scholarly journals Subgrade stabilization strategies effect on pavement thickness according to AASHTO pavement design method. (Review)

2020 ◽  
Vol 737 ◽  
pp. 012145
Author(s):  
Khawla H.H. Shubber ◽  
Ahmed Abedulridha Saad
Keyword(s):  
Design Method ◽  
Pavement Design ◽  
Subgrade Stabilization ◽  
Pavement Thickness

A Pavement Design and Rehabilitation System

1996 ◽  
Vol 1539 (1) ◽  
pp. 110-115 ◽  
Author(s):  
Jacob Uzan
Keyword(s):  
Load Distribution ◽  
Design Method ◽  
Design Procedure ◽  
Pavement Design ◽  
Equivalent Temperature ◽  
Pavement Condition ◽  
Rehabilitation System ◽  
Overlay Design ◽  
Available Information ◽  
Pavement Thickness

Because the Superpave system is not readily available for use, an interim pavement design and rehabilitation method was developed that can be used for Israeli traffic and environmental conditions. The existing method was upgraded to include most of the relevant available information and to produce reliable pavement design for the specific conditions in Israel. The upgrading concentrated on multiple topics. An axle-load distribution specific to Israeli conditions was included because analysis indicates that axle loads in Israel are typically above the standard 80-kN single axle load. The extended California bearing ratio (CBR) method was adapted to a variety of axle-load combinations by using Miner's law for damage accumulation. Converting the axle-load distribution to the standard 80-kN equivalent single axle load leads to underdesign of approximately 10 percent in pavement thickness (or to a reduction of about 70 percent of the design life). A fatigue consideration to determine the asphalt-layer thickness was added. Local temperatures were analyzed to determine an equivalent temperature for fatigue calculation. For Israeli conditions, an equivalent temperature of 14°C can be used countrywide for asphalt-layer thicknesses up to 250 mm. An overlay design method consistent with the upgraded design procedure was assembled. It includes backcalculation of layer moduli to determine the subgrade CBR and the quality of the pavement layers; pavement condition surveys to evaluate a representative effective thickness of the asphalt layer; and component-layer analysis to determine the overlay thickness.

scholarly journals PERANCANGAN PERKERASAN JALAN LINGKAR KOTA KABUPATEN WONOGIRI

Jurnal HPJI ◽  
2019 ◽  
Vol 5 (2) ◽  
pp. 119-128
Author(s):  
Alfiani Yogaturida Isnaini ◽  
Latif Budi Suparma ◽  
Suryo Hapsoro Tri Utomo
Keyword(s):  
Design Method ◽  
Concrete Slab ◽  
Pavement Design ◽  
Slab Thickness ◽  
Ring Road ◽  
Road Pavement ◽  
Road Design ◽  
The Difference ◽  
Aashto 1993 ◽  
Pavement Thickness

Abstract The city ring road of Wonogiri Regency should be constructed based on a pavement design which ensure safety, convenience, but still economical. For this reason, a road pavement design method is needed to be applied in this road design process. The MDP 2017 and AASHTO 1993 road pavement design methods are methods that are often used in Indonesia to design concrete slab for pavement. This study uses both methods to determine the thickness of the concrete slab on the pavement of the Wonogiri Regency City Ring Road. The results of this study indicate that the concrete slab thickness for pavement calculated by MDP 2017 is 31 cm, while that calculated with AASHTO 1993 is 32.25 cm. The difference in the thickness of the concrete plates obtained from these two methods is relatively small. Keywords: road pavement, pavement design, concrete slab, road pavement thickness  Abstrak Jalan lingkar kota Kabupaten Wonogiri harus dibangun berdasarkan rancangan perkerasan jalan yang aman, nyaman, namun tetap ekonomis. Untuk itu, diperlukan suatu metode perancangan perkerasan jalan yang tepat untuk diterapkan pada proses perancangan jalan ini. Metode-metode perancangan perkerasan jalan MDP 2017 dan AASHTO 1993 merupakan metode-metode yang sering digunakan di Indonesia untuk perancangan tebal pelat beton untuk perkerasan jalan. Studi ini menggunakan kedua metode tersebut untuk menentukan tebal pelat beton pada perkerasan jalan lingkar kota Kabupaten Wonogiri. Hasil studi ini menunjukkan bahwa tebal pelat beton untuk perkerasan jalan yang dihitung dengan MDP 2017 adalah 31 cm, sedangkan yang dihitung dengan AASHTO 1993 adalah 32,25 cm. Beda tebal pelat beton yang diperoleh dari kedua metode ini relatif kecil. Kata-kata kunci: perkerasan jalan, perancangan perkerasan, pelat beton, tebal perkerasan jalan

