Evaluation of Feasibility of Using Composite Pavements in Florida by Means of HVS Testing

The main objectives of this research are (1) to develop analytical models for analysis of the behavior of whitetopping (WT) pavements, (2) to evaluate the potential performance of the WT pavement test sections for use under Florida conditions, and (3) to assess the applicability of WT techniques for rehabilitation of asphalt pavements in Florida. A total of nine full-scale and instrumented WT test sections were constructed and tested using a Heavy Vehicle Simulator (HVS). A 3-D finite element model was developed to analyze the behavior of the WT pavement test sections. The model was verified and calibrated using the measured falling weight deflectometer (FWD) deflections and HVS load-induced strains from the test sections. The model was then used to evaluate the potential performance of these test sections under a typical critical temperature-load condition in Florida. Maximum stresses in the pavement were computed for the critical condition when a 24-kip single axle load (which is higher than the legal limit of 22 kips in Florida) was placed at the mid-edge of the slab (which is the most critical loading position) and when the temperature differential in the concrete slab was +20 deg F (which is a typical severe temperature condition in the summertime in Florida). Based on the computed maximum stresses in the concrete, the expected numbers of repetitions of the 24-kip single axle loads at the critical thermal condition were computed for the nine test sections. The results show that with a relatively thin asphalt concrete (AC) layer of 4.5 in. as typical for Florida conditions, a WT pavement with a 4-in. concrete layer can be used for low volume roads with heavy (24-kip single axle) loads. The allowable traffic volume increases as the concrete slab thickness increases. In order to be able to withstand the critical load without fear of fatigue failure (for an infinite number of critical load repetitions), a minimum slab thickness of 6 in. would be needed for a joint spacing of 4 ft, and a minimum slab thickness of 8 in. would be needed for a joint spacing of 6 ft.

• Record URL:
  https://fdotwww.blob.core.windows.net/sitefinity/docs/default-source/research/reports/fdot-bd545-13-rpt.pdf
• 
• Summary URL:
  https://fdotwww.blob.core.windows.net/sitefinity/docs/default-source/research/reports/fdot-bd545-13.pdf
• Corporate Authors:

  University of Florida, Gainesville

  Department of Civil and Coastal Engineering
  Gainesville, FL  United States  32611-6580

  Florida Department of Transportation

  Structures Research Center, 605 Suwannee Street
  Tallahassee, FL  United States  32399

  Federal Highway Administration

  1200 New Jersey Avenue, SE
  Washington, DC  United States  20590
• Authors:
  • Tia, Mang
  • Wu, Chung-Lung
  • Tapia, Patricio
  • Kumara, Wasantha
• Publication Date: 2007-2

Language

• English

Media Info

• Media Type: Web
• Edition: Final Report
• Features: Figures; Photos; References; Tables;
• Pagination: 196p

Subject/Index Terms

• TRT Terms: Asphalt pavements; Composite pavements; Deflection; Falling weight deflectometers; Finite element method; Low volume roads; Mathematical models; Pavement performance; Rehabilitation; Strain (Mechanics); Stresses; Temperature; Test sections; Thickness; Whitetopping
• Uncontrolled Terms: Heavy vehicle simulators; Joint spacing; Single axle loads; Temperature differential
• Geographic Terms: Florida
• Subject Areas: Design; Highways; Pavements; I22: Design of Pavements, Railways and Guideways; I23: Properties of Road Surfaces;

Filing Info

• Accession Number: 01047590
• Record Type: Publication
• Report/Paper Numbers: Report 4910-4504-031
• Contract Numbers: BD545 - RPWO #13
• Files: TRIS, USDOT, STATEDOT
• Created Date: May 4 2007 4:35PM