Journal articles: '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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Tanyu, Burak F., Woon-Hyung Kim, Tuncer B. Edil, and Craig H. Benson. "Development of Methodology to Include Structural Contribution of Alternative Working Platforms in Pavement Structure." Transportation Research Record: Journal of the Transportation Research Board 1936, no. 1 (January 2005): 70–77. http://dx.doi.org/10.1177/0361198105193600109.

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A methodology was developed to incorporate the structural contribution of working platforms, including those constructed with industrial byproducts, into the design of flexible pavements. Structural contribution of the working platform was quantified with the 1993 AASHTO flexible pavement design guide in terms of a structural number or an effective roadbed modulus. Two methods are proposed. One method treats the working platform as a subbase layer and assigns a structural number to the working platform for use in computing the overall structural number of the pavement. The other method adjusts the effective roadbed modulus to account for the improvement in the roadbed provided by the working platform. Resilient modulus obtained from large-scale model experiments conducted on several working platform materials (e.g., breaker run stone, Grade 2 gravel, foundry slag, foundry sand, and bottom ash) was used in the analysis. Design charts show the structural number or the roadbed modulus as a function of type of material and thickness of the working platform.

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Li, Ningyuan, Ralph Haas, and Wei-Chau Xie. "Investigation of Relationship Between Deterministic and Probabilistic Prediction Models in Pavement Management." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (January 1997): 70–79. http://dx.doi.org/10.3141/1592-09.

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A good pavement management system should have the capacity to predict pavement structural and functional deterioration versus age or accumulated traffic loading. Basically, there are two types of performance prediction models in pavement management: deterministic and probabilistic. Although both performance models can be used to predict pavement deterioration, the inherent relationship between the two models has not been explored. An investigation was directed to find the relationship in terms of system conversion. Some of the findings related to system conversion, including the concepts and techniques applied in model conversion, the characteristics of model development, comparisons of prediction results between the two models, sensitivity analysis of the probabilistic models, and sample applications in real situations, are highlighted. The deterministic models that are to be converted to probabilistic models are the flexible pavement deterioration model used in the Ontario Pavement Analysis of Costs system and the flexible pavement design model recommended in the 1993 AASHTO design guide. The converted probabilistic models are time-related (nonhomogeneous) Markov processes, which are represented by a set of yearly transition probability matrices (TPMs). TPMs can be established for any individual pavement section in a road network.

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Zaghloul, Sameh, Khaled Helali, Riaz Ahmed, Zubair Ahmed, and Andris A. Jumikis. "Implementation of Reliability-Based Backcalculation Analysis." Transportation Research Record: Journal of the Transportation Research Board 1905, no. 1 (January 2005): 97–106. http://dx.doi.org/10.1177/0361198105190500111.

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The reliability concept provides a means of incorporating some degree of certainty into the pavement design process to ensure that the outcomes of the process will provide acceptable levels of service until the end of the intended design life. Pavement structural performance and rehabilitation design are highly dependent on the in situ layer properties. Pavement layer thickness is an essential input in backcalculation analysis performed with measured surface deflections to evaluate the in situ structural capacity of a pavement. Inaccurate thickness information may lead to significant errors in the backcalculated layer moduli and, hence, in the rehabilitation design. Because pavement layer thickness has some degree of variability (normal variability), it is important to consider this variability in the backcalculation analysis and rehabilitation design. A procedure was developed to implement the reliability concept in backcalculation analysis to account for the normal variability in layer thickness within structurally homogeneous sections. This procedure was developed on the basis of in situ layer information obtained from a ground-penetrating radar study performed for the New Jersey Department of Transportation. This paper provides an overview of the procedure, along with the results of the pilot implementation of the procedure. This reliability procedure complements the reliability factor of the 1993 AASHTO pavement design guide, as the latter reliability factor does not account for the in situ layer thickness.

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Habbouche, Jhony, Elie Y. Hajj, Peter E. Sebaaly, and Adam J. Hand. "Fatigue-Based Structural Layer Coefficient of High Polymer-Modified Asphalt Mixtures." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 3 (February 28, 2020): 232–47. http://dx.doi.org/10.1177/0361198120909109.

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Florida Department of Transportation uses the 1993 AASHTO guide to conduct new and rehabilitation designs for all the state’s flexible pavements. Based on previous experience, a structural layer coefficient of 0.44 was found to be well representative of the department’s conventional polymer-modified (PMA) asphalt concrete (AC) mixtures. If the positive impact of the polymer on the layer is assumed to be maintained at higher contents, then the use of high polymer-modified (HP) asphalt binder may lead to a higher AC structural layer coefficient and a reduced AC layer thickness for the same design traffic and serviceability design loss. The objective of this paper was to determine a fatigue-based structural layer coefficient for asphalt mixtures that contain HP binder using comprehensive mechanistic analyses. This approach relied on combining measured engineering properties and performance characteristics of AC mixtures with advanced flexible pavement modeling (3D-Move). A total of eight PMA and eight HP AC mixtures were designed and evaluated in the laboratory. Overall, the HP AC mixtures showed similar or lower dynamic modulus and better fatigue performance models when compared with those of their respective PMA AC mixtures. However, the fatigue-based structural layer coefficients, determined via mechanistic analysis using the service life approach, ranged between 0.33 (lower than 0.44) and 1.32 (greater than 0.44). Using advanced statistical analyses, a fatigue-based structural layer coefficient of 0.54 was determined for HP AC mixtures. This coefficient should still be verified for other modes of distress.

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Schultheiss, William, Rebecca L. Sanders, and Jennifer Toole. "A Historical Perspective on the AASHTO Guide for the Development of Bicycle Facilities and the Impact of the Vehicular Cycling Movement." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 13 (October 18, 2018): 38–49. http://dx.doi.org/10.1177/0361198118798482.

