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Relevant bibliographies by topics / AASHTO 1993 Design Guide

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Academic literature on the topic 'AASHTO 1993 Design Guide'

Author: Grafiati

Published: 4 June 2021

Last updated: 14 February 2022

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Journal articles on the topic "AASHTO 1993 Design Guide"

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Islam, Shuvo, Mustaque Hossain, Christopher A. Jones, Avishek Bose, Ryan Barrett, and Nat Velasquez. "Implementation of AASHTOWare Pavement ME Design Software for Asphalt Pavements in Kansas." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 4 (March 19, 2019): 490–99. http://dx.doi.org/10.1177/0361198119835540.

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Many highway agencies are transitioning from the 1993 AASHTO pavement design guide to the AASHTOWare Pavement ME Design (PMED). Pavement performance models embedded in the PMED software need to be calibrated for new and reconstructed hot-mix asphalt (HMA) pavements. Twenty-seven newly constructed HMA pavements were used to calibrate the prediction models—twenty-one for calibration and six for validation. Local calibration for permanent deformation, top-down fatigue cracking, and the International Roughness Index (IRI) models was done using the traditional split-sample method. Comparison with the results from the 1993 AASHTO design guide for ten new HMA pavement sections with varying traffic levels was done. The results show that the thicknesses obtained from locally calibrated PMED are within 1 inch of the AASHTO 1993 design guide prediction for low to medium-low traffic. For sections with high traffic level, the 1993 AASHTO design guide yielded higher thickness than PMED. The PMED implementation strategies adopted in Kansas and relevant concerns are discussed. Finally, an automated calibration technique has been proposed to help highway agencies to perform periodic in-house calibration of the performance models.

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Hall, Kevin D., and Charles W. Schwartz. "Development of Structural Design Guidelines for Porous Asphalt Pavement." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (December 2018): 197–206. http://dx.doi.org/10.1177/0361198118758335.

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Porous asphalt pavements allow designers to introduce more sustainability into projects and lessen their environmental impact. Current design procedures are based primarily on hydrologic considerations; comparatively little attention has been paid to their structural design aspects. As their use grows, a design procedure and representative material structural properties are needed to ensure that porous pavements do not deteriorate excessively under traffic loads. The objective of this project was to develop a simple, easy to apply design procedure for the structural design of porous asphalt pavements. Two methodologies were considered for such a structural design procedure: ( a) the 1993 AASHTO Pavement Design Guide empirical approach, and ( b) the mechanistic–empirical approach employed by the AASHTOWare Pavement ME Design software. A multifactor evaluation indicated the empirical 1993 AASHTO design procedure to be the most appropriate platform at this time. It is noted, however, that both design procedures lack validation of porous asphalt pavements against field performance. AASHTO design parameters and associated material characteristics are recommended, based on an extensive literature review. For “thin” open-graded base structures (12 in. or less), the AASHTO procedure is performed as published in the 1993 Guide. For “thick” base structures (>12 in.), the base/subgrade combination is considered a composite system which supports the porous asphalt layer; an equivalent deflection-based approach is described to estimate the composite resilient modulus of the foundation system, prior to applying the 1993 AASHTO design procedure.

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Hamdar, Yara S., and Ghassan R. Chehab. "Integrating the Dynamic Modulus of Asphalt Mixes in the 1993 AASHTO Design Method." Transportation Research Record: Journal of the Transportation Research Board 2640, no. 1 (January 2017): 29–40. http://dx.doi.org/10.3141/2640-04.

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The AASHTO Guide for Design of Pavement Structures 1993 (1993 Design Guide) remains the most widely used pavement design manual by highway agencies and design consultants around the world. As defined in the 1993 Design Guide, the structural coefficient of a pavement layer ( ai) is an abstract measure of the relative ability of a unit thickness of a given material to function as a structural component of the pavement. Nevertheless, the assumed ai values of the asphalt layers and a proposed relationship between ai and the resilient modulus do not account for the mechanical and physical properties of asphalt materials, traffic volume and speed, layer thicknesses (thin versus thick pavements), climate, and unbound layer properties. The purpose of this research was to enhance the design methodology incorporated in the 1993 Design Guide by integrating asphalt mixture properties in the design process. The objective was to devise a relationship between the structural coefficient ( ai) of the asphalt layer and the effective dynamic modulus (|E*|eff.) of the corresponding asphalt mix to yield a more realistic estimate of the structural capacity of the asphalt layer. The paper illustrates the development of a multilinear relationship between ai, (|E*|eff.), and the resilient modulus of the aggregate base layer. Pavement structural designs for various asphalt mixes and design inputs using the developed ai–(|E*|eff.) relationship yielded asphalt layer thicknesses that were generally smaller than those obtained using the typical ai value of 0.44 for the asphalt layer and closer to thicknesses obtained with the AASHTO mechanistic–empirical design method using the Pavement ME software.

