Erik Oscarsson - Academia.edu (original) (raw)

Papers by Erik Oscarsson

Bulletin 236 3000, 2007

Background Permanent deformation is internationally considered the most serious mechanism of dist... more Background Permanent deformation is internationally considered the most serious mechanism of distress in asphalt pavements along with fatigue and thermal cracking. It often occurs as longitudinal depressions in the wheel paths of the road, which are called ruts. Rutting has a negative effect on traffic safety, vehicle wear, and comfort, provided that the speed is unaffected. There are three types of permanent deformation: structural rutting located in the subgrade, flow rutting in the asphalt layers, and wear rutting on the pavement surface. Flow rutting has been found to occur in three stages that have been observed both in the field and the laboratory. In the initial stage, the cause is primarily densification due to post compaction. After a short period of time, the second stage begins. Densification decreases while the main flow rutting mechanism, shear deformation, increases. The second stage is relatively predictable and is the most prevalent. In the third stage, the asphalt concrete volume begins to increase and flow rutting accelerates rapidly. Modeling is an important tool for performance prediction and diagnostics of pavements. The Mechanistic-Empirical Pavement Design Guide (M-E PDG), also called 2002 Design Guide, is an advanced modeling concept that addresses the most important pavement distress factors. Its clear division between mechanistic and empirical principles provides a sound basis for future model improvements. The current software version of ME PDG is v0.910. Objectives and scope The first objective was to evaluate the flow rutting model used in the ME PDG program. Further, the model should be calibrated to observed pavement performance. The second objective was to compare dynamic moduli data from three test setups. Results from the uniaxial test were to be compared to the indirect tensile test (IDT) using only gyratory compacted specimens, as Kim et al. (2004) showed to be possible. Then the IDT was used to compare gyratory compacted specimens and pavement cores. If all three test setups show equal dynamic moduli, field cores can replace gyratory compacted specimens.

Bulletin 236 3000, 2007

Background Permanent deformation is internationally considered the most serious mechanism of dist... more Background Permanent deformation is internationally considered the most serious mechanism of distress in asphalt pavements along with fatigue and thermal cracking. It often occurs as longitudinal depressions in the wheel paths of the road, which are called ruts. Rutting has a negative effect on traffic safety, vehicle wear, and comfort, provided that the speed is unaffected. There are three types of permanent deformation: structural rutting located in the subgrade, flow rutting in the asphalt layers, and wear rutting on the pavement surface. Flow rutting has been found to occur in three stages that have been observed both in the field and the laboratory. In the initial stage, the cause is primarily densification due to post compaction. After a short period of time, the second stage begins. Densification decreases while the main flow rutting mechanism, shear deformation, increases. The second stage is relatively predictable and is the most prevalent. In the third stage, the asphalt concrete volume begins to increase and flow rutting accelerates rapidly. Modeling is an important tool for performance prediction and diagnostics of pavements. The Mechanistic-Empirical Pavement Design Guide (M-E PDG), also called 2002 Design Guide, is an advanced modeling concept that addresses the most important pavement distress factors. Its clear division between mechanistic and empirical principles provides a sound basis for future model improvements. The current software version of ME PDG is v0.910. Objectives and scope The first objective was to evaluate the flow rutting model used in the ME PDG program. Further, the model should be calibrated to observed pavement performance. The second objective was to compare dynamic moduli data from three test setups. Results from the uniaxial test were to be compared to the indirect tensile test (IDT) using only gyratory compacted specimens, as Kim et al. (2004) showed to be possible. Then the IDT was used to compare gyratory compacted specimens and pavement cores. If all three test setups show equal dynamic moduli, field cores can replace gyratory compacted specimens.

Bulletin 236 3000, 2007

Background Permanent deformation is internationally considered the most serious mechanism of dist... more Background Permanent deformation is internationally considered the most serious mechanism of distress in asphalt pavements along with fatigue and thermal cracking. It often occurs as longitudinal depressions in the wheel paths of the road, which are called ruts. Rutting has a negative effect on traffic safety, vehicle wear, and comfort, provided that the speed is unaffected. There are three types of permanent deformation: structural rutting located in the subgrade, flow rutting in the asphalt layers, and wear rutting on the pavement surface. Flow rutting has been found to occur in three stages that have been observed both in the field and the laboratory. In the initial stage, the cause is primarily densification due to post compaction. After a short period of time, the second stage begins. Densification decreases while the main flow rutting mechanism, shear deformation, increases. The second stage is relatively predictable and is the most prevalent. In the third stage, the asphalt concrete volume begins to increase and flow rutting accelerates rapidly. Modeling is an important tool for performance prediction and diagnostics of pavements. The Mechanistic-Empirical Pavement Design Guide (M-E PDG), also called 2002 Design Guide, is an advanced modeling concept that addresses the most important pavement distress factors. Its clear division between mechanistic and empirical principles provides a sound basis for future model improvements. The current software version of ME PDG is v0.910. Objectives and scope The first objective was to evaluate the flow rutting model used in the ME PDG program. Further, the model should be calibrated to observed pavement performance. The second objective was to compare dynamic moduli data from three test setups. Results from the uniaxial test were to be compared to the indirect tensile test (IDT) using only gyratory compacted specimens, as Kim et al. (2004) showed to be possible. Then the IDT was used to compare gyratory compacted specimens and pavement cores. If all three test setups show equal dynamic moduli, field cores can replace gyratory compacted specimens.

