A Life-Cycle Cost Analysis Program for Kentucky Pavements

This report documents the development of a life-cycle cost procedure and program for project-level pavements. Included in this report are the descriptions of the models that are included in the computer program. A traffic growth model is described along with performance models for asphaltic concrete pavements and Portland cement pavements. The program calculates when rehabilitation is predicted at all future dates during the design life or analysis period. Recommended overlay thicknesses are also given. Because maintenance costs for Kentucky are not available, maintenance is treated as an annual, per square- yard quantity. User costs, in the form of a delay model are also presented. All future costs are calculated in terms of present worth. A users manual is also included in the report. Appendix D is a listing of the source code for the computer program

Pembuatan Website Museum Virtual Majapahit

Majapahit empire has so many heritages. Many heritages have different locations. Therefore it could make more difficult to learning about majapahit empire. One way to admire or learn about majapahit empire\u27s heritages is through a virtual website.This website will resemble most of majapahit empire\u27s heritages that located in different location into one location. Artefacts will be create more interesting, where the visitors can view 3 dimension object of some artefacts. This website created using some libraries, Xampp and Notepad++. The interface that this website use is easily understand, and user friendly. All Functions that provided also help visitors to understand more about majapahit empire

Evaluation of Pavement Edge Drains and the Effect on Pavement Performance

This report documents the performance of highway edge drains in Kentucky. Approximately eighteen high edge drain installations were inspected. The report also documents the laboratory testing, construction, short-term and long-term performance of these systems. Construction inspection and maintenance are addressed. It is apparent that the panels are distressed more under the old method of installation using excavated trench material and dynamic type compaction. It is apparent that using the sand slurry reduces the chances of installation damage. Proper density needs to be achieved during installation of the sand backfill or damage will occur due to trench settlement. In most cases, increasing the density of the sand increased the performance of the panel drain. It is apparent through the field analysis that the maintenance and construction of the edge drain systems need to be improved. Field inspections of the headwalls and outlets indicates that approximately 25 percent of the outlets are not properly installed, and that the headwalls are not properly maintained. Inspection data indicate approximately 45 percent of the outlets are partially covered to completely plugged. The center of mass is also located in the rear of the headwall causing the headwall to fill backwards over time. Soil moisture and thermography data indicate that edge drains help move water laterally across the pavement structure, and that the shoulder acts as a restraining dam for pavements without edge drains. The gradation analysis performed on the sand backfill from the current edge drain installation specification showed that the sand backfill effectively filters out some of the minus 200 material. Blinding of the sand at this time does not appear to be a problem. Although further testing is needed, preliminary data indicates the sand acts as a filter by not allowing the lines from the broken concrete to flush into the filter fabric immediately after construction. FWD data indicate that edge drains significantly increase the strength of the subgrade by removing water. Preliminary analyses of Ride index data indicates that the edge drains may add significant life to the pavement structure. These conclusions are based on data from edge drain systems that are not fully functional

Evaluation of Headwalls and Outlets for Geocomposite Edge Drains on I-75 and I-71

Longitudinal, round, perforated pipe edge drains have been used along Kentucky roadways for approximately two decades. Panel (fin) edge drains were first used in Kentucky in 1984. Most of these edge drains were installed on the Interstate and Parkway systems. Several problems related to the drains have been noted in the last seven years. A number of these problems have been observed to be related to flexible outlet pipes and headwalls. A recent study was initiated to evaluate headwalls and outlets on I-75 from Lexington, Kentucky to Cincinnati, Ohio (approximately 70 miles) and on I-71 from Louisville, Kentucky to I-75 in Northern Kentucky (approximately 68 miles). This study was initiated as a first phase of a much more intensive study which will evaluate all edge drains and outlets on Interstates and Parkways in Kentucky. This report documents findings of the investigation of 234 edge drain outlets. Of the 234 outlets investigated, approximately 43 percent of the edge drain outlets inspected were out of service. Approximately 50 percent of the outlet pipes had been damaged during installation. More significant problems were found at the headwall and outlet pipe connection than any other location in the drainage system. It appears that a maintenance program should be established to clean the troughs of the headwalls and to check the screens for clogging and rust. The metal screens should be replaced with galvanized screens. Positive flow should also be maintained from the headwalls. The buildup of grass and silt can eventually detour some of the flow. Headwalls located in cuts are more prone to become covered or ponded. Edge drains and outlets should be inspected after they are installed. Rigid outlet pipe should be precast into the headwalls. This should help eliminate problems occurring at the headwall connection. Currently, a rigid outlet pipe is connected to an approximately 2-foot long pigtail (4-inch flexible pipe) which is precast into the headwall

Equivalent Single Axleload Computer Program Enhancements

The objectives of the study were to review and modify previously used Equivalent Single Axleload (ESAL) prediction procedures and to develop a more efficient procedure. As part of the effort to simplify the procedure, a subtask was undertaken to reduce the number of highway functional classes being used to process data for the ESAL estimation procedure. Another objective was to develop a more definitive and accurate method for reflecting the effects of coal or heavy truck movements. Results of this task were documented as Research Report KTC-95-6. Analyses were performed and validated to reduce the twelve functional classes to six aggregate categories. The overall ESAL estimating process, which was previously accomplished using mainframe computer programs, was converted to microcomputer/PC programs and documented in detail. A procedure for processing ESAL data by aggregate classes was documented and example output was presented. An analysis was performed to determine the reliability of traffic parameter estimates used in the ESAL estimating process. Results were produced to identify the number of volume, classification and weigh-in-motion stations required to adequately define the traffic characteristics of a specific functional or aggregate class

Emergent Universe with Exotic Matter in Brane World Scenario

In this work, we have examined the emergent scenario in brane world model for phantom and tachyonic matter. For tachyonic matter field we have obtained emergent scenario is possible for closed, open and at model of the universe with some restriction of potential. For normal scalar field the emergent scenario is possible only for closed model and the result is identical with the work of Ellis et al [2], but for phantom field the emergent scenario is possible for closed, open and at model of the universe with some restriction of potential