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Timm, David H., David E. Newcomb, and Theodore V. Galambos. "Incorporation of Reliability into Mechanistic-Empirical Pavement Design." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (January 2000): 73–80. http://dx.doi.org/10.3141/1730-09.

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Pavement thickness design traditionally has been based on empiricism. However, mechanistic-empirical (M-E) design procedures are becoming more prevalent, and there is a current effort by AASHTO to establish a nationwide M-E standard design practice. Concurrently, an M-E design procedure for flexible pavements tailored to conditions within Minnesota has been developed and is being implemented. Regardless of the design procedure type, inherent variability associated with the design input parameters will produce variable pavement performance predictions. Consequently, for a complete design procedure, the input variability must be addressed. To account for input variability, reliability analysis was incorporated into the M-E design procedure for Minnesota. Monte Carlo simulation was chosen for reliability analysis and was incorporated into the computer pavement design tool, ROADENT. A sensitivity analysis was conducted by using ROADENT in conjunction with data collected from the Minnesota Road Research Project and the literature. The analysis demonstrated the interactions between the input parameters and showed that traffic weight variability exerts the largest influence on predicted performance variability. The sensitivity analysis also established a minimum number of Monte Carlo cycles for design (5,000) and characterized the predicted pavement performance distribution by an extreme value Type I function. Finally, design comparisons made between ROADENT, the 1993 AASHTO pavement design guide, and the existing Minnesota design methods showed that ROADENT produced comparable designs for rutting performance but was somewhat conservative for fatigue cracking.

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Guan, Yun, Eric C. Drumm, and N. Mike Jackson. "Weighting Factor for Seasonal Subgrade Resilient Modulus." Transportation Research Record: Journal of the Transportation Research Board 1619, no. 1 (January 1998): 94–101. http://dx.doi.org/10.3141/1619-11.

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Subgrade resilient modulus is highly dependent on water content, which can vary significantly with a number of seasonal environmental factors. Because the determination of seasonal resilient modulus is cumbersome, it is difficult to include environmental factors in pavement design. The use of a weighting factor for flexible pavement design to include the effects of monthly changes in the subgrade resilient modulus is described. The weighting factor, which was derived from Miner’s linear damage concept and the 1993 AASHTO design equation for flexible pavements, is used to designate a design season. Instead of using multiple values of resilient modulus in the pavement design process, the pavement design may be performed with a single value of subgrade modulus corresponding to this design season. A pavement design based on this design season then is assumed to reflect the seasonal variations in subgrade modulus and the corresponding relative damage that the pavement would sustain over al seasons of the year. The weighting factor can be calculated from laboratory tests of resilient modulus over the range of water contents that may be encountered in the subgrade over different seasons. Alternatively, the weighting factor can be obtained from the resilient modulus backcalculated from seasonal nondestructive tests. The determination of the weighting factor and the design season resilient modulus was demonstrated in three examples and shown to be consistent with the recommendations of the 1993 AASHTO guide. The use of the weighting factor should provide a cost-effective means of including seasonal variations in subgrade properties while minimizing the required number of laboratory resilient modulus tests.

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Maadani, Omran, and A. O. Abd El Halim. "Environmental Considerations in the AASHTO Mechanistic-Empirical Pavement Design Guide: Impacts on Performance." Journal of Cold Regions Engineering 31, no. 3 (September 2017): 04017008. http://dx.doi.org/10.1061/(asce)cr.1943-5495.0000126.

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Retherford, Jennifer Q., and Mark McDonald. "Unified Approach for Uncertainty Analysis Using the AASHTO Mechanistic-Empirical Pavement Design Guide." Journal of Transportation Engineering 138, no. 5 (May 2012): 657–64. http://dx.doi.org/10.1061/(asce)te.1943-5436.0000355.

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Galal, Khaled A., and Ghassan R. Chehab. "Implementing the Mechanistic–Empirical Design Guide Procedure for a Hot-Mix Asphalt–Rehabilitated Pavement in Indiana." Transportation Research Record: Journal of the Transportation Research Board 1919, no. 1 (January 2005): 121–33. http://dx.doi.org/10.1177/0361198105191900113.

