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1
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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Asres, Enyew, Tewodros Ghebrab, and Stephen Ekwaro-Osire. "Framework for Design of Sustainable Flexible Pavement." Infrastructures 7, no. 1 (2021): 6. http://dx.doi.org/10.3390/infrastructures7010006.
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The conventional methodologies for the design of flexible pavements are not adequate in providing solutions that meet the diverse sustainability challenges. Therefore, developing new methodologies and frameworks for the design of flexible pavement has become a priority for most highway agencies. On the other hand, there is no sound sustainable flexible pavement framework at the design phase that considers the key engineering performance, environmental impact, and economic benefits of sustainability metrics. Hence, premature failure of flexible pavements has become a common problem leading to a growing demand for sustainable pavement. Pavement engineers need to have access to tools that permit them to design flexible pavements capable of providing sustainable solutions under various complex scenarios and uncertainties. Hence, the objective of this study was to develop a resilience analysis framework, probabilistic life cycle assessment (PLCA) framework, and probabilistic life cycle cost analysis (LCCA) framework as the pillars of sustainability. These frameworks were used to develop a single sustainable flexible pavement design framework. The developed framework enables highway agencies to effectively quantify the lifetime sustainability performance of flexible pavements during the design phase in terms of resilience, environmental sustainability, and economic sustainability; and it allows to select the optimum design by comparing alternative design options. The framework will enhance the durability of flexible pavement projects by minimizing the cost, operational disturbance, environmental impact, and supporting the design. Many countries, especially those that fully dependent on the road network as the primary transportation route, may benefit from the sustainability-based road network design, which could ensure dependable market accessibility. The resilience of such a road network may reduce the cost of business activities by minimizing the interruption in surface transportation due to the functional and structural failures resulting from extreme events.
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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 (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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Raju, Y. Kamala, and C. Vivek Kumar. "Experimental Investigation on Design of Thickness for Flexible Pavement Subgrade Soils using CBR Approach." E3S Web of Conferences 184 (2020): 01087. http://dx.doi.org/10.1051/e3sconf/202018401087.
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This paper aim’s to ensure that the transmitted stresses due to wheel load are adequately reduced, so that they will not exceed bearing capacity of the sub- grade. This present study deals with the design thickness of flexible pavements, where majority of the Indian roads are flexible pavements having bituminous layer. Earlier, due to the scarcity of cement and India went for flexible pavements with bituminous toppings. This flexible pavement is preferred over cement concrete roads as they have a great advantage that these can be strengthened and improved in stages with the growth of traffic. With a major advantage of this roads and their surfaces milled and recycled for rehabilitation. The flexible pavements are less expensive also about initial investment and maintenance. In this present study, the flexible pavement thickness is designed for both sub grade soils as per IRC:37-2001 code and its pavement thickness is calculated by California Bearing Ratio (CBR)method.
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VenkatCharyulu, S., and G. K. Viswanadh. "Flexible pavement design of district road." E3S Web of Conferences 309 (2021): 01210. http://dx.doi.org/10.1051/e3sconf/202130901210.
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In nowadays it is very important to have a proper road network for the purpose of good transportation. Few places road network is not available while the traffic is higher and enough. Pavement is generally being constructed and used for the purpose of smooth and comfort moment of the traffic. Flexible pavements will be subjected to load by wheel develop stress particles-to-particles transmit to the lower grades of layers through the granular structure. The pavement is subjected to the wheel loading action on it and the load is to be distributed to a larger area, such that the decrease in stress will occur with respect to the depth. The patch considered in this project is of KKY District Road. [KKY-Karimnagar Kamareddy Yellareddy]. The current condition of the KKY road is very much disturbed with the presence of uneven undulations as heavy loaded vehicles like moment of trucks took part. Hence, for the purpose of the fulfilment of all the above requirement factors and for the comfort moment of traffic. Adopted the effective design of flexible pavement. In this paper, we are enclosing the design report KKY road which includes all the which comes under the project of the pavement construction.
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Khedr, Safwan A., and Magdy Mikhail. "Design of Flexible Pavements and Overlay Using an Expert System." Transportation Research Record: Journal of the Transportation Research Board 1543, no. 1 (1996): 20–28. http://dx.doi.org/10.1177/0361198196154300103.
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EXSPAV is an expert system program established for use in flexible pavement and overlay design. It helps transfer and facilitate the knowledge of experts and results of research and practice to the hands of the less experienced design engineer. It incorporates a versatile design approach, which also facilitates the prediction of the structural performance of pavements. EXSPAV was developed in the EXSYS environment and assimilates Ohio State University's predictive program of flexible pavement structural performance. It also has an overlay design module. EGYPAV is a knowledge-based pavement design program developed in the structure of EXSPAV. Its knowledge base was compiled through consultation with experts from the Roads and Bridges Authority, local universities, and construction companies. The base reflects experience, data, and research results for traffic, environmental conditions, pavements, and material characterization in Egypt. It also includes suggested designs of pavement structure for various combinations of design parameters. The program user may check the suggested design and find its structural performance through the inference engine–deterministic model interaction of the EGYPAV itself.
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Judycki, Józef, Piotr Jaskuła, Marek Pszczoła, et al. "Development of new „Catalogue of typical flexible and semi-rigid pavement structures”." Budownictwo i Architektura 13, no. 4 (2014): 127–36. http://dx.doi.org/10.35784/bud-arch.1750.
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This publication describes research and design works which were conducted at the Gdansk University of Technology for the purpose of development of new catalogue of typical flexible and semi-rigid pavement structures. The studies included: standardization of pavement structures terminology, study of foreign pavement structures catalogues and design methods, analysis of fatigue criteria for design of flexible and semi-rigid pavements, analysis of road traffic, based on weight in motion data, design of subgrade improvement, incorporation of new pavement materials, recycled and anthropogenic materials, determination of mechanistic parameters of materials and design of pavement structures using mechanistic-empirical methods of pavement design.
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Gopalakrishnan, Kasthurirangan, and Marshall R. Thompson. "Subgrade stress ratios as airfield pavement rutting performance indicators." Canadian Journal of Civil Engineering 34, no. 2 (2007): 189–98. http://dx.doi.org/10.1139/l06-134.
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Rutting is a major distress in airport flexible pavements. Subgrade vertical strain criteria are used in many airport flexible pavement design procedures to consider the development of rutting. Several research studies have identified the limitations associated with these criteria. Design criteria based on subgrade stress ratios (SSRs) are being considered for evaluating subgrade rutting in airport flexible pavements. In this paper, the SSRs based on measured vertical subgrade stresses are related to surface rutting in flexible pavements subjected to repeated trafficking of Boeing 777 and 747 simulated test gears at the US Federal Aviation Administration (FAA) National Airport Pavement Test Facility (NAPTF). The results indicated overstressing of the subgrade in two test sections, and this was confirmed by trench study results. A good correlation was obtained between the SSRs and the surface rut depths, supporting the validity of developing SSR-based rutting transfer functions for airport flexible pavements serving the next generation of aircraft.Key words: rutting, subgrade stress ratio (SSR), National Airport Pavement Test Facility (NAPTF), pressure cell (PC), new generation aircraft, airport flexible pavement.
