The objective of this research project was to produce a synthesis of available information to support specific areas related to pavements for the safe, economical development of the Trans Texas Corridor (TTC). This synthesis is divided into several sections, each of which deals with a specific topic or topics. These specific areas include (1) pavement design for heavy vehicles, (2) pavement design for light vehicles, (3) skid resistance issues on high-speed corridors, (4) issues related to traffic characterization, (5) smart pavements for high-speed corridors, (6) pavement material response to dynamic loads and performance prediction, (7) safety issues related to splash and spray, and (8) ride quality for high-speed corridors. Regarding these stated issues, this synthesis recommends state-of-the-art technology to the Texas Department of Transportation (TxDOT) for use during development of the TTC. It provides recommendations for future research to fill gaps in knowledge and to take emerging technology to the stage where it can be implemented during the design and construction of the TTC pavements. This is the first synthesis study to address issues related to the TTC. A secondary objective of this project was to determine if additional synthesis studies in other areas of transportation related to the TTC should be conducted and, if so, how the process might be improved. This synthesis recommends that future syntheses should be more focused on specific, maybe critical issues; the researcher should be instructed to present only those findings that are really new, innovative, and potentially implementable. One element of the study should pursue non-transportation related technology that might be adapted to transportation issues.

/pdf/synthesis-of-pavement-issues-related-to-high-speed-corridors-4hxqqpss55.pdf

Synthesis of Pavement Issues Related to High-Speed Corridors

The rut susceptibility of large stone mixtures (LSMs) was evaluated from laboratory materials characterization tests that included compressive creep and recovery tests on LSMs and conventional base mixtures, and repetitive simple shear tests. Results from compressive creep and recovery tests on core samples are mixed. Although there are LSMs that exhibit improved rut resistance over conventional mixtures, this was not consistent for all comparisons made. This result may be due to differences in degree of stone-on-stone contact between the LSM cores tested. Data from repetitive simple shear tests also demonstrated the potential for generating additional confining pressures due to the tendency of the mixtures to dilate. While the additional confining pressure due to dilation would tend to reduce the compliance of a mix, test results indicate that allowing too much dilation will also not be beneficial in terms of rut resistance, thus, suggesting an optimum level of dilatancy.

Rut Susceptibility of Large Stone Mixtures

Repetitive loaded-wheel tests were conducted on three large-stone mixtures: (a) a dense mixture designed using a new method that guarantees stone-on-stone contact, (b) a dense mixture designed to exhibit poor stone-on-stone contact, and (c) an open-graded mixture commonly used by the Indiana Department of Transportation (INDOT). All three mixtures had 38-mm (1.5-in.) nominal maximum size aggregate. Test pads 76-mm (3-in.) thick, 1.5-m (5-ft) wide, and 6.1-m (20-ft) long were constructed by a local contractor using a batch plant, a conventional paver, and a static steel wheel roller. No serious difficulties were experienced during placing or compacting the mixtures. The compacted surfaces were quite rough due to the large particle sizes. This rough texture apparently introduced significant variability in the density of the compacted test pads. The finer mixture designed to have poor stone-to-stone contact gave the highest density. Five thousand repetitions of a 4082-kg (9,000-lb) force were applied to each...

Full-scale rutting tests of large-stone asphalt mixtures

The primary objective of this project was to develop laboratory protocols for using the Superpave gyratory compactor (SGC) in place of the Texas gyratory compactor (TGC) to design essentially all of the Texas Department of Transportation (TxDOT) dense-graded hot mix asphalt (HMA) paving mixtures. The specific goal was to recommend a design number of gyrations (Ndesign) using the SGC for each TxDOT mixture type that will most closely simulate a mixture formerly designed using the TGC (Tex-204-F). TxDOT HMA mixtures included Type A, Type B, Type C, Type D, Type Course Matrix High Binder (CMHB)-C, and Type CMHB-F. Researchers conducted the experiment in four steps including 1) SGC compaction of plant mixed materials, 2) SGC compaction of laboratory mixed materials, 3) determination of optimum asphalt content using the SGC, and 4) indirect tension testing of mixtures. The number of SGC gyrations that most closely simulated the TGC design for each mixture type way recommended. Researchers discovered that the TGC and the number of SGC gyrations to match the TGC were producing mixtures with comparatively low asphalt contents that may yield poor performance. Therefore, Phase II was developed and implemented to determine an acceptable SGC design procedure using fewer gyrations than those proposed following Phase I. In both phases, more than 60 HMA mixture designs with related materials that had been designed by TxDOT personnel using the TGC were studied using the SGC. Phase II determined that mixtures indicating good performance in the Hamburg test can be designed using a considerably lower number of SGC gyrations than the number that will match optimum asphalt contents from the TGC. The final recommended SGC design gyrations should accommodate adequate asphalt in the mixture to improve resistance to cracking, raveling, and aging as well as decrease permeability while providing acceptable rutting resistance.

/pdf/design-of-txdot-asphalt-mixtures-using-the-superpave-489qc0na87.pdf

Design of TxDOT Asphalt Mixtures Using the Superpave Gyratory Compactor

The primary locally available aggregates in the South Texas districts for highway construction are siliceous river gravels, which typically exhibit a rounded shape. The warm South Texas climate combined with heavy truck traffic aggravates any rutting problems that may occur due to the use of low angularity aggregates in hot mix asphalt (HMA) paving mixtures. The objective of this study was to determine the effect of aggregate angularity and nominal maximum size of siliceous aggregates on performance of selected HMA surface pavement mixtures. The research approach was guided by the realization that engineers can use the results for mixture design, especially for South Texas districts. Aggregates and mixture designs were obtained from the Corpus Christi, Laredo, and Pharr Districts. The selected aggregates were characterized using image analysis, crushed face count, flat and elongated particles, and Micro-Deval tests. Researchers assessed performance of the HMA based on the simple performance tests and the Hamburg test. Comparison of aggregate properties with mixture performance yielded important information about optimal design of mixtures containing siliceous gravels. These findings do not support the use of finer South Texas gravel mixtures (Type D and 9.5 mm) with more crushed faces in the coarse aggregate to maximize rutting resistance. In fact, the finer mixes most often demonstrated the least rutting resistance in the simple performance tests. A decrease in nominal maximum aggregate size (NMAS) may adversely affect HMA rutting resistance unless it is offset by improved aggregate shape characteristics. Type C and 12.5-mm materials generally demonstrated the optimum rutting performance in the simple performance tests, however, the fine-graded 12.5-mm mixture performed poorly in the Hamburg test. Cracking resistance of the mixes was not significantly affected by the change in NMAS.

/pdf/analysis-of-south-texas-aggregates-for-use-in-hot-mix-2iz0c66x8x.pdf

Analysis of South Texas Aggregates for Use in Hot Mix Asphalt

A mixture design procedure was developed for large stone mixtures with maximum aggregate sizes of 25 mm to 63 mm. The design procedure makes use of existing contractor stockpile gradations with the intent of maximizing the load carrying role of the stockpile containing the largest aggregate. Evaluative laboratory test procedures were developed and tested. A full scale test pavement demonstrated the effectiveness of the procedure.

Design and evaluation of large stone asphalt mixtures

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Design and evaluation of large stone asphalt mixtures