The Experts below are selected from a list of 324 Experts worldwide ranked by ideXlab platform
Reynaldo Roque - One of the best experts on this subject based on the ideXlab platform.
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Cracking mechanisms in asphalt mixtures
Advances in Asphalt Materials, 2015Co-Authors: Reynaldo Roque, Jian Zou, David HernandoAbstract:Results of recent experiments, advanced modeling efforts, and field performance evaluation were compared to fundamental assumptions associated with traditional fatigue and critical condition approaches. Findings revealed that the critical condition approach most accurately represents the actual mechanisms of pavement Cracking. A Top-down Cracking (TDC) performance prediction model developed based on the hot mix asphalt-fracture mechanics (HMA-FM) was employed to illustrate the full potential of the critical condition approach. The work presented supports serious consideration of a paradigm shift from the traditional fatigue approach to the critical condition approach. Such a shift should enhance understanding of mechanisms and lead to more effective material specifications and pavement design systems.
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Calibration and validation of an HMA fracture mechanics based enhanced Cracking performance model
International journal of pavement research and technology, 2014Co-Authors: Jian Zou, Reynaldo RoqueAbstract:An HMA fracture mechanics based enhanced Cracking performance model (HMA-FM-E) was calibrated and validated using selected Florida field sections. The model calibration was undertaken by matching as closely as possible predicted Top-down Cracking performance with field observations. Also, predictions using the calibrated model showed that the predicted crack growth rates and crack initiation times were inversely-related, which is reasonable and agrees with our field experience. The model validation effort using the prediction sum of squares approach demonstrated the strong predictability of the calibrated model. Further calibration of the model is recommended when more field sections with high quality data are available. Also, further development and integration of submodels such as the predictive relationship for initial fracture energy based on gradation characterization and volumetric properties can be employed to make the HMA-FM-E a Level-3 design tool suitable for use in the mechanistic-empirical pavement design.
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Development of a Composite Specimen Interface Cracking (CSIC) Test for Top-down Cracking
Journal of Testing and Evaluation, 2013Co-Authors: Yu Chen, Reynaldo Roque, Gabriele Tebaldi, George LoppAbstract:Pavement Top-down Cracking performance not only depends on pavement layer material characteristics, but also on layer interface conditions. Interface conditions involve both the shear resistance along the interface and the Cracking resistance across the interface provided by the interface bonding agents. Regarding hot-mix asphalt (HMA), currently available tests are mainly focused on pavement layer material properties. When thick polymer modified asphalt emulsion (PMAE) was applied at the interface between an open-graded friction course (OGFC) and a dense graded structural layer, a bonded interface was formed by the migration of PMAE up into the OGFC air voids. Shear strength tests, which can well characterize the adhesive film effect of interface bonding agents, cannot fully capture the effect of bonded interface on pavement Cracking performance. To simulate the crack initiation and propagation process and evaluate the effect of bonded interface conditions on Top-down Cracking performance, a composite specimen interface Cracking (CSIC) test was developed. The developed system involves repeated tensile loading and monitoring of the rate of damage development (reduction in stiffness) on composite specimens specifically designed for this purpose. Number of loading cycles to failure and damage rate results from the proposed test on three different interface conditions clearly indicate that this test method can be used to optimize bonding agents and application rates for enhanced Cracking performance. This method may also provide a suitable specification test for evaluation of interface conditions on reflective Cracking performance.
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effects of interface condition characteristics on open graded friction course top down Cracking performance
Road Materials and Pavement Design, 2012Co-Authors: Yunxiang Chen, Reynaldo Roque, Gabriele Tebaldi, George LoppAbstract:Top-down Cracking is a distress mode that is of particular concern for pavements with Open-Graded Friction Course (OGFC) because open-graded mixture has considerably lower resistance to fracture (lower fracture energy limit and lower resistance to damage) than dense-graded mixture. This particular Cracking phenomenon initiates on the pavement surface and propagates downward; so because the OGFC layer is thin, Cracking performance relies on the properties and characteristics of three components near the pavement surface: OGFC, underlying structural layer, and the interface between. For this reason, to increase the durability of pavements surfaced with OGFC, it is significant to ensure a quality fracture resistant bond between OGFC and the structural layer. This research investigated Top-down Cracking performance of OGFC with different tack coats using a newly developed composite specimen interface Cracking (CSIC) test. In addition, X-ray computed tomography (CT) was employed to analyze the interface charac...
