Journal articles: 'Pavements Australia Design and construction'

1

Iqbal, Asif, Md Mizanur Rahman, and Simon Beecham. "Spatial Analysis of the Water Harvesting Potential of Permeable Pavements in Australia." Sustainability 14, no. 23 (December 6, 2022): 16282. http://dx.doi.org/10.3390/su142316282.

Full text

Abstract:

An increase in impermeable surface areas with urban development contributes to the rapid and large amount of surface runoff during rainfall. This often requires higher capacity stormwater collection systems, which can cause stress on the existing drainage system and this subsequently contributes to urban flooding. However, urban runoff can be reduced and managed for flood control and converted into a useful resource by harvesting and reusing the water. This can be achieved by switching from impermeable to permeable pavements. However, the amount of stormwater that can be harvested in a permeable pavement system depends on many factors, including rainfall, the water reuse demand and the materials used. This research aims to assess the requirements for permeable pavement design across Australia to balance demand, runoff reduction and construction requirements. A design approach employing the hydrological effects of the infiltration system was adopted for the analysis, along with a spatial analysis for a probabilistic prediction. A relationship was also established to predict a probable design thickness of pavement for various parameters. The research showed that in most Australian cities, for a 120 mm permeable pavement thickness, 40–80% of rainfall-runoff could be harvested, meeting about 10–15% of domestic water demand. The approach developed in this study can be useful for screening the potential of permeable pavements for water harvesting and for predicting spatially where a circular economic approach can be more efficient.

APA, Harvard, Vancouver, ISO, and other styles

2

Griffin, Jonathon, Zia Rice, Russell Clayton, Ben Harvey, Colin Leek, Mark Bondietti, Ross Keeley, and Geoff Cocks. "Use of Bitumen Stabilised Limestone in Western Australian Road Pavements." Australian Geomechanics Journal 57, no. 3 (September 1, 2022): 51–67. http://dx.doi.org/10.56295/agj5732.

Full text

Abstract:

Bitumen emulsion stabilisation of locally available Tamala Limestone was widely used by State and Local Governments from the mid-1960s through the late-1990s, however its use has declined in recent years. This paper aims to substantiate its benefits as a viable alternative material for use on heavily trafficked roads. The benefits provided through stabilisation of crushed limestone with bitumen emulsion include improved workability, reduced ravelling under construction traffic, lower moisture susceptibility and enhanced mechanical properties. Case studies are presented that show that satisfactory performance has been observed where Bitumen Stabilised Limestone (BSL) is used as a basecourse under heavily trafficked roads. The paper provides a construction methodology and discusses barriers and future opportunities. Two structural design approaches are presented for the use of BSL under sprayed seals and thin asphalt surfacings.

APA, Harvard, Vancouver, ISO, and other styles

3

Yousefdoost, Saeed, Erik Denneman, Andrew Beecroft, and Binh Vuong. "Development of a national database of asphalt material performance properties in support of perpetual pavement design implementation in Australia." Construction and Building Materials 188 (November 2018): 68–87. http://dx.doi.org/10.1016/j.conbuildmat.2018.08.078.

Full text

APA, Harvard, Vancouver, ISO, and other styles

4

Grilli, Andrea, Andrea Graziani, Alan Carter, Cesare Sangiorgi, Luciano Pivoto Specht, and Sergio Copetti Callai. "Slurry surfacing: a review of definitions, descriptions and current practices." RILEM Technical Letters 4 (November 19, 2019): 103–9. http://dx.doi.org/10.21809/rilemtechlett.2019.91.

Full text

Abstract:

Cold bitumen emulsions (CBE) are currently used worldwide for both non-structural (cold surface treatments) and structural (cold bituminous mixtures) paving applications. Among non-structural applications, bituminous slurry surfacings (BSS) allow to improve surface properties and extend the pavement’s life. However, selection of constituents, mix design, application and quality control procedures for BSS are mostly based on local experience and empirical tests. Thus, the use of BSS is associated to higher technical risks with respect to the use of traditional hot-mix technologies. In this context the RILEM Technical Committee 280-CBE TG2 “Multiphase characterisation of cold bitumen emulsion materials” aims to collect worldwide theoretical knowledge and experiences on BSS and to inspire new standards, specifications and guidelines encompassing the wide set of existing practices. This paper summarizes the first part of the literature review carried out as part of the TC workplan and focuses on the definition, the description and the application method for BSS. National standards, construction specifications and best practice documents from North America, South America, Europe and Australia are analysed and compared.

