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Journal articles on the topic 'AASHTO Rigid Pavement Design'

Author: Grafiati

Published: 4 June 2021

Last updated: 1 February 2022

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1

Fogg, Jeth A., Ronald L. Baus, and Richard P. Ray. "AASHTO Rigid Pavement Design Equation Study." Journal of Transportation Engineering 117, no. 1 (1991): 124–31. http://dx.doi.org/10.1061/(asce)0733-947x(1991)117:1(124).

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2

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 (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

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3

Mukhtar, Hamid, and Osama Abdulshafi. "Performance of Flexible and Rigid Pavements in Ohio." Transportation Research Record: Journal of the Transportation Research Board 1536, no. 1 (1996): 94–102. http://dx.doi.org/10.1177/0361198196153600114.

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Deviations in traffic and performance prediction parameters and overall standard deviations applicable to Ohio were determined. Pavement test sites were selected to represent the statewide distribution of pavement designs in Ohio, characterized by such factors as material type, functional classification, and different climatic and soil regions. Core samples were obtained and several laboratory tests were conducted to determine the as-constructed material properties and variability of the design input parameters. Comparison of predicted and observed performances based on approximately 4 years o

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4

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 (2015): 23–32. http://dx.doi.org/10.3141/2524-03.

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5

Darter, M. I., E. Owusu-Antwi, and R. Ahmad. "Evaluation of AASHTO Rigid Pavement Design Model Using Long-Term Pavement Performance Data Base." Transportation Research Record: Journal of the Transportation Research Board 1525, no. 1 (1996): 57–71. http://dx.doi.org/10.1177/0361198196152500107.

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The AASHTO design guide's rigid pavement equation that is used for thickness design was originally developed in 1960 at the conclusion of the road test. This equation predicts the number of axle loads for a given slab thickness and loss in serviceability. During the last 30 years, the original equation has been extended to include several additional design factors and has been used by many highway agencies for rigid pavement design. Due to the limited inference space of the original road test equation and the subjective nature of the subsequent extensions, there is considerable interest in det

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Mallela, Jagannath, Ala Abbas, Tom Harman, Chetana Rao, Rongfang Liu, and Michael I. Darter. "Measurement and Significance of the Coefficient of Thermal Expansion of Concrete in Rigid Pavement Design." Transportation Research Record: Journal of the Transportation Research Board 1919, no. 1 (2005): 38–46. http://dx.doi.org/10.1177/0361198105191900105.

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The coefficient of thermal expansion (CTE) is a fundamental property of concrete. It has long been known to have an effect on joint opening and closing in jointed plain concrete pavement, crack formation and opening and closing in continuously reinforced concrete pavement, and curling stresses and thermal deformations in both types of pavements. However, it has not been included as a variable either in materials specifications or in the structural design of concrete pavements. Hundreds of cores were taken from Long-Term Pavement Performance sections throughout the United States and were tested

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7

Darter, Michael, Lev Khazanovich, Tom Yu, and Jag Mallela. "Reliability Analysis of Cracking and Faulting Prediction in the New Mechanistic–Empirical Pavement Design Procedure." Transportation Research Record: Journal of the Transportation Research Board 1936, no. 1 (2005): 150–60. http://dx.doi.org/10.1177/0361198105193600118.

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Reliability analysis is an important part of the mechanistic–empirical pavement design guide (M-E PDG). Even though mechanistic concepts provide a more accurate and realistic methodology for pavement design, a practical method to consider the uncertainties and variations in design and construction is needed so that a new or rehabilitated pavement can be designed for a desired level of reliability (performance as designed). Several methods, ranging from closed-form approaches to simulation-based methods, can be adopted to perform reliability-based design. However, some methods may be more suita

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8

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 (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

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9

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 (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 performan

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10

Thompson, Marshall R. "Mechanistic-Empirical Flexible Pavement Design: An Overview." Transportation Research Record: Journal of the Transportation Research Board 1539, no. 1 (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 o

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11

Sucinda, Reza, M. Asmuni Jatoeb, and Huzeirien M. "PERBANDINGAN HASIL PERENCANAAN TEBAL PERKERASAN JALAN TIPE PERKERASAN KAKU ANTARA METODE AASHTO 1993 DENGAN METODE Pd.T.14-2003 PADA PERENCANAAN JALAN RADEN FATAH JAMBI." Jurnal Talenta Sipil 1, no. 1 (2018): 1. http://dx.doi.org/10.33087/talentasipil.v1i1.1.

