Impact of Heavy Truck Traffic on Pavement Performance Valbon Latifi Hani H. Titi Nicholas Coley Mohammed Matar Department of Civil Engineering and Mechanics University of Wisconsin-Milwaukee Wednesday, February 26, 2014

Introduction Height and Weight Restrictions in Wisconsin: Width: 8’6” Overweight (OW) = 80,000 lbs Oversize (OS) = Height: 13’6” Width: 8’6” Length: 45’ (Single Unit) 75’ (Tractor-Trailer) Superheavy (SHL) = 270,000 lbs Only Single Trip permit records used for analysis.

Background Wisconsin (WI) issued approximately 96,000 single trip permits from June 2007 to June 2013 432 permits were (SHLs) Only Oversize (OS) permits excluded from analysis (height, width, and length restrictions)

Previous Studies Acimovic (2007) conducted research on reconstructed OSOW corridor in Colorado, discovering rutting occurred less than a year later. Rutting occurred due to repeated and excessive loading of OSOW trucks. Chatti (2004) stated that rutting damage induced on the pavement by multiple axles increased the number of axles per group increased as well.

Research Methodology Locate corridors in WI with high use of OW and SHL trucks. Analyze pavement performance with AASHTOWare Pavement ME Design Build various Axle Load Spectra with baseline traffic and then the addition of OW permitted vehicles Use Vehicle Class Distribution comparing statewide data to localized data.

Permit Fees vs. GVW #2 #3 #1 Three random single trip permits highlighted to see discrepancy in permit fee structure and policy.

Permit Fees vs. Trip Length #1 #3

Comparison of SHL Fees Truck GVW (kips) Trip Length (mi.) Fee Cost per kip Cost per mile 1 585.6 493 $566 $0.97 $1.15 2 605.0 134 $574 $0.95 $4.28 3 749.0 21 $705 $0.94 $33.57 Single trip permit fees for SHL’s cost approximately $1.00 per kip. No correlation between distance of trip and permit fee. Should potential increase in damage imposed by SHL loads be included in permit fees with regards to distance traveled?

Case Study (Wisconsin State Highway 140) 12 miles from IL border to I-43 and WI-11 21,613 permits in 6 years 103 SHL permits in 6 years Bypasses the I-90/I-39 tollway in Illinois Field survey and 6 hour traffic count were conducted Courtesy of Google Maps

WI-140 Typical Section 2” HMA Overlay 2” HMA 4.5” Aggregate Base Course A-6 Soil Subgrade 1.5” milled surface and 2” overlay in 1996

WI-140 Pavement Condition July 22, 2013 Severe alligator cracking, rutting, longitudinal cracking, potholes, and shoulder failure.

WI-140 Pavement Condition Obliterated shoulder Potential shoulder failure due to wide base trucks or large farm equipment. July 22, 2013

OW Vehicles Photos taken in the field on July 22 and November 4, 2013.

Farm Equipment Photos taken on November 4, 2013. 10 passed through in 6 hour traffic count.

AASHTOWare Program created to capture pavement design through the Mechanistic-Empirical Pavement Design Guide (MEPDG). Unlike previous AASHTO Design Guides, MEPDG is a pavement analysis tool, determining the stresses and when they are projected to occur over the design life. Three main inputs: Traffic Pavement Structure/Material Properties Climate

Traffic Count on WI-140 (07/22/13) Vehicle Class Total Count 1 3 2 163 68 4 5 21 6 7 8 9 67 10 11 12 13  Total 335 2.5 hour count (8:45 am to 11:15 am) 30.1% trucks (Class 4 to 13) 66.3% of the trucks were Class 9 10 marked as OS and potentially OW

Traffic Count on WI-140 (11/04/2013) Vehicle Class South Bound North Bound TOTAL 8:00 am to 10:00 am 10:00 am to 12:00 pm 12:00 pm to 2:00 pm SB Total NB Total 1 2 58 54 60 172 71 80 61 212 384 3 25 19 20 64 24 23 66 130 4 5 7 9 6 22 10 43 8 28 26 74 34 31 90 164 11 12 13  Total 128 125 116 369 154 410 779