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Effects of Trackless Tack Interface on Pavement Top-down Cracking Performance
Procedia - Social and Behavioral Sciences, 2012Co-Authors: Yu Chen, Reynaldo Roque, Gabriele Tebaldi, George LoppAbstract:Tracking, the pick-up of bituminous materials by paving equipment tires, can occur when tack coat emulsion was not appropriately applied. This tracking can result in the existing pavement with little or no tack coat left in the wheel paths, leading to slippage and delamination. A special tack coat material, trackless tack, which does not track or pick up on paving equipment, has been developed. While researches have been conducted on the trackless tack shear strength evaluation, little work has been done on its Cracking performance. Interface Cracking performance of one type trackless tack at two application rates was evaluated using the composite specimen interface Cracking (CSIC) test. The testing system involves repeated tensile loading and monitoring of the rate of damage development (reduction in stiffness) on composite specimens. Results indicated that trackless tack interface reduced the pavement Top-down Cracking performance as compared with conventional tack coat. However, it was reported in literature that trackless tack had superior shear strength than conventional tack. Therefore, it can be concluded that both shear strength along the interface and Cracking resistance across the interface should be evaluated for any interface bond agents.
Guangming Wang - One of the best experts on this subject based on the ideXlab platform.
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Combined Effect of Three-Dimensional Contact Load and Thermal Gradients on the Cracking Performance of Heavy-Duty Asphalt Pavements
Transportation Research Record, 2013Co-Authors: Guangming Wang, Dennis A Morian, Doug FrithAbstract:Top-down Cracking is well recognized as a major distress for heavy-duty asphalt pavements, yet the mechanism is not fully understood. Studies have indicated that nonuniform tire-pavement contact stress may play a significant role in the initiation of Top-down Cracking, and thermal stress caused by the temperature gradient may contribute to the initiation and development of Top-down Cracking. These relevant factors were evaluated with a sophisticated three-dimensional viscoelastic finite element model that was developed for studying the Cracking performance of heavy-duty flexible pavements under combined three-dimensional tire-pavement contact stress and thermal stress induced by the temperature gradient. It was found that the stress distribution in asphalt concrete layers continuously changed as the pavement was loaded because of the rheological behavior of the asphalt concrete. Significant maximum principal tensile stresses are present at the tire edge at the asphalt concrete surface, which may result in...
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Impact of Wide-Based Tires on the Near-Surface Pavement Stress States Based on Three-Dimensional Tire-Pavement Interaction Model
Road Materials and Pavement Design, 2011Co-Authors: Guangming Wang, Reynaldo RoqueAbstract:ABSTRACT The effects of truck tire types on near-surface pavement responses were evaluated via finite element anyalysis. First, two wide-based truck radial tires (425/65R22.5 and 445/50R22.5) were modeled based on the tire geometries and specifications from the tire manufactures. Accordingly, tire-pavement interaction models were developed. These models were then calibrated to make sure models can be used for further evaluation purpose. A study on how truck tire types affect near-surface respones were investigated based on calibrated tire-pavement contact models. The results indicated that the Super Single (SS) (425/65R22.5) tire produced the worst damage to the pavement in terms of Top-down Cracking and AC rutting in Asphalt Concrete (AC) layers, while New Generation Wide-Based (NGWB) tire (445/50R22.50) induced approximately the same damage as the standard dual tire assembly (11R22.5) evaluated in this study.
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Evaluation of Truck Tire Types on Near-Surface Pavement Response Based on Finite Element Analysis
International journal of pavement research and technology, 2011Co-Authors: Guangming Wang, Reynaldo RoqueAbstract:The effects of truck tire types on near-surface pavement responses were evaluated via finite element analysis. First, three truck radial tires (11R22.5, 425/65R22.5, and 445/50R22.5) were modeled based on the tire geometries and specifications from the tire manufactures. Accordingly, tire-pavement interaction models were developed. These models were then verified by comparing predicted contact stresses with measured ones to make sure models can be used for further evaluation purpose. The results indicated that the super single (425/65R22.5) tire produced greater contact stress and more damage to the pavement in terms of Top-down Cracking and instability rutting, while new generation wide-based tire (445/50R22.50) induced approximately the same damage as the standard dual assembly tested (11R22.5).