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This paper draws from a literature review and interviews to demonstrate the impact of advocacy, research, and culture on guidance for design users, bike lanes, and separated (protected) bike lanes in the American Association of State Highway and Transportation Officials’ bicycle guides’ content from 1974 to present. In the late 1960s and early 1970s, a bicycle renaissance in America resulted in efforts at the local, state, and federal level to encourage bicycling. After Davis, California, became the first community in the United States to build a network of bike lanes, a new brand of bicycle advocacy, vehicular cycling (VC), formed to oppose efforts to separate bicyclists from motorized traffic based on fears of losing the right to use public roads. Via positions of power and strong rhetoric, vehicular cyclists influenced design guidance for decades to come. Through the 1980s, VC philosophy aligned with a federal view that bicyclists freeloaded from the gas tax, resulting in diminished federal support for guidance and related research throughout the decade. However, the passing of the Intermodal Surface Transportation Efficiency Act of 1991 led to increased bicycle networks and renewed interest in bicycle facility research. Although vehicular cyclists continue to oppose roadway designs that separate bicyclists from motorized traffic, research from the last decade demonstrates networks of separated bike lanes improve bicyclist safety and are necessary to meet the needs of the vast majority of the public who want to bicycle but feel unsafe in many traffic contexts.

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Carvajal, Mateo E., Murugaiyah Piratheepan, Peter E. Sebaaly, Elie Y. Hajj, and Adam J. Hand. "Structural Contribution of Cold In-Place Recycling Base Layer." CivilEng 2, no. 3 (September 3, 2021): 736–46. http://dx.doi.org/10.3390/civileng2030040.

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Cold in-place recycling (CIR) of asphalt pavements is a process that has successfully been used for many years. The use of CIR for rehabilitation offers many advantages over traditional overlays due to its excellent resistance to reflective cracking and its environmentally friendly impacts. Despite the good performance and positive sustainability aspects of CIR, the structural contribution of the CIR base layer has not been well defined. In this research, CIR mixtures were designed with different asphalt emulsions. The mixtures were then subjected to dynamic modulus, repeated load triaxial, and flexural beam fatigue testing over a range of temperature and loading conditions. The performance test data generated were then used to develop CIR rutting and fatigue performance models used in the mechanistic analysis of flexible pavements. The technique used to develop the performance models leveraged the fact that the rutting and fatigue models for individual CIR mixtures were all within the 95 percent confidence interval of each other. A mechanistic analysis was conducted using the 3D-Move Mechanistic Analysis model. With the laboratory-developed performance models, the structural layer coefficient for the CIR base layer were developed for use in the 1993 AASHTO Guide for the Design of Pavement Structures. This analysis led to the determination of an average structural coefficient of the CIR base layer of 0.25.

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Maadani, Omran, and A. O. Abd El Halim. "Overview of Environmental Considerations in AASHTO Pavement Design Guides." Journal of Cold Regions Engineering 31, no. 3 (September 2017): 04017007. http://dx.doi.org/10.1061/(asce)cr.1943-5495.0000113.

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Thompson, Marshall R. "Mechanistic-Empirical Flexible Pavement Design: An Overview." Transportation Research Record: Journal of the Transportation Research Board 1539, no. 1 (January 1996): 1–5. http://dx.doi.org/10.1177/0361198196153900101.

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Activities associated with the development of the revised AASHTO Guide for the Design of Pavement Structures (1986 edition) prompted the AASHTO Joint Task Force on Pavements (JTFOP) recommendation to immediately initiate research with the objective of developing mechanistic pavement analysis and design procedures suitable for use in future versions of the AASHTO guide. The mechanistic-empirical (M-E) principles and concepts stated in the AASHTO guide were included in the NCHRP 1-26 (Calibrated Mechanistic Structural Analysis Procedures for Pavements) project statement. It was not the purpose of NCHRP Project 1-26 to devote significant effort to develop new technology but to assess, evaluate, and apply available M-E technology. Thus, the proposed processes and procedures were based on the best demonstrated available technology. NCHRP Project 1-26 has been completed and the comprehensive reports are available. M-E flexible pavement design is a reality. Some state highway agencies (Kentucky and Illinois) have already established M-E design procedures for new pavements. M-E flexible pavement design procedures have also been developed by industry groups (Shell, Asphalt Institute, and Mobil). The AASHTO JTFOP continues to support and promote the development of M-E procedures for pavement thickness design and is facilitating movement toward an M-E procedure. The successful and wide-scale implementation of M-E pavement design procedures will require cooperating and interacting with various agencies and groups (state highway agencies, AASHTO—particularly the AASHTO JTFOP, FHWA—particularly the Pavement Division and Office of Engineering, and many material and paving association industry groups). It is not an easy process, but it is an achievable goal.

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Guell, David L. "Alternative Solution Charts for AASHTO Pavement Design Guide." Journal of Transportation Engineering 114, no. 2 (March 1988): 239–44. http://dx.doi.org/10.1061/(asce)0733-947x(1988)114:2(239).

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Isnaini, Alfiani Yogaturida, Latif Budi Suparma, and Suryo Hapsoro Tri Utomo. "PERANCANGAN PERKERASAN JALAN LINGKAR KOTA KABUPATEN WONOGIRI." Jurnal HPJI 5, no. 2 (July 26, 2019): 119–28. http://dx.doi.org/10.26593/jh.v5i2.3372.119-128.

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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

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Kuo, Chen-Ming. "Study of Load Transfer Parameter in AASHTO Design Guide for Concrete Pavement." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 1–5. http://dx.doi.org/10.3141/1629-01.