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Kim, Hyung Bae, Ronald S. Harichandran, and Neeraj Buch. "Development of load and resistance factor design format for flexible pavements." Canadian Journal of Civil Engineering 25, no. 5 (1998): 880–85. http://dx.doi.org/10.1139/l98-024.
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The objective of pavement design, just as with the design of other structures, is to provide economical designs at specified levels of reliability. Methods that yield designs with different levels of reliability are undesirable, and over the course of time design approaches in the United States have converged toward the load and resistance factor design (LRFD) format in order to assure uniform reliability. At present the LRFD format has been implemented in concrete, steel, wood, and bridge design specifications. In this paper, reliability concepts are used to illustrate the development of an LRFD format for fatigue design of flexible pavements. It is shown that 10 candidate pavement sections designed against premature fatigue failure according to standard practice using the DNPS86 software do not have uniform reliability. It is demonstrated that uniform reliability can be achieved by using the LRFD format. The work reported is based on assumed variations of pavement layer properties and on analytical formulation; field verification was not attempted.Key words: LRFD, reliability index, fatigue, partial safety factors, flexible pavement design.
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Livneh, Moshe. "Determination of residual life in flexible pavements." Canadian Journal of Civil Engineering 23, no. 5 (1996): 1012–24. http://dx.doi.org/10.1139/l96-908.
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In the field of pavement rehabilitation design, one finds a prominent absence of uniformity in the principles of calculation, a lack of clarity as to the testing methods, and a confusion of basic physical concepts. An example of this situation is the residual life of the pavement structure, which constitutes an important measure in the calculation of pavement bearing capacity. The basic question of how to establish such a parameter in practice is discussed in this paper by examining the relationships between the residual life parameter and the pavement surface state, the pavement structural state, the pavement functional state, and the effects of asphalt fatigue or the total structural deterioration on the residual life-span. Finally, this paper suggests a method for including the residual life parameter within the design process of flexible pavement rehabilitation. Key words: cracking, damages, deflection, permanent deformation, evaluation, fatigue, flexible pavements, overlay, rehabilitation, service level, visual testing.
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Jelušič, Primož, Süleyman Gücek, Bojan Žlender, et al. "Potential of Using Waste Materials in Flexible Pavement Structures Identified by Optimization Design Approach." Sustainability 15, no. 17 (2023): 13141. http://dx.doi.org/10.3390/su151713141.
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This paper presents the design of geosynthetic reinforced flexible pavements and their modification by incorporating waste materials into bonded and unbonded layers of the pavement structure. The optimal design of flexible pavements was achieved by minimizing the construction cost of the pavement. The incorporation of waste materials into the pavement structure affects the material properties. Therefore, along with the traffic load, the effects of the material properties of the asphalt concrete, base layer, sub-base layer, and subgrade were analyzed in terms of pavement structure costs and CO2 emissions of materials used in pavement construction. In addition, a comparison was made between pavements with and without geosynthetic reinforcement in terms of design, optimum construction cost, and CO2 emissions. The use of geosynthetics is even more effective in pavement structures that contain waste materials in an unbound layer, both in terms of cost and CO2 emissions. The minimum value of the California Bearing Ratio of the subgrade was determined at which the use of geosynthetic reinforcement for pavement structure with and without the inclusion of waste materials is economically and sustainably justified. The use of geosynthetics could result in a 15% reduction in pavement structure cost and a 9% reduction in CO2 emissions due to the reduced thickness of unbound layers. In addition, reducing the CBR of the unbound layer from 100% to 30% due to the inclusion of waste materials implies a cost increase of up to 13%. While the present study is based on an empirical pavement design method in which pavement thickness is limited by the pavement thickness index, the same minimum thicknesses are obtained in the optimization process regardless of whether the objective function is the minimum construction cost or minimum CO2 emissions.
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Dhabal, Arghya. "A Comprehensive Study on Life Cycle Cost Examination for a Road (Preamser Hirnikheda Mundla) Project in Madhya Pradesh." International Journal for Research in Applied Science and Engineering Technology 9, no. 9 (2021): 554–72. http://dx.doi.org/10.22214/ijraset.2021.37981.
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Abstract: A Life Cycle Cost Analysis (LCCA) is need to performed at the design period of the projects in order to be proficient to performed more profitable, to help take decision for type of pavement selection either flexible or rigid and also, to decide the comparative expense of different type of pavement. Specially for developing countries like India, due to insufficient funds for the project. However, now-a-days in India many infrastructure development projects like highways are being executed through loan from different external funding agencies like Asian Development Bank (ADB), World Bank, New Development Bank (NDB) etc. in case of a highway construction project, the major expenditure involves in construction of pavements. Therefore, before constructing a new road it is essential to check the life cycle cost analysis of different pavement options to select a most economical pavement option form techno-economic consideration. It is obvious that in our country most of the existing pavements are flexible pavement which has lower design life and higher maintenance requirements due to unpredictable traffic growth with heavy axel load as compared to the rigid pavements. Nowadays rainfall rate also generally found uncertain so at rainy seasons. So lots of case found that the highways are submersed during flood. These is the most common issue found in our developing country. For that bituminous pavements found damaged and cracked mostly. For that Rigid pavements are a good substitute on Flexible pavements, Rigid pavement have long life cycle (30 years as per IRC) with less maintenance cost, But the cost of construction of rigid pavement is higher than that of flexible pavement, but the Life Cycle Cost (LCC) including all maintenance are much less than of flexible pavements and its equally effective at submersible condition even in case of rehabilitation of existing bituminous pavements, concrete overlays or white topping can be good and beneficial alternative when compared to bituminous overlays. In the present study, an attempt is made to evaluate and compare the LCC of flexible and rigid pavements to be used for rehabilitation of an existing bituminous road. It provides results about the best suitable, economical and cost effective pavements. Net present value method of LCC is used for evaluating the pavements, this method takes into consideration initial construction cost and maintenance cost for design life period of both the pavements. With the help of this analysis a comparison of total life cycle cost of concrete pavements and bituminous pavements can be found out and best pavement alternative can be considered. Life cycle cost analysis: It is an important economic analysis used in the selection of alternatives that impact both initial and future cost. It evaluates the cost efficiency of alternatives based on the net present value (NPV) method which provides the total cost required during life cycle of the project. Keywords: Life Cycle Cost, Preamsar – Hirnikheda - Mundla Road, Rigid Pavement, Flexible Pavement, Traffic, Cost Estimates, MPRDC, Major District Roads.