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Evaluate Truck Tire Types on Top-down Cracking and Instability Rutting Based on BISAR Analysis
2010Co-Authors: Guangming WangAbstract:The effects of truck tire types on pavement responses were evaluated via BISAR analysis. The loading configurations for three types of truck tires (11R22.5, 425/65R22.5 and 445/50R22.5) for BISAR input were created based on their tire footprints. The magnitude and orientation of three-dimensional (3-D) contact stresses was reasonably defined for different tires based on measured contact stresses and previous studies. For all cases without considering unbalanced dual tires, super single (425/65R22.5) produced the worst damage to pavement in terms of Top-down Cracking and instability rutting, while new generation wide-based tire (445/50R22.50 caused the least damage to pavement. If unbalanced load between dual tires was considered, however, dual tires might produce much more damages to pavement than super single tire.
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Develop Methodologies/Protocols to Assess Cracking Potential of Asphalt Mixtures Using Accelerated Pavement Testing
2007Co-Authors: Reynaldo Roque, Jian Zou, Guangming Wang, Alvaro Guarin, Helge MorkAbstract:Methodologies were identified which involved the use of the accelerated pavement aging system (APAS) to induce age-hardening of the pavement in the accelerated pavement testing (APT) facility and achieve stiffness profiles consistent with those observed in field-aged pavements, followed by loading with and without wander using the heavy vehicle simulator (HVS). These approaches would allow the evaluation of several hypotheses associated with the development and accumulation of damage and its effect on Top-down Cracking, as well as hypotheses associated with the energy-based Cracking criteria developed in earlier Florida Department of Transportation (FDOT) research efforts. Properties determined from falling weight deflectometer (FWD) tests on the pavement sections and Superpave indirect tension tests (IDT) performed on asphalt concrete cores obtained from the pavements at different aging levels have been used to predict stresses, strains, and energies due to applied wheel loads. Excellent correspondence has been observed between predicted and measured strains. Strains measured using gages epoxied to the surface of the pavement are excellent tools for evaluation of pavement load response, but are not good indicators of the development of damage. Top-down Cracking was achieved only when the pavement was aged beyond normal levels to reduce fracture resistance and minimize healing potential. However, in contrast with field observations, where Top-down cracks are longitudinal, the cracks developed by the heavy vehicle simulator (HVS) were transverse. Theoretical analyses indicated that transverse cracks were explained by the much slower speed of the HVS load that resulted in much greater damage in the longitudinal direction than in the transverse direction. Several recommendations were made to conduct further investigations and modify the existing APT system to better simulate the mechanisms that lead to Top-down Cracking in the field.
Y. Richard Kim - One of the best experts on this subject based on the ideXlab platform.
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Top-down Cracking Prediction Tool for Hot Mix Asphalt Pavements
7th RILEM International Conference on Cracking in Pavements, 2012Co-Authors: Cheolmin Baek, Murthy N. Guddati, Senganal Thirunavukkarasu, B. Shane Underwood, Y. Richard KimAbstract:This paper presents an analysis tool for predicting Top-down Cracking (TDC) of hot-mix asphalt (HMA) pavements. TDC is known to involve a complicated set of interactive mechanisms, perhaps more so than other HMA distresses. Such complexity makes it difficult to predict TDC reliably using conventional material models and analysis tools. Over the years, the viscoelastoplastic continuum damage (VEPCD) model has been improved to better understand and predict the behavior of asphalt concrete materials. The ability of the VEPCD model to accurately capture various critical phenomena has been demonstrated. For fatigue Cracking evaluation of pavement structures, the viscoelastic continuum damage (VECD) model has been incorporated into a finite element code as VECD-FEP++. To use this code in the prediction of TDC requires the enhancement and incorporation of additional sub-models to account for the effects of aging, healing, thermal stress, viscoplasticity and mode of loading. The Enhanced Integrated Climatic Model (EICM) is also integrated into the framework.The flexible nature of the VECD-FEP++ modeling technique allows cracks to initiate and propagate wherever the fundamental material law suggests. As a result, much more realistic and accurate Cracking simulations can be accomplished using the VECD-FEP++.To demonstrate the full capabilities of the VECD-FEP++, two example simulations were carried out, and the results indicate that the interactions among the sub-models and overall trends in terms of pavement behavior were reasonably captured.After proper calibration, this tool could provide quantitative predictions of the extent and severity of TDC.
