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Journal articles on the topic 'Road Pavement Design'
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1
Čygas, Donatas, and Daiva Žilionienė. "DESIGN SOLUTIONS FOR LITHUANIAN GRAVEL ROAD PAVEMENTS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 8, no. 2 (June 30, 2002): 138–42. http://dx.doi.org/10.3846/13923730.2002.10531266.
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This article deals with the design problems of gravel road pavements. Mathematical models related to geological and hydrological conditions of a location, thickness of gravel pavement and characteristics of the gravel contained in this pavement are proposed to be used for pavements. For the selection of gravel pavements for reconstruction we recommend the models developed by the method of experimental planning to calculate the equivalent deformation modulus of the gravel pavements change depending on the deformation modulus of the subgrade, thickness of the gravel pavement and the materials used for its layers. Practical applications of these models will eliminate the mistakes that are still found in road pavement design.
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Guo, Zhong Yin, Shao Hui Li, and Yong Shun Yang. "Eight Kind of Typical Asphalt Pavement's Applicability Research for Northern Warm Zone Continental Climate Regions." Advanced Materials Research 723 (August 2013): 58–66. http://dx.doi.org/10.4028/www.scientific.net/amr.723.58.
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in order to find a suitable pavement and develop a reasonable pavement design method for southern warm continental climate regions, both experiment roads and finite element simulations are employed in this research. In experiment roads, strain detectors are buried at the bottom of asphalt layers to measure its strains and calculation models. Road design parameters such as road surface deflections and damage predictions such as plastic permanent deformations are calculated and compared between different pavements. Pavement deformation and design control parameter are made. Finally, a suggested reasonable pavement satisfying climate conditions and traffic flow needs is proposed.
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Jaroslav, Hauser, Ševelová Lenka, Matula Radek, and Zedník Petr. "Optimization of low volume road pavement design and construction." Journal of Forest Science 64, No. 2 (February 28, 2018): 74–85. http://dx.doi.org/10.17221/109/2017-jfs.
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Low volume roads in the Czech Republic are roads with lower traffic volume that primarily include forest and field roads, and they are an integral part of the Czech transport network. When building road pavements, we can use processes for surveying, designing, building and inspecting road constructions included in national and international, particularly European, standards. In addition, the roads are evaluated in terms of their environmental impacts, in order to maintain the quality of the environment. However, during the construction of road pavements decisions based on financial, time and other reasons are made. The decisions have impacts on the operation of roads and lead to other measures and additional costs of repairs and reconstructions. The article summarizes the authors’ research results from constructions of low volume road pavements and contains evaluations of laboratory and in situ material tests (soils, layers) of installed road pavements as well as evaluations of modelled laboratory and long-term monitored in situ structures.
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Tabatabaei, Seyed Abbas, and Ali Rahman. "The Effect of Utilization of Geogrids on Reducing the Required Thickness of Unpaved Roads." Advanced Materials Research 712-715 (June 2013): 937–41. http://dx.doi.org/10.4028/www.scientific.net/amr.712-715.937.
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The inadequacy of many existing roads due to rapid growth in traffic volume provides a motivation for exploring alternatives to existing methods of constructing and rehabilitating roads. The use of geosynthetics to stabilize and reinforce paved and unpaved roadways offers one such alternative. Many studies were conducted to evaluate the improvements associated with geogrid reinforcement of pavements. It is widely believed that geogrid reinforcement of roadways can extend the pavements service life and/or reduce the pavements structural thickness. This paper examines a method to compare traditional pavement structure designs, absent of geosynthetics, to pavement structure designs incorporating geosynthetics. At first, a specific unpaved road structure design is presented with recommended corresponding traditional road structure components. The road structure is then re-examined incorporating newly developed, reengineered geogrid. Finally, related costs with this particular design are outlined, analyzed and compared. In this case, cost savings achieved by using geogrid are substantial.
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Ghanizadeh, Ali Reza. "An Optimization Model for Design of Asphalt Pavements Based on IHAP Code Number 234." Advances in Civil Engineering 2016 (2016): 1–8. http://dx.doi.org/10.1155/2016/5942342.
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Pavement construction is one of the most costly parts of transportation infrastructures. Incommensurate design and construction of pavements, in addition to the loss of the initial investment, would impose indirect costs to the road users and reduce road safety. This paper aims to propose an optimization model to determine the optimal configuration as well as the optimum thickness of different pavement layers based on the Iran Highway Asphalt Paving Code Number 234 (IHAP Code 234). After developing the optimization model, the optimum thickness of pavement layers for secondary rural roads, major rural roads, and freeways was determined based on the recommended prices in “Basic Price List for Road, Runway and Railway” of Iran in 2015 and several charts were developed to determine the optimum thickness of pavement layers including asphalt concrete, granular base, and granular subbase with respect to road classification, design traffic, and resilient modulus of subgrade. Design charts confirm that in the current situation (material prices in 2015), application of asphalt treated layer in pavement structure is not cost effective. Also it was shown that, with increasing the strength of subgrade soil, the subbase layer may be removed from the optimum structure of pavement.
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Amakye, Samuel Y. O., Samuel J. Abbey, and Colin A. Booth. "DMRB Flexible Road Pavement Design Using Re-Engineered Expansive Road Subgrade Materials with Varying Plasticity Index." Geotechnics 2, no. 2 (May 12, 2022): 395–411. http://dx.doi.org/10.3390/geotechnics2020018.