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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 of data indicated that the AASHTO equation does not predict the performance of flexible pavements in Ohio. The predicted and the observed performances for rigid pavement sites were essentially the same, that is, no change in the observed and the predicted pavement serviceability index (PSI); however, these observations were based on short-term performance data. The overall variance estimates for flexible and rigid pavements were not obtained due to lack in the change of performance data for most sections.
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Blab, Ronald. "Performance-Based Asphalt Mix and Pavement Design." Romanian Journal of Transport Infrastructure 2, no. 1 (2013): 21–38. http://dx.doi.org/10.1515/rjti-2015-0009.
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Abstract Prediction and optimization of in-service performance of road pavements during their live time is one of the main objectives of pavement research these days. For flexible pavements the key performance characteristics are fatigue and low-temperature, as well as permanent deformation behavior at elevated temperatures. The problem facing pavement designers is the need to fully characterize the complex thermo-rheological properties of hot mix asphalt (HMA) over a wide temperature range on the one hand, while on the other also providing a realistic simulation of the traffic- and climate-induced stresses to which pavements are exposed over their design lives of 20 to 30 years. Where heavily trafficked roads are concerned, there is therefore an urgent need for more comprehensive test methods combined with better numerical forecast procedures to improve the economics and extend the service lives of flexible pavements under repair and maintenance programs. This papers therefore focus on performance-based test methods on the basis of existing European standards that address effective mechanical characteristics of bituminous materials and which may be introduced into national requirements within the framework of European HMA specifications. These test methods comprise low temperature tests, i.e. the tensile stress restrained specimen test or the uniaxial tensile strength test, stiffness and fatigue tests, i.e. the four point bending beam test or the uniaxial tension compression test, as well as methods to determine permanent deformation behavior by means of dynamic triaxial tests. These tests are used for the performance-based mix design and subsequently implemented in numerical pavement models for a reliable prediction of in-service performance, which, in combination with performance-based tests, enables a simulation of load-induced stresses and mechanogenic effects on the road structure and thus improved forecasts of the in-service performance of flexible pavements over their entire service lives.
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Kleizienė, Rita, Audrius Vaitkus, and Donatas Čygas. "Influence of asphalt visco-elastic properties on flexible pavement performance." Baltic Journal of Road and Bridge Engineering 11, no. 4 (2016): 313–23. http://dx.doi.org/10.3846/bjrbe.2016.36.
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Even though every layer of pavement structure is important and affects pavement performance, the asphalt layers visco-elasticity plays significant role. Bitumen properties, as well as asphalt mixture properties, vary depending on temperature and loading conditions. These variations influence entire pavement bearing capacity and has to be evaluated in pavement design. The main challenge is material behaviour description through simple models to incorporate them to pavement design. Generally, pavements are designed using Multilayer Elastic Theory assuming that all materials are elastic, isotropic, and homogenous. This paper presents analysis of two pavement structures response calculated according to three pavement design approaches. The dynamic modulus and phase angle of asphalt mixtures was estimated using Hirsch model after binder complex shear modulus tests. The visco-elastic behaviour was described with rheological Huet-Sayegh model and pavement responses estimation was done using MnLayer and ViscoRoute2 software. The analysis reviled static and dynamic load influence on pavement structure based on elastic and visco-elastic properties of asphalt layers. This allowed optimisation of layer thicknesses and determination of more cost beneficial pavement structure with appropriate performance.
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Timm, David H., and David E. Newcomb. "Perpetual pavement design for flexible pavements in the US." International Journal of Pavement Engineering 7, no. 2 (2006): 111–19. http://dx.doi.org/10.1080/10298430600619182.
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Eka Putri, Elsa, Rina Yuliet, Seng Cheh Hoo, et al. "StormPav Green Pavement the environmentally friendly pavement." E3S Web of Conferences 156 (2020): 05008. http://dx.doi.org/10.1051/e3sconf/202015605008.
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Growth of economy and population density, open space is being converted to roads or other infrastructures such as buildings or parking lots reducing green space. This paper demonstrates a new type of green pavement designed to replace flexible and rigid pavements which are water impermeable and have a short design life. This type of green pavement helps reduce runoff problems in urban areas. StormPav GP is an innovative Industrialised Building System (IBS) Green Pavement which has been shown to have structural, environmental and economic advantages. However, its susceptibility to distress has yet to be analyzed. This study addresses this gap by analyzing the mechanistic properties and evaluating distress of StormPav GP as compared to flexible and rigid pavements. WinJULEA, KenPave and Circly 6.0 were used for this analysis which also investigated the effects of different tire pressures on deflections. StormPav GP was found to have lower deflection due to a tandem axle dual wheel load on any pavement surface and provided a more uniform settlement with higher elastic modulus and shear modulus than flexible and rigid pavement.
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Sutapa, I. Ketut, Ida Bagus Wirahaji, and I. Made Gita Ariadi. "Analisis Perbandingan Perkerasan Kaku dan Perkerasan Lentur Pada Proyek Peningkatan Jalan Celukan Bawang-Pelabuhan." Reinforcement Review in Civil Engineering Studies and Management 1, no. 1 (2022): 36–49. http://dx.doi.org/10.38043/reinforcement.v1i1.4099.
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Road pavement is a layer structure located above the subgrade, there is a layer of upper foundation and sub-base which each layer consists of compacted aggregates which have a function to transmit stress due to wheel load. There are 3 road pavements, asphalt or flexible pavement, concrete/ rigid pavement (rigid pavement) and composite pavement (Composit pavement). In determining pavement thickness there are several methods to use, including in this study using the 1993 AASHTO method for flexible pavements and the 2017 Road Pavement Manual method (Bina Marga 2017) for rigid pavements. The location of this research is located on Jalan Celukan Bawang – Pelabuhan, Kec. Gerokgak, Kab. Buleleng. This final project aims to determine the comparison of flexible pavement thickness using the 1993 AASHTO method compared to rigid pavement using the 2017 Highways method and the comparison of implementation costs and maintenance costs on flexible0pavement0and rigid pavement0with0a design life of 10 years. From the results of calculations that have been carried out, the 1993 AASHTO method produces a total thickness of 61 cm with an implementation cost of Rp. 2.363.603.825,33 and maintenance costs of Rp 118.180.191,27, and the 2017 Road Pavement Manual method produces a total thickness of 54.5 cm with an implementation cost of Rp.5.230.581.646,07 and maintenance costs of Rp. 261.529.082,30. From the results obtained, flexible pavement using the 1993 AASHTO method has agreate thickness with lower implementation and maintenance costs than rigid pavement using the 2017 Road Pavement Manual method.
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White, Greg. "Comparing the Cost of Rigid and Flexible Aircraft Pavements Using a Parametric Whole of Life Cost Analysis." Infrastructures 6, no. 8 (2021): 117. http://dx.doi.org/10.3390/infrastructures6080117.