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Top-down Cracking of Hot-Mix Asphalt Layers: Models for Initiation and Propagation
2010Co-Authors: Reynaldo Roque, Jian Zou, Y. Richard Kim, Cheolmin Baek, Senganal Thirunavukkarasu, B. Shane Underwood, Murthy N. GuddatiAbstract:The research focused on: 1) Finalizing the two primary model components [i.e., a viscoelastic continuum damage (VECD) model for crack initiation and a hot mix asphalt fracture mechanics (HMA-FM) model for crack propagation], involving development and integration of sub-models that are relevant to dominant Top-down Cracking mechanisms into each model component; 2) Verifying the reasonableness of the two enhanced primary model components (i.e., the VECD-based model and the HMA-FM-based model); and 3) Developing for and integrating with the HMA-FM-based crack propagation model a simplified fracture energy-based crack initiation model to illustrate the potential of a completed system and to help formulate a plan for integrating, calibrating, and validating the two enhanced primary model components. In summary, the work performed clearly indicates that the VECD-based model and the HMA-FM-based model developed and evaluated in this project can form the basis for a Top-down Cracking model suitable for use in the Mechanistic-Empirical Pavement Design Guide (MEPDG). Furthermore, the component models can form the basis for an improved performance model to predict multiple Cracking distresses simultaneously, including Top-down Cracking, bottom-up Cracking, and thermal Cracking. The project also identified and recommended research efforts to develop calibrated/validated Top-down Cracking performance models for use in the MEPDG.
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Fatigue Cracking Mechanisms in Asphalt Pavements with Viscoelastic Continuum Damage Finite-Element Program
Transportation Research Record, 2004Co-Authors: Sungho Mun, Murthy N. Guddati, Y. Richard KimAbstract:A study of fatigue-Cracking mechanisms in asphalt pavements used the finite-element program VECD-FEP++. This program employs the viscoelastic continuum damage model for the asphalt layer and a nonlinear elastic model for unbound layers. Both bottom-up and Top-down cracks are investigated by taking several important variables, such as asphalt layer thickness, layer stiffness, pressure distribution under loading, and load level applied on the pavement surface, into account. The Cracking mechanisms in various pavement structures under different loading conditions are studied by monitoring a damage contour. Preferred conditions for Top-down Cracking were identified with the results from this parametric study. The conjoined damage contours in thicker pavements suggest that a through-the-thickness crack may develop as the bottom-up and Top-down cracks propagate simultaneously and coalesce; that idea supports observations from field cores and raises the question of the validity of traditional fatigue performance...
Imad L. Al-qadi - One of the best experts on this subject based on the ideXlab platform.
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Pavement-Dependent Load Limits: Case Study in South Dakota for Different Tire Configurations
Transportation Research Record, 2014Co-Authors: Hao Wang, Imad L. Al-qadi, David L HuftAbstract:South Dakota statutes limit the weight of nonsteering axles to 500 lb/in. of tire width. The load allowance for single axles or spread tandem axles with wide-base tires is less than the axle load limit for dual tires. The objective of this research is to assess the potential impact of policy change if the load limit on wide-base tires is increased to be the same as the load limit on dual tires. First, a comprehensive literature review was conducted. Results indicated that the impact of wide-base tires on pavement damage varied, depending on pavement structure and damage mechanism. Pavement response and performance data were obtained from previous studies to calculate damage ratios between wide-base tires and dual tires with the same load. Different pavement failure mechanisms (fatigue Cracking, Top-down Cracking, primary rutting, and subgrade rutting) were applied. Cost functions were then developed by relating the life-cycle cost of four typical asphalt pavement structures used in South Dakota to design ...
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Effects of nonuniform and three-dimensional contact stresses on near-surface Cracking
Transportation Research Record, 2011Co-Authors: Hasan Ozer, Imad L. Al-qadi, Carlos Armando DuarteAbstract:Near-surface Cracking, sometimes referred to as Top-down Cracking, is one of the predominant distress types in flexible pavements. The incidence of near-surface Cracking has increased in recent years with the increased construction of relatively thick (hot-mix asphalt layer > 200 mm) flexible pavements. However, understanding the mechanisms of near-surface Cracking and its integration into pavement design protocols remains a challenge. Analysis of this problem can be complex because of multi-axial stress states in the vicinity of tires. The near-surface response to nonuniform tire contact stresses is investigated, and the potential for crack occurrence near the surface is analyzed in a typical relatively thick flexible pavement. The generalized finite element method (GFEM) is used to analyze pavement structure. This method provides a computational framework for the arbitrary orientation of cracks in a finite element mesh that is particularly useful for mixed-mode fracture problems. A three-dimensional (3-...