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Pavement thickness is a very vital component during the design stage of a road construction project. Pavement design helps to determine the costs of the project over a certain period to ascertain how the cost of road pavement construction affect the life cycle cost of the road. Road pavements are designed based on the type of subgrade material and the expected traffic load to help clients and decision-makers make decisions on the project. In this study, expansive road subgrade materials were improved using lime and cement and their California Bearing Ratio (CBR) was used in road pavement design. The study used the Design and Manual for Roads and Bridges (DMRB) as a guide to investigating the effect of stabilised expansive road subgrade with varying CBR values on road pavement design. The mineral structure, characteristics, Atterberg limit, compaction CBR, swell and microstructural analysis (scanning electron microscopy (SEM) and Energy Dispersive X-ray (EDX)) of stabilised subgrade materials were investigated. The results show an increase in California Bearing Ratio (CBR) values and a reduction in swell values while curing age increased for stabilised subgrade materials. Treated samples show high Calcium Silicate Hydrate (C-S-H) gel formation after 7 and 28 days of curing. The thickness of road pavement was observed with an increase in CBR values. The study established that the thickness of road pavement and overall construction cost can be reduced using cement and lime as additives in subgrade stabilisation.
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Ridho, Muhammad, Yosef Cahyo Setianto Poernomo, Agata Iwan Candra, and Fajar Romadhon. "Meningkatkan Kualitas Pelayanan Jalan Raya Plandaan – Boro Tulungagung Menggunakan Perkerasan Kombinasi Geotextile." Jurnal Manajemen Teknologi & Teknik Sipil 4, no. 2 (October 31, 2021): 144. http://dx.doi.org/10.30737/jurmateks.v4i2.2057.
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Roads as a means of transportation have an essential role in supporting human activities. One of the developments in road construction is the application of geotextiles in road combination pavements. Geotextile itself is often found in construction planning, especially in soil stabilization. The plandaan – boro Tulungagung road section is indicated by the type of silt as deep as 1.2 meters so that improvements are needed to support the quality of road construction. The purpose of this research is to plan road pavement with geotextiles on the Plandaan to boro roads. The geotextile used is a woven geogrid geotextile. The method used in planning is the Bina marga method of the 2017 Road Pavement Design Manual. The data used include technical data, traffic data, and California Bearing Ratio (CBR). The planning includes traffic design, pavement thickness calculations, and volume calculations. The planning results will be HMA – WC pavement covering an area of 4,200 m, with K225 concrete pavement covering an area of 8,400 m. Class Bﬞ Aggregate Pavement covering an area of 10,500 m using a geotextile layer requires 51,000 m² so that these results can be used as a reference in the repair or improvement of the Plandaan - boro Tulungagung road.
8
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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Tereshchenko, Tatiana, and Serhii Illiash. "EXPERIENCE ON DESIGN AND CONSTRUCTION OF ROAD PAVEMENTS USING THE CLAUSES OF EUROPEAN STANDARDS ON HYDRAULICALLY BOUND MATERIALS." Avtoshliakhovyk Ukrayiny, no. 3 (259) ’ 2019 (October 17, 2019): 42–50. http://dx.doi.org/10.33868/0365-8392-2019-3-259-42-50.
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Hydraulically bound mixtures (HBM) are most effectively applied in the base layers of flexible road pavements to enhance their load bearing capacity and also in the base layers of rigid road pavements in the case of weak soils of the sub-grade. The evaluation of Ukrainian standards which are identical to European standards relating HBM leads to the point of subsequent implementation of new requirements trough design and construction of motor roads in Ukraine. The by European standards stated requirements and classification of HBM provide a modelling regime closer to the performance of bound pavement layer and give the wider range of HBM designations with different strength properties. Thus, this article reviews such aspects of design and construction of road pavements with HBM layers which are distinguished from the conception approved now in Ukraine. The reviewed clauses on design and construction concern road pavements which, in accordance with the European practice, are classified as flexible pavements or semi-rigid pavements and are comprised of flexible (bitumen-bound) upper layers laid on a HBM base. The reviewed types of road pavement constructions are most eligible to emphasize the possibilities of implementation of new standard requirements in the Ukrainian road building industry. As it was concluded, the European standards state classification of HBM by compressive strength RC and classification by tensile strength in combination with elastic modulus Rt, E. These methods of classification are equivalent with no correlation intended between them and have been successfully used during design and construction of road pavement constructions comprised of bitumen-bound layers laid on a HBM base. When designing the motor roads with the above mentioned pavement construction to be loaded with high traffic, HBM of strength classes RС from С8/10 to С9/12 shall be contributed where classes of strength are determined by the type of a hydraulic binder and can be accorded to the categories by ”Rt, E” values not less than T3 (from T3 to T5). Keywords: hydraulically bound mixtures, classification by values of mechanical properties, compressive strength, base layers from hydraulically bound mixtures.
10
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.
11
Tighe, Susan L., James Smith, Brian Mills, and Jean Andrey. "Evaluating Climate Change Impact on Low-Volume Roads in Southern Canada." Transportation Research Record: Journal of the Transportation Research Board 2053, no. 1 (January 2008): 9–16. http://dx.doi.org/10.3141/2053-02.
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Information extracted from global climate models suggests that average temperatures and annual precipitation will increase over the next several decades, with potential implications for pavement performance and design. With Canadian data from the Long-Term Pavement Performance program, the Mechanistic-Empirical Pavement Design Guide was used to quantify the impacts of projected climatic changes on pavement performance of low-volume roads at six sites. A series of analyses was conducted to assess the impact of pavement structure, material characteristics, traffic loads, and changes in climate on incremental and terminal pavement deterioration and performance. Results suggest that rutting (asphalt, base, and subbase layers) and both longitudinal and alligator cracking will be exacerbated by climate change, with transverse cracking becoming less of a problem. In general, maintenance, rehabilitation, and reconstruction will be required earlier in the design life; however, the effects of climate change were found to be modest relative to effects of regional baseline climate differences and increased future traffic. For road authorities, key adaptations will relate to when and how to modify current design and maintenance practices. Pavement engineers should be encouraged to develop a protocol for considering potential climate change in the development and evaluation of future designs and maintenance programs. Incorporating other climate-related road infrastructure issues– for instance those associated with concrete pavements; surface-treated roads; and airfields bridges, and culverts–would be beneficial. At a minimum, long time series of historic climatic and road weather observations (e.g., >30 years) should be incorporated into analyses of pavement deterioration and assignment of performance graded materials.