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One of the Indiana Department of Transportation's (INDOT's) strategic goals is to improve its pavement design procedures. This goal can be accomplished by fully implementing the 2002 mechanistic–empirical (M-E) pavement design guide (M-E PDG) once it is approved by AASHTO. The release of the M-E PDG software has provided a unique opportunity for INDOT engineers to evaluate, calibrate, and validate the new M-E design process. A continuously reinforced concrete pavement on I-65 was rubblized and overlaid with a 13–in.-thick hot-mix asphalt overlay in 1994. The availability of the structural design, material properties, and climatic and traffic conditions, in addition to the availability of performance data, provided a unique opportunity for comparing the predicted performance of this section using the M-E procedure with the in situ performance; calibration efforts were conducted subsequently. The 1993 design of this pavement section was compared with the 2002 M-E design, and performance was predicted with the same design inputs. In addition, design levels and inputs were varied to achieve the following: ( a) assess the functionality of the M-E PDG software and the feasibility of applying M-E design concepts for structural pavement design of Indiana roadways, ( b) determine the sensitivity of the design parameters and the input levels most critical to the M-E PDG predicted distresses and their impact on the implementation strategy that would be recommended to INDOT, and ( c) evaluate the rubblization technique that was implemented on the I-65 pavement section.

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Sas, Wojciech, Andrzej Głuchowski, and Alojzy Szymański. "Determination of the Resilient modulus MR for the lime stabilized clay obtained from the repeated loading CBR tests." Annals of Warsaw University of Life Sciences - SGGW. Land Reclamation 44, no. 2 (December 1, 2012): 143–53. http://dx.doi.org/10.2478/v10060-011-0070-0.

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Abstract Determination of the Resilient modulusMR for the lime stabilized clay obtained from therepeated loading CBR tests. The main aim of this paper is to prove that CBR repeated test is useful to give an adequate like unconfi ned cyclic triaxial test parameters for design the pavement and subgrade soils. That parameter is the Resilient modulus (MR) which is the elastic modulus based on the recoverable strain under repeated load. Resilient modulus (MR), is an important parameter which characterizes the subgrade’s ability to withstand repetitive stresses under traffic loadings. The 1993 AASHTO guide for design of flexible pavements recommends the use of MR. The additional aim is connected with the concept of sustainable development. For many countries, where resources are at premium, it is very important that stabilized local soil can be used for road construction. For ensuring that stabilized clay can be used for pavement material standard compaction, CBR and repeated CBR tests were performed. In that paper parameter MRof the subgrade lime stabilized clay soil by laboratory CBR repeated test were determined using for calculation formulas from triaxial cyclic test. Based on AASHTO empirical equation the static CBR values using back analysis was also calculated. Finally both values of CBR determined and calculated were compared.

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Tobias, Daniel H. "Special Issue on AASHTO-LRFD Bridge Design and Guide Specifications: Recent, Ongoing, and Future Refinements." Journal of Bridge Engineering 16, no. 6 (November 2011): 683. http://dx.doi.org/10.1061/(asce)be.1943-5592.0000297.

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Dissertations / Theses on the topic "AASHTO 1993 Design Guide"

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Parris, Kadri. "Extension Of Stress-Based Finite Element Model Using Resilient Modulus Material Characterization To Develop A Theoretical Framework for Realistic Response Modeling of Flexible Pavements on Cohesive Subgrades." The Ohio State University, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=osu1437623013.

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Masad, Sanaa Ahmad. "Sensitivity analysis of flexible pavement response and AASHTO 2002 design guide for properties of unbound layers." Thesis, Texas A&M University, 2004. http://hdl.handle.net/1969.1/528.

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Unbound granular materials are generally used in road pavements as base and subbase layers. The granular materials provide load distribution through aggregate contacts to a level that can help the subgrade to withstand the applied loads. Several research studies have shown that unbound pavement layers exhibit anisotropic properties. Anisotropy is caused by the preferred orientation of aggregates and compaction forces. The result is unbound pavement layers that have higher stiffness in the vertical direction than in the horizontal direction. This behavior is not accounted for in the design and analysis procedures included in the proposed AASHTO 2002 design guide. One of the objectives of this study is to conduct a comparative analysis of flexible pavement response using different models for unbound pavement layers: linear isotropic, nonlinear isotropic, linear anisotropic and nonlinear anisotropic. Pavement response is computed using a finite element program. The computations from nonlinear isotropic and anisotropic models of unbound layers are compared to the AASHO field experimental measurements. The second objective is to analyze the influence of using isotropic and anisotropic properties for the pavement layers on the performance of flexible pavements calculated using the AASHTO 2002 models. Finally, a comprehensive sensitivity analysis of the proposed AASHTO 2002 performance models to the properties of the unbound pavement layers is conducted. The sensitivity analysis includes different types of base materials, base layer thicknesses, hot mix asphalt type and thickness, environmental conditions, and subgrade materials.