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The construction and maintenance costs, as well as the residual value, were calculated for structurally equivalent rigid and flexible airfield pavements, for a range of typical commercial aircraft, as well as a range for typical subgrade conditions. Whole of life cost analysis was performed for a range of analysis periods, from 40 years to 100 years. For the standard 40-year analysis period and a residual value based on rigid pavement reconstruction, the rigid pavements had a 40% to 105% higher whole of life cost than equivalent flexible pavements, although this comparison is limited to the pavement compositions and material cost rates adopted. However, longer analysis periods had a significant impact on the relative whole of life cost, although the rigid pavements always had a higher cost than the flexible pavements. The assumed condition of the rigid pavement at the end of the design life was the most influential factor, with a 60-year service life resulting in the rigid pavements having a lower whole of life cost than the flexible pavements, but assuming a requirement for expedient rigid pavement reconstruction resulted in the rigid pavements costing approximately 4–6 times the cost of the flexible pavements over the 40-year analysis period.
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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 (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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Sawangsuriya, Auckpath, Tunwin Svasdisant, and Poranic Jitareekul. "Deflection-Based Approach for Flexible Pavement Design in Thailand." Infrastructures 8, no. 7 (2023): 116. http://dx.doi.org/10.3390/infrastructures8070116.
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The Department of Highways (DOH), Thailand, has adopted both empirical and mechanistic approaches for flexible pavement analysis and design. Recently, the deflection-based design approach has been comprehensively reviewed by the DOH for the possible adoption of national design standards and practices. One of the key reasons is that Thailand’s road authorities, i.e., the DOH and the Department of Rural Roads (DRR), have considered the falling weight deflectometer (FWD) for the new construction and rehabilitation of road pavements. In addition, the FWD is widely accepted as the non-destructive test for deflection measurement and structural capacity evaluation. Ultimately, the implication of FWD deflections for in-house pavement analysis and design shall be developed and proposed to Thailand’s road authorities. Therefore, this study presents the deflection-based approach of flexible pavement design in Thailand. The FWD and a standard Thai truck were selected as the main loading applications in this study. A typical FWD loading stress of 700–800 kPa was practically adopted by the DOH and compared with a standard 10-wheel 25-ton truck with a tandem axle-dual wheel configuration with a tire pressure of 690 kPa. The layered elastic analysis was performed to calculate the pavement responses. The results suggest that the flexible pavement design based on a deflection-based approach is simple, practical, and conservative.
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Timm, David H., and David E. Newcomb. "Calibration of Flexible Pavement Performance Equations for Minnesota Road Research Project." Transportation Research Record: Journal of the Transportation Research Board 1853, no. 1 (2003): 134–42. http://dx.doi.org/10.3141/1853-15.
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As mechanistic-empirical (M-E) pavement design gains wider acceptance as a viable design methodology, there is a critical need for a well-calibrated design system. Calibration of the pavement performance equations is essential to link pavement responses under load to observed field performance. A field calibration procedure for asphalt pavements that incorporates live traffic, environmental effects, observed performance, and in situ material characterization was developed. The procedure follows the M-E design process, iterating the transfer function coefficients until the performance equation accurately predicts pavement distress. Test sections from the Minnesota Road Research Project were used to demonstrate the calibration process, and fatigue and rutting performance equations were developed. It is recommended that further calibration studies be undertaken with this methodology, possibly by using sections from the Long-Term Pavement Performance project.
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Qiao, Yaning, Andrew R. Dawson, Tony Parry, Gerardo Flintsch, and Wenshun Wang. "Flexible Pavements and Climate Change: A Comprehensive Review and Implications." Sustainability 12, no. 3 (2020): 1057. http://dx.doi.org/10.3390/su12031057.
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Flexible pavements and climate are interactive. Pavements are climate sensitive infrastructure, where climate can impact their deterioration rate, subsequent maintenance, and life-cycle costs. Meanwhile, climate mitigation measures are urgently needed to reduce the environmental impacts of pavements and related transportation on the macroclimate and microclimate. Current pavement design and life cycle management practices may need to be modified to adapt to changing climates and to reduce environmental impacts. This paper reports an extensive literature search on qualitative and quantitative pavement research related to climate change in recent years. The topics cover climate stressors, sensitivity of pavement performance to climatic factors, impacts of climate change on pavement systems, and, most importantly, discussions of climate change adaptation, mitigation, and their interactions. This paper is useful for those who aim to understand or research the climate resilience of flexible pavements.
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Ziari, Hassan, and Mohammad Mahdi Khabiri. "INTERFACE CONDITION INFLUENCE ON PREDICTION OF FLEXIBLE PAVEMENT LIFE." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 13, no. 1 (2007): 71–76. http://dx.doi.org/10.3846/13923730.2007.9636421.
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The effects of interface condition on the life of flexible pavements have been determined. The methodology consists of implementing a previously derived interface constitutive model into the Kenlayer programme to compute the stresses and strains in typical flexible road structures. The shell transfer functions for fatigue cracking and terminal serviceability were used to estimate the pavement life. The behaviour of in‐service pavements indicates that the condition of the bonding between pavement layers plays an important role in the road structures performance. Premature failure of road sections due to layer separation, leading to redistribution of stresses and strains in the pavement structure, is often encountered, especially in areas where the vehicles are more likely to apply horizontal forces. In computing the critical stresses and strains, most of the mechanistic design procedures of flexible pavement structures consider that pavement layers are completely bonded or completely unbounded.
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Ali, Rania, and Basim Al-Humeidawi. "A scientometric study and a bibliometric review of the literature on the design and construction of semi-flexible pavement." Al-Qadisiyah Journal for Engineering Sciences 16, no. 2 (2023): 82–91. http://dx.doi.org/10.30772/qjes.v16i2.921.
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In last years, a new type of pavement has gained popularity, this type is called Semi-Flexible Pavement (SFP). It consists of porous asphalt with high air voids between (25-35) % filled with cementitious grout materials. This type of pavement substance offers substantial advantages over both common types of pavements (concrete and flexible) such as good resistance to rutting and durability. SFP is considered an alternative pavement to exceed the drawbacks that occur for both flexible and concrete pavements. SFP has good features against permanent deformation, oil spillage, and fatigue resistance. Previous studies have shown that it can be used in a variety of applications such as highways, motorways, bridge deck pavement, tunnels, industrial areas with industrial equipment traffic, airport aprons, and stations. The goal of this research is to identify and compile the most significant research papers using the Web of Science (WOS), analyze the data using the VOS viewer software, as well as learn which countries and institutions had published the most articles relating to the subject of cementitious grout material as it relates to semi-flexible. It was also done to learn more about the authors and their collaboration. In addition to knowing the keywords that will aid researchers in their research on this topic, using these studies to better understand the elements that affect how well semi-flexible mixtures and grouts perform such as porous asphalt Mixture gradation and grout material components.