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Tighe, Susan, Ningyuan Li, Lynne Cowe Falls, and Ralph Haas. "Incorporating Road Safety into Pavement Management." Transportation Research Record: Journal of the Transportation Research Board 1699, no. 1 (January 2000): 1–10. http://dx.doi.org/10.3141/1699-01.
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Improving road safety through proper pavement engineering and maintenance should be one of the major objectives of pavement management systems. When pavements are evaluated in terms of safety, a number of factors related to pavement engineering properties are raised, such as pavement geometric design, paving materials and mix design, pavement surface properties, shoulder type, and pavement color and visibility. Each year there are voluminous annual reports on traffic accident statistics and discussions of such road safety issues as road safety modeling and pavement safety measurements and criteria. Although road safety may be considered a separate area, it should be incorporated into pavement management systems. The main pavement engineering relationships associated with road safety are identified, and the various aspects of road safety related to pavement management, such as pavement types, pavement surface macrotexture and microtexture, and pavement safety measurements, criteria, and evaluation methods, are discussed. A systematic approach is proposed for the coordination of pavement maintenance programs with road safety improvement and the incorporation or integration of safety management with pavement and other management systems. Finally, a list of possible remedial measures for road safety improvements associated with pavement maintenance activities is recommended.
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Ushakov, Viktor, Mikhail Goryachev, Sergey Lugov, Andrey Kudryavtcev, and Sergey Yarkin. "Development of typical flexible road pavement catalog for regional and intermunicipal highways in Russian Federation (using the example of the Republic of Bashkortostan)." E3S Web of Conferences 274 (2021): 02010. http://dx.doi.org/10.1051/e3sconf/202127402010.
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Road pavements in Russia are now working in difficult conditions of ever-growing vehicular traffic intensity. Current methodology for designing flexible road pavements has a number of serious shortcomings, where the best design experience and actual operating conditions of highways are not fully taken into account. In some cases, this leads to ineffective pavement structures design with a short service life. On many roads, rutting and premature wear of road surfaces appear already in the first years of their operation. Drainage systems are silted up in the first years of working. At the same time, geosynthetic materials are sometimes used unreasonably. The service life of roadway surfaces does not comply with the current regulations. In Russia, effective road-building materials are not yet fully used, local road-building materials and industrial waste reinforced with binders are little used. With exception of certain regions of the country, actual experience of operating various road structures with identification of the most optimal solutions is still poorly subject to consideration. Thus, there is an urgent need to develop designs of typical road pavements for various regions of Russia, which will ensure their efficient operation. To develop typical pavement designs, it is necessary to analyze existing ones in real conditions of their operation.
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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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Asres, Enyew, Tewodros Ghebrab, and Stephen Ekwaro-Osire. "Framework for Design of Sustainable Flexible Pavement." Infrastructures 7, no. 1 (December 31, 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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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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Praticò, Filippo Giammaria, and Rosario Fedele. "Electric vehicles diffusion: changing pavement acoustic design?" Noise Mapping 8, no. 1 (January 1, 2021): 281–94. http://dx.doi.org/10.1515/noise-2021-0023.
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Abstract Electric vehicles (EVs) are progressively entering into the current noisy urban ecosystem. Even though EVs are apparently quieter than traditional Internal Combustion Engine Vehicles (ICEVs), they have an impact on noise maps and road pavement designers should take this into consideration when designing future low-noise road pavements. Consequently, the main objective of this study is to define what are the most important aspects that road pavement designers should take into account. For this reason, in this paper, the noise emitted by EVs was analysed, considering parameters (e.g., speed and frequency) and comparisons, in order to identify crucial characteristics. Results show that EV noise could call for the improvement of pavement acoustic design due to the Acoustic Vehicle Alerting System (AVAS), high-frequency peaks, and noise vibration harshness.
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Mařík, Libor, and Matěj Bůžek. "Design of Concrete Pavement in the Považský Chlmec Tunnel." Solid State Phenomena 272 (February 2018): 305–12. http://dx.doi.org/10.4028/www.scientific.net/ssp.272.305.
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Construction of the Považský Chlmec Tunnel on the D3 Highway in the stretch Žilina (Strážov) – Žilina (Brodno) is being finished and the last structure before installation of the technological equipment has been a concrete pavement and construction works related to design and construction of the pavement. The paper describes not only the issue of road structural layers according to the regulation TP098 Design of Cement Concrete Pavements on Roads, but especially on a specific example of a tunnel already built we demonstrate general particularities of road surfaces in road and highway tunnels. These are, in particular, engineering requirements on the subgrade and possibilities of its drainage, design of joints of the cement concrete pavement in relation to the tunnel lining design, ensuring the necessary long-term roughness of the road surface, design of entries of utility lines (cables, drains) below the road surface, structural details connected with placement of kerbs and channel drains, lay-bys, impacts of use of self-extinguishing road drainage components in the load bearing system of the tunnel lining and other seemingly independent structures, which, however, in the confined tunnel space influence each other substantially. The paper focuses also on construction of the individual road courses with a recommendation for measures to adopt in order to eliminate damage to the tunnel structures completed (in particular, pavements, channel drains and kerbs), coordination of the other works in the tunnel ensuring safety of all workers, logistics (transport of pavers and cement concrete mix) and other apparently tiny details, which result in safe and fast work when placing the road courses in a restricted tunnel space. In the paper, the authors have taken into account requirements of the road engineering segment and also geotechnical requirements and particularities of the tunnel construction and point out the necessity of a multi-professional approach to the design to achieve an optimal solution. Based on their own experience, at the end of the paper, the authors give recommendations on amending the standards and regulations, which in some cases do not allow for construction of road surfaces in tunnels (i.e. deep under the ground).
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Blab, Ronald. "Performance-Based Asphalt Mix and Pavement Design." Romanian Journal of Transport Infrastructure 2, no. 1 (July 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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Zhukouski, Ya M. "Methodology for the design and construction of non-rigid road pavement with varying strength values across the width of the roadway." Вестник гражданских инженеров 19, no. 6 (2022): 125–33. http://dx.doi.org/10.23968/1999-5571-2022-19-6-125-133.