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Pavement Damage Due to Conventional and New Generation of Wide‐Base Super Single Tires
Tire Science and Technology, 2005Co-Authors: Imad L. Al-qadi, Mostafa A. Elseifi, Pyeong Jun Yoo, Ibrahim JanajrehAbstract:Abstract The objective of this study was to quantify pavement damage due to a conventional (385/65R22.5) and a new generation of wide-base (445/50R22.5) tires using three-dimensional (3D) finite element (FE) analysis. The investigated new generation of wide-base tires has wider treads and greater load-carrying capacity than the conventional wide-base tire. In addition, the contact patch is less sensitive to loading and is especially designed to operate at 690kPa inflation pressure at 121km/hr speed for full load of 151kN tandem axle. The developed FE models simulated the tread sizes and applicable contact pressure for each tread and utilized laboratory-measured pavement material properties. In addition, the models were calibrated and properly validated using field-measured stresses and strains. Comparison was established between the two wide-base tire types and the dual-tire assembly. Results indicated that the 445/50R22.5 wide-base tire would cause more fatigue damage, approximately the same rutting damage and less surface-initiated Top-down Cracking than the conventional dual-tire assembly. On the other hand, the conventional 385/65R22.5 wide-base tire, which was introduced more than two decades ago, caused the most damage.
Björn Birgisson - One of the best experts on this subject based on the ideXlab platform.
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Reliability-Based Specification for Asphalt Concrete Pavements
Journal of Testing and Evaluation, 2019Co-Authors: Yared H. Dinegdae, Ibrahim Onifade, Björn BirgissonAbstract:The use of volumetric-based specifications that utilize air void and asphalt content for the quality control of asphalt pavements is a major concern as there is a lack of fundamental correlation between these mixture properties and long-term pavement performance. In addition to that, the input variabilities’ influence on target reliability and pavement performance is not addressed in these volumetric-based specifications. The aim of this article is to introduce a reliability-based specification for the quality control of Top-down Cracking in asphalt concrete pavements. The reliability-based specification criteria are developed for two traffic level categories and using design inputs such as hourly equivalent single axle load traffic, asphalt layer thickness, base modulus, and dissipated creep strain energy limit. For the development of the reliability-based specification, several field pavement sections with well-documented performance history and high-quality laboratory and field data were analyzed using the mechanics-based design framework for variability conditions that are representative of actual field conditions. Variation in dissipated creep strain energy limit and asphalt concreter layer thickness has been observed to influence target reliability and overall pavement performance significantly, in comparison with base modulus and hourly equivalent single axle load traffic. The proposed reliability-based specification can complement existing performance-based specifications for the quality control of Top-down Cracking in asphalt concrete pavements.
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Moisture susceptibility of Warm-Mix-Asphalt in a changing climate: incorporating Top-down Cracking and fracture mechanics approach
2015Co-Authors: Prabir Kumar Das, Björn Birgisson, H Baaj, Susan L. TigheAbstract:Over the next decade, climate changes may cause an increase in precipitation in some areas of Canada, including Ontario. In such areas, moisture damage can be one of the major causes of premature degradation of asphalt pavements. Failure of asphalt pavements due to moisture damage causes a considerable expenditure of funds for repair and rehabilitation every year. Traditionally moisture damage of the asphalt mixtures is evaluated by tensile strength ratio between dry and wet condition, which is not sufficient to conclude the moisture damage performance. Also, the results from the majority of conventional tests do not correlate well with the observed field performance. In order to overcome these difficulties, the varying effects of moisture damaged on wax modified asphalt mixture properties were investigated by using Superpave IDT creep, resilient modulus and strength tests. Moreover, fracture mechanics approach has also been utilized to characterize the moisture susceptibility of the asphalt mixture performance. In recent years, with the increasing concerns of global warming and increasing emissions, the asphalt industry has been using commercial waxes in asphalt mixtures to lower its emissions by reducing the mixing and compaction temperatures. Thus, in this study, PG 58-22 asphalt binder was modified by two types of commercial waxes (FT-paraffin and Asphaltan B) and mixed with two types of crushed granite aggregates, which were used to investigate the moisture damage potential of the wax modified asphalt mixtures. This paper provides a summary of the evaluation test set up and obtained results. It was found that the warm mix asphalt mixtures have a higher moisture damage ratio (MDR) of Energy Ratio compared to unmodified mixtures, clearly indicating the higher fracture resistance than the control mixtures. Moreover, the results obtained from moisture damage ratio in terms of the number of load repetition required to grow a fixed crack (MDRN); also confirms the wax modified mixtures have a better crack initiation and growth resistance even after conditioning. The analyses of the obtained results, thus, indicate that warm mix asphalt could be a greener solution to the climate change and towards a durable pavement infrastructure.