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Some of the design parameters in AASHTO’s Guide for Design of Pavement Structures require experienced engineering judgment to obtain adequate designs. The load transfer parameter for concrete pavements in the AASHTO Guide is reviewed. A set of equations was developed to assist in choosing a J-factor for various pavement conditions. With three-dimensional finite element analysis, factorial runs were conducted to find the relationships between the critical stresses and joint design parameters—that is, joint width, diameter, length, and spacing of dowel bars. Extended procedures that incorporate dowel parameters into the J-factor were proposed. Conclusions were made to clarify the load transfer concept in the current AASHTO Guide and the effects of joint parameters on pavement performance.

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Ghadimi, Behzad, Hamid Nikraz, Colin Leek, and Ainalem Nega. "A Comparison between Austroads Pavement Structural Design and AASHTO Design in Flexible Pavement." Advanced Materials Research 723 (August 2013): 3–11. http://dx.doi.org/10.4028/www.scientific.net/amr.723.3.

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This study deals with the Austroads (2008) Guide to Pavement Technology Part 2: Pavement Structural Design on which most road pavement designs in Australia are based. Flexible pavement designs and performance predictions for pavements containing one of more bound layers derived from the mechanistic Austroads pavement design methodology and the AASHTO-2004 approach are compared for Australian conditions, with consideration of subgrade and other material properties and local design preferences. The comparison has been made through two well-known programs namely CIRCLY (5.0) and KENLAYER. The study shows that each guide has its own advantages and disadvantages in predicting stress and strain in pavement layers under different conditions. The study recommends that modifications are necessary resulting in more realistic and longer lasting pavements in Australia.

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Birgisson, Bjorn, Gregory Sholar, and Reynaldo Roque. "Evaluation of a Predicted Dynamic Modulus for Florida Mixtures." Transportation Research Record: Journal of the Transportation Research Board 1929, no. 1 (January 2005): 200–207. http://dx.doi.org/10.1177/0361198105192900124.

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The new 2002 AASHTO guide for the design of pavement structures is based on mechanistic principles and requires the dynamic modulus as input to compute stress, strain, and rutting and cracking damage in flexible pavements. The 2002 AASHTO guide has three different levels of analysis; the level used depends on the importance of the pavement structure in question. Dynamic modulus testing is required for Level 1 pavement analysis, whereas no laboratory test data are required for Level 2 and Level 3 pavement analysis. Instead, a predictive dynamic modulus equation is used to generate input values. It is of significant importance to state agencies to understand how well the dynamic modulus for locally available materials compares with the predicted dynamic modulus. This paper presents the results of a study by the Florida Department of Transportation and the University of Florida that focused on the evaluation of the dynamic modulus predictive equation used in the new AASHTO 2002 guide for mixtures typical to Florida. The resulting research program consisted of dynamic modulus testing of 28 mixtures common to Florida. Results showed that on average the predictive modulus equation used in the new AASHTO 2002 flexible pavement design guide appeared to work well for Florida mixtures when used with a multiplier to account for the uniqueness of local mixtures. Results of the study also identified optimal viscosity–temperature relationships that result in the closest correspondence between measured and predicted dynamic modulus values.

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Agrawal, Anil K., Guang Yong Liu, and Sreenivas Alampalli. "Effects of Truck Impacts on Bridge Piers." Advanced Materials Research 639-640 (January 2013): 13–25. http://dx.doi.org/10.4028/www.scientific.net/amr.639-640.13.

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According to Federal Highway Administration, impact by moving trucks is the 3rd leading cause of bridge failure or collapse in the country. Although current AASHTO LRFD Guide Specifications prescribe designing bridge piers by applying a 400 kips static load at a height of 4ft to improve their impact resistance, recent studies have shown that the dynamic forces because of truck impacts may be significantly higher than that recommended by the AASHTO Guide Specifications. In this paper, we present an extensive investigation on the impact of a three-span steel girder bridge with reinforced concrete piers by trucks running at different speeds through models of bridge and the truck in LS-DYNA, including a correlation between seismic and impact resistance of bridge piers. Results also present a comparison between static load prescribed by AASHTO Guide Specifications and dynamic impacts loads observed during numerical simulations. A performance based approach is proposed to design bridge piers against truck impacts.

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Hall, Kevin D., and Steven Beam. "Estimating the Sensitivity of Design Input Variables for Rigid Pavement Analysis with a Mechanistic–Empirical Design Guide." Transportation Research Record: Journal of the Transportation Research Board 1919, no. 1 (January 2005): 65–73. http://dx.doi.org/10.1177/0361198105191900108.

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Many highway agencies use AASHTO methods for the design of pavement structures. Current AASHTO methods are based on empirical relationships between traffic loading, materials, and pavement performance developed from the AASHO Road Test (1958–1961). The applicability of these methods to modern-day conditions has been questioned; in addition, the lack of realistic inputs regarding environmental and other factors in pavement design has caused concern. Research sponsored by the NCHRP has resulted in the development of a mechanistic–empirical design guide (M-E design guide) for pavement structural analysis. The new M-E design guide requires more than 100 inputs to model traffic, environmental, material, and pavement performance to provide estimates of pavement distress over the design life of the pavement. Many designers may lack specific knowledge of the data required. A study was performed to assess the relative sensitivity of the models used in the M-E design guide to inputs relating to portland cement concrete materials in the analysis of jointed plain concrete pavements. Twenty-nine inputs were evaluated by analysis of a standard pavement section and change of the value of each input individually. The three pavement distress models (cracking, faulting, and roughness) were not sensitive to 17 of the 29 inputs. All three models were sensitive to six of the 29 inputs. Combinations of only one or two of the distress models were sensitive to six of the 29 inputs. These data may aid designers in focusing on inputs that have the most effect on desired pavement performance.