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The article is devoted to topical issues of designing non-rigid road pavement. At present, the issue of road pavement design is not paid due attention, taking into account the real impact of traffic loads, moisture accumulation and freezing. Traditionally, road pavement is constructed with the same strength for the entire width of the carriageway of a multi-lane highway, with the same design for both the busiest lane and secondary lanes. Moisture accumulation and freezing are not taken into account in strength calculations. The proposed methodology allows combining these factors. The results of the study of this article can be used in the design of non-rigid road pavements.
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Hanafiyah, Ali Akbar, and Utamy Sukmayu Saputri. "ROAD IMPROVEMENT DESIGN ANALYSIS ON PANGLESERAN – CIBATU ROAD SECTION." astonjadro 10, no. 2 (October 17, 2021): 271. http://dx.doi.org/10.32832/astonjadro.v10i2.5001.
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<p>Highways are an important means for people to reach their destination. The main function of the road is as a service provider of traffic movement, making it easier for people to reach their destination, distributing goods quickly safely, comfortably, and economically. The road is not always in good condition, even a lot of damage to the pavement before the age of the road plan is reached. There are many cases of early damage to roads in Sukabumi Regency that are found during road improvement / construction activities. Road Section: Pangleseran – Cibatu is one of them that will be carried out Road Improvement / Construction in 2022. Because this road section already exists, it will only be implemented overlay / additional layer only. In search of additional pavement thickness used component analysis method SKBI 2.3.26.1987. Based on the results of the analysis for the road section: Pangleseran - Cbatu obtained thick pavement additional layers for the age of the plan 5 years with a thickness of 10 cm, while for the age of the plan 10 years is with a thickness of 14 cm. Type of pavement for road section: Pangleseran - Cibatu is cement concrete. As for the causative factors of road damage is due to the level of heavy vehicles ≥ 8 tons increased, and drainage systems are clogged due to sediment and closed disposal by the surrounding community.</p>
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Hodakova, D., A. Zuzulova, and S. Capayova. "Climate change adaptation in pavement design." IOP Conference Series: Materials Science and Engineering 1252, no. 1 (September 1, 2022): 012017. http://dx.doi.org/10.1088/1757-899x/1252/1/012017.
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Abstract Since 2011, the change in climatic characteristics has emerged as one of the three most common environmental risks today. Global warming forecasts warn that by 2100, our planet could warm by an average of 3.5 to 7.5 °C. In Europe, over the last 140 years, the average annual air temperature has risen by about 1.5 °C. In Slovakia, it was an increase of 1.7 - 1.8 °C on average. The consequences of these changes in road construction are immediate and intense and require adequate adaptation measures. Long-term measurements of climatic conditions in Slovakia were the basis for assessing changes in average daily air temperatures in individual seasons. With the design of road pavements and calculations of pavement structure models, we have also tested road construction materials - especially asphalt mixtures. The results were used to correct the values of input data, design criteria, as well as in measures to reduce the impact of changes in climatic conditions. The paper focuses on the characterization of the climatic conditions in Slovakia and the changes reflected in the design of the road constructions; also provides some insights into the solution of partial problems in the field of asphalt pavement and cement concrete pavement.
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Vaitkus, Audrius, Donatas Čygas, Algirdas Motiejūnas, Algis Pakalnis, and Dainius Miškinis. "Improvement of road pavement maintenance models and technologies." Baltic Journal of Road and Bridge Engineering 11, no. 3 (September 30, 2016): 242–49. http://dx.doi.org/10.3846/bjrbe.2016.28.
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The roads as main national assets maintenance costs increase dramatically but budgets stays as it is or even decrease over the years. However, at the same time, it is required to maintain road pavements condition at high level. These trends make asset owners and administrators to search for new ways and methods for more efficient roads maintenance management. As the new road is build or old one reconstructed performance indicators should be identified for whole life cycle as it is defined by design. Pavement condition evaluation by indicating present performance indicators level should be done timely and accurate at road level and whole network level. Ongoing support of pavement condition under network level, with a long-term strategy, allows to prolong the life of the pavement, improve traffic safety and meet public expectations. The comprehensive analysis of road maintenance and management systems recommendations for their improvement and application are presented in the article.
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M. O. Mohamed Elsaid, Esra, and Awad M. Mohamed. "Flexible Pavement Design Suitable for Sudan." FES Journal of Engineering Sciences 9, no. 3 (February 22, 2021): 127–34. http://dx.doi.org/10.52981/fjes.v9i3.706.
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Pavement design is the process of calculation the thickness of pavement layers which can withstand the expected traffic load over the design life without deteriorating. In another word, it is providing a pavement structure in which stresses on the subgrade are reduced to the acceptable magnitude. Highways in Sudan deteriorate in the first years of construction due to many reasons including the deficiency in pavement design. This research aims to minimize the probability of roads failure by selecting the appropriate pavement design method for Sudan based on the performance evaluation of each method. Various pavement sections with different environment, traffic loading, subgrade and material properties were designed using AASHTO, Road Note 31, Group Index and CBR design method. The layered elastic analysis and the structural number approach were adopted to evaluate the performance of these sections. The evaluation results were the base for selecting of the suitable design method. The evaluation results concludes that, the AASHTO design method is the most suitable design method to withstand pavement deformations followed by Road Note 31 method. But, from economical prospective Road Note 31 method; with some modifications; can be considered as the suitable design method for Sudan. Recommendations for future studies focus on the development and implementation of mechanistic-empirical pavement design guide applicable in Sudan.
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Kleizienė, Rita, Ovidijus Šernas, Audrius Vaitkus, and Rūta Simanavičienė. "Asphalt Pavement Acoustic Performance Model." Sustainability 11, no. 10 (May 23, 2019): 2938. http://dx.doi.org/10.3390/su11102938.