Enhanced Portland Cement Concrete Fatigue Model for StreetPave

2005 ◽  
Vol 1919 (1) ◽  
pp. 29-37 ◽  
Author(s):  
Leslie Titus-Glover ◽  
Jagannath Mallela ◽  
Michael I. Darter ◽  
Gerald Voigt ◽  
Steve Waalkes
Keyword(s):  
Portland Cement ◽  
Stress Ratio ◽  
Design Method ◽  
High Volume ◽  
Fatigue Tests ◽  
Slab Thickness ◽  
Portland Cement Concrete ◽  
Cement Concrete ◽  
Fatigue Model ◽  
Pavement Thickness

The Portland Cement Association (PCA) pavement thickness design method for jointed concrete pavements is mechanistically based and consists of both fatigue and erosion analyses. It determines the minimum slab thickness required for a given set of site and design conditions on the basis of both fatigue and erosion criteria. At the heart of the fatigue analysis is the fatigue model, which establishes the number of allowable load repetitions for a given stress ratio [ratio of flexural edge stress caused by the application of wheel loads to the portland cement concrete (PCC) slab flexural strength]. The PCA fatigue model is based on data derived from beam fatigue tests conducted in the early 1950s and 1960s. The model estimates the conservative lower-bound estimate of the allowable number of load applications at a given stress ratio (i.e., it incorporates a high degree of reliability–-approximately 90% or higher). Although this may be desirable for high-volume, high-traffic pavements, it is too conservative for low-volume roads or street pavements. The PCA pavement thickness design method currently is being used in the American Concrete Pavement Association (ACPA) pavement design software, StreetPave. StreetPave incorporates the PCA's pavement thickness design methodology in a Windows-based user platform. ACPA commissioned a study to expand, improve, and broaden the current PCA fatigue model by including reliability as a parameter for predicting PCC fatigue damage and by calibrating the enhanced model with additional fatigue data from recently completed studies. An enhanced fatigue model was then developed.

Incorporation of Endurance Limit in the Mechanistic-Empirical Flexible Perpetual Pavement Design

2018 ◽  
Vol 2672 (40) ◽  
pp. 108-121 ◽  
Author(s):  
Sheng Hu ◽  
Sang-Ick Lee ◽  
Lubinda F. Walubita ◽  
Fujie Zhou ◽  
Tom Scullion
Keyword(s):  
Endurance Limit ◽  
Design Method ◽  
Field Performance ◽  
Fatigue Cracking ◽  
Climatic Conditions ◽  
Influential Factors ◽  
Pavement Design ◽  
Design System ◽  
Viscoelastic Continuum Damage ◽  
Perpetual Pavement

In recent years, there has been a push toward designing long-lasting thick hot mix asphalt (HMA) pavements, commonly referred to as a perpetual pavements (PP). For these pavements, it is expected that bottom-up fatigue cracking does not occur if the strain level is below a certain limit that is called the HMA fatigue endurance limit (EL). This paper proposed a mechanistic-empirical PP design method based on this EL concept. The ELs of 12 HMA mixtures were determined using simplified viscoelastic continuum damage testing and the influential factors were comparatively investigated. It was found that HMA mixtures seem to have different EL values based on mix type and test temperatures. There is not just a single EL value that can be used for all mixtures. Thus, default EL criteria for different mixtures under different climatic conditions were developed and incorporated into the Texas Mechanistic-Empirical Flexible Pavement Design System (TxME). As a demonstration and case study, one Texas PP test section with weigh-in-motion traffic data was simulated by TxME. The corresponding TxME inputs/outputs in terms of the PP structure, material properties, traffic loading, environmental conditions, and ELs were demonstrated. The corresponding TxME modeling results were consistent with the actual observed field performance of the in-service PP section.

scholarly journals DEVELOPMENT OF PAVEMENT DESIGN METHOD FOR WALKERS IN CONSIDERATION OF COMFORT AND SAFETY

2011 ◽  
Vol 67 (3) ◽  
pp. I_1-I_8
Author(s):  
Yasushi TAKEUCHI ◽  
Masashige AOKI ◽  
Yoichi KUNII ◽  
Kenichi SATO ◽  
Hiroshi YAGINUMA
Keyword(s):  
Design Method ◽  
Pavement Design

