGN, CONSTRUCTION
AND MAINTENANCE ITEMS
• TRAFFIC (ESALs)
DECISIONS PERFORMANCE EXPECTATIONS, INVENTORY AND PERFORMANCE INFORMATION,
• SUBGRADE
COMPREHENSIVE FRAMEWORK FOR MANAGING COST-EFFECTIVE RESOURCE ALLOCATION
INPUT INFORMATION • DRAINAGE CONDITIONS

ANALYSIS AND EVALATION, PROJECT SELECTION AND PROGRAM IMPLEMENTATION
• ENVIRONMENTAL CONDITIONS
• BUDGET
LIFE-CYCLE COST ANALYSIS AND VALUE ENGINEERING

PERFORMANCE CRITERIA • RUTTING
• FATIGUE
HIGHWAY DEVELOPMENT AND MANAGEMENT SYSTEM

PAVEMENT MODELS
• THERMAL (COLD CLIMATES)
• INITIAL/TERMINAL
PAVEMENT SERVICEABILITY • PCI - PSR
• IRI
GROWING USE OF HDM-4

• SUBBASE
PAVEMENT MATERIALS • BASE
• ASPHALT CONCRETE - SHRP
ASSET MANAGEMENT
PAVEMENT DESIGN • AGENCY SPECIFIC

NEW, OVERLAY, REHABILITATION • AASHTO 93
FEEDBACK
• COMING SOON - M-E
CONSTRUCT PAVEMENT
OR • QC
OVERLAY PAVEMENT • QA
OR
REHABILITATE PAVEMENT
• CRACK SEALING
• SUMMER MAINTENANCE
SYSTEMATIC PAVEMENT MAINTENANCE • WINTER MAINTENANCE
(COLD CLIMATE)
MAINTENANCE MANAGEMENT SYSTEM • PAVEMENT PRESERVATION
• INVENTORY (DATA BANK)
INVENTORY • MONITOR PERFORMANCE
• NETWORK LEVEL
PAVEMENT MANAGEMENT SYSTEM • PROJECT LEVEL
PERFORMANCE MONITORING • BUDGET
• WINTER SURFACE CONDITION
(COLD CLIMATES)
SAFE, SMOOTH, SURFACES • MOVING TO PMS/MMS/AMS
HAPPY CUSTOMERS •LONG-LIFE PAVEMENTS
ADVANTAGES OF HYDRATED LIME USE IN HOT-MIX ASPHALT
LITTLE AND EPPS, 2001 AND WITCZAK AND BERRY 2004, FOR INSTANCE – SEE www.lime.org
• SIGNIFICANT REDUCTION IN STRIPPING POTENTIAL (MOISTURE SUSCEPTIBILITY)
• SOMEWHAT REDUCED DESIGN ASPHALT BINDER CONTENT
• IMPROVED TOUGHNESS AND RESISTANCE TO FRACTURE GROWTH AT LOW TEMPERATURES
• REDUCED AGE HARDENING OF THE ASPHALT BINDER
• INCREASED MIXTURE STABILITY, DURABILITY AND DYNAMIC MODULUS
ADVANTAGES OF HYDRATED LIME USE ON ASPHALT CONCRETE SURFACES
• ENHANCED RESISTANCE TO EARLY TIRE SCUFFING (RACE TRACK SURFACES FOR INSTANCE)
• REDUCED SURFACE TEMPERATURE, SUBJECT TO APPROPRIATE APPLICATION
• SOMEWHAT ENHANCED FRICTIONAL RESISTANCE DUE TO LOWERED TEMPERATURE
• REDUCED RUNOFF-WATER TEMPERATURE DUE TO LOWERED TEMPERATURE
• SOMEWHAT ENHANCED REFLECTANCE
NOTE – RESILIENT MODULUS OF ASPHALT CONCRETE IS A
‘FUNCTION’ OF PAVEMENT TEMPERATURE
JEGEL
No Lime
Lime Treated
HYDRATED LIME SURFACE TREATMENT HAS BEEN SHOWN TO REDUCE
ASPHALT PAVEMENT TEMPERATURES (BLACK BODY ABSORPTION)
REHABILITATION CASE 2
TORONTO (GTAA) PEARSON INTERNATIONAL AIRPORT
RUNWAY REHABILIATION EVALUATION AND SELECTION
THE GTAA USES A MicroPAVER BASED
PAVEMENT MANAGEMENT SYSTEM (JEGEL)
THIS INCLUDES HWD LOAD RATING AND LASER PROFILOMETER
SMOOTHNESS MONITORING
REHABILITATION CASE 2
RUNWAY REHABILITATION
METHODOLOGY
• ENGINEERING SITE VISIT
• REVIEW OF PAVEMENT HISTORY
• PAVEMENT CONDITION SURVEY – MICROPAVER, PAVEMENT DISTRESSES, PCI
• FWD LOAD/DEFLECTION TESTING – DEFLECTION, ELASTIC MODULUS, LOAD
TRANSFER, PRESENCE OF VOIDS
• GEOTECHNICAL INVESTIGATION – PAVEMENT CORING AND
BOREHOLE/PROBEHOLE INVESTIGATION
• LABORATORY TESTING
• SYNTHESIS OF FINDINGS
• REHABILITAION METHODS SELECTION (PAVEMENT DESIGN, VALUE
ENGINEERING AND LIFE CYCLE COST ANALISIS)
COMPOSITE PAVEMENT REPAIR AT PEARSON AIRPORT – 2002
SURFACE COURSE
HMA
POLYMER MODIFIED TACK COAT
OCTOBER 2002
GTAA
THE REPAIR OF THE COMPOSITE PAVEMENT THAT HAD SEVERELY SHOVED DUE TO SLIPPAGE OF THE ASPHALT
CONCRETE ON TOP OF THE CONCRETE PAVEMENT BASE FROM HEAVY AIRCRAFT MOVEMENTS INVOLVED REMOVAL
OF THE ASPHALT CONCRETE, TRANSVERSELY GRINDING AND CLEANING THE EXPOSED CONCRETE SURFACE,
APPLICATION OF A POLYMER MODIFIED TACK COAT, PLACEMENT OF HIGH STABILITY HOT-MIX ASPHALT LOWER
COURSE (PGAC 64-28), PLACEMENT OF HOT-MIX ASPHALT SURFACE COURSE (PGAC 70-28, POLYMER MODIFIED) AND
APPLICATION OF HYDRATED LIME ON THE FINISHED HOT-MIX ASPHALT CONCRETE UPPER COURSE TO REDUCE
TEMPERATURE EFFECTS
A LIGHT APPLICATION (‘DUSTING’) OF HYDRATED LIME WAS APPLIED TO THE ASPHALT PAVEMENT SURFACE (SMALL
ROTARY SPREADER) WHILE STILL WARM FOLLOWING CONVENTIONAL FINISH ROLLING. THE APPLIED HYDRATED
LIME WAS THEN ROLLED INTO THE ASPHALT PAVEMENT SURFACE WITH MULTIPLE PASSES OF A LIGHT,
UNBALLASTED, RUBBER-TIRED ROLLER. (THE HYDRATED LIME AND ROLLING PROCESS CAN BE REPEATED, AS
NECESSARY, TO ACHIEVE A UNIFORM ‘OFF-WHITE’ – GREY – SURFACE COLOUR CONDITION.)
NOTE – THE HYDRATED LIME SURFACE TREATMENT IS MOST EFFECTIVE WHEN APPLIED
TO A WARM ASPHALT CONCRETE SURFACE INCORPORATING POLYMER MODIFIED
ASPHALT BINDER AND WITH GOOD MACROTEXTURE
COMPOSITE PAVEMENT REPAIR AREAS AT PEARSON AIRPORT – 2006
REPAIR
AREA
COMPOSITE PAVEMENT REPAIR AREAS AT PEARSON AIRPORT – 2010
REPAIR
AREA
THE EFFECT OF ENVIRONMENTAL FACTORS ON
ASPHALT PAVEMENT TEMPERATURE
Pavement absorbed energy
Pavement emitted energy

