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This study investigated the influence of several construction practices on the bond strength at the interface between pavement layers. These practices included the surface treatment, curing time, residual application rate, and equipment tracking. Three tests were performed for estimating the bond strength between an existing hot mix asphalt (HMA) and a newly constructed HMA overlay, namely the Florida Dept. of Transportation shear tester, the University of Texas at El Paso pull off test, and the torque bond test. Testing involved a CSS-1 type emulsion as the tack coat. The results from the three tests were statistically analyzed. Generally, milling provided a significantly better bond at the interface between the existing surface and the new overlay. Curing time had a minimal effect on the bond strength. The results indicated that the absence of tack coat did not significantly affect the bond strength at the interface for the milled sections, whereas it severely decreased the strength for the nonmilled sections. The results also showed that increasing the residual rate of tack coat did not generally affect the bond strength at the interface. DOI: 10.1061/(ASCE)0887-3828(2008)22:3(154) CE Database subject headings: Bonding; Construction management; Statistics; Pavements; Interfaces.

Permanent deformation is one of the major distresses in asphalt pavements. It is caused mainly by high traffic loads associated with high field temperatures. An anisotropic viscoplastic continuum damage model is developed in this study to describe permanent deformation of asphalt pavements. The model is based on Perzyna's formulation with Drucker-Prager yield function modified to account for material anisotropy and microstructure damage. The material anisotropy is captured through microstructural analysis of aggregate distribution on two-dimensional sections of hot mix asphalt. A damage parameter is included in the model to quantify the nucleation of cracks and growth of air voids and cracks. A parametric study was conducted to demonstrate the sensitivity of the model to strain rate, aggregate distribution, and microstructure damage. Triaxial strength and static creep measurements obtained from the Federal Highway Administration Accelerated Loading Facility were used to determine the model parameters. DOI: 10.1061/(ASCE)0733-9399(2005)131:1(48) CE Database subject headings: Viscoplasticity; Damage; Asphalt pavements; Asphalt mixes; Anisotropy; Deformation; Image analysis; Models.

Achieving proper compaction of asphalt pavement is crucial to its longevity and acceptable performance. Laboratory compaction is an essential part of mix design. In order for the mix design process to be effective, laboratory compaction must adequately simulate field compaction. This study used mechanical properties measured with the Superpave shear tester to evaluate field compaction and laboratory compaction. The field compaction consisted of three test sections with different compaction patterns. The laboratory compaction used the Superpave gyratory compactor with adjustments to several parameters. Results of this study indicate that current gyratory protocol produces specimens with significantly different mechanical properties than field cores produced with the same material and compacted to the same air voids. Results also show that adjustments to certain parameters of the gyratory can produce specimens that better simulate the mechanical properties of pavement cores. DOI: 10.1061/(ASCE)0899-1561(2004)16:1(78) CE Database subject headings: Asphalts; Compaction; Data analysis; Mechanical properties; Asphalt pavements.

The mechanical behavior of many bound granular materials such as asphalt mixtures is anisotropic in nature. However, the majority of the current mechanical tests and analytical models for asphalt mixtures are based on the assumption of isotropic material properties. This study investigates the stiffness anisotropy of asphalt mixtures using micromechanics-based models. The models' parameters are obtained by quantifying the internal structure anisotropy in terms of the preferred orientation of longest axes and contact normals of aggregates. Image analysis techniques are used to conduct the internal structure measurements. The orientations of the longest axes are found to be easier to measure, and better descriptors of anisotropy, than the contact normals. Finite-element analyses of the internal structure are also used to provide insight into the mixture stiffness anisotropy. The mixture properties are selected to represent a wide range of temperatures. The stiffness in the horizontal direction is shown to be as high as 30% more than the stiffness in the vertical direction. The stiffness anisotropy decreases with a decrease in the mixture temperature. The finite-element results are shown to have very good correlation with the results of the micromechanics model derived based on the orientation of the longest axes of aggregates. CE Database keywords: Asphalt mixes; Anisotropy; Stiffness; Imaging techniques; Finite elements; Micromechanics.