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Perencanaan perkerasan kaku terdapat dua metode yang sangat dikenal di Indonesia dan sering dipakai untuk merencanakan suatu jalan yang menggunakan perkerasan kaku, yaitu Metode AASHTO 1993 dan Metode Pd.T.4-2003. Peneliti ingin membandingkan kedua metode diatas dengan objek penelitian di ruas jalan Raden Fatah Kec.Jambi Timur Kota Jambi. Permasalahan yang dikemukakan adalah Bagaimana alternatif desain rigid pavement metode AASHTO 1993 dan Pd.T.14-2003 dari parameter-parameter perencanaan. Berapa tebal perkerasan yang dibutuhkan pada rigid pavement metode AASHTO 1993 dan Pd.T.14-2003 dan memba

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12

Baus, Ronald L., and Jeth A. Fogg. "AASHTO Flexible Pavement Design Equation Study." Journal of Transportation Engineering 115, no. 5 (1989): 559–64. http://dx.doi.org/10.1061/(asce)0733-947x(1989)115:5(559).

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13

Sulaiman, Kristedy Permana, and Sapto Budy Wasono. "Perencanaan Perkerasan Kaku (Rigid Pavement) Dengan Menggunakan Wiremesh Pada Ruas Jalan HOS. Cokroaminoto Dan Jalan Moch. Yamin (Tuban)." Ge-STRAM: Jurnal Perencanaan dan Rekayasa Sipil 2, no. 2 (2019): 63. http://dx.doi.org/10.25139/jprs.v2i2.1868.

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Highway is one of the land transportation infrastructure which plays an important role in human life in the field of transportation. Jalan Hos. Cokroaminoto and Jalan Moch. Yamin is a national road that fights important to support the economic flow of the surrounding region and also other cities.The author will compare the calculations using two methods, namely the Bina Marga Method 2002 and the AASHTO 1993 method in order to obtain the value of pavement, besides that it also wants to see which method is more efficient and economical in terms of pavement thickness and cost.From the results of

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14

Sebaaly, Peter E., Stephen Lani, Sohila Bemanian, and Christopher Cocking. "Flexible Pavement Overlays: The State Experience." Transportation Research Record: Journal of the Transportation Research Board 1568, no. 1 (1997): 139–47. http://dx.doi.org/10.3141/1568-17.

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The design and construction of flexible overlays has become a popular exercise. However, there is not a simple, straightforward, and yet reliable design procedure that the design engineer can implement on a routine basis. The data needed for overlay design are not easily accessible to the design engineer, and yet the accessible data are not fully reliable in most cases. The process by which the design engineers at the Nevada Department of Transportation handle overlay design is presented. The various steps followed and the obstacles that the design engineer encounters in the search for the nec

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15

Nicholls, Robert. "Optimization of AASHTO DNPS86 Pavement Design Program." Journal of Transportation Engineering 117, no. 2 (1991): 189–209. http://dx.doi.org/10.1061/(asce)0733-947x(1991)117:2(189).

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16

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 (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 pa

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17

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 (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 t

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18

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 stu

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19

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

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20

Basma, Adnan A., and Turki I. Al‐Suleiman. "Climatic Considerations in New AASHTO Flexible Pavement Design." Journal of Transportation Engineering 117, no. 2 (1991): 210–23. http://dx.doi.org/10.1061/(asce)0733-947x(1991)117:2(210).

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21

M. O. Mohamed Elsaid, Esra, and Awad M. Mohamed. "Flexible Pavement Design Suitable for Sudan." FES Journal of Engineering Sciences 9, no. 3 (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 me

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22

Isnaini, Alfiani Yogaturida, Latif Budi Suparma, and Suryo Hapsoro Tri Utomo. "PERANCANGAN PERKERASAN JALAN LINGKAR KOTA KABUPATEN WONOGIRI." Jurnal HPJI 5, no. 2 (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 p

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23

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 (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

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24

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 (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 Administrati

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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 (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) institution

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26

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 (2017): 04017007. http://dx.doi.org/10.1061/(asce)cr.1943-5495.0000113.

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27

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 (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 dete

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28

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 (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.

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Heinimann, Hans Rudolf. "Pavement Engineering for Forest Roads." Croatian journal of forest engineering 42, no. 1 (2020): 91–106. http://dx.doi.org/10.5552/crojfe.2021.860.

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Pavement is an essential component of roads as it carries the traffic and provides the required riding comfort. Considering that numerous forest roads are approaching their end of life, the critical issue is identifying the best rational pavement design methods to reengineer existing and build new pavement structures. The purpose of this contribution was (1) to review the big development lines of pavement systems, (2) to have a critical look at the pavement engineering framework, and (3) to bring selected empirical design equations into a comparable scheme. The study resulted in the following

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30

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 (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 proced

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31

Shubber, Khawla H. H., and Ahmed Abedulridha Saad. "Subgrade stabilization strategies effect on pavement thickness according to AASHTO pavement design method. (Review)." IOP Conference Series: Materials Science and Engineering 737 (March 6, 2020): 012145. http://dx.doi.org/10.1088/1757-899x/737/1/012145.