Direct Solar Radiation
Diffuse Solar
Radiation Cloud
Wind Input Longwave

Radiation
Convection
Outgoing Shortwave Outgoing Longwave

Radiation Radiation
Pavement
Conduction
Base Layer
SUN, JIA AND QIN, ISAP 2006

McMASTER UNIVERSITY RESEARCH ON HMA SURFACE TEMPERATURES
ISLAM ABU-HALIMEH’S M.A.Sc 2007 THESIS

EFFECT OF HYDRATED LIME AMOUNT ON SURFACE TEMPERATURE OF HMA LABORATORY PAVEMENT WITH TIME
McMASTER UNIVERSITY RESEARCH CONTINUED
ISLAM ABU-HALIMEH’S M.A.Sc 2007 THESIS

EFFECT OF HYDRATED LIME AMOUNT ON SURFACE TEMPERATURE OF FIELD HMA PAVEMENT
CURRENT JAPANESE RESEARCH ON HEAT-SHIELD ASPHALT PAVEMENTS
COMPARED TO ORDINARY ASPHALT PAVEMENTS, HEAT-SHIELD PAVEMENTS
REDUCE THE SURFACE TEMPERATURE BY MORE THAN 15°C, AND ARE EXPECTED
TO IMPROVE THE THERMAL ENVIRONMENT IN URBAN AREAS
PWRI, PIARC SEPTEMBER 2007
HEAT-SHIELDING COATING MATERIALS (SPECIAL PAINT) THAT PRIMARILY

REFLECT INFRARED RAYS ARE INCORPORATED INTO THE PAVEMENT SURFACE.
INTENSIVE REFLECTION OF INFRARED RAYS REDUCES ACCUMULATED HEAT IN
THE PAVEMENT.
CASE STUDY
GREY ASPHALT SURFACES
ASPHALT PAVEMENT STRUCTURE DESIGNS
HYDRATED LIME
JEGEL
2006
LONG-LIFE FLEXIBLE PAVEMENT STRUCTURES – DA’AN TO JILIAO SECTION IN RUYANG COUNTY

ERLIANHAOTE TO GUANGZHOU EXPRESSWAY, HENAN PROVINCE, CHINA
JEGEL FOR HENAN RUXIN EXPRESSWAY LIMITED
DIFFICULT CHINESE SOIL CONDITIONS FOR PAVEMENTS
OVERLOADED TRUCKS
JEGEL
NEW YELLOW RIVER BRIDGE NEAR ZHENGZHOU

OVERLOADED TRUCKS ARE A SIGNIFICANT PROBLEM FOR
PAVEMENT AND BRIDGE DESIGN AND MAINTENANCE IN CHINA
THERE ARE ALSO DIFFICULT SOIL CONDITIONS, SEMI-RIGID PAVEMENT PERFORMANCE
PROBLEMS AND QUALITY ISSUES TO BE DEALT WITH
REFLECTIVE CRACKING POTENTIAL OF
CHINESE SEMI-RIGID ASPHALT PAVEMENTS
JEGEL JEGEL
NEW CONSTRUCTION RESURFACING

TYPICAL CTB SHRINKAGE CRACK TYPICAL CTB SHRINKAGE CRACK
MAY REFLECT THROUGH ASPHALT CONCRETE REFLECTED THROUGH ASPHALT CONCRETE
CEMENT TREATED BASE (CTB) IS COMMONLY USED FOR SEMI-RIGID ASPHALT PAVEMENTS
SOME QUALITY PROBLEMS WITH CHINESE HOT-MIX ASPHALT
SEGREGATION
SEGREGATION
SEGREGATION
SEGREGATION
JEGEL
TOP-DOWN CRACKING (TDC) OF CHINESE ASPHALT PAVEMENTS
TYPICAL SEVERE TRANSVERSE THERMAL CRACK WITH CLOSE-UP OF TYPICAL TRANSVERSE THERMAL
SOME TOP-DOWN CRACKING (TDC) IN WHEELPATHS CRACKING AND TDC IN OUTER WHEELPATH
CLOSE-UP OF TDC SHOWING ASSOCIATED DISTRESSES TYPICAL HEAVILY OVERLOADED TRUCK WITH POOR AXLE
SUCH AS SECONDARY CRACKING AND RAVELLING AND TIRE DISTRIBUTION OF LOADINGS JEGEL
TYPICAL SEVERE TRANSVERSE THERMAL CRACKING AND TOP-DOWN CRACKING (TDC) OF

RELATIVELY NEW SEMI-RIGID ASPHALT PAVEMENT NEAR HOTHOT, INNER MONGOLIA, CHINA
THE TDC AND ASSOCIATED DISTRESSES ARE MOST SEVERE IN THE OUTER WHEEL PATH
2 - MATERIALS CHARACTERIZATION FOR PROJECT
A. STANDARD SPECIFICATIONS
JTG D50 – 2006 SPECIFICATIONS FOR DESIGN OF HIGHWAY ASPHALT PAVEMENT
JTG F10 – 2006 TECHNICAL SPECIFICATIONS FOR CONSTRUCTION OF HIGHWAY
SUBGRADES
JTJ 034 – 2000 TECHNICAL SPECIFICATIONS FOR CONSTRUCTION OF HIGHWAY
ROADBASES
JTG F40 – 2004 TECHNICAL SPECIFICATIONS FOR CONSTRUCTION OF ASPHALT
PAVEMENTS
JTG G10 – 2006 SUPERVISION SPECIFICATIONS FOR CONSTRUCTION OF HIGHWAY
ENGINEERING
B. SUPPLEMENTAL SPECIFICATIONS
SSR 101 – 2007 AASHTO R 25-04 SUPERPAVE VOLUMETRIC DESIGN FOR HOT MIX
ASPHALT (HMA) (NOTE: MOST OF THE SUPERPAVE TECHNICAL REQUIREMENTS
GIVEN IN THIS AMERICAN ASSOCIATION OF STATE HIGHWAY AND
TRANSPORTATION OFFICIALS STANDARD PRACTICE ARE GIVEN IN THE CHINESE
SUPERPAVE FUNDAMENTAL MANUAL REFERENCE, TRANSLATED AND EDITED BY
THE JIANGSU TRANSPORTATION RESEARCH INSTITUTE, CHINA COMMUNICATION
PRESS, 2005)
SSR 102 – 2007 SHELL EXTENDED ASPHALT MODIFIER
SSR 103 – 2007 APPLICATION OF HYDRATED LIME TO ASPHALT PAVEMENT
SURFACE
SSR 104 – 2007 CONTRACTOR QUALITY CONTROL
2 - MATERIALS CHARACTERIZATION
PHYSICAL PROPERTIES OF CRUSHED BASALT AGGREGATE CHIPS FOR
SURFACE COURSE HOT-MIX ASPHALT
Xixin Processing Plant Lutong Processing Plant
Test Combined Criteria
Washed Combined Washed
Chips Chips Chips
Chips Chips (1:1) Chips
(7:8)
Apparent Bulk
2.916 2.905 - 2.885 2.880 - ≥ 2.60
Relative Density
Bulk Relative
2.709 2.715 - 2.743 2.755 - -
Density
Absorption (%) 2.9 2.9 1.8 1.6 ≤ 2.0
Fine Aggregate
- - 50 - - 50 ≥ 45
Angularity (%)
Sand Equivalent
- - 74 - - 72 ≥ 50
(%)
Micro-Deval
29.3 - - 24.7 - - ≤ 17
Abrasion (%)
Plasticity Index 0 0 0 0 0 0 ≤0
McMASTER CBR TEST RESULTS FOR PROJECT GRANULAR MATERIALS
GRANULAR MATERIAL UNSOAKED SOAKED NOTES
LM 1 148 128 NO TUNNEL ROCK
BLENDING WITH CRUSHED TUNNEL ROCK