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Al-Jhayyish, Anwer K. "Incorporating Chemical Stabilization of the Subgrade in Pavement Design andConstruction Practices." Ohio University / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1405480246.

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4

Boone, Jonathan. "Comparison of Ontario Pavement Designs Using the AASHTO 1993 Empirical Method and the Mechanistic-Empirical Pavement Design Guide Method." Thesis, 2013. http://hdl.handle.net/10012/8047.

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The AASHTO 1993 Guide for Design of Pavement Structures is the most widely used pavement design method in both Canada and the United States, and is currently used by the Ministry of Transportation of Ontario (MTO) for both flexible and rigid pavement design. Despite its widespread use, the AASHTO 1993 pavement design method has significant limitations stemming primarily from the limited range of conditions observed at the AASHTO Road Test from which its empirical relationships were derived. The Mechanistic-Empirical Pavement Design Guide (MEPDG) was developed to address the perceived limitations of the AASHTO 1993 Guide. Although the MEPDG provides a rational pavement design procedure with a solid foundation in engineering mechanics, a considerable amount of work is required to adapt and validate the MEPDG to Ontario conditions. The purpose of this research was to conduct a comparative analysis of Ontario structural pavement designs using the AASHTO 1993 Guide for Design of Pavement Structures and the Mechanistic-Empirical Pavement Design Guide. Historical flexible, rigid, and asphalt overlay pavement designs completed using the AASHTO 1993 pavement design method for the MTO were evaluated using a two-stage procedure. First, the nationally-calibrated MEPDG pavement distress models were used to predict the performance of the pavements designed using the AASHTO 1993 method. The purpose of this stage of the analysis was to determine whether the two methods predicted pavement performance in a consistent manner across a range of design conditions typical of Ontario. Finally, the AASHTO 1993 and MEPDG methods were compared based on the thickness of the asphalt concrete or Portland cement concrete layers required to satisfy their respective design criteria. The results of the comparative analysis demonstrate that the AASHTO 1993 method generally over-predicted pavement performance relative to the MEPDG for new flexible pavements and asphalt overlays of flexible pavements. The MEPDG predicted that most of the new flexible pavements and asphalt overlays of flexible pavements designed using the AASHTO 1993 method would fail primarily due to permanent deformation and / or roughness. The asphalt layer thicknesses obtained using the MEPDG exceeded the asphalt layer thicknesses obtained using the AASHTO 1993 method, and a poor correlation was observed between the asphalt layer thicknesses obtained using the two methods. Many of the new flexible pavements and asphalt overlays of existing flexible pavements could not be re-designed to meet the MEPDG performance criteria by increasing the asphalt layer thickness. The results of the comparative analysis showed that the AASHTO 1993 method generally under-predicted rigid pavement performance relative to the MEPDG, although the results varied widely between alternative rigid pavement designs. The AASHTO 1993 rigid pavement designs that the MEPDG predicted would not meet the rigid pavement performance criteria generally failed due to pavement roughness. A very poor correlation was observed between the Portland cement concrete layer thicknesses obtained using the MEPDG and AASHTO 1993 design methods. The MEPDG predicted thinner Portland cement concrete layer thicknesses than the AASHTO 1993 design method for most of the rigid pavement designs.

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Lin, Sheng-Xuan, and 林聖旋. "A Study of Equivalent Single-Axle Load Factor in AASHTO Design Guide for Rigid Pavement." Thesis, 1998. http://ndltd.ncl.edu.tw/handle/39491768497007875086.

