Structural Design Guidelines for Pervious Concrete Pavements

Pervious pavements have gained popularity in recent years as the transportation industry focuses on sustainability and environmental impact. This research investigated the structural design of pervious concrete pavements. There is no standard design method; therefore, the goal was to lessen ambiguity surrounding the use of pervious concrete for pavement structures. By characterization of the rigid pavement design equation from the 1993 AASHTO Structural Design Guide for Design of Pavement Structures through laboratory exploration and review of existing literature, a guide was created to assist engineers in the design of pervious concrete pavements

PERENCANAAN DESAIN PERKERASAN KAKU (RIGID PAVEMENT) MENGGUNAKAN METODE BINA MARGA 2017 DAN AASHTO 1993 JALAN TOL SERPONG – BALARAJA SEKSI 1B STA 5+150 – STA 9+845

This final assignment examines rigid pavement on toll roads. The purpose of this planning is to plan the pavement design and budget the costs that need to be incurred in toll road planning. So it is necessary to plan the pavement using the 2017 Bina Marga and AASHTO 1993 methods. The data required includes traffic volume data, rainfall data, technical data, soil data. After collecting all the data, planning is carried out using the 2017 Bina Marga and AASHTO methods. 1993 then ended with a RAB calculation that was in accordance with the thickness of the pavement planned for the Serpong – Balaraja toll road so that the design results using the 1993 AASHTO method produced a concrete slab thickness of 42 cm and a foundation layer of 10 cm, whereas in planning using the 2017 Bina Marga method the thickness was obtained. concrete slab around 30.5 cm, foundation layer (LC) 10 cm and foundation layer under class B aggregate 15 cm. Meanwhile, the cost budget plans obtained from each method have different results. For the 2017 Bina Marga rigid pavement method, the planned cost is IDR 73,721,843,085.0. Meanwhile, using the AASHTO 1993 method, the resulting cost plan is IDR 93,313,825,729. This cost budget plan has differences due to different rigid pavement thickness planning results

Pavement testing by integrated geophysical methods: Feasibility, resolution and diagnostic potential

This work is focused on the assessment of the diagnostic potential of several geophysical methods when applied to the investigation of a rigid airport pavement. The potential and limit of each technique are evaluated as well as the added value deriving from their integration. Firstly, we reconstruct a high-resolution image of the pavement by a large electromagnetic and georadar screening. An advanced processing of georadar data, implemented through the picking of the arrival times of reflections for each profile, provides a quantitative estimation of the deviation between the design and the as-built thickness of layers. Additionally, electrical tomography has been applied to unequivocally identify the anomalous zones, where higher values of resistivity would be associated to porous zones that are prone to degradation and failure. The seismic tomographic survey had the additional purpose to recover the mechanical properties of the pavement in terms of both P- and S-waves and consequently of elastic constants (Poisson's ratio), whose values were consistent with those recovered in literature. The anomalies detected by each technique are consistent in their indications and they can be correlated to failure phenomena occurring at layer interfaces within the pavement structure or to unexpected variations of the layer thicknesses. The cost-effective geophysical campaign has validated the four-layered system deduced from the original design and has been used to reconstruct a high-resolution map of the pavement in order to discriminate fractures, crack-prone areas or areas where the as-built differs from the original design

Software development for flexible pavement thickness design based on aastho and road note 31

Nowadays, road and surface failure has become a critical issue in our country on the flexible pavement which reflects to a bad quality and error during design stage. The thickness design of flexible pavement has become crucial element in the overall efficiency of highway structure system to give a good performance and high serviceability under a traffic loading during the expected design period. The objectives of this study are to develop flexible pavement thickness design software for AASHTO and Road Note 31 by using Visual Basic 6.0. The result comparison between both methods was carried out shown in different of thickness and different percentage of cost evaluations between AASHTO and Road Note 31. This computer software could produce the design thickness of each layer for flexible pavement structure in graphical layout for both design methods. Therefore, the users can easily analyze and compared the result obtained to select the best design alternative between AASHTO and Road Note 31 based on cost and thickness different. The result analysis obtained from this computer software also can be saved and view in a report file to be printed or keep as soft copy for reference in the future. Besides, the result analysis obtained by this computer software is also been compared with the manual calculation (theory) and shown that the computer software has the same and exact result with the manual calculation (theory). Thus, the performance of this computer software was successful tested and validated. Therefore, computer software of flexible pavement thickness design is a very useful tool in highway engineering especially to design the thickness of flexible pavement. By applying the computer program, the design stage can be made in a very short time period of design process and help to minimize the error factor compare to manual calculation or conventional method. Computer software also can give a high accuracy and quality of result for pavement thickness design

Investigation of Feasible Pavement Design Alternatives for WisDOT

The current pavement design and selection process of WisDOT for all new pavements or reconstructions of existing pavement structures provides for the design of one asphaltic concrete (AC) and one portland cement concrete (PCC) pavement alternative. Life-cycle costs analyses are then used to determine the preferred alternative for construction. Previous restrictions in the WisDOT pavement selection process have essentially excluded the construction of thick AC (AC thickness \u3e 150 mm) and thin PCC (PCC thickness \u3c 225 mm) pavements and thus the validity of current life-cycle cost inputs for these pavement types is under question. This report presents a performance analysis of existing thick AC and thin PCC pavements constructed in and around Wisconsin. The performance trends developed indicate current design assumptions utilized by WisDOT, related to the expected service life to first rehabilitation of AC and PCC pavements, may also be used for thick AC and thin PCC pavements