LM 3T 99 -
LM 4T 124 115 BLENDING WITH CRUSHED TUNNEL ROCK
Tunnel Material,
Adjusted
Tunnel Material
800
DESIGN OF LONG-LIFE FLEXIBLE PAVEMENTS
LONG-LIFE FLEXIBLE PAVEMENTS TECHNOLOGY
CONCEPT OF PERPETUAL (LONG-LIFE) FLEXIBLE (ASPHALT) PAVEMENTS
RESURFACING CAN BE RECYCLED HOT-MIX

ASPHALT (HMA) OR HOT IN-PLACE RECYCLED
40 TO 75 mm SMA, OFC OR SUPERPAVE HMA
100 mm ZONE
to OF HIGHEST HIGH MODULUS
150 mm COMPRESSION RUT RESISTANT HMA
(THICKNESS FROM
PAVEMENT DESIGN)
FATIGUE RESISTANT HMA

MAXIMUM TENSILE STRAIN
(75 mm to 100 mm)
LIMIT BENDING TO < 70 µ REPEATED
(MONISMITH, VON QUINTUS, BENDING CAN
NUNN, THOMPSON) GRANULAR BASE AND SUBBASE
LEAD TO FATIGUE
REPEATED MAXIMUM COMPRESSIVE STRAIN
DEFORMATION CAN LIMIT VERTICAL COMPRESSION TO < 200 µ
LEAD TO RUTTING SUBGRADE (MONISMITH, NUNN)
ADAPTED FROM ASPHALT
PAVEMENT ALLIANCE
DESIGN OF LONG-LIFE ASPHALT PAVEMENTS
LOG 
LOG N
HIGH ASPHALT
BINDER CONTENT
LOG 
COMPRESSION COMPRESSION
LOW ASPHALT
BINDER CONTENT
TENSION
LOG N
TENSION
IMPROVE FATIGUE RESISTANCE MINIMIZE TENSILE STRAIN WITH ASPHALT
WITH HIGH ASPHALT BINDER CONTENT LOWER PAVEMENT STRENGTH AND THICKNESS
COURSE HOT-MIX ASPHALT
AMERICAN PERPETUAL PAVEMENT APPROACH EUROPEAN APPROACH
ADAPTED FROM ASPHALT PAVEMENT ALLIANCE
THERE ARE TWO APPROACHES FOR FATIGUE RESISTANCE

JEGEL TYPICALLY USES A COMBINATION OF THESE TWO APPROACHES
TYPICAL INFORMATION REQUIRED FOR
PAVEMENT DESIGN METHODS
• TRAFFIC
• SUBGRADE
• DRAINAGE CONDITIONS
• ENVIRONMENTAL CONDITIONS
• PAVEMENT SERVICEABILITY
• MATERIALS
GRANULAR SUBBASE
GRANULAR BASE
ASPHALT CONCRETE
SMA
M-E DESIGNS: FRAMEWORK AND COMPONENTS
• INPUTS (LOADINGS, CLIMATE AND

MATERIALS)
• STRUCTURAL RESPONSE MODELS
• PERFORMANCE PREDICTION
• ACCEPTANCE (FAILURE) CRITERIA
• DESIGN RELIABILITY
GENERAL MECHANISTIC-EMPIRICAL DESIGN CONCEPTS
FOR ASPHALT PAVEMENTS
FIGURE 6 GENERAL MECHANISTIC-EMPIRICAL DESIGN CONCEPTS

(TAC, 2002)
6 BRIEF INTRODUCTION TO AASHTO 2002 – AASHTO M-E
AASHTO’s 2002 MECHANISTIC-EMPIRICAL DESIGN METHOD IS A HIERARCHICAL OR MULTI-LEVEL

PROCEDURE BASED ON DESIGN DATA REQUIREMENTS REFLECTING ROADWAY CLASSIFICATION. A
SIGNIFICANT CHANGE FROM PREVIOUS METHODS IS THE USE OF VEHICLE AXLE LOAD SPECTRA
(AXLE LOAD DISTRIBUTION) RATHER THAN EQUIVALENT SINGLE AXLE LOADS (ESALs) TO EVALUATE
PAVEMENT LOADING OVER SERVICE LIFE. AASHTO’s 2002 GUIDE ALSO INCORPORATES THE LATEST
TECHNOLOGIES IN MATERIALS CHARACTERIZATION AND IN THE USE OF CLIMATE DATA THROUGH THE
APPLICATION OF AN ENHANCED INTEGRATED CLIMATE MODEL (ICM). BY USING THE ICM, VARIATIONS
IN MATERIAL AND SUBGRADE PROPERTIES SPECIFIC TO LOCAL TEMPERATURES, HUMIDITY AND
PRECIPITATION ARE ALL FACTORED INTO THE DESIGN PROCESS.
7 A ONTARIO MINISTRY OF TRANSPORTATION (MTO)
DESIGN PROCEDURE (OPAC, MTO 1990 OPAC 2000)
1. CARRY OUT A TRAFFIC ANALYSIS TO ESTIMATE NUMBER OF

ESALs OVER DESIGN LIFE OF STRUCTURE
2. DETERMINE LIMITING SUBGRADE DEFLECTION GIVEN
PERMISSIBLE LOSS IN SERVICEABILITY OVER DESIGN LIFE
3. FOR GIVEN SUBGRADE MODULUS, ES (MS), AND LIMITING
SUBGRADE DEFLECTION W (w) CALCULATE THE GRANULAR
BASE THICKNESS He
4. DECIDE ON THICKNESS OF EACH LAYER USING EQUIVALENT
GRANULAR THICKNESSES
NOTE – CONCEPTS OF 7A AND 7B WILL ONLY BE COVERED