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Low-noise pavements are used as an effective method of traffic noise mitigation. Low-noise pavements reduce the noise that arises due to interactions between tires and road surfaces (tire/road) via the implementation of three main components: low pavement roughness, negative pavement texture, and a high pavement air-void content. The tire/road noise reduction capabilities of the wearing layer vary depending on the aggregate type, gradation, bitumen and air-void content, and density. Consequently, the demand for an accurate tire/road noise prediction model has arisen from the design of asphalt mixtures. This paper deals with how asphalt mixture components of the wearing layer influence tire/pavement noise reduction and presents a model for tire/road noise level prediction based on the asphalt mixture composition. The paper demonstrates that the noise reduction level of low-noise asphalt pavements is dependent on the composition of the asphalt mixture. Asphalt wearing layer mixture composition parameters were tested in the laboratory from cores taken from 18 road sections, where acoustic properties were measured using a close-proximity (CPX) method. The proposed linear model is based on the bitumen amount, the air-void content of the mixture and aggregate shape and involves materials that comply with the general requirements for high-quality asphalt mixtures. The model allows for the prediction of the tire/road noise level at the asphalt mixture design stage using asphalt mixture components and volumetric properties. The proposed model is the first stage in the building of a complex model with a much wider range of low-noise asphalts components, pavement profile depth and CPX-value relationships.
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Nowoświat, Artur, Rafał Żuchowski, and Michał Bukała. "Impact of the Application of Grinding and Grooving of a Concrete Road Pavement on Noise Level in the Environment." IOP Conference Series: Materials Science and Engineering 1203, no. 3 (November 1, 2021): 032106. http://dx.doi.org/10.1088/1757-899x/1203/3/032106.
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Abstract A growing number of cars and trucks moving around on our roads contributes to the rise of noise level to which people in their immediate vicinity are exposed. The regulations in force impose on road managers the obligation to limit road noise to the permissible level in compliance with the applicable regulations. The obligation to ensure protection against traffic noise applies equally to newly designed roads and to the existing ones which are being extended or modernized. This type of noise is generated principally by the interaction between tires and road pavement. Therefore, the design and construction of quiet pavements plays a very important role in reducing environmental noise and may in some cases be an alternative to other noise reduction methods. The article undertakes the task of assessing the impact of grinding technology and grooving technology of the existing concrete pavement on the reduction of noise propagation in the environment. The article involves the tests of road pavement made of cement concrete. The tests were carried out on the road section before and after the above-mentioned works, using the method similar to Close Proximity Method (CPX) and the noise measurement method at road edge at a distance of 10.0 m and height of 4.0 m. The obtained results were illustrated with a noise range map for the modified and standard road pavements.
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Yao, Kai, Fu Hua Wang, Zhong Ming Hou, Xiao Wen Zhao, and Zhan Bin Wen. "Design and Experiment on the Road Pavement for Rush to Repair." Advanced Materials Research 887-888 (February 2014): 797–800. http://dx.doi.org/10.4028/www.scientific.net/amr.887-888.797.
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For the problems such as layering and splitting of traditional sandwich structure composite, a resin matrix composite with lattice and interface reinforced structure has been designed, The composite material has high specific strength and stiffness. On this basis, a road pavement developed by this composite material used in engineer urgent was designed. The connection between the pavements was designed for quick assembling, which could make the pavement assemble operation was simple, fast and reliable. Experiments and engineer application indicate that the composite pavement has characters of low cost, simple maintenance, corrosion resistant and reusable, which has a great application prospect.
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Corté, Jean-François, and Marie-Thérese Goux. "Design of Pavement Structures: The French Technical Guide." Transportation Research Record: Journal of the Transportation Research Board 1539, no. 1 (January 1996): 116–24. http://dx.doi.org/10.1177/0361198196153900116.
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Until recently in France the design of pavement structures was specified in catalogs of standard structures in which course thicknesses are fixed according to the traffic category and subgrade load-bearing capacity. This type of document is appropriate when the constituent materials of the pavements and their mechanical performance are predefined and investment strategies are firmly established. During the past 10 years the technical and economic context in France has changed considerably. The standardization of road products and materials has introduced material classes characterized by their mechanical performance, and road management has been transferred from state to local authorities and has been accompanied by a differentiation in the various owners' investment and maintenance strategies. Catalogs of existing pavement structures have had to be supplemented through an approach that made it possible to set the parameters for the mechanical properties of materials and pavement investment strategies. The publication of the French technical guide for the design of pavement structures serves as such a supplement. This manual makes explicit the mechanistic approach in use for many years in France. The basic concepts, design criteria, and application of this method are described, and examples for asphalt and cement-concrete pavements are provided.
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Almeida, Arminda, and Luís Picado-Santos. "Asphalt Road Pavements to Address Climate Change Challenges—An Overview." Applied Sciences 12, no. 24 (December 7, 2022): 12515. http://dx.doi.org/10.3390/app122412515.
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Climate change is already happening. It is one of the significant challenges that the planet has to face. Asphalt road pavements cover a large area of the Earth’s surface; consequently, climate change challenges can significantly affect their performance and serviceability. Thus, pavement solutions have been developed to address the problem. This paper aims to present an overview of those topics to increase awareness among transportation engineers and practitioners. First, the most significant aspects of road asphalt pavements’ materials, design and condition are presented. Second, the most relevant climate change challenges for asphalt pavements are described. Then, different pavement solutions are presented. This overview concludes that there are pavement solutions able to address climate change. These depend on local climate conditions and should be incorporated into the decision-making process in planning, design and maintenance.
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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 (January 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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Vaitkus, Audrius, Judita Gražulytė, Rita Kleizienė, Viktoras Vorobjovas, and Ovidijus Šernas. "Concrete Modular Pavements – Types, Issues And Challenges." Baltic Journal of Road and Bridge Engineering 14, no. 1 (March 28, 2019): 80–103. http://dx.doi.org/10.7250/bjrbe.2019-14.434.