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Zapata, Claudia E., Yugantha Y. Perera, and William N. Houston. "Matric Suction Prediction Model in New AASHTO Mechanistic–Empirical Pavement Design Guide." Transportation Research Record: Journal of the Transportation Research Board 2101, no. 1 (January 2009): 53–62. http://dx.doi.org/10.3141/2101-07.

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Tompkins, Derek, Luke Johanneck, and Lev Khazanovich. "State Design Procedure for Rigid Pavements Based on the AASHTO Mechanistic–Empirical Pavement Design Guide." Transportation Research Record: Journal of the Transportation Research Board 2524, no. 1 (January 2015): 23–32. http://dx.doi.org/10.3141/2524-03.

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Nguyen, Quang Phuc, and Van Thang Vu. "Researching on influence factorsand value confirmation of elasticmodulus (Eac), layer coefficient (ai)of some types of hot dense asphalt concrete in Vietnam." Ministry of Science and Technology, Vietnam 63, no. 8 (August 30, 2021): 40–43. http://dx.doi.org/10.31276/vjst.63(8).40-43.

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The method of designing flexible road structures under the guidance of AASHTO 1993 was used in many states in the US and Canada and is being applied by many other countries in Europe and Asia. The layer coefficient ai in the AASHTO design equation represents an empirical relationship between the structural index SN and thickness. The value of the layer coefficients (ai) is specified for each material layer depending on the quality shown mainly through resilient modulus. This paper presents the initial research results of influencing factors and value confirmation of resilient modulus (Eac) and layer coefficients (ai) of some types of hot dense asphalt concrete in Vietnam.

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Rahman, Md Tahmidur, Anthony S. Cabrera, and A. Tarefder Rafiqul. "Evaluation of Resilient Modulus Test Protocols for New Mexico Subgrade Soil." Advanced Materials Research 742 (August 2013): 109–15. http://dx.doi.org/10.4028/www.scientific.net/amr.742.109.

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Resilient modulus (MR) is a laboratory determined parameter of pavement subgrade soil which is an important design input for the Mechanistic Empirical Pavement Design Guide (MEPDG). There are two accepted laboratory testing protocols for determining MR, namely AASHTO T307 and NCHRP 1-28A. AASHTO method is more popular because of its simplicity in positioning the load and deformation transducers. This study is undertaken to examine the available test protocols for New Mexico subgrade soil by varying the location of deformation transducers and effects of sample size. AASHTO A-6 subgrade soils have been collected from the state of New Mexico, USA. Specimens of 2.8 inch and 4 inch diameters are reconstituted using modified proctor compaction.Resilient modulus values aredetermined using external and internal deformation techniques. Comparative analyses are performed and amount of extraneous large deformation (lower MR) measured by the AASHTO recommended external deformation transducers is measured.In addition, appropriate internal deformation measurement methods are recommended to obtain most consistent MR values. 2.8 inch and 4 inch diameter sample generate almost similar MR values.

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Behnam, Maliheh, Hedyeh Khojasteh, Mir mohammad Seyyed Hashemi, and Mehdi Javid. "Investigation causes of pavement structure failure using new AASHTO mechanistic-empirical procedures for optimization roads performance in different climatic condition of Iran." Environment Conservation Journal 16, SE (December 5, 2015): 659–70. http://dx.doi.org/10.36953/ecj.2015.se1677.

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Abstract In recent years, procedure of AASHTO (American Association State Highway and Transportation Officials) Guide for Design of Pavement Structures distanced from first empirical procedure and advanced toward mechanistic-empirical procedures. “Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures” in 2004 and its attached software M-EPDG is the result of this new procedure that AASHTO presented it through projects NCHRP 1-37 A and NCHRP 1-40 B with cooperation of NCHRP (National Cooperative Highway Research Program) and FHWA (Federal Highway Administration) institutions. In this paper, requireddata for software analyzing of three real pavement structures pieces collected from three different climatic areas and pavement structures modeled in software by entering data into software. Modeled sections by this software were analyzed failure, and, regarding to obtained results, common designing pavement structures procedures compared with the new way of AASHTO, and efficiency rate of related software investigated in two different climatic zone of Iran. Toward this process, Save- Hamadan and Qazvin- Boin Zahra cities selected as a case study and then studied. Results of software analyzing showed that the designs of old AASHTO method in tempered climate of country met all criteria of designing but in both of cold and warm areas, some failure at designed pavement structures via this method exceeded from allowed rate and according to presented failure, will be excessed more in future. This destruction in case project of cold area was longitude crack and was rutting of pavement structures subgrade in warm area. Then, probable causes of mentioned failures studied in pavement structures projects and procedures designed for rehabilitation pavement structures for met all of the designated criteria. Also, in Iran some suggestions indicated about required conductions for application of new method of AASHTO.

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Behnam, Malihe, Hedyeh Khojasteh, Mirmohammad Seyyed Hashemi, and Mehdi Javid. "Investigation causes of pavement structure destruction using new AASHTO mechanistic-empirical procedures for improving roads function in different climatic condition of Iran." Environment Conservation Journal 16, SE (December 5, 2015): 259–68. http://dx.doi.org/10.36953/ecj.2015.se1630.