Traffic Count on WI-140 (11/04/2013) Vehicle Class Total Count 1 2 384 3 130 4 5 25 6 43 7 8 9 164 10 11 12 13  Total 779 6 hour count (8:00 am to 2:00 pm) 33.9% trucks (Class 4 to 13) 62.1% of the trucks were Class 9 15 marked as OS and potentially OW

WisDOT’s Vehicle Class Distribution Rural Principal Arterial - Interstate Rural Principal Arterial - Other Rural Minor Arterial Urban Principal Arterial - Other 4 1.3 3.1 8.3 5 25.8 19.8 31.7 23.4 6 6.1 11.2 9.4 3.7 7 0.3 1.1 3 2.5 8 7.2 11 12.1 9 55.5 50.6 31.9 62.6 10 0.8 1.6 1.7 2.2 1 0.2 12 0.5 0.1 13 1.2 0.4 1.9

WisDOT’s Axles per Truck Vehicle Class Axle Type Single Tandem Tridem Quad 4 1.3 0.7 5 2.2 6 1 7 0.4 0.8 8 2.4 0.6 9 1.9 10 1.1 11 4.9 0.1 12 13 1.2 Standard values for WisDOT pavement design using AASHTOWare

VCD from WI-140 (11/04/2013) Vehicle Class Total Count of Trucks % of Traffic 4 2 0.76 5 25 9.47 6 43 16.29 7 1.89 8 3 1.14 9 164 62.12 10 3.79 11 12 1.52 13  Total 264 100 Truck count to be used with AASHTOWare as an alternative to WisDOT standard values.

WI-140 Pavement Survey Pavement survey data input in MicroPaver. Visual distress survey (HS: high severity; MS medium severity) Pavement survey data input in MicroPaver. Pavement Condition Index (PCI) ranged from 13 to 17.

Contour Map of Rutting Rutting Depth (in): Majority of rutting occurring on the outer wheel path.

WI-140 Rutting Southbound outer wheel path on November 4, 2013

Axle Load Spectra (Single) Baseline Traffic Baseline Traffic with OSOW Permits Included

Axle Load Spectra (Tandem) Baseline Traffic Baseline Traffic with OSOW Permits Included

Axle Load Spectra (Tridem) Baseline Traffic Baseline Traffic with OSOW Permits Included

Axle Load Spectra (Quad) Baseline Traffic Baseline Traffic with OSOW Permits Included

International Roughness Index (IRI) Threshold: 200 in/mi Final IRI at 20 years using only WisDOT standards occurs after 18 years of service using ALS with permits integrated and 6 hour traffic count for VCD.

Rutting Threshold: 0.5 in Final rutting at 20 years using only WisDOT standards occurs after 14 years of service using ALS with permits integrated and 6 hour traffic count for VCD.

Fatigue Cracking Threshold: 20% Final fatigue cracking percent at 20 years using only WisDOT standards occurs after 15 years of service using ALS with permits integrated and 6 hour traffic count for VCD.

Analysis of Results WisDOT standards for AASHTOWare of pavement design does not take OW trucks into consideration. VCD and ALS traffic data could lead to most accurate results. Final stresses of pavement occurring after 20 years of service showed up years earlier using VCD of WI-140 along with OW traffic integrated into ALS.

Future Research Locate roadways with heavy truck traffic and analyze pavement in Illinois, Iowa, and Minnesota conducting field surveys.

Summary Certain state highways with high OW traffic (and high regular truck traffic) have serious pavement problems, such as WI-140. Future research will utilize MEPDG to explore effects of OW and SHL trucks on pavement.

Acknowledgements CFIRE for the financial support of this project. WisDOT for providing permit data (Kathleen Nichols, Lynn Judd, and Ed Lalor) IADOT for providing permit data (Paul Trombino III, Phou Baccam, and Randal Anderson)

Questions? Contact: Dr. Hani Titi, titi@uwm.edu Valbon Latifi, vlatifi@uwm.edu Nicholas Coley, njcoley@uwm.edu