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碩士
國立成功大學
土木工程研究所
86
AASHTO剛性鋪面等效軸荷重因子之研究研究生：林聖旋指導教授：郭振銘摘要目前AASHTO規範為國內剛性鋪面厚度設計常使用的規範之一。此規範是以單軸8.2 ton(18,000 lb)及胎壓517.3 kPa(75 psi)至565.6 kPa(82 psi)為標準軸重之試驗結果，亦即須先將所有的車軸轉換成相當於單軸8.2 ton(18 kips)對鋪面所造成損壞的等效軸重因子(ESLF)，再累積求得設計年限內的等效單軸荷重(ESAL)次數，作為鋪面厚度設計之交通因子(W18)。若ESLF有稍微的偏差，因龐大交通量之故其設計年限內所累積下的W18將產生很大的誤差，所設計的鋪面厚度必定有所差距。然而 AASHTO規範的ESLF經驗式僅考慮鋪面版的厚度、車軸種類（單、雙軸）、車軸重量及鋪面最終服務指標等四項因素而已，且有一部份的ESLF是以外插的方法得到。　　有鑑於上述之缺失，本研究以電腦模擬現場之方式，並應用ANAQUS有限元素分析程式去模擬混凝土鋪面及荷重型態以分析其受力行為。並得一ESLF之迴歸式，同時探討鋪面版厚度、有無荷重傳遞設施、底層強度、底層厚度、車軸種類及載重大小等各個因子對ESLF的影響。 A Study of Equivalent Single-Axle Load Factor in AASHTO Design Guide for Rigid Pavement Chen-Ming Kuo Sheng-Xuan Lin AbstractNowadays, Guide for Design of Pavement structures by AASHTO is the major reference for rigid pavement design in Taiwan. The main failure of pavement comes from the loads of vehicles. Therefore, if the ESLF(Equivalent Single-Axle Load Factor) varies a little bit, the traffic parameter(W18) accumulated within design period has big deviation because of the huge traffic and it will result in some deviation of the thickness of pavement desingned. This paper models AASHO road tests in three-dimensional finite element method of figure out the slab stresses. Then it uses the experimental formula of ESLF of AASHTO and the common formula (ESLF=(σx／σ18)^c) to figure out c value. After fixing the c value, it will consider the thicknessof the slab, the thickness and strength of the base, with or without dowel bars, the axles loads and thermal loads, and models them in three-dimensional finite element method and matches the formula (ESLF=(σx／σ18)^c) which has a fixed c value to figure out the more properESLF to offer reference for designer of pavement thickness.

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Strachan, Kathryn. "Embodied design: a field guide for the bodiless designer." 2013. http://hdl.handle.net/1993/14416.

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Embodied design is a response to what I know of landscape architecture. At the heart of this practicum lies the question of how to better connect the body, mind and environment. It is through the simple act of walking that I begin to uncover the body (both emotionally and physically) as well as the landscape(and all its many attributes). Through an investigation of the phenomenological body I attempt to dissolve dualistic thinking and get back to the lived experience, in turn creating a stronger connection to the sensuous world, as well as the people, plants and animals who we ultimately design for.

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Kennedy, Andrea C. "Surfacing: a guide for approaching landscape." 2008. http://hdl.handle.net/1993/3006.

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This work is a compilation of ideas intended as a framework for an alternative approach to engaging ‘site’ in the design process, an approach that maintains and explores the complexities and subtleties of a landscape, of a place. Through two parallel explorations - one that considers an expanded and inclusive interpretation of landscape as the frame through which we engage with, and design, our surroundings, and one that examines the specific nature of this engagement as exchange between the self and the milieu - such an approach has been developed. This approach is called RECONNAISSANCE. Through encouragement of explicit, conscious consideration of how we perceive and experience a landscape, how this contributes to an understanding of a particular place and how this relates to and informs the practice of landscape architecture (both the process and the outcome), RECONNAISSANCE contributes to a strengthening of our abilities and actions as landscape architects.
February 2008

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Books on the topic "AASHTO 1993 Design Guide"

1

AASHTO guide for design of pavement structures, 1993. Washington, D.C: The Association, 1993.

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American Association of State Highway and Transportation Officials. AASHTO guide for design of pavement structures, 1993. Washington, D.C: The Association, 1993.

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Quintus, H. L. Von. Design pamphlet for the determination of design subgrade in support of the 1993 AASHTO guide for the design of pavement structures. McLean, VA: U.S. Dept. of Transportation, Federal Highway Administration, Research and Development, Turner-Fairbank Highway Research Center, 1997.

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Quintus, H. L. Von. Design pamphlet for the backcalculation of pavement layer moduli in support of the 1993 AASHTO Guide for the design of pavement structures. McLean, VA: U.S. Dept. of Transportation, Federal Highway Administration, Research and Development, Turner-Fairbank Highway Research Center, 1997.

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Quintus, H. L. Von. Design pamphlet for the determination of layered elastic moduli for flexible pavement design in support of the 1993 AASHTO Guide for the design of pavement structures. McLean, VA: U.S. Dept. of Transportation, Federal Highway Administration, Research and Development, Turner-Fairbank Highway Research Center, 1997.

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Officials, American Association of State Highway and Transportation. AASHTO guide for design of pavement structures. [Washington, D.C.]: AASHTO, 1988.