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In recent years, procedure of AASHTO (American Association State Highway and Transportation Officials) Guide for Design of Pavement Structures distanced from first empirical procedure and advanced toward mechanistic-empirical procedures. “Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures” in 2004 and its attached software M-EPDG is the result of this new procedure that AASHTO presented it through projects NCHRP 1-37 A and NCHRP 1-40 B with cooperation of NCHRP (National Cooperative Highway Research Program) and FHWA (Federal Highway Administration) institutions. In this paper, required data for software analyzing of three real pavement structures pieces collected from three different climatic areas and pavement structures modeled in software by entering data into software. Modeled sections by this software were analyzed destructions, and, regarding to obtained results, common designing pavement structures procedures compared with the new way of AASHTO, and efficiency rate of related software investigated in three different climatic areas of Iran. Toward this process, Save, Hamadan and Qazvin, Boin Zahra cities selected as a case study and then studied. Results of software analyzing showed that the designs of old AASHTO method in tempered climate of country met all criteria of designing but in both of cold and warm areas, some destructions at designed pavement structures via this method exceeded from allowed rate and according to presented destructions, will be excessed more in future. This destruction in case project of cold area was longitude crack and was furrowing of pavement structures bed in warm area. Then, probable causes of mentioned destructions studied in pavement structures projects and procedures designed for rehabilitating pavement structures for met all of the designated criteria. Also, in Iran some suggestions indicated about required conductions for application of new method of AASHTO.

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Chen, Hong-Jer, Luis Julian Bendaña, Dan E. McAuliffe, and Raymond L. Gemme. "Updating Pavement Design Procedures for New York State." Transportation Research Record: Journal of the Transportation Research Board 1539, no. 1 (January 1996): 51–57. http://dx.doi.org/10.1177/0361198196153900107.

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New York's effort in adapting concepts from AASHTO's pavement design guide as a basis for a revised state design procedure for thickness of new and reconstructed pavements is summarized. The rationale for this revised procedure was to design more durable pavements and reduce life-cycle costs. New York's past pavement design practice and the background for the revisions are briefly described. A sensitivity analysis was conducted to identify how AASHTO design variables affect pavement thickness. Past performance of selected New York pavements was also studied. The rationale is discussed for determination of appropriate design variables, based on the sensitivity analysis, performance studies, and reviews of past and current practice. Also described is the justification of other design features, such as 50-year design life, granular subgrade, permeable base, edge drains, shorter slabs, maximum and minimum pavement thicknesses, and new dowel and tie-bar designs. Development and implementation of New York's new AASHTO-based thickness design procedure are major steps toward accomplishing the goals of building longer-lasting pavements and reducing life-cycle costs.

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M. O. Mohamed Elsaid, Esra, and Awad M. Mohamed. "Flexible Pavement Design Suitable for Sudan." FES Journal of Engineering Sciences 9, no. 3 (February 22, 2021): 127–34. http://dx.doi.org/10.52981/fjes.v9i3.706.

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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.

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Sicking, Dean L., Robert W. Bielenberg, John R. Rohde, John D. Reid, Ronald K. Faller, and Karla A. Polivka. "Safety Grates for Cross-Drainage Culverts." Transportation Research Record: Journal of the Transportation Research Board 2060, no. 1 (January 2008): 67–73. http://dx.doi.org/10.3141/2060-08.

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This paper presents findings of an investigation of the safety performance of culvert safety grates when installed on slopes as steep as 3:1, as recommended by the AASHTO Roadside Design Guide (RDG). LS-DYNA modeling was used to identify critical impact conditions for roadside culvert grates installed on 3:1 slopes. Two full-scale vehicle crash tests were conducted under the guidelines of NCHRP Report 350 on a 6.4- × 6.4-m (21-×21-ft) culvert safety grate installed on a 3:1 slope. The full-scale crash tests demonstrated that the AASHTO RDG recommended safety grates provide acceptable safety performance when installed on 3:1 slopes.

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Liu, Chiu, and Robert Herman. "Passing Sight Distance and Overtaking Dilemma on Two-Lane Roads." Transportation Research Record: Journal of the Transportation Research Board 1566, no. 1 (January 1996): 64–70. http://dx.doi.org/10.1177/0361198196156600108.

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The overtaking dilemma involving two small vehicles was discussed by Herman and Lam in 1972. The formulation in a dynamical moving frame of the overtaken vehicle is extended by taking into account the pertinent variables for an overtaking scenario, such as vehicle acceleration and deceleration characteristics, roadway frictional characteristics, drivers' responses, and speeds of the overtaking vehicle and the oncoming vehicle in relation to the overtaken vehicle. A general framework dealing with overtaking is introduced, and analytic expressions for safe passing and aborting sight distances are derived for frictional roadway characteristics from the AASHTO guide. This formulation is further extended to other situations, namely, overtaking that involves a small and a long vehicle and overtaking that involves two long vehicles. Comparisons among our results, the AASHTO guide, the Manual on Uniform Traffic Control Devices on design for safe passing sight distances (PSD), and other related works are given for various overtaking situations. The overtaking scenario in which the vehicle overtaken is “fast” is addressed. Finally, the previous literature associated with the development of PSD is discussed.

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Wang, S. S., and H. P. Hong. "Partial safety factors for designing and assessing flexible pavement performance." Canadian Journal of Civil Engineering 31, no. 3 (June 1, 2004): 397–406. http://dx.doi.org/10.1139/l03-109.

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In designing and assessing pavement performance, the uncertainty in material properties and geometrical variables of pavement and in traffic and environmental actions should be considered. A single factor is employed to deal with these uncertainties in the current American Association of State Highway and Transportation Officials (AASHTO) guide for design of pavements. However, use of this single factor may not ensure reliability-consistent pavement design and assessment because different random variables that may have different degrees of uncertainty affect the safety and performance of pavement differently. Similar problems associated with structural design have been recognized by code writers and dealt with using partial safety factors or load resistance factors. The present study is focused on evaluating a set of partial safety factors to be used in conjunction with the flexible pavement deterioration model in the Ontario pavement analysis of cost and the model in the AASHTO guide for evaluating the flexible pavement performance or serviceability. Evaluation and probabilistic analyses are carried out using the first-order reliability method and simple simulation technique. The results of the analysis were used to suggest factors that could be used, in a partial safety factor format, for designing or assessing flexible pavement conditions to achieve a specified target safety level.Key words: deterioration, reliability, pavement, serviceability, stochastic process, performance, partial safety factor.