OPAC 2000 AND STAGED CONSTRUCTION ARE NOT IN GENERAL USE
REMINDER TDC
TOP-DOWN CRACKING OF ASPHALT CONCRETE IS NOT GENERALLY
CONSIDERED IN CURRENT ASPHALT DESIGN PROCEDURES
IT IS NOW BEING CONSIDERED FOR LONG-LIFE ASPHALT PAVEMENTS
TRADITIONAL FATIGUE CRACKING TOP-DOWN CRACKING (TDC)
ASPHALT ASPHALT
CONCRETE CONCRETE
CRACKING OF RELATIVELY NEW ASPHALT PAVEMENT HOTHOT, INNER MONGOLIA

TRANSVERSE THERMAL CRACK WITH TOP DOWN CRACKING (TDC) IN WHEELPATH
ASPHALT INSTITUTE METHOD
• DESIGN CRITERIA
– FATIGUE (MAX. ALLOWABLE 20%) FOR STANDARD HMA
N f  0.0796  t 
3.291
E  * 0.854
– PERMANENT DEFORMATION @ THE TOP OF SUBGRADE

(RUTTING)
 c 
9 4.477
N d  1.365 10
(max. allowable 0.50 in. (12.7 mm) rutting)
t = TENSILE STRAIN AT BOTTOM OF HMA
c = COMPRESSIVE STRAIN AT TOP OF SUBGRADE
RUTTING, CRACKING, AND SHOVING
RUTTING IS USUALLY A BASE, SUBBASE, OR SUBGRADE

STABILITY PROBLEM, BUT COULD BE EXACERBATED BY POOR
ASPHALT MIX CHARACTERISTICS
CRACKING, DEPENDING ON THE PATTERN, IS A RESULT OF

OVERSTRESSING OR WEATHERING. OVERSTRESS IN THE
BOTTOM OF THE ASPHALT SHOWS UP AS LONGITUDINAL,
THEN TRANSVERSE, THEN ALLIGATOR CRACKING.
WEATHERING CRACKS RESULT FROM DRYING SHRINKAGE
CRACKS (USUALLY A LONG-TERM BLOCK CRACKING
PATTERN), FREEZE-THAW FRACTURE, OR WET-DRY CYCLE
FRACTURE
SHOVING IS A MIX STABILITY PROBLEM RELATIVE TO THE

IMPOSED LOADS, OR CAN BE CAUSED BY SLIPPAGE OF ONE
OR MORE ASPHALT LAYERS SLIPPING ON TOP OF THE BASE
BECAUSE OF POOR BONDING BETWEEN ASPHALT AND BASE
(IMPROPER TACK COAT)
REMINDER TDC
TOP-DOWN CRACKING OF ASPHALT CONCRETE IS NOT GENERALLY
CONSIDERED IN CURRENT ASPHALT DESIGN PROCEDURES
IT IS NOW BEING CONSIDERED FOR LONG-LIFE ASPHALT PAVEMENTS
TRADITIONAL FATIGUE CRACKING TOP-DOWN CRACKING (TDC)
ASPHALT ASPHALT
CONCRETE CONCRETE
CRACKING OF RELATIVELY NEW ASPHALT PAVEMENT HOTHOT, INNER MONGOLIA

TRANSVERSE THERMAL CRACK WITH TOP DOWN CRACKING (TDC) IN WHEELPATH
FOR DESIGNS BASED ON THE EQUIVALENT 80 kN
SINGLE AXLE LOADINGS:
ESAL  ( ADT )0 (T ) T f (365) (GF ) ( DL)

AVE. DAILY TRAFFIC
AVE. DAILY TRUCK TRAFFIC

DAILY EQ. SINGLE AXLE LOADS
ANNUAL EQ. SINGLE AXLE LOADS
TOTAL ESALs FOR THE DESIGN PERIOD
TOTAL ESALs IN THE DESIGN LANE FOR THE DESIGN PERIOD
m
TRUCK FACTOR T f  (  p F )( A)
i 1
i i
T = THE PERCENTAGE OF TRUCKS IN THE ADT

Tf = MEAN ESALs PER TRUCK
GF= TOTAL GROWTH FACTOR
DL = PERCENTAGE OF TOTAL TRUCK TRAFFIC IN DESIGN LANE
8 LONG-LIFE FLEXIBLE (ASPHALT) PAVEMENTS
CONCEPT OF PERPETUAL (LONG-LIFE) FLEXIBLE (ASPHALT) PAVEMENTS
RESURFACING CAN BE RECYCLED HOT-MIX
ASPHALT (HMA) OR HOT IN-PLACE RECYCLED
40 TO 75 mm SMA, OFC OR SUPERPAVE HMA
100 mm ZONE
to OF HIGHEST HIGH MODULUS
150 mm COMPRESSION RUT RESISTANT HMA
(THICKNESS FROM
PAVEMENT DESIGN)
FATIGUE RESISTANT HMA

MAXIMUM TENSILE STRAIN
(75 mm to 100 mm)
LIMIT BENDING TO < 70 µ REPEATED
(MONISMITH, VON QUINTUS, BENDING CAN LEAD
NUNN, THOMPSON) GRANULAR BASE AND SUBBASE
TO FATIGUE
REPEATED MAXIMUM COMPRESSIVE STRAIN
DEFORMATION CAN LIMIT VERTICAL COMPRESSION TO < 200 µ
LEAD TO RUTTING SUBGRADE (MONISMITH, NUNN)
ADAPTED FROM ASPHALT
LONG-LIFE FLEXIBLE PAVEMENT DESIGN CONCEPT PAVEMENT ALLIANCE
SCHEMATIC OF A LONG-LIFE FLEXIBLE (ASPHALT) PAVEMENT SHOWING THE RENEWABLE SMA,
OFC, OR SUPERPAVE HMA/RHM SURFACE COURSE
DESIGN OF LONG-LIFE FLEXIBLE (ASPHALT) PAVEMENTS
LOG 
LOG N
HIGH ASPHALT
BINDER CONTENT
LOG 
COMPRESSION COMPRESSION
LOW ASPHALT
BINDER CONTENT
TENSION
LOG N
TENSION
IMPROVE FATIGUE RESISTANCE MINIMIZE TENSILE STRAIN WITH ASPHALT
WITH HIGH ASPHALT BINDER CONTENT LOWER PAVEMENT STRENGTH AND THICKNESS
COURSE HOT-MIX ASPHALT
AMERICAN PERPETUAL PAVEMENT APPROACH EUROPEAN APPROACH
ADAPTED FROM ASPHALT PAVEMENT ALLIANCE
THERE ARE TWO APPROACHES FOR FATIGUE RESISTANCE

LVM-JEGEL TYPICALLY USES A COMBINATION OF THESE TWO APPROACHES
FLOWCHART FOR DESIGN OF ASPHALT PAVEMENTS
EARTHWORKS AND DRAINAGE
INTEGRATED MATERIAL
CLIMATIC MODEL PROPERTIES
Max/Min Temperature HMA
Precipitation Base/Subbase
Freeze/Thaw Subgrade
/
PAVEMENT
TRAFFIC LOADINGS ANALYSIS STRUCTURE
Commercial Vehicles
LCCA?
VE?
DRAINAGE
SURFACE
SUBSURFACE DISTRESS PREDICTION
NOT OK
OK
DESIGN
1 - INTRODUCTION TO PROJECT AND LONG-LIFE FLEXIBLE PAVEMENTS
SIMPLIFIED MECHANISTIC PAVEMENT DESIGN PROCEDURE