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32

Rodríguez Moreno, Mario Alberto, Tomás Echaveguren Navarro, and Guillermo Thenoux Zeballos. "Including reliability in the AASHTO-93 flexible pavement design method integrating pavement deterioration models." Revista de la construcción 16, no. 2 (2017): 284–94. http://dx.doi.org/10.7764/rdlc.16.2.284.

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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 ha

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Xiao, Danny X., Zhong Wu, and Zhongjie Zhang. "Preparation of Joint Faulting Data for the Local Calibration of AASHTO Pavement Mechanistic–Empirical Design in Louisiana." Transportation Research Record: Journal of the Transportation Research Board 2640, no. 1 (2017): 69–77. http://dx.doi.org/10.3141/2640-08.

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Louisiana utilized performance data from the pavement management system (PMS) to evaluate and calibrate the AASHTO Pavement Mechanistic–Empirical (ME) Design. Analysis of the PMS faulting data revealed that there were no records between 0 and 0.2 in. (5 mm); others over 0.2 in. (5 mm) appeared to be much greater than would be expected based on engineering experience. Therefore, several tasks were completed to validate the PMS faulting data and prepare them for local calibration. This paper presents details of the problem, approach, results, and lessons learned. First, faulting data from the PM

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35

Mahardika, Vera, Rachmat Mudiyono, and Soedarsono Soedarsono. "Perbandingan Konstruksi Dan Biaya Untuk Struktur Perkerasan Lentur, Kaku Dan Paving Blok Pada Jalan Pantai Utara Flores." Ge-STRAM: Jurnal Perencanaan dan Rekayasa Sipil 4, no. 1 (2021): 9. http://dx.doi.org/10.25139/jprs.v4i1.3117.

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Flexible, rigid, and paving block pavements can be used as alternative roads because the soil conditions on the Pantai Utara Flores road are rocky soil with a relatively high CBR so that the most important role in withstand load is subgrade. The purpose of the Comparison of Construction and Costs for Flexible, Rigid, and Paving Block Pavement Structures on Jalan Pantai Utara Flores is to know which one most effective and efficient when viewed from the traffic load with each pavement using the Bina Marga method, AASHTO , and Direktorat Jendral Bina Marga. Jalan Pantai Utara Flores is access to

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36

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 (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 pavem

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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 (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 propertie

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38

Farida, Ida, and Ghafar Noer Hakim. "Ketebalan Perkerasan Lentur Dengan Metode AASHTO 1993 Dan Manual Perkerasan Jalan 2017." JURNAL TEKNIK SIPIL CENDEKIA (JTSC) 2, no. 1 (2021): 59–68. http://dx.doi.org/10.51988/vol1no1bulanjulitahun2020.v2i1.30.

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Abstrak – Perkerasan jalan yaitu struktur lapis yang terletak diatas tanah dasar terdapat lapisan pondasi atas serta pondasi bawah yang setiap Lapisan terdiri dari agregat-agregat yang dipadatkan yang memiliki fungsi untuk menyalurkan tegangan akibat beban roda. Terdapat 3 perkerasan jalan, perkerasan aspal atau lentur, perkerasan beton/kaku (rigid pavement) serta perkerasan komposit (Composit pavement). Dalam menentukan ketabalan perkerasan lentur terdapat beberapa metode untuk digunakan, termasuk pada penelitian ini mengunakan metode AASHTO 1993 serta metode Manual Perkerasan Jalan 2017. Lok

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Roy, Partha. "Study on Rigid Pavement Analysis and Design." International Journal for Research in Applied Science and Engineering Technology 9, no. 8 (2021): 1842–50. http://dx.doi.org/10.22214/ijraset.2021.37672.

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Abstract: Roads are of vital importance to make a nation rich and develop. A well-connected road network is required for industrial as well as civilization growth. This paper consists of a review on the methodologies followed in rigid pavement design. There are various methods of rigid pavement design. Rigid pavement design procedure explained in this paper.

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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 (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 sea

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Hadi, M. N. S., and Y. Arfiadi. "Optimum rigid pavement design by genetic algorithms." Computers & Structures 79, no. 17 (2001): 1617–24. http://dx.doi.org/10.1016/s0045-7949(01)00038-4.

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Guell, David L. "Comparison of Two Rigid Pavement Design Methods." Journal of Transportation Engineering 111, no. 6 (1985): 607–17. http://dx.doi.org/10.1061/(asce)0733-947x(1985)111:6(607).

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Nasimifar, Mahdi, Senthilmurugan Thyagarajan, Sarah Chaudhari, and Nadarajah Sivaneswaran. "Pavement Structural Capacity from Traffic Speed Deflectometer for Network Level Pavement Management System Application." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (2019): 456–65. http://dx.doi.org/10.1177/0361198118825122.