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Cunagin, Wiley, Richard L. Reel, Mohammad S. Ghanim, Drew Roark, and Michael Leggett. "Generating Site-Specific Axle Load Factors for the Mechanistic–Empirical Pavement Design Guide." Transportation Research Record: Journal of the Transportation Research Board 2339, no. 1 (January 2013): 98–103. http://dx.doi.org/10.3141/2339-11.

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Use of the AASHTO DARWin-ME mechanistic–empirical pavement design software requires that truck loading data be provided in the form of normalized axle load frequency distributions (spectra). Default axle load frequency spectra are provided in the software. However, these default distributions were derived from national data and may not suit the needs of individual states. This study analyzed the Florida Department of Transportation's substantial database of truck weight data taken from its network of high-quality weigh-in-motion stations to determine whether site- or state-specific axle load spectra could be generated and how they should be applied. Several analytical procedures were developed and applied to the data, including analysis of variance and cluster analysis. The results of this work were used to develop Level 2 axle load spectra that could be applied to design sections. This paper presents detailed information about the traffic data requirements of the new guide, the process followed for deriving Florida's input values, and the resulting recommended values.

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Bennert, Thomas, and Stacy Goad Williams. "Precision of AASHTO TP62-07 for Use in Mechanistic–Empirical Pavement Design Guide for Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 2127, no. 1 (January 2009): 115–26. http://dx.doi.org/10.3141/2127-14.

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El-Basyouny, Mohamed M., and Matthew Witczak. "Calibration of Alligator Fatigue Cracking Model for 2002 Design Guide." Transportation Research Record: Journal of the Transportation Research Board 1919, no. 1 (January 2005): 76–86. http://dx.doi.org/10.1177/0361198105191900109.

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In AASHTO's 2002 design guide, the classic fatigue cracking mechanism, which normally initiates at the bottom of the asphalt layer and propagates to the surface (bottom-up cracking), was studied. The prediction of bottom-up alligator fatigue cracking was based on a mechanistic approach to calculate stress and strain. An empirical approach then related these strains to fatigue damage in pavement caused by traffic loads. To provide credibility to the new design procedure, the theoretically predicted distress models must be calibrated to “real-world” performance. In fact, calibration of these distress models is considered to be the most important activity to facilitate implementation, acceptance, and adoption of the design procedure and to establish confidence in the entire procedure. The procedure followed for the national calibration of the alligator fatigue–cracking model used in the AASHTO 2002 design guide is discussed. This calibration study used data from all over the United States, with different environments, material, and traffic. A total of 82 pavement sections from 24 different states were used in the calibration. Tensile strain at the bottom of each asphalt layer was calculated using a linear layer elastic analysis procedure. The initial (base) reference model used in the calibration was the Asphalt Institute MS-1 model. This model was used to compute the damage caused by traffic loads and pavement structure. Predicted damage was then correlated to the measured fatigue cracking in the field, and a transfer function was obtained for the alligator fatigue–cracking distress.

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Koval, Viacheslav, Constantin Christopoulos, and Robert Tremblay. "Improvements to the simplified analysis method for the design of seismically isolated bridges in CSA-S6-14." Canadian Journal of Civil Engineering 43, no. 10 (October 2016): 897–907. http://dx.doi.org/10.1139/cjce-2015-0427.

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The design provisions for seismically isolated bridges in the CAN/CSA-S6 Canadian Highway Bridge Design Code and the AASHTO Guide Specifications for Seismic Isolation Design ( AASHTO 2010 , 2014 ) have been developed primarily based on ground motions recorded along the west coast of North America. Both codes include a simplified analysis procedure that relies on an equivalent effective linearization of the nonlinear isolated structure together with damping coefficients to account for the effect of energy dissipation on the response of the isolated system. The appropriateness and range of application of code-specified simplified methods were investigated through nonlinear time-history analyses to propose improvements to this procedure for the new edition of the CSA-S6-2014 code. Based on these analyses, new damping coefficients are proposed for Eastern North America (ENA) and new limits for the application of the simplified method are defined. For ENA, the method with newly proposed damping coefficients can give good bridge displacement estimates for equivalent damping ratios of up to 40%, which broadens the possible designs that can be achieved using the simplified method. This study also showed that applicability limits could be defined more accurately as a function of the system properties.

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Bonaquist, Ramon, and Donald W. Christensen. "Practical Procedure for Developing Dynamic Modulus Master Curves for Pavement Structural Design." Transportation Research Record: Journal of the Transportation Research Board 1929, no. 1 (January 2005): 208–17. http://dx.doi.org/10.1177/0361198105192900125.

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A dynamic modulus master curve for asphalt concrete is a critical input for flexible pavement design in the mechanistic–empirical pavement design guide developed in NCHRP Project 1–37A. The recommended testing to develop the modulus master curve is presented in AASHTO Provisional Standard TP62–03, Standard Method of Test for Determining Dynamic Modulus of Hot-Mix Asphalt Concrete Mixtures. It includes testing at least two replicate specimens at five temperatures between 14°F and 130°F (–10°C and 54.4°C) and six loading rates between 0.1 and 25 Hz. The master curve and shift factors are then developed from this database of 60 measured moduli using numerical optimization. The testing requires substantial effort, and there is much overlap in the measured data, which is not needed when numerical methods are used to perform the time–temperature shifting for the master curve. This paper presents an alternative to the testing sequence specified in AASHTO TP62–03. It requires testing at only three temperatures between 40°F and 115°F (4.4°C and 46.1°C) and four rates of loading between 0.01 and 10 Hz. An analysis of data collected using the two approaches shows that comparable master curves are obtained. This alternative testing sequence can be used in conjunction with the simple performance test system developed in NCHRP Project 9–29 to develop master curves for structural design.