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Officials, American Association of State Highway and Transportation. AASHTO guide for design of pavement structures. Washington: AASHTD, 1986.

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Culmo, Michael P., Lee Marsh, and John Stanton. Recommended AASHTO Guide Specifications for ABC Design and Construction. Washington, D.C.: Transportation Research Board, 2018. http://dx.doi.org/10.17226/25034.

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American Association of State Highway and Transportation Officials., ed. Supplement to the AASHTO guide for design of pavement structures. Washington, D.C: AASHTO, 1998.

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American Association of State Highway and Transportation Officials. Subcommittee on Bridges and Structures. AASHTO guide for commonly recognized (CoRe) structural elements. Washington, D.C: AASHTO, 1998.

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Book chapters on the topic "AASHTO 1993 Design Guide"

1

Ji, Y., and T. Nantung. "Comparison of design thickness between the 1993 AASHTO Guide and MEPDG for full depth reclamation pavement." In Bearing Capacity of Roads, Railways and Airfields. CRC Press, 2009. http://dx.doi.org/10.1201/9780203865286.ch95.

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"Comparison of design thickness between the 1993 AASHTO Guide and MEPDG for full depth reclamation pavement." In Bearing Capacity of Roads, Railways and Airfields, Two Volume Set, 151–60. CRC Press, 2009. http://dx.doi.org/10.1201/9780203865286-19.

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Hamdar, Y. S., and G. R. Chehab. "Tool for enhancing the 1993 AASHTO pavement design method to incorporate the dynamic modulus of asphalt mixture." In Bearing Capacity of Roads, Railways and Airfields, 515–22. CRC Press, 2017. http://dx.doi.org/10.1201/9781315100333-67.

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Mohammad, Nadhiya N., Ismail M. Amin, Razib M. Othman, Hishammuddin Asmuni, Rohayanti Hassan, and Shahreen Kasim. "Design and Implementation of Product Structure Ontology." In Ontology-Based Applications for Enterprise Systems and Knowledge Management, 246–60. IGI Global, 2013. http://dx.doi.org/10.4018/978-1-4666-1993-7.ch014.

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Knowledge Management consists of processes to capture, share, and effectively use knowledge. Knowledge capture means the process of development and creation of the knowledge, and formalization is an example of direct knowledge capture. Knowledge formalization refers to knowledge representation that is concerned with how to formally think and represent the domain of discourse, and ontologies are now in widespread use as a means of formalizing domain knowledge. Currently, several works using ontologies have been done to formalize knowledge in the manufacturing domain. However, these ontologies have not been shared, and the detail of the implementation of the ontology has not been explained clearly, and as such, the ontology cannot be reused and extended, making several tasks in developing ontologies, i.e., design, performance, annotating works, and applying the ontology, challenging. Therefore, the goal of this study is to formalize knowledge in the manufacturing requirements domain to standardize the engineering terms and analyze the usage of shared terms between products, enabling the ontology to be reused and extended. An ontology named as Product Structure Ontology (PSO) has been developed in order to standardize the engineering terms. PSO is represented by terms in manufacturing engineering, which relate to the product structure. These terms are structured as a hierarchical Directed Acyclic Graph (DAG) and have three main categories of knowledge, namely “product-specific knowledge,” “industry-specific knowledge,” and “generic term.” PSO annotation has been developed in order to analyze the usage of shared terms between products. The PSO terms and engineering product are related to each other to solve the problems of heterogeneity. The PSO development framework and artifact has been shared to enable the ontology to be reused and extended. The framework was designed based on Noy and McGuiness’s methodology and has been modified based on application requirements. Four artifacts have been developed and shared, which are website, browser, database, and documentation. The PSO website is a central platform to provide information about PSO. The PSO browser provides interface to represent the PSO and annotation and allows users to use the PSO tree to query the database. The PSO database contains PSO data in MySQL form and PSO documentation gives general information about ontology category, annotation, evidence code, and database guide.

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Olmedilla, Juan José. "A Survey of Object-Oriented Design Quality Improvement." In Software Applications, 2646–64. IGI Global, 2009. http://dx.doi.org/10.4018/978-1-60566-060-8.ch154.