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Ali, Hesham A., and Shiraz D. Tayabji. "Evaluation of Mechanistic-Empirical Performance Prediction Models for Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (1998): 169–80. http://dx.doi.org/10.3141/1629-19.
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In recognition of the potential of mechanistic-empirical (M-E) methods in analyzing pavements and predicting their performance, pavement engineers around the country have been advocating the movement toward M-E design methods. In fact, the next AASHTO Guide for Design of Pavement Structures is planned to be mechanistically based. Since many of the performance models used in the M-E methods are laboratory-derived, it is important to validate these models using data from in-service pavements. The Long-Term Pavement Performance (LTPP) program data provide the means to evaluate and improve these models. The fatigue and rutting performances of LTPP flexible pavements were predicted using some well-known M-E models, given the loading and environmental conditions of these pavements. The predicted performances were then compared with actual fatigue cracking and rutting observed in these pavements. Although more data are required to arrive at a more conclusive evaluation, fatigue cracking models appeared to be consistent with observations, whereas rutting models showed poor agreement with the observed rutting. Continuous functions that relate fatigue cracking to fatigue damage were developed.
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Korochkin, Andrey. "Pavement Design in the USA." MATEC Web of Conferences 341 (2021): 00001. http://dx.doi.org/10.1051/matecconf/202134100001.
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The methodology for calculating pavements used in the United States is discussed in this article. The article contains the principles of pavement design outlined in the manual “P. Design of New and Reconstructed Flexible Pavements. Part 3”, which are used by designers not only in the United States, but also in many countries around the world. Differences in approaches to pavement design in the Russian Federation and the United States are shown. It is marked that in difference from Russia, where requirements documents are valid on all territory of the country, in America each state develops its own requirements documentation, however the general principles of designing presented in the above-mentioned manual, remain invariable. In order to compare the pavement structures used in Russia and the USA the author has given examples of constructions developed on the basis of the US guidelines and has shown the main differences of these constructions from those which are traditionally applied in our road construction. In addition, the author draws attention to the fact that in contrast to Russia in the U.S. roads usually have a non-rigid type of pavement, which significantly increases their strength and durability
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Skrzypczak, Izabela, Wojciech Radwański, and Tomasz Pytlowany. "Durability vs technical - the usage properties of road pavements." E3S Web of Conferences 45 (2018): 00082. http://dx.doi.org/10.1051/e3sconf/20184500082.
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Contemporary trends in development and new material and technical solutions for road pavement should consider the permanent increase in the growth of traffic as well as aspects of environmental protection and balanced development. Nowadays, attempts are made towards estimation of the appropriate thickness for pavement construction already in the phase of its design. Flexible pavements are preferred over rigid concrete roads because of their certain advantages, such as they can be strengthened and improved in stages with the growth of traffic. Flexible pavements are less expensive in regards to their initial cost and maintenance. Concrete pavements are nowadays becoming more popular. The largest advantage for using rigid pavement is its durability and ability to hold its shape against traffic and difficult environmental conditions. Although concrete pavement is less expensive, it requires less maintenance and has a good design life. The main objective of this study is to present a comparative review on the suitability of pavement depending on various parameters such as material, loading, longer life, cost effectiveness etc.
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Watson, D. K., and RKND Rajapakse. "Seasonal variation in material properties of a flexible pavement." Canadian Journal of Civil Engineering 27, no. 1 (2000): 44–54. http://dx.doi.org/10.1139/l99-049.
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Seasonal variation of temperature and moisture causes considerable changes in the load-carrying capacity of pavements in geographical areas subjected to extreme freeze/thaw conditions. The Seasonal Monitoring Program (SMP) of the Long Term Pavement Performance (LTPP) study of the Federal Highway Administration (FHWA) monitors seasonal variations in Falling Weight Deflectometer (FWD) deflections, air temperature, rainfall, soil temperature, moisture content, and soil electrical resistance at numerous sites across North America. This study relates changes in pavement load carrying capacity represented by the pavement layer resilient moduli to selected environmental factors for a test pavement site in southwestern Manitoba. The significant environmental parameters causing seasonal variation in pavement layer resilient moduli are identified as the surface temperature for the asphalt layer and the thawing index for base and subgrade layers. The resilient moduli of various pavement layers show a substantial decrease in magnitude with increasing values of respective environmental parameter. The present model can be used for preliminary verification of empirical pavement design and rehabilitation practices currently in use to account for seasonal variations. Key words: asphalt, backcalculation, falling weight deflectometer, freezing, pavements, moisture, resilient moduli, seasonal variation, thawing, temperature.
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Aravind Raj, P. S., R. Divahar, R. Lilly, R. Porselvan, and K. Ganesan. "Experimental Investigation of Geopolymer Flexible Pavement with Waste Plastics Aggregates." Nature Environment and Pollution Technology 21, no. 2 (2022): 721–26. http://dx.doi.org/10.46488/nept.2022.v21i02.033.
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The world is facing a greater issue in the disposal of waste plastics and there is an intense need for research on alternate and sustainable solutions for environmental issues. Waste plastic can be used as aggregates or as a protective layer over aggregates to increase their strength. The aggregate used in flexible pavements was investigated in this study, as well as the use of Geo-Polymer to improve the pavement’s strength and durability. The design of the pavement is done according to the Indian standard codes IRC. Dense bituminous macadam and base courses are taken into account as per the design criteria. The geo-polymer flexible pavement was tested for properties such as the wearing test. Other fundamental tests for aggregate and bitumen used in pavements include specific gravity, flash point, fire point, ductility, softening point, penetration test, water absorption test, bonding strength, durability, and temperature resistance. When geo-polymer plastic bitumen is heated and put as a coating over the base course, it allows the user the air gaps with additional plastic and binds over the aggregate, resulting in increased road stability, smoothness, and vehicle braking effects. It is concluded that with 5% addition of the geo-polymer with bitumen has performed well in all aspects of the bitumen characteristics.
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Ibrahim, Muhammad Nauval, and Alfa Narendra. "PERBANDINGAN PERKERASAN KAKU DAN PERKERASAN LENTUR BERDASARKAN BIAYA DAN UMUR RENCANA (STUDI KASUS LOT-3 JEMBATAN KRETEK 2 BANTUL)." Citizen : Jurnal Ilmiah Multidisiplin Indonesia 3, no. 1 (2023): 22–38. http://dx.doi.org/10.53866/jimi.v3i1.100.