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Rahman, Md Mostaqur, and Sarah L. Gassman. "Data collection experience for preliminary calibration of the AASHTO pavement design guide for flexible pavements in South Carolina." International Journal of Pavement Research and Technology 11, no. 5 (September 2018): 445–57. http://dx.doi.org/10.1016/j.ijprt.2017.11.009.

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Al-Mamoori, Sohaib K., Laheab A. Al-Maliki, and Khaled El-Tawel. "Reliability Analysis of Anchored Geotechnical Structures for the Design Limit States." Wasit Journal of Engineering Sciences 8, no. 2 (December 31, 2020): 35–47. http://dx.doi.org/10.31185/ejuow.vol8.iss2.167.

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Reliability has been considered of magnificent importance in engineering design specially in geotechnical engineering due to the unpredictable conditions of soil layers. It is essential to establish well- designed failure modes that could guarantee safety and durability of the proposed structure. This study aims to suggest a reliability analyses procedure for retaining walls by the mean of a reliability index β using the specifications of AASHTO Bridge Design 2002, Eurocode 7, and DIN EN 1993-5 norms. Two failure modes; Tensile failure of tendon (G1) and Failure by bending (G2) were studied and compared by using equation of the Design Limit State (DLS) and by taking some basic geotechnical parameters as Random Variables RV. The analyses demonstrated that the reliability index β and probability of failure Pf are the most important parameter in the reliability analysis. Also, the suitable height (H) for the retaining structure (for all angles ϴ) equals to 6 m and the most critical angle is ϴ= 45º to prevent the failure by tensile of tendon. While the bending failure reliability analysis shows that all heights of retaining structure are suitable. After comparing the two cases it was found that (G1) is more dangerous than (G2).

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Hilbrich, Stacy L., and Tom Scullion. "Rapid Alternative for Laboratory Determination of Resilient Modulus Input Values on Stabilized Materials for AASHTO Mechanistic-Empirical Design Guide." Transportation Research Record: Journal of the Transportation Research Board 2026, no. 1 (January 2007): 63–69. http://dx.doi.org/10.3141/2026-08.

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Dicleli, Murat. "Performance of Seismic-Isolated Bridges in Relation to Near-Fault Ground-Motion and Isolator Characteristics." Earthquake Spectra 22, no. 4 (November 2006): 887–907. http://dx.doi.org/10.1193/1.2359715.

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This paper investigates the performance of seismic-isolated bridges (SIBs) subjected to near-fault (NF) earthquakes with forward rupture directivity effect (FRDE) in relation to the isolator, substructure, and NF earthquake properties, and examines some critical design clauses in AASHTO's Guide Specifications for Seismic Isolation Design. It is found that the SIB response is a function of the number of velocity pulses, magnitude of the NF ground motion, and distance from the fault. Particularly, a reasonable estimation of the expected magnitude of the NF ground motion according to the characteristics of the bridge site is crucial for a correct design of the SIB. It is also found that the characteristic strength and post-elastic stiffness of the isolator may be chosen based on the characteristics of the NF earthquake. Furthermore, some of the AASHTO clauses are found to be not applicable to SIBs subjected to NF ground motions with FRDE.

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Kurniawan, Agung, Sigit Winarto, and Yosef Cahyo. "STUDI PERENCANAAN PENINGKATAN JALAN PADA RUAS JALAN JALUR LINTAS SELATAN GIRIWOYO – DUWET STA. 10+000 – STA. 15+000." Jurnal Manajemen Teknologi & Teknik Sipil 2, no. 1 (May 25, 2019): 39. http://dx.doi.org/10.30737/jurmateks.v2i1.390.

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The design improvement of the road, and cost estimate of the south path project, segment Giriwoyo-Duwet Sta.10+000 – Sta.15+00 aims to calculate the geometric, widening, thickness of the rigid pavement, thickness of the flexible pavement overlay, and cost estimates of the improvement road project. 2017 Traffic data and California Bearing Ratio data to calculate the thickness of the rigid pavement. The method used to design the geometric is “Tata Cara Perencanaan Geometrik Jalan Antar Kota Bina Marga 1997”. The thickness of the rigid paving is calculated by means of a 20-year design plan; life uses “AASHTO 1993”. The thickness of flexible pavement overlay with 20 years design life uses “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” and “Panduan Analisa Harga Satuan Bina Marga 1995” to calculate the cost estimation. From the calculation of the road known that thickness of rigid pavement for improvement is 15 cm with 10 cm lean mix concrete for subbase, and 5 cm with 2 meters roadside, flexible pavement for the surface. And the calculation of the flexible pavement overlay results is 6 cm. From the calculation, the cost estimation of the improvement road is IDR. 5,015,899,000Perencanaan Peningkatan Jalan Serta Rencana Anggaran Biaya Proyek Jalan Jalur Lintas Selatan Pada Ruas Giriwoyo – Duwet STA. 10+000 – STA. 15+00 bertujuan untuk menghitung pelebaran jalan, tebal perkerasan kaku jalan, tebal lapis tambahan (overlay) perkerasan lentur dan rencana anggaran biaya (RAB) proyek. Data lalu lintas tahun 2017 dan data California Bearing Ratio (CBR) untuk merencanakan tebal perkerasan kaku jalan. Metode yang digunakan untuk perhitungan tebal perkerasan kaku dengan umur rencana 20 tahun menggunakan panduan “AASHTO 1993”. Untuk perhitungan lapis tambahan perkerasan lentur dengan umur rencana 20 tahun menggunakan panduan “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” dan untuk rencana anggaran biaya menggunakan “Panduan Analisa Harga Satuan Bina Marga 1995”. Dari analisa perhitungan tebal perkerasan komposit untuk pelebaran jalan didapatkan tebal pelat beton 15 cm, lapis pondasi bawah dengan campuran beton kurus (lean mix-concrete) setebal 10 cm dan lapis permukaan dari perkerasan lentur 5 cm dengan bahu jalan sepanjang 2 meter pada setiap sisi jalan. Untuk lapis tambahan (overlay) perkerasan lentur didapatkan penambahan setebal 6 cm. Untuk perencanaan peningkatan jalan seperti terdapat pada uraian diperlukan biaya sebesar Rp 5.015.899.000,-