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According to the European Asphalt Pavement Association, more than 90 per cent of the European road network is paved with asphalt. Constantly increasing traffic volume and climate change accelerate deterioration of current pavements. As a result, there arises a need to rehabilitate them prematurely. Repair and rehabilitation work lead to traffic congestion, which is one of the most significant concerns in highly trafficked roads and urban streets. Concrete modular pavements consisting of precast concrete slabs are a reasonable solution to deal with the road works since their construction, as well as repair, is time-saving. Repair works typically are implemented during a low traffic period (usually at night). A primary purpose of concrete modular pavements is heavily trafficked roads and other transport areas. This paper focuses on concrete modular pavements, their types, issues and challenges related to their design, slab fabrication and pavement construction. The conducted analysis revealed 15 different types of concrete modular pavements that differ from the techniques of slab joints and load transfer between the adjacent slabs. More than 20 issues and challenges related to the design of modular elements, slab fabrication and pavement construction were identified. Finally, the existing practice of concrete modular pavements was summarised and the gaps of scientific knowledge, as well as a need for comprehensive research, were defined.
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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 (August 31, 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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Judycki, Józef, Piotr Jaskuła, Marek Pszczoła, Mariusz Jaczewski, Dawid Ryś, Jacek Alenowicz, Bohdan Dołżycki, and Marcin Stienss. "Development of new „Catalogue of typical flexible and semi-rigid pavement structures”." Budownictwo i Architektura 13, no. 4 (December 9, 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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Juta, Eshetu Mathewos. "Assessment Of Factors Affecting Road Pavement Design And Remedial Actions." Journal of University of Shanghai for Science and Technology 23, no. 12 (December 13, 2021): 962–73. http://dx.doi.org/10.51201/jusst/21/11984.
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Many factors such as number of vehicles, speed, climatic conditions and other factors affect are to be considered for the design of pavement. In this article we will discuss about the factors influencing pavement design. Pavements are engineered structures which are used as roads, runways, parking areas, etc. Ground or surface transportation is the most widely used transportation in the world. So, construction of pavements should be done as it is strong and durable for their design life. There are so many factors which influencing the pavement design. The factors may be of loading, environment, materials used etc. Which are as follows Wheel load, Axle configuration, Contact pressure, Vehicle speed, Repetition of loads, Subgrade type, Temperature and Precipitation. This paper aims to present a review on the performance, problems and possible remedial measures practices for roads constructed on these problematic soils in the country. Finally, emphasis should be given to the importance in construction in this kind of soil of strictly applying engineered design of geometric, drainage, pavement thickness, material selection and proportioning. Thus, those concerned bodies shall decide to accept and control the risk associated with construction on this soil or not, or to decide that more detail study is required to allow for extra design and construction preemptive measures once the potential problem has been identified and the end user convinced of the cost-savings in adopting a pro-active approach.
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Vaitkus, Audrius, Rita Kleizienė, and Martynas Karbočius. "Viastructura – A New Way Of Pavement Structure Design." IOP Conference Series: Materials Science and Engineering 1202, no. 1 (November 1, 2021): 012018. http://dx.doi.org/10.1088/1757-899x/1202/1/012018.
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Abstract The catalogues of standard pavement structures are common way to design road pavements. In 2019, new regulation for the design of standard pavement structures KPT SDK 19 was issued in Lithuania. One of the new requirements require verification of layer thickness of high-class pavement structures. Such verification should be done by internationally approved mechanistic-empirical methods. In addition, it is recommended to use the same methods to adjust the layer thickness of the selected standard pavement structure for lower classes. These calculations are particularly applicable when the design load (ESAL) is at the lower or upper limit of the class range. Vilnius Tech Road Research Institute experts and outsource IT specialists spent two years for the design model ViaStructura development. Web software based on mechanistic-empiric approach include the boundary conditions, based on Austria, the United States and Germany experience and laboratory test results of construction materials. Materials can be selected from created database, which can be simply expanded with the new materials by the user. as Additional function allow comparison of separate designed pavement structures. The article present the concept of the ViaStructura model for the design of flexible pavement structures, reveals its main principles and advantages comparing to the pavement structure selection by the standard catalogue.
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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 (September 30, 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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Jiang, Wei, Dongdong Yuan, Aimin Sha, Yue Huang, Jinhuan Shan, and Pengfei Li. "Design of a Novel Road Pavement Using Steel and Plastics to Enhance Performance, Durability and Construction Efficiency." Materials 14, no. 3 (January 20, 2021): 482. http://dx.doi.org/10.3390/ma14030482.
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Durability is one important problem that pavement engineers need to address in pavement’s long service life. Furthermore, easily recycled pavement materials, and safe and efficient pavement construction are also important areas for development in road engineering. For these reasons, a new asphalt steel plastic (ASP) pavement structure was proposed with an asphalt mixture forming the surface layer, and steel plate and plastic materials functioning as the main load-bearing layers. Based on a comprehensive performance review and cost-benefit analysis, stone mastic asphalt (SMA) is recommended to be used as the surface layer; and A656 steel plate and acrylonitrile butadiene styrene (ABS) plastic materials should be the main load-bearing layer, on top of a foundation layer made with graded crushed stones. A glass fiber reinforced polymer (GFRP) insulation layer is recommended for use between the steel plate and ABS. Mechanical properties of the ASP pavement were analyzed using the finite element method. Laboratory tests were conducted to verify the thermal insulation performance of GFRP, the high-temperature stability and the fatigue resistance of ASP pavement. Results show that some of the mechanical properties of ASP pavement (with a structure of 80 mm SMA asphalt mixture, 8 mm steel plate, 140 mm ABS and 200 mm crushed stones) are comparable with conventional long-life pavement (with 350 mm asphalt layer overlaying 400 mm graded crushed stones). Dynamic stability of the ASP slab specimens can reach 10,000 times/mm, and the fatigue life is about twice that of SMA. Besides, the ASP pavement can be prefabricated and assembled on-site, and thus can greatly improve construction efficiency. From the lifecycle perspective, ASP pavement has many advantages over traditional pavements, such as durability, lower environmental footprint and recyclability, making it is worth further research.