Bulletin 236 3000, 2007

Background Permanent deformation is internationally considered the most serious mechanism of dist... more Background Permanent deformation is internationally considered the most serious mechanism of distress in asphalt pavements along with fatigue and thermal cracking. It often occurs as longitudinal depressions in the wheel paths of the road, which are called ruts. Rutting has a negative effect on traffic safety, vehicle wear, and comfort, provided that the speed is unaffected. There are three types of permanent deformation: structural rutting located in the subgrade, flow rutting in the asphalt layers, and wear rutting on the pavement surface. Flow rutting has been found to occur in three stages that have been observed both in the field and the laboratory. In the initial stage, the cause is primarily densification due to post compaction. After a short period of time, the second stage begins. Densification decreases while the main flow rutting mechanism, shear deformation, increases. The second stage is relatively predictable and is the most prevalent. In the third stage, the asphalt concrete volume begins to increase and flow rutting accelerates rapidly. Modeling is an important tool for performance prediction and diagnostics of pavements. The Mechanistic-Empirical Pavement Design Guide (M-E PDG), also called 2002 Design Guide, is an advanced modeling concept that addresses the most important pavement distress factors. Its clear division between mechanistic and empirical principles provides a sound basis for future model improvements. The current software version of ME PDG is v0.910. Objectives and scope The first objective was to evaluate the flow rutting model used in the ME PDG program. Further, the model should be calibrated to observed pavement performance. The second objective was to compare dynamic moduli data from three test setups. Results from the uniaxial test were to be compared to the indirect tensile test (IDT) using only gyratory compacted specimens, as Kim et al. (2004) showed to be possible. Then the IDT was used to compare gyratory compacted specimens and pavement cores. If all three test setups show equal dynamic moduli, field cores can replace gyratory compacted specimens.

Bulletin 236 3000, 2007

Background Permanent deformation is internationally considered the most serious mechanism of dist... more Background Permanent deformation is internationally considered the most serious mechanism of distress in asphalt pavements along with fatigue and thermal cracking. It often occurs as longitudinal depressions in the wheel paths of the road, which are called ruts. Rutting has a negative effect on traffic safety, vehicle wear, and comfort, provided that the speed is unaffected. There are three types of permanent deformation: structural rutting located in the subgrade, flow rutting in the asphalt layers, and wear rutting on the pavement surface. Flow rutting has been found to occur in three stages that have been observed both in the field and the laboratory. In the initial stage, the cause is primarily densification due to post compaction. After a short period of time, the second stage begins. Densification decreases while the main flow rutting mechanism, shear deformation, increases. The second stage is relatively predictable and is the most prevalent. In the third stage, the asphalt concrete volume begins to increase and flow rutting accelerates rapidly. Modeling is an important tool for performance prediction and diagnostics of pavements. The Mechanistic-Empirical Pavement Design Guide (M-E PDG), also called 2002 Design Guide, is an advanced modeling concept that addresses the most important pavement distress factors. Its clear division between mechanistic and empirical principles provides a sound basis for future model improvements. The current software version of ME PDG is v0.910. Objectives and scope The first objective was to evaluate the flow rutting model used in the ME PDG program. Further, the model should be calibrated to observed pavement performance. The second objective was to compare dynamic moduli data from three test setups. Results from the uniaxial test were to be compared to the indirect tensile test (IDT) using only gyratory compacted specimens, as Kim et al. (2004) showed to be possible. Then the IDT was used to compare gyratory compacted specimens and pavement cores. If all three test setups show equal dynamic moduli, field cores can replace gyratory compacted specimens.

Bulletin 236 3000, 2007

Background Permanent deformation is internationally considered the most serious mechanism of dist... more Background Permanent deformation is internationally considered the most serious mechanism of distress in asphalt pavements along with fatigue and thermal cracking. It often occurs as longitudinal depressions in the wheel paths of the road, which are called ruts. Rutting has a negative effect on traffic safety, vehicle wear, and comfort, provided that the speed is unaffected. There are three types of permanent deformation: structural rutting located in the subgrade, flow rutting in the asphalt layers, and wear rutting on the pavement surface. Flow rutting has been found to occur in three stages that have been observed both in the field and the laboratory. In the initial stage, the cause is primarily densification due to post compaction. After a short period of time, the second stage begins. Densification decreases while the main flow rutting mechanism, shear deformation, increases. The second stage is relatively predictable and is the most prevalent. In the third stage, the asphalt concrete volume begins to increase and flow rutting accelerates rapidly. Modeling is an important tool for performance prediction and diagnostics of pavements. The Mechanistic-Empirical Pavement Design Guide (M-E PDG), also called 2002 Design Guide, is an advanced modeling concept that addresses the most important pavement distress factors. Its clear division between mechanistic and empirical principles provides a sound basis for future model improvements. The current software version of ME PDG is v0.910. Objectives and scope The first objective was to evaluate the flow rutting model used in the ME PDG program. Further, the model should be calibrated to observed pavement performance. The second objective was to compare dynamic moduli data from three test setups. Results from the uniaxial test were to be compared to the indirect tensile test (IDT) using only gyratory compacted specimens, as Kim et al. (2004) showed to be possible. Then the IDT was used to compare gyratory compacted specimens and pavement cores. If all three test setups show equal dynamic moduli, field cores can replace gyratory compacted specimens.