FOR LONG-LIFE FLEXIBLE (ASPHALT) PAVEMENTS TECHNOLOGY
MATERIAL PROPERTIES HEAVY VEHICLE

(MODULUS VALUES) PAVEMENT MODEL
LOADINGS
HMA PROPERTIES ARE A
FUNCTION OF TEMPERATURE
PAVEMENT RESPONSE
(STRAINS, STRESSES, etc.)
MINIMIZE LIKELIHOOD OF
TENSILE STRAINS >70 µ,
COMP. STRAINS > 200 µ
TRANSFER FUNCTION
FINAL PAVEMENT
DESIGN LIFE OK?
ADAPTED FROM PerROAD
NOTE – THE PerROAD SOFTWARE IS AVAILABLE AT www.asphaltalliance.com

SIMPLIFIED MECHANISTIC PAVEMENT DESIGN PROCEDURE
FOR LONG-LIFE FLEXIBLE (ASPHALT) PAVEMENTS TECHNOLOGY
MATERIAL PROPERTIES HEAVY VEHICLE

(MODULUS VALUES) PAVEMENT MODEL
LOADINGS
HMA PROPERTIES ARE A
FUNCTION OF TEMPERATURE
PAVEMENT RESPONSE
(STRAINS, STRESSES, etc.)
MINIMIZE LIKELIHOOD OF
TENSILE STRAINS >70 µ,
COMP. STRAINS > 200 µ
TRANSFER FUNCTION
FINAL PAVEMENT
DESIGN LIFE OK?
ADAPTED FROM PerROAD

MATERIAL PROPERTIES
CHARACTERIZATION OF HOT MIX ASPHALT AND
PERFORMANCE TESTING OF HOT MIX ASPHALT
JEGEL JEGEL
NAT APA
RESILIENT MODULUS LINK BETWEEN LABORATORY TESTING AND FIELD PERFORMANCE
PERMANENT DEFORMATION RUTTING RESISTANCE
FATIGUE AND MOISTURE SUSCEPTIBILITY
FOR RESILIENT MODULUS OF SUBGRADES AND GRANULAR MATERIALS
JEGEL USES FWD, DCP AND McMASTER LABORATORY SOIL DYNAMICS TESTING
ASPHALT PAVEMENT ANALYZER AND NOTTINGHAM ASPHALT TESTER IN JEGEL LABORATORY
PLOTS OF DEFORMATION WITH NUMBER OF CYCLES IN THE ASPHALT
PAVEMENTRutting
ANALYZER
Resistance Test (SAMPLES ATAnalyzer
Using Asphalt Pavement 4% AIR VOIDS)
HMA Briquettes @ 4% Air Voids
6.0
AC-13/SP 12.5 SBS 1-D @58°C
AC-13/SP 12.5 SBS 1-D @58°C (UW)
5.5 AC-20/SP 19 SBS 1-D @58°C
AC-20/SP 19 SBS 1-D @58°C (UW)
5.0 AC-25/SP 25 70A @58°C
AC-25/SP 25 A70 @58°C (UW)
AC-13/SP 12.5 SBS 1-D @64°C
4.5 AC-20/SP 19 SBS 1-D@64°C
AC-25/SP 25 70A @64°C
4.0 AC-13/SP 12.5 SBS 1-D @70°C
Deformation (mm)
AC-20/SP 19 SBS 1-D @70°C

AC-25/SP 25 A70 @70°C
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0.0
0 1000 2000 3000 4000 5000 6000 7000 8000
Number of Strokes
PLOTS OF DEFORMATION WITH NUMBER OF CYCLES IN THE ASPHALT
PAVEMENTRutting
ANALYZER
Resistance Test(SAMPLES ATAnalyzer
Using Asphalt Pavement 7% AIR VOIDS)
HMA Briquettes @ 7% Air Voids
9.0
AC-13/SP 12.5 SBS 1-D @58°C
AC-13/SP 12.5 SBS 1-D @58°C (UW)
8.0 AC-20/SP 19 SBS 1-D @58°C

AC-20/SP 19 SBS 1-D @58°C (UW)
AC-25/SP 25 70A @58°C
7.0 AC-25/SP 25 70A @58°C (UW)

AC-13/SP 12.5 SBS 1-D @64°C
AC-20/SP 19 SBS 1-D @64°C
6.0 AC-25/SP 25 70A @64°C
Deformation (mm)
AC-13/SP 12.5 SBS 1-D @70°C

AC-20/SP 19 SBS 1-D @70°C
5.0 AC-25/SP 25 70A @70°C
4.0
3.0
2.0
1.0
0.0
0 1000 2000 3000 4000 5000 6000 7000 8000
Number of Strokes
RESILIENT MODULUS OF ASPHALT CONCRETES TESTED IN THE
RESILIENT ASPHALT
NOTTINGHAM MODULUS TESTTESTER
RESULTS (NAT)
Da'an to Jiliao Section of Erlianhaote to Guangzhou Expressway
100000
AC-13/SP12.5, Basalt Aggregates/SBS1-D/Hydrated Lime
Air Voids=7.0%, AC Content=5.5%, Diameter=150mm, Xixin
AC-13/SP12.5 , Basalt Aggregates/SBS1-D/Hydrated Lime

Air Voids=4.0%, AC Content=5.5% , Diameter=150mm, Xixin
AC-20/SP19, Limestone Aggregates/SBS1-D

10000 Air Voids=7.0%, AC Content=4.0%, Diameter=150mm,
Stiffness Modulus (MPa)
Yunmeng Hill
AC-20/SP19 , Limestone Aggregates/SBS1-D

Air Voids=4.0%, AC Content=4.0%, Diameter=150mm,
Yunmeng Hill
AC-25/SP25 , Limestone Aggregates/70A

Yunmeng Hill
1000 AC-25/SP25 , Limestone Aggregates/70A

Yunmeng Hill
AC-25/SP25 , Limestone Aggregates/70A

Yunmeng Hill
AC-25/SP25, Limestone Aggregate/70A

Yunmeng Hill
100
15 20 25 30 35 40 45 50 55 60 65
Temperature (ºC)
FATIGUE ENDURANCE TESTING IN THE
NOTTINGHAM ASPHALT
FATIGUE ENDURANCE TESTER
TESTING (NAT)
IN THE NAT
10000
Project Mixes
AC-25/SP25, AV = 7.0%, AC = 4.0%
AC-25/SP25, AV = 5.0%, AC = 4.3%
Typical Mixes
S19 SBS
JEGEL Superpave
S 25 for Bogotá
S 37.5
Initial tensile Strain (microstrain)
30/14 HRA SBS

1000 30/14 HRA Typical British
20 mm DBM (UK) Mixes
28 mm DBM 50
100
10
10 100 1000 10000 100000 1000000 10000000
Number of Cycles to Failure

SUMMARY OF YUNMENG HILL AGGREGATES RESILIENT MODULUS TESTING
GRANULAR BASE/SUBBASE TESTED AT McMASTER UNIVERSITY
(a) Variation of Moduli with bulk Stresses
600 0.6204
Sample 105 Mr = 9.5882q
Resilient Modulus (MPa)