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Integration of thermal fracture in the HMA fracture model
2008Co-Authors: Jaeseung Kim, Reynaldo Roque, Björn BirgissonAbstract:Field observations indicate that both traffic and thermal stresses affect Top-down Cracking performance of flexible pavements. Further evaluation of these observations will require the development and use of Cracking models that can consider the effect of temperature. A rigorous analytical model was developed to assess the effect of thermal loading conditions and mixture properties on dissipated creep strain energy (DCSE) and Cracking. Accumulation of DCSE in a mixture subjected to thermal stresses is much less straightforward than for load-induced stresses, and performance may be affected by the rheological aspects of the mixture other than creep. Appropriate equations were developed to calculate thermal stress development and DCSE accumulation for an asphalt mixture subjected to thermal loading cycles. Calculations performed with the resulting model showed that although Top-down Cracking performance in Florida was most strongly affected by traffic loading, thermal effects also affected performance. A combined system that incorporates the effect of both load- and temperature-induced damages on Top-down Cracking was developed and resulted in better correlation between predicted and observed Top-down Cracking performances.
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Windows-Based Top-down Cracking Design Tool for Florida: Using Energy Ratio Concept
Transportation Research Record, 2007Co-Authors: Jianlin Wang, Björn Birgisson, Reynaldo RoqueAbstract:Top-down Cracking has been found to be a predominant mode of distresses of asphalt pavements in Florida. Therefore, it is important to accommodate Top-down Cracking in the design of asphalt mixtures and pavement structures. After a multiyear study on Top-down Cracking supported by the Florida Department of Transportation, the University of Florida developed a Top-down Cracking model based on hot-mix asphalt fracture mechanics. This paper presents the implementation of the Florida Cracking model into a mechanistic-empirical (M-E) flexible pavement design framework. Based on the energy ratio concept, a new M-E pavement design tool for Top-down Cracking has been developed. In the Level 3 M-E design, a series of semiempirical models were developed for estimation of time-dependent material properties. With incorporation of the material properties models, the design tool is capable of performing pavement thickness design as well as pavement life prediction for Top-down Cracking in Florida. The thickness design is optimized for different traffic levels, mixture types, and binder selections, and the optimization is an automated process. This design tool has been packed into Windows-based software, making it convenient to use for pavement design engineers.
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Implementation of the Florida Cracking Model into the Mechanistic-Empirical Pavement Design
2006Co-Authors: Björn Birgisson, Jianlin Wang, Reynaldo RoqueAbstract:Top-down Cracking has been found to be a predominant mode of distresses of asphalt pavements in Florida. Therefore, it is important to accommodate Top-down Cracking in the design of asphalt mixtures and pavement structures. After a multi-year study on Top-down Cracking supported by the Florida Department of Transportation (FDOT), the University of Florida has developed a Top-down Cracking model based on the HMA fracture mechanics. This report presents the implementation of the Florida Cracking model into a mechanistic-empirical (ME) flexible pavement design framework. Based on the energy ratio (ER) concept, a new ME pavement design tool for Top-down Cracking has been developed. In the Level 3 ME design, a series of material models were developed for estimation of the time-dependent material properties. With incorporation of the material properties models, the design tool is capable of performing pavement thickness design as well as pavement life prediction for Top-down Cracking in Florida. The thickness design is optimized for different traffic levels, mixture types, and binder selections. The AC thickness optimization is an automated process. This design tool has been packed into an interactive Windows-based software, making it convenient to use for pavement design engineers.
