The purpose of this study was to summarize the wide-range literatures on asphalt pavements, explore the evolution of road pavements, analyze typical asphalt pavement structures, highlight current trends in research and industry, and to recommend future areas of research and development. In this research, road pavement evolution was explored from the earliest roads to the modern pavements. A new method was recommended to categorize asphalt pavement materials into the three large families which may be further sub-divided according to their mechanical parameters. A unified asphalt pavement classification (UAPC) method was proposed and the worldwide asphalt pavements could be divided into six types through the new method. Based o n the UAPC method, 1087 asphalt pavement structures were classified and analyzed to explore the asphalt thickness variation. In order to evaluate asphalt pavement performance, the Chinese design specification was employed for analyzing lives of 29 high-volume pavements and 28 low-volume pavements. Through this research, it was found that: (1) in the past 100 years, asphalt pavement materials and structures had been becoming more and more strong; (2) asphalt layer thicknesses were various from 5 to 60 cm and the overall pavement thicknesses were various from 28 to 160 cm; (3) the long-life pavements in the other countries may become “shorter-life” pavements according to the prediction based on the Chinese specification.

Review on evolution and evaluation of asphalt pavement structures and materials

Understanding the structural behavior of layered asphalt pavements subjected to dynamic moving wheel loads is a crucial requirement for the future design of more-durable pavement structures...

Finite-Element Simulation of Instrumented Asphalt Pavement Response under Moving Vehicular Load

Selecting a pavement binder for resistance to thermal cracking consists of two steps: determining the winter design temperature for the pavement site, and selecting an asphalt binder having low temperature properties that enable it to resist thermal cracking at the winter design temperature. The low temperature properties of asphalt binders are addressed in the Superpave binder specification, which defines the minimum service temperature for the material. The Superpave paving mix design system includes an algorithm for determining the winter design temperature, but this is unsatisfactory. It gives winter design temperatures for cold climate locations which are much too low. This paper describes the development of a new algorithm for determining the winter design temperature for pavements. Analysis of air and pavement temperature data for seven Canadian locations gave a linear relationship between the minimum pavement temperature and the minimum air temperature during winter. This equation gave good estimates of measured minimum pavement temperatures at other locations. A new winter design algorithm based on this relationship was also developed. It can be used to estimate the winter design temperature for a pavement site from the local winter temperature history. The design equation can be used with the Superpave paving mix design system. The new design equation selects less restrictive binder grades for cold climates than the Superpave algorithm. Limited experience indicates that binders selected using the new procedure will resist thermal cracking in service.

Determining the winter design temperature for asphalt pavements (with discussion and closure)

Comparative Study on Selection of Suitable Pavement Performance Analysis Technique by Using FWD Measurement

Dynamic Response and Fatigue Damage of Asphalt Pavement Under Multiple Coupling Factors

In order to analyze the dynamic response of asphalt pavement, heavy vehicle simulator (HVS) was used to test with variables of axle load, speed, and temperature on five full-scale test sections with different structures. Pre-embedded strain sensors and pressure cells were used to measure the strain response at the bottom of the surface layer and the vertical stress at the top of the subgrade under wheel load. The results of tests show that the tensile strain at the bottom of surface layer of semi-rigid base asphalt pavement and rigid base asphalt pavement is small. The vertical stress at the top of the subgrade has a good positive exponential relationship with axle load. The maximum tensile strain at the bottom of surface layer gradually decreases with speed and increases with temperature. The tensile strain at the bottom of surface layer of flexible base asphalt pavement is affected by the speed most significantly. The increase rate of strain increases with temperature, which demonstrates the temperature has significant effects on the mechanical properties of the asphalt pavement. Based on the results of HVS tests, a prediction model of tensile strain at the bottom of the surface layer was established. Therefore, this paper could contribute to deepening the understanding of the dynamic response characteristics of asphalt pavement and improving the design of pavement structure.

Analysis of Dynamic Response of Asphalt Pavement in Heavy Vehicle Simulator Tests

Deflections and dynamic responses of asphalt pavement with graded-broken-stone base: An investigation based on Heavy Vehicle Simulator (HVS)

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Analysis of Dynamic Response of Asphalt Pavement in Heavy Vehicle Simulator Tests

Deflections and dynamic responses of asphalt pavement with graded-broken-stone base: An investigation based on Heavy Vehicle Simulator (HVS)