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The construction of LOT-3 Kretek 2 Bridge is part of the Southern Cross Road (JJLS) Java Island. This bridge was built to connect the Samas–Kretek and Kretek–Parangtritis roads in Bantul Regency, which are separated from the Opak River. In this study, we will compare rigid pavement planning and flexible pavement at the LOT-3 Kretek 2 Bridge project site, guided by the “Manual Desain Perkerasan Jalan 2017 Bina Marga”. Then the two pavements will be compared to get a more economical and long-lived pavement. Finally, based on data processing results, the flexible pavement is planned with a thickness of AC-WC = 40 mm, AC-BC = 60 mm, AC-Base = 160 mm, Aggregate Class A = 300 mm, and support layer = 100 mm. Meanwhile, for rigid pavement, cement concrete pavement with unreinforced joints is used with a concrete slab thickness = 300 mm, a thin concrete layer = 100 mm, and a drainage layer = 150 mm. From the analysis and calculation, the budget plan for flexible pavement is Rp. 15,382,772,000.00 with a design life of 20 years, while the rigid pavement is Rp. 18,093,230,000.00 with a design life of 40 years. So, rigid pavement is more economical because the price is 14.98% higher but has twice the design life.
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Wei, Lian Yu, Kai Wang, Shi Ning Li, Shi Bin Ma, and Yang Feng Wu. "Temperature Stress Analysis of Concrete Overlay on Old Asphalt Pavement." Advanced Materials Research 255-260 (May 2011): 3416–20. http://dx.doi.org/10.4028/www.scientific.net/amr.255-260.3416.
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Temperature is one of the most important factors affecting the design and performance of both flexible and rigid pavements. The functional as well as the structural performance of flexible and rigid pavements is highly dependent on the temperature regime to which these pavements are exposed. Temperature variations within pavement structure contribute to distress and possible failure of that structure. According to pavement temperature stress calculation principle, based on general finite element software ANSYS, the paper adopt three-dimensional finite element method analysed temperature stress in concrete overlay on old asphalt pavement,in which discussed influence law of overlay thickness and modulus, equivalent rebound modulus on base course top and overlay structure parameters to temperature stress, providing theoretical principle and basis for old asphalt concrete pavement overlay method base on reliability.
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Mactutis, Joseph A., Sirous H. Alavi, and Weston C. Ott. "Investigation of Relationship Between Roughness and Pavement Surface Distress Based on WesTrack Project." Transportation Research Record: Journal of the Transportation Research Board 1699, no. 1 (2000): 107–13. http://dx.doi.org/10.3141/1699-15.
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Modern pavement rehabilitation and design methodologies require an adequate evaluation of the functional capacity of pavements. A key component of this functional capacity is the roughness of the pavement. The current standard for characterization of a pavement’s roughness is the international roughness index (IRI). Pavement roughness measurements were conducted at regular intervals during the application of approximately 5 million equivalent single-axle loads at the WesTrack Project, a full-scale flexible pavement accelerated loading facility located near Reno, Nevada. The results are presented of an investigation into the relationship between pavement roughness and pavement surface distress using WesTrack data. With a sample population of 317 observations, a relationship was found among the roughness (IRI) and the initial IRI, percentage of fatigue cracking, and average rut depth. A test of the relationship with data collected as a part of the Long-Term Pavement Performance Program indicates favorable results.
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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 (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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Yin, Zihong, Kevin Maraka Ndiema, Raymond Leiren Lekalpure, and Clement Kiprotich Kiptum. "Numerical Study of Geotextile-Reinforced Flexible Pavement Overlying Low-Strength Subgrade." Applied Sciences 12, no. 20 (2022): 10325. http://dx.doi.org/10.3390/app122010325.
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Construction of low-volume flexible pavements on low-strength subgrade poses design, construction, and maintenance challenges. While researchers have generally acknowledged the potential for geosynthetics as reinforcement material, they mainly focused on permanent deformation. Therefore, this paper presents a numerical study of low-volume flexible pavement reinforced with geotextile material under static loading to determine the improvement due to reinforcement based on three criteria: rutting performance, geosynthetic placement location, and base course thickness reduction. Based on the Finite Element Method (FEM), three-dimensional modeling using Abaqus/CAE software was performed. From the study, a significant decrease in rutting of up to 25.2% for the unreinforced pavement system was attained with geotextile reinforcement at base–subgrade and AC–base interfaces. The deflection response behavior of the pavement system is affected by the elastic modulus of the geosynthetic material, placement location, and the number of reinforcement layers. As a result of reinforcement, a base course thickness reduction of up to 30% was achieved without sacrificing the pavement’s structural integrity.
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Kumar, Rahul, and Sunil Sharma. "Perpetual Flexible Pavement vs. Rigid Pavement: An Economic and Environmental Cost Comparison." IOP Conference Series: Earth and Environmental Science 1084, no. 1 (2022): 012053. http://dx.doi.org/10.1088/1755-1315/1084/1/012053.
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Abstract India needs roads that can handle a large volume of traffic and have a long service life due to the scarcity of natural resources and their rising cost. Over the last decade, type. As a result, the notion of a perpetual flexible pavement with a life of more than 50 years and great structural capacity has emerged. Perpetual flexible pavement has a direct competition with cement concrete-based rigid pavement. The comparison of life cycle cost (LCC) and life cycle environmental cost (LCEC) is an analytical method for determining the long-term viability of any pavement. This paper examined the overall sustainability of each pavement by comparing (1) the life cycle cost with the help of net present value (NPV) method and (2) life cycle environmental cost considering greenhouse gas emissions from various activities in construction and maintenance of pavements over a 50-year analysis period. The cross-sections of the Delhi-Mumbai expressway with perpetual flexible pavement and the Mumbai-Pune expressway with conventional rigid pavement, both of which have been designed for a long service life and a good structural capability were chosen for the investigation as a case study. The findings of the present study reveal that the per kilometre life cycle cost of perpetual flexible pavement is 2.12 lakh rupee less than the rigid pavement. Also, perpetual pavement emits 4.5 times less greenhouse gases than rigid pavement over their design life. In comparison to a rigid pavement during a 50-year design life, the study concludes that perpetual flexible pavement is not only economically effective but also environmentally sustainable
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Jiahong, Wu. "Research on Crack Resistance of Semi-flexible Pavement Materials." E3S Web of Conferences 248 (2021): 01020. http://dx.doi.org/10.1051/e3sconf/202124801020.
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Semi-flexible pavement has been widely used in China's road construction due to its excellent rutting resistance. Due to the large difference in volume stability between the matrix asphalt mixture and the cement mortar, the internal stress of the semi-flexible pavement material is concentrated and cracking is likely to occur. To explore the influence of different Influencing factors on the cracking resistance of semi-flexible pavement materials. This paper used the orthogonal design method to design the mix ratio of ordinary cement mortar. On this basis, admixtures (silica fume, ordinary emulsified asphalt, water-based epoxy resin) were added to prepare special cement mortar. Then, using cement mortar type, matrix porosity, matrix asphalt type, matrix aggregate type as the influencing factors, this article has studied his influence on the crack resistance of semi-flexible pavement materials. Tests show that cement mortar type, matrix porosity, matrix asphalt type, matrix aggregate type have varying degrees of influence on the crack resistance of semi-flexible pavement. The effect of matrix porosity on low temperature crack resistance is the greatest, followed by asphalt and cement mortar types, and the lowest by aggregate type. Enhancing the flexibility of cement mortar and enhancing the elastoplasticity of the matrix are conducive to improving the low-temperature performance of semi-flexible pavements.