Yunmeng Hill, Ruyang
400 3 psi
5 psi
10 psi
200 15 psi
20 psi
Series6
0 Series7
0 200 400 600 Power
800
(Series6)
Bulk Stress (kPa)
(b) Variation of Moduli with Deviator Stresses
600
Resilient Modulus (MPa)
400
3 psi
5 psi
10 psi
200 15 psi
20 psi
0
0 50 100 150 200 250 300
Deviator Stress (kPa)
TRAFFIC INFORMATION FOR PROJECT
Single Axle/Single Tire Loadings
160
TRAFFIC SPECTRA BY HOUR, SINGLE AXLE/SINGLE TIRE
150
1-20 kN
140 21-40 kN
41-60 kN
130 61-80 kN
81-100 kN
120
101-120 kN
121-140 kN
110
141-160 kN
100
Number of Axle Loadings
90
80
70
60
50
40
30
20
10
0
0 -12 2 -24 4 -36 6 -48 8 - 510 10 -612 10
10- -712
12 12
14 14
12- -816
14 16 - 918 18 -10
20 20 11
- 22 22 12
- 24
Time Increment
TRAFFIC INFORMATION FOR PROJECT CONTINUED
TRAFFIC SPECTRA Single
BY Axle/Dual
HOUR, TireSINGLE
Loadings AXLE/DUAL TIRE
140
130
1-20 kN
21-40 kN
120
41-60 kN
61-80 kN
110
81-100 kN
101-120 kN
100
121-140 kN
141-160 kN
90
161-180 kN
Number of Axle Loadings
181-200 kN
80
201-220 kN
221-240 kN
70
241-260 kN
60
50
40
30
20
10
0
0-2 2-4 4-6 6-8 8 - 10 10 - 12 12
10--7-14
10 14
12- -16 16 - 18 18 - 20 20 - 22 22 - 24
1 2 3 4 5 6 8 9 10 11 12
12
12
Time Increment 14
SINGLE AXLE/SINGLE TIRE LOAD DISTRIBUTION
Load (kN) Load (kip) Number Percent
1 - 10 0 - 2 42 1.66%
11 - 20 3 - 5 267 10.53%
21 - 30 5 - 7 487 19.20%
31 - 40 7 - 9 500 19.72%
41 - 50 9 - 11 481 18.97%
51 - 60 12 - 14 405 15.97%
61 - 70 14 - 16 185 7.29%
71 - 80 16 - 18 110 4.34%
81 - 90 18 - 20 33 1.30%
91 - 100 21 - 23 18 0.71%
101 - 110 23 - 25 6 0.24%
111 - 120 25 - 27 0 0.00%
121 - 130 27 - 29 1 0.04%
131 - 140 29 - 32 1 0.04%

95% PERCENTILE 74 kN
Total 2536 100.0% 98% PERCENTILE 83 kN
SINGLE AXLE/DUAL TIRE LOAD DISTRIBUTION
Load (kN) Load (kip) Number Percent
1 - 10 0 - 2 19 0.47%
11 - 20 3 - 5 101 2.52%
21 - 30 5 - 7 446 11.15%
31 - 40 7 - 9 373 9.32%
41 - 50 9 - 11 523 13.07%
51 - 60 12 - 14 453 11.32%
61 - 70 14 - 16 168 4.20%
71 - 80 16 - 18 137 3.42%
81 - 90 18 - 20 190 4.75%
91 - 100 21 - 23 359 8.97%
101 - 110 23 - 25 247 6.17%
111 - 120 25 - 27 182 4.55%
121 - 130 27 - 29 183 4.57%
131 - 140 29 - 32 159 3.97%
141 - 150 32 - 34 128 3.20%
151 - 160 34 - 36 128 3.20%
161 - 170 36 - 38 70 1.75%
171 - 180 38 - 41 53 1.32%
181 - 190 41 - 43 39 0.97%
191 - 200 43 - 45 20 0.50%
201 - 210 45 - 47 4 0.10%
211 - 220 47 - 50 11 0.27%
221 - 230 50 - 52 4 0.10%
231 - 240 52 - 54 3 0.07%
241 - 250 54 - 56 1 0.02% 95% PERCENTILE 162 kN
Total 4001 100.0% 98% PERCENTILE 181 kN
CLIMATE INFORMATION FOR PROJECT
PAVEMENT SURFACE TEMPERATURES
Hourly January February March April May June July August September October November December
Increments
0-4 8.9 12.1 15.8 20.4 30.4 36.8 35.8 39.5 31.9 18.1 15.5 11.1
4-8 8.0 10.8 14.8 18.3 24.7 34.5 34.4 38.1 29.6 16.3 15.3 10.4
8-12 9.0 12.6 18.0 29.9 32.6 40.9 39.0 41.6 34.6 24.2 17.2 11.6
12-16 13.2 16.8 21.9 37.6 39.3 47.6 42.4 45.7 39.4 33.2 16.1 14.2
16-20 12.5 16.9 21.5 34.4 39.4 47.0 42.0 44.9 38.7 31.0 14.2 13.8
20-24 9.8 14.1 13.9 25.0 34.1 40.6 38.4 41.0 34.2 20.7 16.9 12.0
Mean 10.2 13.9 17.6 27.6 33.4 41.2 38.7 41.8 34.7 23.9 15.9 12.2
PAVEMENT TEMPERATURE AT 2 CM DEPTH

Hourly January February March April May June July August September October November December
Increments
0-4 11.4 14.6 18.3 22.9 32.9 39.3 38.3 42.0 34.4 20.6 18.0 13.6
4-8 10.5 13.3 17.3 20.8 27.2 37.0 36.9 40.6 32.1 18.8 17.8 12.9
8-12 11.5 15.1 20.5 32.4 35.1 43.4 41.5 44.1 37.1 26.7 19.7 14.1
12-16 15.7 19.3 24.4 40.1 41.8 50.1 44.9 48.2 41.9 35.7 18.6 16.7
16-20 15.0 19.4 24.0 36.9 41.9 49.5 44.5 47.4 41.2 33.5 16.7 16.3
20-24 12.3 16.6 16.4 27.5 36.6 43.1 40.9 43.5 36.7 23.2 19.4 14.5
Mean 12.7 16.4 20.1 30.1 35.9 43.7 41.2 44.3 37.2 26.4 18.4 14.7
CLIMATE INFORMATION FOR PROJECT CONTINUED
NUMBER OF DAYS PER YEAR IN VARIOUS TEMPERATURE RANGES
Season 1 2 3 4 5 Total
< 25ºC 25º C to 35ºC 35º C to 40ºC 40º C to 45ºC > 45ºC
No. Weeks 25 6 7 11 3 52
No. Days 175 42 49 77 21 365
% 48 12 13 21 6 100
CLIMATE INFORMATION FOR PROJECT CONTINUED
PAVEMENT TEMPERATURE VARIATION WITH DEPTH

WITHOUT HYDRATED LIME SURFACE COATING
Depth 1 2 3 4 5
(cm)
0 cm, ºC 22.5 32.5 40.0 45.0 47.5
2 cm, ºC 20.0 30.0 37.5 42.5 45.0
7 cm, ºC 20.0 23.0 30.5 35.5 38.0
15 cm, ºC 15.0 17.0 24.5 29.5 32.0
25 cm, ºC 15.0 15.0 22.5 27.5 30.0
PAVEMENT TEMPERATURE VARIATION WITH DEPTH

