Flexible pavements and climate are interactive. Pavements are climate sensitive infrastructure, where climate can impact their deterioration rate, subsequent maintenance, and life-cycle costs. Meanwhile, climate mitigation measures are urgently needed to reduce the environmental impacts of pavements and related transportation on the macroclimate and microclimate. Current pavement design and life cycle management practices may need to be modified to adapt to changing climates and to reduce environmental impacts. This paper reports an extensive literature search on qualitative and quantitative pavement research related to climate change in recent years. The topics cover climate stressors, sensitivity of pavement performance to climatic factors, impacts of climate change on pavement systems, and, most importantly, discussions of climate change adaptation, mitigation, and their interactions. This paper is useful for those who aim to understand or research the climate resilience of flexible pavements.

https://www.mdpi.com/2071-1050/12/3/1057/pdf

Flexible Pavements and Climate Change: A Comprehensive Review and Implications

The capability to forecast future pavement condition has been questions of common interest for the economic reason for pavement management systems and the need to develop an intelligent prioritization schedule became ever more important for the sake of efficiency. If the pavement performance prediction model can be developed based on the past pavement performance data, the remaining service lives for pavements can be forecasted. It would help to optimize the scheduling of the rehabilitation activit ies and to determine the funding level required to achieve a predetermined level of performance. However, the results of the previous attempts to develop general pavement condition forecasting models have not been satisfied reliable because of the difficulties of collection pavement performance data, complexity of the pavement construction situation and different properties of pavement materials. The Georgia Department of Transportation (GDOT) has used the Pavement Condition Evaluation System (PACES) to evaluate the pavement conditions for the entire highway system in Georgia annually for the past 15 years. In this paper, the as phalt pavement performance prediction models for the state highways and the interstate highways have been developed applying simple and multiple regression analysis methods using the PACES data and PACES rating. The multiple linear regression model is effective to forecast pavement performance when ratings with various AADT. If this pavement performance prediction model using multiple linear regression analysis is implemented into the Pavement Management System, it could play an important role in the decision making process for the asphalt pavement management system.

Development of Performance Prediction Models in Flexible Pavement Using Regression Analysis Method

Thermal cracking of asphalt concrete pavements is responsible for millions of dollars in annual maintenance and rehabilitation costs in the United States and Canada. Thermal cracking typically is associated with low temperatures in northern climates and at high elevations. Another form of thermal cracking, known as thermal fatigue cracking, has been proposed by several researchers as a potential mode of distress in regions with relatively moderate climates. The objectives were to evaluate the possibility of the occurrence of the thermal fatigue cracking mode of distress and to identify a suitable laboratory test procedure to facilitate a mechanistic analysis of this mode of distress. The most promising test procedures evaluated included the direct tensile creep test and the thermal stress restrained specimen test. The results suggest that thermal fatigue distress in asphalt concrete mixtures is not a viable mode of distress in the absence of environmental aging. From the data presented and results documented by others, it is evident that distress often attributed to thermal fatigue cracking is more likely the result of low-temperature cracking of environmentally aged mixtures or subgrade-related distress. It is concluded that fatigue distress due to thermal loading of semirestrained pavements does not occur.

/pdf/analysis-of-thermal-fatigue-distress-of-asphalt-concrete-4svidqelid.pdf

Analysis of Thermal Fatigue Distress of Asphalt Concrete Pavements

This report summarizes and references seven previously written reports developed from this project. The objective of this project was to use the field-measured strains from a number of MnROAD cells to develop mechanistically based load equivalency factors (LEF). The load equivalency factors commonly in use were developed from the AASHTO Road Test conducted in the late 1950s at Ottawa, Illinois. The AASHTO-based LEF represented the pavement behavior at the Road Test and might not reflect conditions in other climates, other subgrade soils, pavement sections, traffic and so on. Several of the MnROAD project objectives related to the development of improved mechanistic models and the development of improved pavement design methods. The Load Testing of Instrumented Pavement Sections project included strain measurements from a variety of vehicle loads, including single, tandem, and tridem axles, tire pressures, tire types, various vehicle speeds, and several different seasons. The testing and analysis resulted in the evaluation of various mechanistic models and the selection of WESLEA for flexible pavements and ISLAB2000 for rigid pavements. Many of the strain sensors, installed during construction in 1993 or 1994, no longer worked limiting the number of test cells available and the scope of the study. The LEF analysis for flexible pavements were based on only the tensile strain at the bottom of the asphalt, and were generally lower than the corresponding AASHTO factors. There were too few strain sensors available to conduct an LEF analysis on rigid pavements, however, during the selection of ISLAB2000, a number of relationships were developed that relate k-value, to other factors such as slab thickness, slab elastic modulus, and strain. This report represents the results of research conducted by the authors and does not necessarily represent the views or policies of the Minnesota Department of Transportation and/or the Center for Transportation Studies. This report does not contain a standard or specified technique.

Load Testing of Instrumented Pavement Sections

In order to implement the Mechanistic-Empirical Pavement Design Guide (MEPDG) to design and maintain asphalt pavements in China, it is necessary to calibrate transfer functions of distresses in MEPDG with local conditions, including traffics, environment, and materials as well as measured pavement distresses data in field. Comprehensive single factor sensitivity analyses of factors that influence thermal cracking of asphalt pavements were conducted utilizing the MEPDG low temperature cracking (LTC) model. Additionally, multiple factor sensitivity analyses were carried out as well, based on which pavement structures with sound thermal cracking resistance were recommended for seasonal frozen regions in China. Finally, the field data of thermal cracks on typical asphalt pavements in China was utilized to calibrate the LTC model in MEPDG. An improvement was proposed on MEPDG LTC model, after which was applied, the predicted thermal cracking from MEPDG LTC model agrees well with measured thermal cracking in China.

/pdf/calibration-on-mepdg-low-temperature-cracking-model-and-3m2ku9hsek.pdf

Calibration on MEPDG Low Temperature Cracking Model and Recommendation on Asphalt Pavement Structures in Seasonal Frozen Region of China

Transverse cracking of asphalt pavements can be the result of temperature changes and it was once thought that temperature induced transverse cracking of asphalt pavements was entirely the result of low temperatures causing the pavement material's tensile strength to be exceeded by tensil stresses--a mechanism now termed "low-temperature cracking". Although models for low temperature cracking have been used with somome success in northerly regions, where the temperature drops low enough to cause a pavement to reach its "fracture temperature", in many cases, transverse cracking is quite common even though relatively moderate temperatures prevail. A mechanism that accounts for thermally induced cracking of asphalt pavements in relatively moderate climates is "thermal-fatigue cracking" due to temperature cycling that eventually results in the fatigue resistance of the asphalt concrete being exceeded. This report describes the development of a design procedure for asphalt pavements to resist thermal fatigue cracking. The first step is the development of a computer model based on fracture mechanics for predicting transverse cracking due to thermal fatigue cracking in asphalt concrete pavements. It uses Shahin's and McCullough's revision of Barber's Equations (Bulletin 168, Highway Research Board, 1957) to compute pavement temperatures but extends upon mechanistic methods of Chang, Lytton, and Carpenter, based on fracture mechanics to predict crack growth and spacing. The effectiveness of the model developed is demonstrated by comparing its results with field data from Michigan. (FHWA)

Design of asphalt pavements for thermal fatigue cracking

Effects of truck weights on pavement deterioration

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Design of asphalt pavements for thermal fatigue cracking

Effects of truck weights on pavement deterioration