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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 (March 31, 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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Balabuh, Yaroslav, Uliana Marushchak, and Volodymyr Bidos. "Design of roller compacted concrete composition." Bulletin of Kharkov National Automobile and Highway University 2, no. 92 (May 10, 2021): 12. http://dx.doi.org/10.30977/bul.2219-5548.2021.92.2.12.
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Abstract. Problem. World experience shows that high operational performance of road coverings in the conditions of intensive traffic with high speeds of motor transport and sharp braking are provided by introduction of cement concrete. One of the effective solutions for the construction of high-quality, dura-ble, economical pavements is the use of roller-compacted concrete - a no slump concrete with low water-cement ratio, that is placed by an asphalt pav-er similar to asphalt pavement construction. The design of quality mixtures of roller-compacted con-crete is based on performance, construction require-ments and economic efficiency. Goal. The purpose of the work is design the compositions of roller com-pacted concrete and investigation of their strength. Methodology. Roller compacted concrete samples were tested for compressive strength and tensile bending in accordance with DSTU B B.2.7-214:2009. Results. The four variants of mixtures are designed to select the optimal composition of roller compacted cement concrete. The first of one is based on the particle size distribution of aggregate grains in ac-cordance with DSTU B B.2.7-127:2015, the second variant shows the composition of normal-weight cement concrete class C25/30, the third variant is characterized by increased sand fraction and in the fourth composition fine fractions replaced with sand. Road rolled concrete С32/40 Bb b5.2 is designed. Originality. Roller compacted cement concrete for effective road construction technologies is designed, which allows to perform the installation of high per-formance cement-concrete pavement with the use of asphalt pavers and rollers and the possibility of rap-id commissioning of cement-concrete pavement. Practical value. Designed composition of roller compacted concrete with the use of local Ukrainian materials allow to ensure the construction of cost-effective, durable road pavement with the possibility to carry out the movement on the cement concrete pavement after 1-3 days.
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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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Kuo, C. M., C. R. Fu, and K. Y. Chen. "Effects of Pavement Roughness on Rigid Pavement Stress." Journal of Mechanics 27, no. 1 (March 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 satisfactorily. It was found that the critical roughness, which might cause extreme responses, is related to the vehicle speed and suspension of vehicles. The maximum tension at the bottom of pavements also depends on the size of bump. In addition, the study demonstrates the correlation between roughness index, IRI, and ISO roughness classifications. It was also found that disturbance due to model boundary affects simulation results significantly.
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Shevchenko, Sergey, Sergey Ukolov, Dmitry Simonov, Vladimir Trepalin, and Liliya Yustikova. "Design of modular removable road pavement slabs for the agro-industrial complex." E3S Web of Conferences 175 (2020): 11025. http://dx.doi.org/10.1051/e3sconf/202017511025.
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The article deals with the justification for the design of a modular removable road pavement plate (slab) intended for high-speed construction of road sections and access roads to various objects of agricultural infrastructure under difficult off-road conditions. The proposed designs can be widely used in the rehabilitation of motor roads in the agricultural areas of eliminating the consequences of natural calamities, accidents and disasters in transport communications, at agricultural industry facilities, as well as for the deployment of road service enterprises.
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Tutka, Paweł, Roman Nagórski, Magdalena Złotowska, and Marek Rudnicki. "Sensitivity Analysis of Determining the Material Parameters of an Asphalt Pavement to Measurement Errors in Backcalculations." Materials 14, no. 4 (February 11, 2021): 873. http://dx.doi.org/10.3390/ma14040873.
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Nondestructive tests of road pavements are among the most widely used methods of pavement condition diagnostics. Deflections of road pavement under a known load are most commonly measured in such tests, e.g., with the use of falling weight deflectometer (FWD). Measured values allow to determine the material parameters of the road structure, corresponding to the obtained results, by means of backcalculations. Among the factors that impact on the quality of results is the accuracy of deflection measurement. Deflection basins with small differences of displacement values may correspond to significantly different combinations of material parameters. Taking advantage of them for mechanistic calculations of road pavement may eventually lead to incorrect estimation of the remaining fatigue life and then inadequate selection of pavement reinforcement. This study investigated the impact of measurement errors on the change of the obtained values of stiffness moduli of flexible road pavement layers. Additionally, the influence of obtained material parameters on the values of key pavement strain, and consequently on its design fatigue life was presented.
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Petit, Christophe, Malick Diakhaté, Anne Millien, Annabelle Phelipot-Mardelé, and Bertrand Pouteau. "Pavement Design for Curved Road Sections." Road Materials and Pavement Design 10, no. 3 (January 2009): 609–24. http://dx.doi.org/10.1080/14680629.2009.9690216.
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Zhang, Chengbo, Cheng Hu, Qiaolin Liu, and Zheng Wu. "Road Pavement Design in One of Oversea Sewage Treatment Plant." Journal of Building Technology 2, no. 1 (April 3, 2020): 1. http://dx.doi.org/10.32629/jbt.v2i1.89.
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Three methods are used for Road Pavement Design for access road and internal roads to Dasherkandi Sewage Treatment Plant in Bangladesh, the method, standards and ESA for design of the road are introduced, the issues of design standard for Sewage Treatment Plant, traffic increase rate and seal coat for asphalt concrete of the road are discussed, some of the propose is made to minimize different understanding in execution of the contract, it provides necessary references for similar oversea project in similar country.
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Decky, Martin, Katarina Hodasova, Zuzana Papanova, and Eva Remisova. "Sustainable Adaptive Cycle Pavements Using Composite Foam Concrete at High Altitudes in Central Europe." Sustainability 14, no. 15 (July 23, 2022): 9034. http://dx.doi.org/10.3390/su14159034.