WITH HYDRATED LIME SURFACE COATING
Depth 1 2 3 4 5
(cm)
0 cm, ºC 21.5 30.5 37.0 41.0 42.5

2 cm, ºC 19.0 28.0 34.5 38.5 40.0
7 cm, ºC 20.0 23.0 30.5 32.5 35.0
15 cm, ºC 15.0 17.0 24.5 28.5 30.0
25 cm, ºC 15.0 15.0 22.5 26.5 29.0

LONG-LIFE ASPHALT PAVEMENT DESIGN
ASPHALT CONCRETE RESILIENT MODULUS WITH DEPTH

WITHOUT HYDRATED LIME
Layer Season 1 2 3 4 5
20.0 30.0 37.5 42.5 45.0
Depth MPa psi MPa psi MPa psi MPa psi MPa psi
AC-13/SP12.5
2 cm 8,440 1,224,118 3,590 520,685 1,890 274,121 1,230 178,396 1,000 145,038
SBS1-D
AC-20/SP19
7 cm 9,340 1,354,652 7,280 1,055,874 3,910 567,097 2,580 374,197 2,100 304,579
SBS1-D
AC-25/SP25
15 cm 12,040 1,746,254 9,530 1,382,209 3,980 577,250 2,220 321,984 1,660 240,763
70A
AC-25/SP25
25 cm 10,630 1,541,751 10,630 1,541,751 4,450 645,418 2,490 361,144 1,870 271,220
70A
LONG-LIFE ASPHALT PAVEMENT DESIGN CONTINUED

WITH HYDRATED LIME
19.0 28.0 34.5 38.5 40.0
Depth MPa psi MPa psi MPa psi MPa psi MPa psi
AC-13/SP12.5
2 cm 9,190 1,332,896 4,260 617,861 2,440 353,892 1,740 252,366 1,530 221,908
SBS1-D
AC-20/SP19
7 cm 9,340 1,354,652 7,280 1,055,874 3,910 567,097 3,310 480,075 2,690 390,151
SBS1-D
AC-25/SP25
15 cm 12,040 1,746,254 9,530 1,382,209 3,980 577,250 2,490 361,144 2,090 303,129
70A
AC-25/SP25
25 cm 10,630 1,541,751 10,630 1,541,751 4,450 645,418 2,800 406,106 2,090 303,129
70A
NOTE POISSON’S RATIOS ARE ALSO A FUNCTION OF PAVEMENT TEMPERATURE AND

HYDRATED LIME TREATMENT
LONG-LIFE ASPHALT PAVEMENT DESIGN CONTINUED

WITH HYDRATED LIME
19.0 28.0 34.5 38.5 40.0
Depth
MPa MPa MPa MPa MPa
AC-13/SP12.5
2 cm 9,190 4,260 2,440 1,740 1,530
SBS1-D
AC-20/SP19
7 cm 9,340 7,280 3,910 3,310 2,690
SBS1-D
AC-25/SP25
15 cm 12,040 9,530 3,980 2,490 2,090
70A
AC-25/SP25
25 cm 10,630 10,630 4,450 2,800 2,090
70A
NOTE POISSON’S RATIOS ARE ALSO A FUNCTION OF PAVEMENT TEMPERATURE AND

HYDRATED LIME TREATMENT
PerROAD ASPHALT PAVEMENT DESIGN RESULTS
AADT Percentile Condition Layer Location Criteria Threshold Percent Below
(%) (Microstrain) Critical (%)
Without Lime 3 Bottom of Asphalt Horizontal Strain -70 90.1

13,900 100
Without Lime 5 Top of Select Subgrade Vertical Strain 200 100.0

13,900 98

13,900 95

11,213 100

11,213 98

11,213 95
With Lime 3 Bottom of Asphalt Horizontal Strain -70 91.7

13,900 100
With Lime 5 Top of Select Subgrade Vertical Strain 200 100.0

13,900 98

13,900 95

11,213 100

11,213 98

11,213 95
KENPAVE ASPHALT PAVEMENT DESIGN RESULTS
CONDITION AXLE TIRE LOCATION STRAIN MICROSTRAIN
LOAD LOAD CRITERIA
(kN) (kN) WITHOUT LIME WITH LIME
350/350 MPa 400/350 MPa 350/350 MPa 400/350 MPa
40ºC to > 45ºC 40ºC to > 45ºC 40ºC to > 45ºC 40ºC to > 45ºC
45ºC 45ºC 45ºC 45ºC
Bottom of
Horizontal -68.66 -78.52 -65.14 -73.87 -63.77 -71.89 -60.72 -67.98
HMA
Single Axle
Single Tire 70 35 Top of SSM Vertical 54.48 57.67 54.07 57.18 52.03 54.64 51.69 54.23
Top of
Vertical 35.02 36.03 34.63 35.63 34.09 34.93 33.72 34.54
Subgrade
Bottom of
Horizontal -83.68 -95.45 -79.32 -89.72 -77.88 -87.64 -74.11 -82.82
HMA
Single Axle
Single Tire 90 45 Top of SSM Vertical 69.75 73.82 -69.22 73.18 66.63 69.95 66.19 69.43
Top of
Vertical 45.13 46.43 44.63 45.92 43.94 45.01 43.45 44.51
Subgrade
Bottom of
Horizontal -97.19 -110.6 -92.06 -103.9 -90.62 -101.8 -86.18 -96.14
HMA
Single Axle
Top of
Vertical 55.22 56.80 54.16 56.18 53.76 55.07 53.18 54.47
Subgrade
Bottom of
Horizontal -115.0 -130.4 -108.9 -122.3 -107.6 -120.6 -102.2 -113.7
HMA
Single Axle
Top of
Vertical 70.28 72.28 69.50 71.49 68.43 70.09 67.69 69.33
Subgrade
KENPAVE ASPHALT PAVEMENT DESIGN RESULTS CONTINUED
CONDITION AXLE TIRE LOCATION STRAIN MICROSTRAIN
LOAD LOAD CRITERIA
(kN) (kN) WITHOUT LIME WITH LIME
350/350 MPa 400/350 MPa 350/350 MPa 400/350 MPa
40ºC to > 45ºC 40ºC to > 45ºC 40ºC to > 45ºC 40ºC to > 45ºC
45ºC 45ºC 45ºC 45ºC
Bottom of HMA Horizontal -121.80 -137.60 -115.20 -128.90 -114.20 -127.60 -108.40 -120.30
Single Axle
160 40 Top of SSM Vertical 118.00 124.50 117.00 123.30 112.90 118.30 112.10 117.30
Dual Tire
Top of
Vertical 79.27 81.51 78.40 80.62 77.20 79.05 76.37 78.20
Subgrade
Single Axle
Dual Tire
Top of
Vertical 98.95 101.70 97.87 100.60 96.38 98.69 95.34 97.61
Subgrade
Single Axle
Dual Tire
Top of
Vertical 118.70 122.00 117.40 120.70 115.60 118.30 114.30 117.10
Subgrade
JEGEL
JEGEL
JEGEL
JEGEL
ASPHALT INSTITUTE ASPHALT CONCRETE OVERLAY THICKNESS REQUIRED TO
REDUCE PAVEMENT DEFLECTIONS FROM A MEASURED TO
A DESIGN DEFLECTION VALUE
(AI MS-17, 2000)
RECOMMENDED DEFLECTION LEVELS (0.01 mm) BASED ON FWD TESTING
FOR PAVEMENT CONSTRUCTION QUALITY CONTROL MONITORING
EMBANKMENT CUT AND FILL SECTIONS
ACCEPTABLE
Upper Middle Lower Select