APA, Harvard, Vancouver, ISO, and other styles

5

Tompkins, Derek, Lev Khazanovich, Michael I. Darter, and Walter Fleischer. "Design and Construction of Sustainable Pavements." Transportation Research Record: Journal of the Transportation Research Board 2098, no. 1 (January 2009): 75–85. http://dx.doi.org/10.3141/2098-08.

Full text

APA, Harvard, Vancouver, ISO, and other styles

6

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.

Full text

Abstract:

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.

APA, Harvard, Vancouver, ISO, and other styles

7

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.

Full text

Abstract:

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.

APA, Harvard, Vancouver, ISO, and other styles

8

Elguemri, Noureddine, and Ying Fang Fan. "Design and Maintenance of Porous Concrete Pavement." Applied Mechanics and Materials 71-78 (July 2011): 3878–82. http://dx.doi.org/10.4028/www.scientific.net/amm.71-78.3878.

Full text

Abstract:

Porous concrete is commonly used by ecologically sound construction companies, since it helps to manage water runoff in sustainable way. Many so-called “green” builders promote the use of porous concrete in their projects [1]. Although porous concrete is a viable material that has the potential to replace the use of traditional concrete pavements in situations where heavy traffic is limited, porous concrete has been predominantly used in non-pavements applications, with only a limited use in pavements applications. This paper provides a clear indication of design and maintenance of porous concrete in pavements applications. Various designs of porous concrete pavement were schematized and explained.

APA, Harvard, Vancouver, ISO, and other styles

9

Moore, Lucinda M., R. G. Hicks, and David F. Rogge. "Design, Construction, and Maintenance Guidelines for Porous Asphalt Pavements." Transportation Research Record: Journal of the Transportation Research Board 1778, no. 1 (January 2001): 91–99. http://dx.doi.org/10.3141/1778-11.

Full text

APA, Harvard, Vancouver, ISO, and other styles

10

Halim, A. O. Abd El, A. G. Razaqpur, and A. H. El Kashef. "Effects of construction cracks on the design of asphalt pavements." Canadian Journal of Civil Engineering 21, no. 3 (June 1, 1994): 410–18. http://dx.doi.org/10.1139/l94-045.

Full text

Abstract:

Compaction of asphalt mix has been recognized as one of the most important factors that affect the long-term performance of the pavement. Problems experienced in compacting asphalt mixes have generally been ascribed to the mix. Roller "checking," the result of compaction with steel rollers, has been disregarded or considered as irrelevant. Compaction based on a new concept, using a soft plate, avoids roller checking, as demonstrated by a series of side-by-side field tests with steel and pneumatic rollers. The surface cracks initiated by the steel wheel roller may provide an explanation for the often reported phenomenon of early deterioration of asphalt pavements. Finite element analyses of pavement structures with roller-induced cracks have shown significantly higher tensile stresses than the corresponding stresses in otherwise identical uncracked pavements. The analytical findings are supported by indirect tensile and stress fatigue tests results obtained in the laboratory from asphalt samples compacted in the field. The test samples were recovered from pavements compacted either by existing compaction equipment and technique or by the new soft plate method. Key words: asphalt, crack, compaction, fatigue, finite element, tensile strength testing, pavement.

APA, Harvard, Vancouver, ISO, and other styles

11

Jung, Jong-Suk, Emmanuel B. Owusu-Antwi, and Ji-Hwan An. "Analytical procedures for evaluating factors that affect joint faulting for jointed plain concrete pavements using the Long-Term Pavement Performance database." Canadian Journal of Civil Engineering 33, no. 10 (October 1, 2006): 1279–86. http://dx.doi.org/10.1139/l06-072.

Full text

Abstract:

The objective of this study was to identify and quantify design and construction features most important to joint faulting of joint plain concrete pavements. With data obtained from the Long-Term Pavement Performance (LTPP) database, an analysis approach that combined pavement engineering expertise and modern data analysis techniques was to develop guidelines for improved design and construction of Portland cement concrete (PCC) pavement. The approach included typical preliminary analyses, but emphasis was placed on using a series of multivariate data analysis techniques. Discriminant analysis was used to develop models that classify individual pavement into performance groups developed by cluster analysis, which was used to partition the pavements into three distinct groups representing good, normal, and poor performance. These models can be used to classify and evaluate additional or new pavements performance throughout the pavement's design life. To quantify the levels of the key design and construction features that contribute to performance, the classification and regression tree procedure was used to develop tree-based models for performance measure. The analysis approach described was used to develop the guideline on the key design and construction features that can be used by designers to decrease joint faulting of jointed plain concrete pavements (JPCPs).Key words: faulting, Long-Term Pavement Performance (LTPP), jointed plain concrete pavement (JPCP), cluster analysis, discriminant analysis, classification and regression tree (CART) analysis.