Design of Granular Pavements

2003 ◽  
Vol 1819 (1) ◽  
pp. 194-200 ◽  
Author(s):  
Greg Arnold ◽  
David Hughes ◽  
Andrew R. Dawson ◽  
Des Robinson
Keyword(s):  
Stress State ◽  
Design Method ◽  
Permanent Deformation ◽  
Design Criterion ◽  
Pavement Design ◽  
Performance Criteria ◽  
Crushed Rock ◽  
Long Distance ◽  
High Quality ◽  
Final Thickness

The use of high-quality quarried crushed rock aggregates is generally required to comply with current specifications for unbound granular materials (UGMs) in pavements. The source of these high-quality materials can be a long distance from the site, resulting in high transportation costs. The use of more local sources of marginal materials or the use of secondary aggregates is not allowed if they do not fully comply with existing specifications. These materials can, however, be assessed for their suitability for use in a pavement by considering performance criteria such as resistance to permanent deformation and degradation instead of relying on compliance with inflexible specifications. The final thickness of the asphalt cover and the pavement depth are governed by conventional pavement design methods, which consider the number of vehicle passes, subgrade strength, and some material property, commonly the California bearing ratio or resilient modulus. A pavement design method that includes as a design criterion an assessment of the resistance to deformation of a UGM in a pavement structure at a particular stress state is proposed. The particular stress state at which the aggregate is to perform in an acceptable way is related to the in situ stress, that is, the stress that the aggregate is anticipated to experience at a particular depth in the pavement. Because the stresses are more severe closer to the pavement surface, the aggregates should be better able to resist these stresses the closer they are laid to the surface in the pavement. This method was applied to two Northern Ireland aggregates of different quality (NI Good and NI Poor). The results showed that the NI Poor aggregate performed at an acceptable level with respect to permanent deformation, provided that a minimum of 70 mm of asphalt cover was provided. It was predicted that the NI Good material would require 60 mm of asphalt cover.

scholarly journals Flexible Pavement Design Suitable for Sudan

2021 ◽  
Vol 9 (3) ◽  
pp. 127-134
Author(s):  
Esra M. O. Mohamed Elsaid ◽  
Awad M. Mohamed
Keyword(s):  
Material Properties ◽  
Design Method ◽  
Pavement Design ◽  
Traffic Load ◽  
Group Index ◽  
Elastic Analysis ◽  
Traffic Loading ◽  
Future Studies ◽  
Design Life ◽  
Design Guide

Pavement design is the process of calculation the thickness of pavement layers which can withstand the expected traffic load over the design life without deteriorating. In another word, it is providing a pavement structure in which stresses on the subgrade are reduced to the acceptable magnitude. Highways in Sudan deteriorate in the first years of construction due to many reasons including the deficiency in pavement design. This research aims to minimize the probability of roads failure by selecting the appropriate pavement design method for Sudan based on the performance evaluation of each method. Various pavement sections with different environment, traffic loading, subgrade and material properties were designed using AASHTO, Road Note 31, Group Index and CBR design method. The layered elastic analysis and the structural number approach were adopted to evaluate the performance of these sections. The evaluation results were the base for selecting of the suitable design method. The evaluation results concludes that, the AASHTO design method is the most suitable design method to withstand pavement deformations followed by Road Note 31 method. But, from economical prospective Road Note 31 method; with some modifications; can be considered as the suitable design method for Sudan. Recommendations for future studies focus on the development and implementation of mechanistic-empirical pavement design guide applicable in Sudan.  

scholarly journals Improving the Design of Low Volume Sealed Roads in Tanzania

2008 ◽  
Vol 31 (2) ◽  
pp. 21-30
Author(s):  
David A. Mfinanga ◽  
Lusekelo A. Mwakyami
Keyword(s):  
Conventional Method ◽  
Southern Africa ◽  
Research Laboratory ◽  
Design Method ◽  
Cost Savings ◽  
Cost Effective ◽  
Dar Es Salaam ◽  
Pavement Design ◽  
Secondary Sources ◽  
Low Volume

The main objective of the study was to identify appropriate road designs for Low Volume Sealed Roads (LVSRs) with the aim of improving the design of such roads in Tanzania. The study was conducted in Dar es Salaam and Morogoro regions in Tanzania where data for LVSRs were collected from primary and secondary sources in the two regions. The study found that by using an improved pavement design method specifically meant for LVSRs results in cost savings for LVSRs of up to 51% compared with the conventional method of pavement design in Tanzania. The study recommends that the pavement design method for lightly trafficked sealed roads in southern Africa developed by Transport Research Laboratory, which was found to be most cost-effective, be used to design (or develop a procedure for design of) LVSRs in Tanzania and that the roads be preferably sealed with Otta seal or Surface dressing. The study also recommends that LVSRs in Tanzania be defined by a maximum traffic volume of 400 vpd.

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