Structural Layers HMA HMA HMA Base Subbase Subgrade
Course Course Course Materials
GOOD ≤ 20 ≤ 24 ≤ 28 ≤ 72 ≤ 83 ≤ 126
FAIR 21-22 25-26 29-31 73-79 84-91 127-139
POOR ≥ 23 ≥ 27 ≥ 32 ≥ 80 ≥ 92 ≥ 140
ACCEPTABLE
Design Deflection
NOT
with Standard Chinese Equation: 28.4 Asphalt Institute Figure: 28.0

Loading (0.01mm)
Design Deflection
with Overloading Chinese Equation: 20.5 Asphalt Institute Figure: 20.0
(0.01mm)
1. THE FALLING WEIGHT DEFLECTOMETER (FWD) WITH 50 kN LOADING IS USED TO CHECK THE
DEFLECTION ON TOP OF EACH STRUCTURAL LAYER.
2. DEFLECITON DATA OBTAINED BY BENKELMAN BEAN CAN BE CONVERTED INTO THE FWD
DEFLECTION DATA USING THE FOLLOWING EQUATION:
FWD DEFLECTION = BENKELMAN DEFLECTION/1.5
3. THESE ARE VERY STRICT ACCEPTANCE LEVELS.
JEGEL
JEGEL
OVERVIEW OF PROJECT CONSTRUCTION AND QUALITY MONITORING
LUOYANG TO NANYANG EXPRESSWAY
OPENING OF EXPRESSWAY, NOVEMBER 2008
OPENING OF EXPRESSWAY, NOVEMBER 2008
CONTEXT SENSITIVITY, NOVEMBER 2008
QUESTIONS?
JEGEL
2007
NOTE – A HYDRATED LIME SURFACE TREATMENT IS MOST EFFECTIVE WHEN PROPERLY APPLIED TO
AN ASPHALT CONCRETE SURFACE INCORPORATING POLYMER MODIFIED ASPHALT BINDER AND
WITH GOOD MACROTEXTURE. USE OF THIS TECHNOLOGY IS SUBJECT TO A FULL TECHNICAL
EVALUATION FOR SPECIFIC PROJECT APPLICABILITY.

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CALABOGIE RACE TRACK

PAVING ONTARIO’S FIRST

JOHN EMERY, Ph.D., P.Eng.

DIFFERENT FLEXIBLE PAVEMENT DESIGN CONCEPTS

SOME CURRENT PRACTICE STATE-OF-THE-ART

INPUT INFORMATION • DRAINAGE CONDITIONS

LIFE-CYCLE COST ANALYSIS AND VALUE ENGINEERING

HIGHWAY DEVELOPMENT AND MANAGEMENT SYSTEM

GROWING USE OF HDM-4

PAVEMENT DESIGN • AGENCY SPECIFIC

• COMING SOON - M-E

Pavement emitted energy

Wind Input Longwave

Outgoing Shortwave Outgoing Longwave

SUN, JIA AND QIN, ISAP 2006

ISLAM ABU-HALIMEH’S M.A.Sc 2007 THESIS

ISLAM ABU-HALIMEH’S M.A.Sc 2007 THESIS

PWRI, PIARC SEPTEMBER 2007

HEAT-SHIELDING COATING MATERIALS (SPECIAL PAINT) THAT PRIMARILY

LONG-LIFE FLEXIBLE PAVEMENT STRUCTURES – DA’AN TO JILIAO SECTION IN RUYANG COUNTY

NEW YELLOW RIVER BRIDGE NEAR ZHENGZHOU

NEW CONSTRUCTION RESURFACING

TYPICAL SEVERE TRANSVERSE THERMAL CRACKING AND TOP-DOWN CRACKING (TDC) OF

Absorption (%) 2.9 2.9 1.8 1.6 ≤ 2.0

GRANULAR MATERIAL UNSOAKED SOAKED NOTES

LM 1 148 128 NO TUNNEL ROCK

LM 3 166 148 NO TUNNEL ROCK

BLENDING WITH CRUSHED TUNNEL ROCK

LM 4 194 175 NO TUNNEL ROCK

LM 4T 124 115 BLENDING WITH CRUSHED TUNNEL ROCK

RESURFACING CAN BE RECYCLED HOT-MIX

FATIGUE RESISTANT HMA

THERE ARE TWO APPROACHES FOR FATIGUE RESISTANCE

• INPUTS (LOADINGS, CLIMATE AND

FIGURE 6 GENERAL MECHANISTIC-EMPIRICAL DESIGN CONCEPTS

AASHTO’s 2002 MECHANISTIC-EMPIRICAL DESIGN METHOD IS A HIERARCHICAL OR MULTI-LEVEL

1. CARRY OUT A TRAFFIC ANALYSIS TO ESTIMATE NUMBER OF

NOTE – CONCEPTS OF 7A AND 7B WILL ONLY BE COVERED

TRADITIONAL FATIGUE CRACKING TOP-DOWN CRACKING (TDC)

CRACKING OF RELATIVELY NEW ASPHALT PAVEMENT HOTHOT, INNER MONGOLIA

– PERMANENT DEFORMATION @ THE TOP OF SUBGRADE

RUTTING IS USUALLY A BASE, SUBBASE, OR SUBGRADE

CRACKING, DEPENDING ON THE PATTERN, IS A RESULT OF

SHOVING IS A MIX STABILITY PROBLEM RELATIVE TO THE

TRADITIONAL FATIGUE CRACKING TOP-DOWN CRACKING (TDC)

CRACKING OF RELATIVELY NEW ASPHALT PAVEMENT HOTHOT, INNER MONGOLIA

ESAL  ( ADT )0 (T ) T f (365) (GF ) ( DL)

AVE. DAILY TRUCK TRAFFIC

ANNUAL EQ. SINGLE AXLE LOADS

TOTAL ESALs FOR THE DESIGN PERIOD

TOTAL ESALs IN THE DESIGN LANE FOR THE DESIGN PERIOD

T = THE PERCENTAGE OF TRUCKS IN THE ADT

FATIGUE RESISTANT HMA

THERE ARE TWO APPROACHES FOR FATIGUE RESISTANCE

SIMPLIFIED MECHANISTIC PAVEMENT DESIGN PROCEDURE

MATERIAL PROPERTIES HEAVY VEHICLE

ADAPTED FROM PerROAD

NOTE – THE PerROAD SOFTWARE IS AVAILABLE AT www.asphaltalliance.com

MATERIAL PROPERTIES HEAVY VEHICLE

ADAPTED FROM PerROAD

AC-20/SP 19 SBS 1-D @70°C

8.0 AC-20/SP 19 SBS 1-D @58°C

7.0 AC-25/SP 25 70A @58°C (UW)

AC-13/SP 12.5 SBS 1-D @70°C