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Climate pavement adaptability is an integral part of a holistic concept of road design, construction, and pavement management. One of the possibilities for fulfilling the mentioned author’s premise in sustainable cycle pavements in the cold region of Central Europe is using composite foam concrete (CFC). To establish the credibility of the design of these pavements, we objectified the correlation dependencies of average annual air temperatures and frost indexes, for altitude regions from 314 to 858 m in the period 1971 to 2020, at its height above sea level. As part of the research on the increase in tensile strength during bending of CFC, extensive laboratory measurements were carried out and validated by isomorphic models of real roads, which enabled an increase in tensile strength during bending from 0.376 to 1.370 N·mm−2 for basalt reinforcing mesh. The research results, verified through FEM (Finite Element Method) models of cycle pavements, demonstrated a possible reduction of total pavement thickness from 56 to 38 cm for rigid pavements and 48 to 38 cm for flexible pavements.
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Grobler, J. A., A. Taute, and I. Joubert. "Pavement Evaluation and Rehabilitation Design Methodology Currently Used on Low-Volume Roads in Southern Africa." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 343–52. http://dx.doi.org/10.3141/1819b-44.
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A pavement evaluation and rehabilitation design methodology is currently employed in southern Africa on relatively light pavement structures used for low-volume roads. The pavements normally consist of natural gravel materials in most layers and thin bituminous surfacings. When nearing the end of their design lives, they exhibit distresses ranging from minor deformation through aging of the surface to structural cracking and potholes. Rehabilitation options normally involve light stone seals or other inexpensive and cost-effective treatments. The phases of investigation for pavement evaluation and rehabilitation designs start with desk study to establish the history of the road and its past performance from pavement management system outputs. Detailed visual evaluations are then conducted of road features and extent of various forms of distress. These data are presented followed by a decision-making process to select areas for more detailed testing. All the information is used to determine the causes of distress and likely rehabilitation alternatives. Further destructive and nondestructive testing is carried out to predict performance of rehabilitation designs and equivalent annual cost comparisons. Rehabilitation design is also done with use of the dynamic cone penetrometer. Decision criteria are set for use of tests undertaken in the assessments, and test results are evaluated. This procedure normally results in a wide range of rehabilitation options, from application of a diluted emulsion as a surface rejuvenator to more extensive patching and resealing to major rehabilitation and overlays. This process effectively produces cost-effective solutions that maximize limited budgets. It is essential that the road authority be prepared to share the risks of the low-cost options with the designer. In this way benefits of low-cost solutions are realized, whereas, in a limited number of instances, premature distress may have to be repaired under routine maintenance.
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Prasetyo, Ervan Adi, Yosef Cahyo Setianto Poernomo, Eko Siswanto, and Mochammad Danara Indra Pradigta. "Desain Overlay Perkerasan Lentur Pada Jalan Joyoboyo Timur Kediri Dengan Metode Analisa Komponen." Jurnal Manajemen Teknologi & Teknik Sipil 5, no. 1 (July 19, 2022): 74. http://dx.doi.org/10.30737/jurmateks.v5i1.2815.
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Road pavement damage is an important thing to pay attention to. Improper planning, increasing traffic volume loads to lack of care and maintenance are factors that cause road damage. Road damage has an impact on the safety of road users. On the Joyoboyo East Kediri road, there are several roads that suffered significant damage. This study aims to design the repair of damage to the East Kediri Joyoboyo road. Repairs are carried out by adding a layer of pavement to the potholes. The component analysis method is used to determine the required pavement thickness. With the component analysis method, the design equivalent cross section will be calculated based on traffic data, as well as soil bearing capacity, regional factors and surface index. So that the pavement thickness index is obtained to determine the required pavement thickness. The result of this research is that the cross equivalent is 116.730, the regional factor value is 0.5 and the Surface Finish Index is 1.5. From the results of these calculations, Nomogram 5 was used and the Pavement Thickness Index value was 5.2. So that the required overlay thickness is 5 cm. These results can be used as a reference in repairing pavement damage on the Joyoboyo Timur Kediri road, so that it can support the safety of road users and facilitate transportation.
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Tang, Pei Pei, and Meng Bo Gao. "Design Concept and Research on Long-Life Pavement." Advanced Materials Research 1030-1032 (September 2014): 1998–2001. http://dx.doi.org/10.4028/www.scientific.net/amr.1030-1032.1998.
Full textAbstract:
According to the present situation of short service life of high grade highway the domestic gradually developed the design and study of long-life pavement in order to improve the operational performance of the road and extend the use fixed number of year. This paper discusses the design concept of long-life pavement and also analyzes the present situation of permanent road in the Europe, the United States and other countries.The paper proposes the domestic design research direction of long-life pavement to control the early destruction of the pavement structure and improve the road performance.
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Ghaeli, Reza, Bruce G. Hutchinson, Ralph Haas, and David Gillen. "Pavement and Bridge Cost Allocation Analysis of the Ontario, Canada, Intercity Highway Network." Transportation Research Record: Journal of the Transportation Research Board 1732, no. 1 (January 2000): 99–107. http://dx.doi.org/10.3141/1732-12.
Full textAbstract:
Continuous growth of road transportation demand has resulted in soaring rates of road deterioration and maintenance costs. Full road cost recovery by direct charging of road users is gaining more popularity as governments face pressure to reduce general taxes, and full road cost recovery can promote more efficient use of the road system. A sound charging system requires reliable models for infrastructure deterioration and sound methodologies for cost allocation. In Ontario, new pavement performance models have been recently developed with more emphasis on separating the effects of traffic from the effects of environmental forces on flexible pavements in different geographic locations. The recent models and data have been used to investigate the cost implications of different vehicle configurations and road characteristics for the Ontario pavements and bridges. The results are used for the allocation of costs to various users of the road system. The results generally have implied that initial road design specifications, vehicle configurations, and the types and locations of roads could significantly affect user cost responsibilities. The analyses determined that proper selection of vehicles and payload amounts could result in up to 6 percent savings in pavement costs. The analyses showed that a fair and efficient cost allocation can be achieved by consideration of various vehicle and road characteristics and their interrelated cost implications, rather than solely on the basis of damage implications of each vehicle.