APA, Harvard, Vancouver, ISO, and other styles

12

Olang’o, Mildred Akinyi, Sixtus Kinyua Mwea, and Francis J. Gichaga. "Pavement Performance Testing of the Newly Constructed Port Reitz and Moi International Airport, Mombasa Access Road." East African Journal of Engineering 5, no. 1 (September 13, 2022): 142–55. http://dx.doi.org/10.37284/eaje.5.1.838.

Full text

Abstract:

The 6.4 km long Port Reitz/Moi International Access Road project constructed under the design and build procurement method with an inherent risk of poor quality. A post-construction pavement performance evaluation is thus critical to evaluate the extent to which poor quality occurred. The International Roughness Index was measured using the Hawkeye-2000 Digital Laser Profiler with Pavement Logging Video Camera mounted on a calibrated vehicle and data was analysed using the Hawkeye Processing Toolkit Version 5.0.45, while the road roughness Rating was based on the Australian Road Research Board. The video record was analysed in blocks of equal lengths of 100 m for observation and assessment of the surface defects. The level of defects observed graded together with the IRI measurements gave the Present serviceability Index. Pavement Serviceability Index (PSI) was computed in compliance with ASTM 6433. The falling weight deflectometer equipment meeting the requirement of ASTM D4694 - 09 and ASTM D4695 used to measure pavement deflections under known load simulated the behaviour of the as-built pavement under loading, thus giving the pavement strength and the expected pavement life span. The deflection measurements were conducted on all lanes at intervals of approximately 100 m. The raw deflections (rd) data were converted to normalised deflection (nd) to simulate a standard pressure of 707 KPa from a dual-wheel assembly of 10-ton (100-kN). Back calculation of deflection data done using Rosy Design Software determined the layer strength and residual life. The analysis indicates that the road has residual life ranging from 20-6 years compared to 20-year design life consistent with the assumptions by Ogunsanmi (2019) that Design and Build contracts have an inherent risk of poor quality. In addition to incorporation and monitoring of quality through the design, construction and maintenance stages of the project, identification, evaluation, management, and monitoring of the inherent project risks are recommended for Design and Built Contracts in road projects.

APA, Harvard, Vancouver, ISO, and other styles

13

Tran, Nam, Buzz Powell, Howard Marks, Randy West, and Andrea Kvasnak. "Strategies for Design and Construction of High-Reflectance Asphalt Pavements." Transportation Research Record: Journal of the Transportation Research Board 2098, no. 1 (January 2009): 124–30. http://dx.doi.org/10.3141/2098-13.

Full text

APA, Harvard, Vancouver, ISO, and other styles

14

Roberts, Freddy L., Louay N. Mohammad, Ludfi Djakfar, and Amar Raghavendra. "Design, Construction, and Analysis of Pavements Using Accelerated Loading Facility." Transportation Research Record: Journal of the Transportation Research Board 1590, no. 1 (January 1997): 73–79. http://dx.doi.org/10.3141/1590-09.

Full text

Abstract:

The Louisiana Transportation Research Center has recently completed the construction of a full-scale pavement test facility using the accelerated loading facility (ALF) machine. This facility contains nine pavement test sections, 12-m (38-ft) long and 3.66-m (12-ft) wide that are loaded by the ALF machine with loads ranging from 34.71 to 111.25 kN (7,800 to 25,000 lbf) on a dual-tire assembly. The advantage of this testing facility is its ability to cause a pavement to fail in a short period of time. In addition, the data acquisition methods and instrumentation used in this testing facility allow researchers to obtain reliable and representative performance data. The first test section has been loaded to failure and a preliminary analysis of the data is completed. VESYS 3A-M, a microcomputer version of the VESYS series, has been selected for the analysis due to its ability to predict damage and its flexibility. The analysis consists of the primary response analysis to determine strains, stresses, and deflection of the pavement and damage-prediction modeling that includes rutting, fatigue cracking, and roughness. The analysis was conducted by comparing the data obtained from field with that predicted by VESYS 3A-M. The performance data obtained from the field include fatigue cracking, rutting, and roughness. The analysis showed that VESYS 3A-M outputs are in good agreement with those obtained from the field.

APA, Harvard, Vancouver, ISO, and other styles

15

Uzan, Jacob. "Advancing the design and construction quality control of flexible pavements." International Journal of Pavement Engineering 19, no. 2 (April 15, 2016): 164–73. http://dx.doi.org/10.1080/10298436.2016.1172711.