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Stoner, Anne M. K., Jo Sias Daniel, Jennifer M. Jacobs, Katharine Hayhoe, and Ian Scott-Fleming. "Quantifying the Impact of Climate Change on Flexible Pavement Performance and Lifetime in the United States." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 1 (2019): 110–22. http://dx.doi.org/10.1177/0361198118821877.
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Flexible pavement design requires considering a variety of factors including the materials used, variations in water tables, traffic levels, and the climatic conditions the road will experience over its lifetime. Most pavement designs are based on historical climate variables such as temperature and precipitation that are already changing across much of the United States, and do not reflect projected trends. As pavements are typically designed to last 20 years or more, designs that do not account for current and future trends can result in reduced performance. However, incorporating climate projections into pavement design is not a trivial exercise. Significant mismatches in both spatial and temporal scale challenge the integration of the latest global climate model simulations into pavement models. This study provides a national-level overview of what the impact of climate change to flexible pavement could look like, and where regional focus should be placed. It also demonstrates a new approach to developing high-resolution spatial and temporal projections that generates hourly information at the scale of individual weather stations, and applies this as input to the AASHTOWare Pavement ME Design™ model. The impact of three different future climates on pavement performance and time to reach failure thresholds in 24 locations across the United States are quantified. Changes to projected pavement performance differ by location, but nearly all result in decreased performance under current design standards. The largest increases in distress are observed for permanent deformation measures, especially toward the end of the century under greater increases in temperature.
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Bhattacharjee, Sudip. "Incorporating uncertainties in flexible pavement design." Proceedings of the Institution of Civil Engineers - Transport 170, no. 3 (2017): 158–70. http://dx.doi.org/10.1680/jtran.15.00031.
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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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Qiao, Y. J., and X. R. Ma. "Analysis on Shear Stress Design Index of Long-Life Asphalt Pavement under Complex Traffic Conditions." Applied Mechanics and Materials 743 (March 2015): 115–20. http://dx.doi.org/10.4028/www.scientific.net/amm.743.115.
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Overloading, horizontal load effect and soft ground are the main factors that influence the formation of shear rutting of asphalt pavement. Based on the analysis on the mechanical features of Long-life asphalt pavement with flexible base, this thesis puts forward asphalt pavement’s shear stress design index under the condition of shear fatigue damage and one-off shear damage of asphalt pavement, and provides their calculating method , and gives cases analysis.
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Valle, Paola Dalla, and Nick Thom. "Variability in Pavement Design." International Journal on Pavement Engineering & Asphalt Technology 16, no. 2 (2015): 50–67. http://dx.doi.org/10.1515/ijpeat-2015-0009.
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Abstract This paper presents the results of a review on variability of key pavement design input variables (asphalt modulus and thickness, subgrade modulus) and assesses effects on pavement performance (fatigue and deformation life). Variability is described by statistical terms such as mean and standard deviation and by its probability density distribution. The subject of reliability in pavement design has pushed many highway organisations around the world to review their design methodologies, mainly empirical, to move towards mechanistic-empirical analysis and design which provide the tools for the designer to evaluate the effect of variations in materials on pavement performance. This research has reinforced this need for understanding how the variability of design parameters affects the pavement performance. This study has only considered flexible pavements. The sites considered for the analysis, all in the UK (including Northern Ireland), were mainly motorways or major trunk roads. Pavement survey data analysed were for Lane 1, the most heavily trafficked lane. Sections 1km long were considered wherever possible. Statistical characterisation of the variation of layer thickness, asphalt stiffness and subgrade stiffness is addressed. A sensitivity analysis is then carried out to assess which parameter(s) have the greater influence on the pavement life. The research shows that, combining the effect of all the parameters considered, the maximum range of 15th and 85th percentiles (as percentages of the mean) was found to be 64% to 558% for the fatigue life and 94% to 808% for the deformation life.
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Yin, Li. "Study on Flexible Base Asphalt Pavement Design System Based on the Dynamic Modulus." Advanced Materials Research 788 (September 2013): 619–22. http://dx.doi.org/10.4028/www.scientific.net/amr.788.619.
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Pavement design adopts the static index pavement design method; it has significant limitations for flexible asphalt pavement. This paper proposes asphalt mixture dynamic modulus determination method on the basis of existing research results at home and abroad. Dynamic modulus effect is studied on the mechanical properties of flexible base asphalt pavement, and the flexible base asphalt pavement performance is preestimated by the use of the dynamic modulus indicators in the paper.
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Muthadi, Naresh R., and Y. Richard Kim. "Local Calibration of Mechanistic-Empirical Pavement Design Guide for Flexible Pavement Design." Transportation Research Record: Journal of the Transportation Research Board 2087, no. 1 (2008): 131–41. http://dx.doi.org/10.3141/2087-14.
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Birgisson, Bjorn, Jill Ovik, and David E. Newcomb. "Analytical Predictions of Seasonal Variations in Flexible Pavements: Minnesota Road Research Project Site." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (2000): 81–90. http://dx.doi.org/10.3141/1730-10.
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The mechanistic analysis and design of flexible pavements is very dependent on knowledge of traffic loading, materials, and climatic factors. Seasonal variation of climate factors such as temperature, temperature history, and precipitation affects the subsurface conditions of the pavement layers, including the in situ temperature, moisture content, and state of moisture. In turn, these subsurface conditions have a direct relationship with the pavement strength and stiffness, causing seasonal variations in both strength and pavement layer moduli. Many agencies are now moving toward a mechanistic-empirical pavement design, in which the design inputs include, as a minimum, the seasonal variations in pavement layer moduli. The ability to analytically predict and quantify the climatic effects on pavement strength and stiffness has been investigated by numerous researchers, but few comparisons with measured field data have been completed, because of a lack of pavement sites with extensive arrays of monitoring instrumentation. Detailed is a comparison between field results and predictions obtained from an analytical tool, called the enhanced integrated climate model (ICM). The climatic factors used as inputs into the model include temperature, rainfall, wind speed, and solar radiation. The ICM is used to predict seasonal variations in temperature, moisture content, and layer moduli at two representative flexible pavement test sections at the Minnesota Road Research Project site.
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Boulbibane, Mostapha, and Ian F. Collins. "Development Of A Pavement Rutting Model Using Shakedown Theory." International Journal on Pavement Engineering & Asphalt Technology 16, no. 1 (2015): 55–65. http://dx.doi.org/10.1515/ijpeat-2015-0003.
