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Design considerations
Published in Burt G. Look, Earthworks, 2023
Note that rut depths of 30–40 mm may be acceptable for minor, local, low-usage, paved roads. This is for the subgrade just below the pavement when seasonal movements are being analysed. This is not the same as settlement movement when larger movements are acceptable at the base of the embankment e.g., 100 mm for a high embankment on soft ground. Such movement does not necessarily translate to the running surface due to the embankment height bridging material.
Modeling Unbound Granular Material Response from Laboratory and Field Measurements
Published in A. Gomes Correia, Fernando E.F. Branco, Bearing Capacity of Roads, Railways and Airfields, 2020
G. Gidel, D. Breysse, A. Denis, P. Hornych
On site measurements (transversal profiles have been recorded with a moving vehicle) after six months of traffic have confirmed the pavement rutting with an average rut depth equal to 11.3 mm in the low compaction zone and to 3.8 mm in the high compaction zone.
The essential paving properties of soil, sand and stones
Published in Maxwell Lay, John Metcalf, Kieran Sharp, Paving Our Ways, 2020
Maxwell Lay, Metcalf John, Sharp Kieran
Eventually, as the magnitude of the stress or the number of stress cycles increases, the material will fail catastrophically by cracking if the stresses are tensile or squashing if the stresses are compressive. The associated strength of a material is a much more nebulous concept as most materials will fail gradually rather than catastrophically and so subjective definitions are needed that relate to a particular unacceptable circumstance. For example, when does a rut represent pavement failure? The rut is the product of permanent deformation of the pavement usually as a consequence of an increment of compaction caused by each passing traffic load. The damage occurs incrementally and slowly unless the rut creates new problems such as permitting water to enter the pavement. At the other end of the damage spectrum, the tensile stresses that cause cracking will also grow incrementally under traffic until they trigger some other undesirable effect. This type of damage is called fatigue failure. While some cracks are due to surface shrinkage, structural cracking usually begins at the base of a pavement layer or in the subgrade where the tensile stresses are highest. When such cracks grow over time and reach the surface, they are called reflection cracks.
The use of deep neural networks for developing generic pavement rutting predictive models
Published in International Journal of Pavement Engineering, 2022
Angela J. Haddad, Ghassan R. Chehab, George A. Saad
Pavement researchers and practitioners alike consider rutting among the most critical distresses affecting the performance of asphalt concrete (AC) pavements (Gong et al 2018). Pavement rutting emanates from the accumulation of permanent deformations or depressions across the depth of the pavement layers along the wheel-path. Two deformations are particularly appreciable and common: asphalt rutting occurring in the asphalt layers close to the surface and subgrade rutting due to settlement of the subgrade. Pavement rutting is of major concern due to its negative effects on road safety, rideability, and serviceability (AASHTO 2015). The presence of rutting endangers the safety of road users due to the increased possibility of hydroplaning, where water or ice accumulate in the ruts leading to the loss of grip between the pavement and the vehicle tires, as well as steering problems (Mamlouk et al.2018). In addition to the safety concerns, rutting presents a major economic burden for road agencies because it often cannot be addressed by low-cost preventive maintenance activities (Zhang et al.2020). Due to the heavy burden incurred by DOT’s due to rutting failures in flexible pavements, significant effort and resources have been invested on the development, continuous improvement, and utilisation of rut depth prediction models.
Kalman filter updating of rutting predictive models in flexible pavements using measured field data
Published in International Journal of Pavement Engineering, 2022
Angela J. Haddad, George A. Saad, Ghassan R. Chehab
From practice and policy perspectives, the power of the proposed methodology lies in its ability to provide accurate predictions that practitioners can employ in pavement management. In this application, rut depths exceeding 6 mm are set as triggers for milling and overlaying, while pavements exhibiting rutting depths beyond 13 mm are candidates for rehabilitation by removing the distressed area, as suggested in AASHTO’s Guide Specifications for Highway Construction (AASHTO 2008). Given that treating the pavement is required when the rut depth exceeds 6 mm, maintenance will be planned at year 8 if the initial model parameters were used to predict rutting, while it will be planned 3 years earlier if the updated model, which overlaps with the measurements, was used instead (Figure 10). As such, the proposed framework ensures a more efficient and effective maintenance management system.
Rut depth measurement of an asphalt pavement from its original profile
Published in Australian Journal of Civil Engineering, 2020
Ripunjoy Gogoi, Animesh Das, Partha Chakroborty
Rutting is a permanent deformation that occurs on an asphalt pavement along the vehicle wheel paths. Rutting can be the manifestation of deformation(s) in one or more layers of the pavement structure (Harvey and Popescu 2000; Haddock, Hand, and Fang 2002; Haddock et al. 2005). This deformation occurs due to densification, shear failure of the layers, or a combination of both (Simpson 1999; Witczak, Von Quintas, and Schwartz 1997) and is a function of traffic load repetitions. Rut depth of a pavement section can be measured with various manual, automated or semi-automated methods (AASHTO 2005; Simpson 2001; McGhee 2004, ASTM-E1703M 2010; Gramling, Hunt, and Suzuki 1991; Vedula et al. 2002; Richter 2001; Huang, Copenhaver, and Hempel 2013; Austroads 2016). In this work, certain issues with the measurement of rut depth using some of the existing methods have been identified. Subsequently, the present study proposes to measure the rut depth of any pavement section from its original transverse profile. This resolves the issues identified with the existing methods (Gogoi 2018).