Full text

APA, Harvard, Vancouver, ISO, and other styles

16

Krayushkina, Kateryna, Olegas Prentkovskis, Andrii Bieliatynskyi, Johny Gigineishvili, Aleksandra Skrypchenko, Alfredas Laurinavičius, Kasthurirangan Gopalakrishnan, and Jurijus Tretjakovas. "Perspectives on using basalt fiber filaments in the construction and rehabilitation of highway pavements and airport runways." Baltic Journal of Road and Bridge Engineering 11, no. 1 (March 25, 2016): 77–83. http://dx.doi.org/10.3846/bjrbe.2016.09.

Full text

Abstract:

With the ageing transportation infrastructure, many transportation agencies across the world are focussing on rehabilitating and improving existing pavements. This means more roadwork on pavements open to vehicular traffic. Considering the rapid increase in both traffic volume and intensity in recent years, the work conditions on pavements have become difficult. Thus, there is an important need to design and construct long-lasting pavements that possess high durability, appropriate roughness or smoothness, and that which helps achieve greater time interval between repairs. The use of basalt fibers has shown to improve the durability and mechanical properties of concrete and asphalt mixtures through dispersed reinforcement. This paper presents new data and insights on the use of basalt fibers in concrete and asphalt mixtures acquired from theoretical and experimental research studies that can be useful in the design, construction and rehabilitation of highway pavements and airdrome runways.

APA, Harvard, Vancouver, ISO, and other styles

17

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.

Full text

Abstract:

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.

APA, Harvard, Vancouver, ISO, and other styles

18

Yang, Qing Guo, Li Yan Dong, and Jin Cheng Ning. "Analysis on the Reliability of Asphalt Pavement." Advanced Materials Research 243-249 (May 2011): 4147–51. http://dx.doi.org/10.4028/www.scientific.net/amr.243-249.4147.

Full text

Abstract:

The asphalt pavements which are designed for 15-years usage are often highly damaged in the early period. In order to eliminate this phenomenon, researches have been carried out in many aspects, but the situation of asphalt pavement damage cannot be essentially changed. In the view of reliability, the frequent early stage damage phenomenon of asphalt pavements means that nowadays process of asphalt pavements must have not sufficient reliability, and just it leads the asphalt pavements can not reach the design purpose. Based on the basic engineering reliability theory, the reliability of the asphalt pavement design, from the determination of effect actions to selection of material parameters and the calculative model about pavement, has been analyzed; meanwhile the reliability of construction process has been analyzed too. The analysis on the reliability of asphalt pavement shows that the determination of design parameters makes the actual material is weaker than design; the construction process of the asphalt pavement makes the asphalt mixture greatly different anticipations and makes the layer condition deviated the ideal bonding condition. It is just these various uncertainties in design and construction that causes the asphalt pavement damage in early stage. So in order to change the situation of early damage in asphalt pavement, the effective measures are to focus on the reliability of design and constructions.

APA, Harvard, Vancouver, ISO, and other styles

19

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.

Full text

Abstract:

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.

APA, Harvard, Vancouver, ISO, and other styles

20

Di Mascio, Paola, Alberto De Rubeis, Claudio De Marchis, Antonello Germinario, Giovanni Metta, Rosario Salzillo, and Laura Moretti. "Jointed Plain Concrete Pavements in Airports: Structural–Economic Evaluation and Proposal for a Catalogue." Infrastructures 6, no. 5 (May 11, 2021): 73. http://dx.doi.org/10.3390/infrastructures6050073.

Full text

Abstract:

Although the design of jointed plain concrete pavements could be solved by commercial software, there is still a need for simple tools to be used in feasibility studies and preliminary cost–benefit analyses. This paper analyzed and verified jointed plain concrete pavements for airports composed of square slabs without tie and dowel bars. The examined slabs are laid on a cement-treated base layer and a stabilized granular subbase layer. The finite element software FAARFIELD was used to design the JPCP pavements when they are subjected to the design of the airplane (i.e., turboprop C-130J Hercules) under different conditions. Seven subgrade load bearing capacity values, twenty traffic levels, and two construction hypotheses (i.e., constant or variable thickness of the two deeper layers) were designed and then verified with the Westergaard theory in order to present a proposal for a catalogue. Finally, the construction cost per unit surface area was calculated for different construction methods of paving (by slip form paver or by fixed form). The obtained results provide a simple and fast procedure to design preliminary airport JPCPs.

APA, Harvard, Vancouver, ISO, and other styles

21

Pradena, Mauricio, and Lambert Houben. "Analysis of stress relaxation in jointed plain concrete pavements." BALTIC JOURNAL OF ROAD AND BRIDGE ENGINEERING 10, no. 1 (March 10, 2015): 46–53. http://dx.doi.org/10.3846/bjrbe.2015.06.