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The use of object-oriented (OO) architecture knowledge such as patterns, heuristics, principles, refactorings and bad smells improve the quality of designs, as Garzás and Piattini (2005) state in their study; according to it, the application of those elements impact on the quality of an OO design and can serve as basis to establish some kind of software design improvement (SDI) method. But how can we measure the level of improvement? Is there a set of accepted internal attributes to measure the quality of a design? Furthermore, if such a set exists will it be possible to use a measurement model to guide the SDI in the same way software processimprovement models (Humphrey, 1989; Paulk, Curtis, Chrissis, & Weber, 1993) are guided by process metrics (Fenton & Pfleeger, 1998)? Since (Chidamber & Kemerer, 1991) several OO metrics suites have been proposed to measure OO properties, such as encapsulation, cohesion, coupling and abstraction, both in designs and in code, in this chapter we review the literature to find out to which high level quality properties are mapped and if an OO design evaluation model has been formally proposed or even is possible.

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Conference papers on the topic "AASHTO 1993 Design Guide"

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Mulandi, J., T. Khanum, M. Hossain, and Greg Schieber. "Comparison of Pavement Design Using AASHTO 1993 and NCHRP Mechanistic-Empirical Pavement Design Guides." In Airfield and Highway Pavements Specialty Conference 2006. Reston, VA: American Society of Civil Engineers, 2006. http://dx.doi.org/10.1061/40838(191)77.

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Gedafa, Daba S., James Mulandi, Mustaque Hossain, and Greg Schieber. "Comparison of Pavement Design Using AASHTO 1993 and NCHRP Mechanistic-Empirical Pavement Design Guides." In First Congress of Transportation and Development Institute (TDI). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41167(398)52.

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El-Badawy, S. M., F. M. Bayomy, M. Santi, and C. W. Clawson. "Comparison of Idaho Pavement Design Procedure with AASHTO 1993 and MEPDG Methods." In First Congress of Transportation and Development Institute (TDI). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41167(398)56.

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Garcia-Ramirez, Yasmany, Santiago Quinones Cuenca, Yandri Lalangui Jaramillo, Bryan Ramirez Cabrera, and Vinicio Roblez Torres. "UTPLPave: an online software package for pavement structural design in roads using AASHTO-1993 methodology." In 2020 XV Conferencia Latinoamericana de Tecnologias de Aprendizaje (LACLO). IEEE, 2020. http://dx.doi.org/10.1109/laclo50806.2020.9381183.

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Haussner, Christian, Takayuki Omori, and Nobuyuki Matsumoto. "Designing Seismic Resilient Railway Structures Combining Japanese Seismic and ASHTO Design Standards." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.1449.

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<p>This paper introduces the seismic design conducted for the railway viaducts in a highly seismic region in Metro Manila, Philippines, in accordance with the local bridge seismic design standard (DPWH-BSDS, 2013), AASHTO Guide Specifications for Load Resistance Factor Design Seismic Bridge Design (LRFD-S) and the Japanese Seismic Design Standard for Railway Structures and Commentary (JDSRS) for making reference to the anti-derailment check under Level 1 Earthquakes (1:100 return period).</p><p>The authors concluded that for level 1 earthquakes the seismic design for short piers (h<10m) and piers located in stiff soils, the seismic design was governed by the DPWH-BSDS and AASHTO LRFD-S due to its larger seismic coefficient for structures with short natural periods. Therefore, the initial structural sizes, reinforcement arrangement and number of piles did not need to be modified. On the other hand however, tall piers (h>10m) located in soft soils, the design is governed by the JDSRS due to its stipulated larger seismic coefficients for structures with a longer natural periods. In this regard, in order to limit the transverse natural period requirements of the JDSRS as part of the anti-derailment check, the sub-structural members needed to be increased in size by approximately 20% - 50%, re-arrange the pier steel reinforcement, and to increase the number of bored piles.</p>

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Conru, Andrew B., and Mark R. Cutkosky. "Computational Support for Interactive Cable Harness Routing and Design." In ASME 1993 Design Technical Conferences. American Society of Mechanical Engineers, 1993. http://dx.doi.org/10.1115/detc1993-0345.

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Abstract We describe a system for routing cable harnesses in complex, three-dimensional environments. The approach taken is to automate the basic routing process as much as possible, while allowing designers to guide the system and modify the numerically generated results at any stage. The system begins by quickly generating a coarse routing based on an initial guess of the cable harness configuration (topological structure). Paths are then successively refined to minimize a cost function, while satisfying physical constraints such as minimum bending radius. Human input is useful both for guiding the system away from local minima and for responding to case-specific constraints not encoded in the router.

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Wickert, Jonathan A. "Analysis of Self-Excited Longitudinal Vibration of a Moving Tape." In ASME 1993 Design Technical Conferences. American Society of Mechanical Engineers, 1993. http://dx.doi.org/10.1115/detc1993-0224.