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Islam, Kazi Moinul, Sarah Gassman, and Md Mostaqur Rahman. "Field and Laboratory Characterization of Subgrade Resilient Modulus for Pavement Mechanistic-Empirical Pavement Design Guide Application." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 8 (June 19, 2020): 921–30. http://dx.doi.org/10.1177/0361198120926171.

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The resilient modulus (MR) of subgrade material is an important parameter in pavement design using the Mechanistic-Empirical Pavement Design Guide (MEPDG) and has a significant influence on pavement performance. MR can be obtained indirectly from falling weight deflectometer (FWD) data using a back-calculation tool (i.e., AASHTOWare 2017) or from empirical correlations with soil index properties. MR can also be obtained directly using repeated load triaxial tests (AASHTO T 307-99, 2017). In this study, the field test program included FWD tests and soil sampling. These field tests were performed on six asphalt pavement sections in South Carolina, U.S., to estimate the MR of the subgrade soil. This study involved extensive laboratory characterization of subgrade soils collected from underneath the pavement sections. Laboratory characterization included index tests (sieve analysis, Atterberg limits, specific gravity, moisture content, and standard Proctor density tests) on bulk samples and repeated load triaxial tests on thin-walled tube samples to obtain a direct measure of MR. Results show that the MR values found from the FWD data have similar trends to the laboratory-measured MR values. However, results from lab testing were 33%–75% lower than the back-calculated MR. Laboratory-measured MR, and back-calculated MR were used to determine a C-factor of 0.33, 0.25, and 0.29 for coarse-grained, fine-grained, and all types of soils, respectively. This parameter can be used to estimate resilient modulus for MEPDG Level 2 design inputs across South Carolina and similar geologic regions. The research studies will be facilitated by the local calibration and implementation of the MEPDG.

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Mu, Feng, and Julie M. Vandenbossche. "Evaluation of the approach used for modeling the base under jointed plain concrete pavements in the AASHTO Pavement ME Design Guide." International Journal of Pavement Research and Technology 9, no. 4 (July 2016): 264–69. http://dx.doi.org/10.1016/j.ijprt.2016.07.001.

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Li, Xiaojun, Jingan Wang, Haifang Wen, and Balasingam Muhunthan. "Field Calibration of Fatigue Models of Cementitiously Stabilized Pavement Materials for Use in the Mechanistic-Empirical Pavement Design Guide." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (February 2019): 427–35. http://dx.doi.org/10.1177/0361198118821924.

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The use of cementitiously stabilized materials (CSM), such as lean concrete, cement-stabilized aggregate, and soil stabilized with cement, lime, fly ash, or combinations thereof in the subgrade, sub-base, and base layers of flexible and rigid pavement structures, is a widely accepted practice by many state highway agencies. However, the bottom-up fatigue cracking models of cementitiously stabilized layers (CSL) described in the AASHTO Interim Mechanistic-Empirical Pavement Design Guide Manual of Practice (referred to as the MEPDG) have not been calibrated for CSM based on their field performance. In addition, top-compression fatigue as well as the effects of increases in the modulus and strength values of CSM over time, erosion, and freeze–thaw and wet–dry cycles on the fatigue properties of CSM are not considered in the MPEDG. To address these deficiencies, this research calibrated the bottom-up fatigue model, and developed and calibrated the top-compression fatigue model, with consideration of modulus and strength growth, erosion, and freeze–thaw and wet–dry cycles. Reasonable correlations between the predicted modulus values and measured modulus values are found for CSL. Further study is needed to refine the calibration and validate the models based on a larger population of field data that covers different material types, climatic zones, and traffic conditions.

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Timm, David, Bjorn Birgisson, and David Newcomb. "Development of Mechanistic-Empirical Pavement Design in Minnesota." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 181–88. http://dx.doi.org/10.3141/1629-20.

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Abstract:

The next AASHTO guide on pavement design will encourage a broader use of mechanistic-empirical (M-E) approaches. While M-E design is conceptually straightforward, the development and implementation of such a procedure are somewhat more complicated. The development of an M-E design procedure at the University of Minnesota, in conjunction with the Minnesota Department of Transportation, is described. Specifically, issues concerning mechanistic computer models, material characterization, load configuration, pavement life equations, accumulating damage, and seasonal variations in material properties are discussed. Each of these components fits into the proposed M-E design procedure for Minnesota but is entirely compartmentalized. For example, as better computer models are developed, they may simply be inserted into the design method to yield more accurate pavement response predictions. Material characterization, in terms of modulus, will rely on falling-weight deflectometer and laboratory data. Additionally, backcalculated values from the Minnesota Road Research Project will aid in determining the seasonal variation of moduli. The abundance of weigh-in-motion data will allow for more accurate load characterization in terms of load spectra rather than load equivalency. Pavement life equations to predict fatigue and rutting in conjunction with Miner’s hypothesis of accumulating damage are continually being refined to match observed performance in Minnesota. Ultimately, a computer program that incorporates the proposed M-E design method into a user-friendly Windows environment will be developed.

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Journal articles on the topic 'AASHTO 1993 Design Guide'

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