Green Up Pavement Rehabilitation Design Tool

While designers produce pavement rehabilitation recommendations every day, for projects of all sizes, most designers have little information on the environmental impact of their recommendations. This research developed a new decision tool, called the “Green Up Pavement Rehabilitation Design Tool,” to allow the comparison of different rehabilitation solutions in terms of greenhouse gas emissions and to encourage sustainable practices such as materials recycling and the use of permeable, cool, and quiet pavement surfaces. The project aligns with the major goal of California Senate Bill 1, which is “to address deferred maintenance on the state highway system and the local street and road system,” by providing a rehabilitation strategy selection tool as well as an educational tool to promote sustainable pavement practices. The Green Up graphic and the overall methodology were finalized in consultation with representatives of the portland cement concrete and asphalt industries in California. For designers interested in learning more, the tool includes fact sheets about sustainable pavement rehabilitation strategies and links to additional online resources

DESIGN AND PROPERTIES OF HOT MIXTURE POROUS ASPHALT FOR SEMI-FLEXIBLE PAVEMENT APPLICATIONS

Abstract Semi-flexible pavement consists of selected porous asphalt mixture filled with cementitious slurry. This new type of pavement has prospects to be designed as a high deformation resistant pavement (Setyawan et al, 2001). Porous asphalt, as the skeleton of the composite has been de-signed to have a porosity of 30% by selected the aggregates gradation, type of bitumen, bitumen content and fibre content. This investigation concerned with the design and properties of porous asphalt to be used as the skeleton for grouted macadam. The ranges of mixtures were evalu-ated by using different type of bitumen, bitumen content, filler addition and aggregate gradation. This investigation concluded that porous as-phalt manufactured by using specified gradation utilising 50-pen bitu-men is appropriate to be used as skeleton for grouted macadam. Keywords: cellulose filler, grouted macadam, polymer modified, porous asphalt, semi-flexible pavement

Investigation of AASHTOWare Pavement ME Design/DARWin-MEPerformance Prediction Models for Iowa Pavement Analysis and Design

The Mechanistic-Empirical Pavement Design Guide (MEPDG) was developed under National Cooperative Highway Research Program (NCHRP) Project 1-37A as a novel mechanistic-empirical procedure for the analysis and design of pavements. The MEPDG was subsequently supported by AASHTO’s DARWin-ME and most recently marketed as AASHTOWare Pavement ME Design software as of February 2013. Although the core design process and computational engine have remained the same over the years, some enhancements to the pavement performance prediction models have been implemented along with other documented changes as the MEPDG transitioned to AASHTOWare Pavement ME Design software. Preliminary studies were carried out to determine possible differences between AASHTOWare Pavement ME Design, MEPDG (version 1.1), and DARWin-ME (version 1.1) performance predictions for new jointed plain concrete pavement (JPCP), new hot mix asphalt (HMA), and HMA over JPCP systems. Differences were indeed observed between the pavement performance predictions produced by these different software versions. Further investigation was needed to verify these differences and to evaluate whether identified local calibration factors from the latest MEPDG (version 1.1) were acceptable for use with the latest version (version 2.1.24) of AASHTOWare Pavement ME Design at the time this research was conducted. Therefore, the primary objective of this research was to examine AASHTOWare Pavement ME Design performance predictions using previously identified MEPDG calibration factors (through InTrans Project 11-401) and, if needed, refine the local calibration coefficients of AASHTOWare Pavement ME Design pavement performance predictions for Iowa pavement systems using linear and nonlinear optimization procedures. A total of 130 representative sections across Iowa consisting of JPCP, new HMA, and HMA over JPCP sections were used. The local calibration results of AASHTOWare Pavement ME Design are presented and compared with national and locally calibrated MEPDG models

Marquette Interchange Phase I Final Report

This report provides details on the design, installation and monitoring of a pavement instrumentation system for the analysis of load-induced stresses and strains within a perpetual HMA pavement system. The HMA pavement was constructed as part of an urban highway improvement project in the City of Milwaukee, Wisconsin. The outer wheel path of the outside lane was instrumented with asphalt strain sensors, base and subgrade pressure sensors, subgrade moisture and temperature sensors, HMA layer temperature sensors, traffic wander strips and a weigh in motion system. Environmental sensors for air temperature, wind speed and solar radiation are also included. The system captures the pavement response from each axle loading and transmits the data through a wireless link to a resident database at Marquette University. The collected data will be used to estimate the fatigue life of the perpetual HMA pavement and to modify, as necessary, pavement design procedures used within the State of Wisconsin

Perpetual Pavement Instrumentation for the Marquette Interchange Project-Phase 1

This report provides details on the design, installation and monitoring of a pavement instrumentation system for the analysis of load-induced stresses and strains within a perpetual HMA pavement system. The HMA pavement was constructed as part of an urban highway improvement project in the City of Milwaukee, Wisconsin. The outer wheel path of the outside lane was instrumented with asphalt strain sensors, base and subgrade pressure sensors, subgrade moisture and temperature sensors, HMA layer temperature sensors, traffic wander strips and a weigh in motion system. Environmental sensors for air temperature, wind speed and solar radiation are also included. The system captures the pavement response from each axle loading and transmits the data through a wireless link to a resident database at Marquette University. The collected data will be used to estimate the fatigue life of the perpetual HMA pavement and to modify, as necessary, pavement design procedures used within the State of Wisconsin