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Abstract Longitudinal vibration of a moving magnetic tape can be excited by frictional contact with a recording head, or with a guide that defines the path of the tape. The friction force depends on the velocity, relative to a stationary observer, of the tape element that is instantaneously located at the point of contact. The response of a moving tape under such nonlinear dissipation is determined using new methods for the vibration analysis of axially-moving materials. In a particular transport speed range, longitudinal motion of the tape is self-excited through negative (unstable) damping for small amplitude vibration and positive (stable) damping for large amplitudes. Independent of the initial conditions, almost all solutions are attracted to a stable limit cycle, the amplitude of which is sensitive to the transport speed and to the axial location of contact. Parameter combinations that reduce, or eliminate altogether, the self-excited motion are identified. Some of the conclusions differ from those of previous analyses that neglect the effects of convection on the tape’s velocity and acceleration.

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Kwasny, D. M., and R. J. Cipra. "User Interactive Flexible Fixturing System." In ASME 1993 Design Technical Conferences. American Society of Mechanical Engineers, 1993. http://dx.doi.org/10.1115/detc1993-0347.

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Abstract The focus of this work is on developing a user interactive flexible fixturing system which is used for synthesizing and testing fixture layouts for use in assembly operations. The system is designed to develop fixtures that utilize a specific type of three-point frictional constraint The first component of the system is the synthesis program which employs an analysis strategy that uses graphical techniques to characterize the stability of given fixture configurations. A stability threshold based on fixture element contact friction is identified to provide an indicator for the stability of layouts, and on-screen graphical displays are available to compare the stabilities of multiple configurations. A synthesis strategy is introduced to provide a guide to aid in the selection of constraining element arrangements on part surfaces. The second component of the system is the verification phase which allows arbitrary polygonal objects to be constrained with newly synthesized fixture layouts in a flexible test cell so that experimental results can be compared to analysis results. The entire system is demonstrated through examples and comparisons are made between the analytical results and experimental verification data.

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Baaklini, George Y., Larry D. Percival, Robert N. Yancey, and Harold E. Kautz. "NDE of Titanium Alloy MMC Rings for Gas Turbine Engines." In ASME 1993 Design Technical Conferences. American Society of Mechanical Engineers, 1993. http://dx.doi.org/10.1115/detc1993-0078.

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Abstract Progress in the processing and fabrication of metal matrix composites (MMC’s) requires appropriate mechanical and non-destructive testing methods. These methods are needed to characterize properties, assess integrity, and predict the life of engine components such as compressor rotors, blades, and vanes. For this paper, we investigated the capabilities and limitations of several state-of-the-art nondestructive evaluation (NDE) technologies in characterizing titanium MMC rings for gas turbine engines. We examined the use of NDE technologies such as x-ray computed tomography, radiography, and ultrasonics in identifying fabrication-related problems that cause defects in components. Acousto-ultrasonics was explored to assess degradation of material mechanical properties by using stress wave factor and ultrasonic velocity measurements before and after the burst testing of the rings. We concluded that radiography and pulse-echo ultrasonics are viable imaging techniques for fast and complementary evaluation of the rings. Furthermore, acousto-ultrasonics can be useful in a comparative analysis with a standard ring and for intermittent evaluation during the life of the rings. X-ray computed tomography can identify the manufacturing steps resulting in poor quality components, guide machining of components to final dimensions, and lead structural and design engineers to realistic component life-prediction models.

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Carrotte, J. F., K. F. Young, and S. J. Stevens. "Measurements of the Flow Field Within a Compressor Outlet Guide Vane Passage." In ASME 1993 International Gas Turbine and Aeroengine Congress and Exposition. American Society of Mechanical Engineers, 1993. http://dx.doi.org/10.1115/93-gt-022.

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A series of tests have been carried out to investigate the flow in a Compressor Outlet Guide Vane (OGV) blade row downstream of a single stage rotor. The subsequent flow field that developed within an OGV passage was measured, at intervals of 10% axial chord, using a novel design of miniature 5 hole pressure probe. In addition to indicating overall pressure levels and the growth of regions containing low energy fluid, secondary flow features were identified from calculated axial vorticity contours and flow vectors. Close to each casing the development of classical secondary flow was observed, but towards the centre of the annulus large well defined regions of opposite rotation were measured. These latter flows were due to the streamwise vorticity at inlet to the blade row associated with the skewed inlet profile. Surface static pressures were also measured and used to obtain the blade pressure force at 3 spanwise locations. These values were compared with the local changes in flow momentum calculated from the measured velocity distributions. With the exception of the flow close to the outer casing, which is affected by rotor tip leakage, good agreement was found between these quantities indicating relatively weak radial mixing.

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