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Abstract The rutting of flexible pavements during their exploitation is considered to be one of the main problems in UK as well as worldwide. It is a serious mode of distress alongside fatigue in bituminous pavements that may lead to premature failure, as indicated by permanent deformation or rut depth along the wheel load path, and results in early and costly rehabilitation. This kind of pavement distress makes a negative impact to the serviceability characteristics of the flexible pavement, to the residual life of pavement structure and also to the safety and ride quality for traffic. Two design methods have been used to control rutting: one to limit the vertical compressive strain on the top of subgrade and the other to limit rutting to a tolerable amount usually around “12 mm”. Although experimental data and practical experience have been introduced into these design methods through empirical parameters, there is not a simple relationship between the elastic strain and the long-term plastic behaviour of pavement materials. This paper describes a method based on the kinematic shakedown theorem for constructing a mathematical model to predict the long-term behaviour of pavement structures under the action of repeated and cyclic loadings imposed by moving traffic. This method seeks the mechanism from within a class of mechanisms that minimises the shakedown limit load for pavement structures consisting of layers of Mohr-Coulomb materials. The model differs from extant models, in that the cyclic nature of the loading on a pavement is recognised from the outset, and the current method which is based upon foundation analysis, is replaced by a procedure employing shakedown theory that features the capabilities and applications of the developed technique for assessing rutting in flexible pavements. The basic concepts are outlined together with the most recent calculations of the critical design shakedown load. The influence of the design parameters such as, the strength, stiffness and depth of the granular base-course material as well as the consequences of traffic loading (number of equivalent standard axel loads – ESAL’s) are discussed.
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Asadi, Mojtaba, Nivedya Madankara Kottayi, Cesar Tirado, Rajib Basu Mallick, Ali Mirchi, and Soheil Nazarian. "Framework for Rigorous Analysis of Moisture-Related Structural Damage in Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (2019): 640–48. http://dx.doi.org/10.1177/0361198119852606.
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The infiltration of water from precipitation through the hot mix asphalt layers in flexible pavements can lead to significant decrease in the moduli of the underlying layers, especially the base layer. As a result, the weakened pavement structure can suffer more damage and deteriorate faster compared with the same pavement under its normal condition. The objective of this study is to develop a framework that can lead to public-domain software that highway agencies can use on a regular basis to conduct a rigorous analysis of the moisture-related structural damage in flexible pavements. A framework of a numerical analysis that integrates the unsaturated hydraulic analysis with finite element structural performance has been developed using two open-source software packages. The framework has been applied to different pavement structures with different drainage systems. Analyses show a significantly longer period of time when the base layer experiences high degrees of saturation in a pavement with poor drainage compared with that for a pavement with proper drainage. Consequently, it is demonstrated that the pavements weakened because of moisture infiltration suffer a significantly higher amount of damage for a longer period of time under traffic, and thus experience shorter service lives. The proposed framework can be potentially used to evaluate and improve the resilience of pavement networks against extreme events that cause heavy precipitation, as well as to evaluate the impact of drainage structures and conditions on life during structural analysis and design of pavements.
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P, Praveen Kumar, and Dr Kiran Kumar B V. "Performance Evaluation of Flexible Pavements with Modified Bitumen Binders." International Journal for Research in Applied Science and Engineering Technology 10, no. 4 (2022): 1496–501. http://dx.doi.org/10.22214/ijraset.2022.41537.
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Abstract: In India majority of roads are being constructed by flexible pavements. But the performance of the pavement largely depends on quality and type of materials used, Construction methodology adopted, temperature, climatic conditions etc. Because of these variations in the mentioned parameters, pavements undergo distress/ failure. The different types of failure in flexible pavement are Rutting, Shovelling, Edge breaks, Cracks, Slippage etc. Rutting is a common phenomenon which occurs in flexible pavement surface due to overloading of vehicles and repeated application of wheel load. Rutting is defined as channelized depression in the pavement surface along wheel path due to heavy repetitive traffic load. Design of bituminous paving mixes greatly effects the performance of pavements. In the present laboratory research work, conventional bitumen is used in wearing/ surface course and Modified Bitumen is used in binder course of the layer. Pavement layers are constructed/casted in an Indigenously designed, developed and fabricated equipment called Roller Compactor cum Rut Analyzer (RCRA) and Rutting test was performed. The overall objective is to compare the Marshall properties of the conventional and Modified Bituminous mix and to study the rutting performance of these bituminous mixes. Results shows that bituminous mixes prepared with Modified Bitumen/Binders has a very high Marshall Strength and offers greater resistance to rutting Keywords: Modified Bitumen, Bituminous Concrete (BC), Dense Bituminous Macadam (DBM), Marshall Stability, Roller Compactor cum Rut Analyzer (RCRA), Crumb Rubber Modified Bitumen (CRMB)
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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 design life are simulated for each type of pavement, namely design lives of 10+10 year and 20 year for flexible pavement and design lives of 20+20 year and 40 year for rigid pavement. The agency costs of those alternatives are analysed using Life Cycle Cost Analysis (LCCA) program-RealCost 2.5. The results show agency costs for alternative flexible pavement 1 (design life of 10y + 10y) and alternative 2 (design life of 20 y) are $ 1,421,930 and $ 1,061,680 respectively. Furthermore for the rigid pavement, the agency cost for alternative 1 (design life 20y + 20 y) and alternative 2 (design life 40 y) is $. 443,990 and $. 350,870 respectively.
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Serin, Sercan, Muhammet Ahmet Oğuzhanoğlu, and Cafer Kayadelen. "Comparative analysis of stress distributions and displacements in rigid and flexible pavements via finite element method." Revista de la construcción 20, no. 2 (2021): 321–31. http://dx.doi.org/10.7764/rdlc.20.2.321.
Full textAbstract:
In many countries of the world, rigid and flexible pavements are widely used. Some of the external factors such as stresses and displacements play major role in the design of pavement layers such as coating, base and sub-base. Although empirical formulas and methods were used in the calculation and design of the pavement layers, complexity of today's transportation engineering demands effectiveness of the empirical formulas were diminished. Nowadays complex problems can be easily simulated and solved thanks to the higher analysis capabilities of the computer-aided softwares. In this study, the stress distributions and displacements were examined under traffic loads in rigid and flexible pavements with different coating layer thicknesses (30 mm, 50mm, 70mm, 100 mm, and 150 mm) by using finite element method. As a result, the vertical displacement in the flexible pavements were obtained as 5% higher than the vertical displacement in the rigid pavements. Based on the stress distribution results, the stress values of flexible pavements were 60% lower than the stress values of the rigid pavements. Moreover, It was determined that the stresses in the rigid pavements remain in the coating layer, while the stresses in the flexible pavements reach the base and sub-base. In addition, regression models have been developed to predict stress and displacements by using layer thicknesses. High correlation and determination coefficient values (> 0.90) were achieved based on the regression analysis both in flexible and rigid pavements.