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Structural number (SN) represents the structural capacity of a flexible pavement system to sustain anticipated traffic and is among the structural indices most commonly used by pavement design engineers in the U.S. Effective structural number (SNeff) is an indicator of structural capacity of in-service pavement sections and is conventionally estimated from nondestructive testing (NDT) device data such as falling weight deflectometers (FWDs) using methods such as suggested by AASHTO. In addition to pavement design, structural condition is a critical input for the selection of maintenance and re

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Handayani, Fajar Sri, Florentina Pungky Pramesti, Mochamad Agung Wibowo, and Ary Setyawan. "Agency cost estimation on flexible and rigid pavement." MATEC Web of Conferences 258 (2019): 02020. http://dx.doi.org/10.1051/matecconf/201925802020.

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Flexible pavement is a road pavement type which is commonly used, however rigid pavement is also widely used now days in Indonesia. It has even been used for local roads (managed by local authority), which take in heavy vehicle loads. This rigid pavement is used because it has longer service life and higher durability. The need for a durable road resulted in higher construction costs, whereas the budget for local road design and construction is often limited. This study aims to evaluate the agency costs that must be incurred for flexible and rigid pavement construction. Two alternatives of des

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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 (2009): 53–62. http://dx.doi.org/10.3141/2101-07.

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Alwash, Ali, and Fatimah Al-Khafaji. "Evaluation of using crushed brick as coarse aggregate in concrete layer within rigid highway pavement." MATEC Web of Conferences 162 (2018): 01045. http://dx.doi.org/10.1051/matecconf/201816201045.

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Most of the present studies related to the field of highway pavement construction technique tend to make use of the local available materials as substitutes for the imported and necessary materials for some of the practical application. For this reason this research aims at looking for the prospect of used locally available aggregate such as crushed clay bricks for the aim of producing proper concrete with suitable thermal and mechanical properties. Experimental investigations have been carried out to asses the effect of partial replacement of coarse aggregate by free manually crushed Brick wi

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Réus, Thaís Ferrari, and Heliana Barbosa Fontenele. "Effect of variations in layer thickness and resilience modulus on flexible pavement performance." Research, Society and Development 10, no. 8 (2021): e42610817466. http://dx.doi.org/10.33448/rsd-v10i8.17466.

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A pavement mechanistic-empirical analysis is based on a pre-designed structure checked for required performance criteria. In case the latter are not met, this structure is modified and reprocessed. In this context, analyzing the effect of variations in project parameters on pavement performance prediction subsidizes a better understanding of results provided by computer programs. The objective of this study is to assess the effect of layer thickness and resilience modulus variations on flexible pavement performance. To do so, performance was estimated for the 20th project year through Elastic

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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 (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 de

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Kuo, C. M., C. R. Fu, and K. Y. Chen. "Effects of Pavement Roughness on Rigid Pavement Stress." Journal of Mechanics 27, no. 1 (2011): 1–8. http://dx.doi.org/10.1017/jmech.2011.1.

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ABSTRACTPavement roughness causes pavement stress fluctuation along the road. However, the dynamic effects were not taken into account in most pavement design and studies. To investigate the influences of roadway roughness on pavement stresses, this study developed a coupled system consisting of a quarter-car model and an equivalent lump pavement model. The coupled system also incorporated measured road profiles. By means of transfer function in frequency domain, the deflections and stresses of pavements were computed in seconds. The results were validated with Westergaard's solutions satisfac

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Dumin, Lodofikus, Ferdinan Nikson Liem, and Andreas S. S. Maridi. "KOMPARASI HASIL PERENCANAAN RIGID PAVEMENT MENGGUNAKAN METODE AASHTO '93 DAN METODE Pd T-14-2003 PADA RUAS JALAN W. J. LALAMENTIK KOTA KUPANG." JUTEKS - Jurnal Teknik Sipil 2, no. 2 (2018): 122. http://dx.doi.org/10.32511/juteks.v3i1.208-214.

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Selain perencanaan geometric jalan, perkerasan jalan merupakan bagian dari perencanaan jalan yang harus direncanakan secara efektif dan efisien, karena kebutuhan tingkat pelayanan jalan semakin tinggi. Jenis perkerasan jalan W.J. Lalamentik Kota Kupang adalah perkerasan lentur dengan jens lapis permukaan adalah HRS-WC, dimana jalan tersebut sering mengalami kerusakan berulang sebagai akibat dari beban lalulintas dan kondisi lingkungan. Perlu dicoba penggunaan perkerasan kaku untuk diketahui apakah perkerasan tahan sampai pada masa layannya. Terdapat banyak metode untuk mendesain tebal pelat be

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