Full text

Abstract:

The cracks in concrete pavements are formed at early-age as consequence of internal stresses in the concrete. Therefore, the stress relaxation has an essential influence on the cracking process. To model this process allows to identify, for instance, the time for saw-cutting the joints or the cracks width that affects load transfer. Previously, the authors proposed a new equation of the relaxation factor, based on a theoretical and practical analysis of the transversal cracking in jointed plain concrete pavements. The objective of the present paper is to analyze the utility of this new equation of relaxation in the design and construction of jointed plain concrete pavements. For that, other cracking processes in plain concrete pavements (jointed and non-jointed) were modelled with the proposed equation. Wherever is possible the modelling results were compared with observations of the real behaviour of pavements. From the design point of view, with the modelling results of transverse crack width (>1.0 mm) is possible to considerate in the design, optimal slabs length with thinner cracks for better aggregate interlock. And for the longitudinal cracking in jointed plain concrete pavements, the modelling and the field observations, yield cracks width that provide load transfer (0.1 mm). From the construction point of view, the cracking process in non-jointed plain concrete pavements, shows is possible to construct pavements of 7 m width in one gang without cracks risk, and adjustments can be made to a better prediction of the time of occurrence of the 1st transverse cracks.

APA, Harvard, Vancouver, ISO, and other styles

22

Phang, Bill. "Discussion: Effect of construction cracks on the design of asphalt pavements." Canadian Journal of Civil Engineering 21, no. 4 (August 1, 1994): 712. http://dx.doi.org/10.1139/l94-072.

Full text

APA, Harvard, Vancouver, ISO, and other styles

23

Halim, A. O. Abd El, A. G. Razaqpur, and A. H. El Kashef. "Reply: Effect of construction cracks on the design of asphalt pavements." Canadian Journal of Civil Engineering 21, no. 4 (August 1, 1994): 712. http://dx.doi.org/10.1139/l94-073.

Full text

APA, Harvard, Vancouver, ISO, and other styles

24

Mfinanga, D. A., and H. Bwire. "Strategies for Promoting the Use of Concrete Pavements in Tanzania: Technical and Institutional Considerations." Tanzania Journal of Engineering and Technology 31, no. 1 (June 30, 2008): 53–62. http://dx.doi.org/10.52339/tjet.v31i1.416.

Full text

Abstract:

High-type roads in Tanzania have been predominantly of asphaltic concrete construction. This ever enlarging and ageing asphaltic road network represents increasing resource requirements on the road agency in the form of maintenance. Limited resources coupled with the ever sky-rocketing costs of petroleum products and the competing demands of social economic developments, presupposes the need to look for alternative road construction technology that is more cost-effective and resource optimising. Experience gained from developed and some developing countries where concrete pavements have been widely used suggests the potential of this type of pavement in many developingcountries. This paper discusses the technical aspects of design and construction- and maintenance-related aspects of concrete pavements. The discussion extends further to highlight issues pertaining to the performance of concrete pavements and strategies for promoting the use of concrete pavements in Tanzania. Conclusions and recommendationsare made with suggestions on how to start implementing the proposed strategies.

APA, Harvard, Vancouver, ISO, and other styles

25

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.

Full text

Abstract:

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.

APA, Harvard, Vancouver, ISO, and other styles

26

Hassan, Marwa M. "SDFlex: A Framework for the Assessment and Construction of Sustainable Flexible Pavements." Journal of Green Building 3, no. 3 (August 1, 2008): 108–18. http://dx.doi.org/10.3992/jgb.3.3.108.

Full text

Abstract:

There is a growing recognition that highway construction and maintenance have major environmental impacts. Despite the lack of a clear protocol for designing and constructing an environmentally-friendly highway, the industry experimented with sustainable alternatives since the 1970s. With an ultimate goal to develop sustainable guidelines for highway construction practices, this paper presents a general framework for the design and construction of sustainable flexible pavement system. This framework follows a similar approach to the Leadership in Energy and Environmental Design (LEED®) methodology by employing a point system to award a rating that quantifies the sustainability of the structure. The proposed framework divides factors related to highway design and construction into six major categories: sustainable sites (eight points), energy efficiency (five points), site air quality (four points), materials (ten points), water efficiency (four points), and innovative and design process (three points). The developed rating framework, referred to as Sustainable Design of Flexible Pavements (SDFlex), may be used to award a certification for sustainable highway design and construction. Different levels of certification may be awarded depending on the total earned credits from the six categories (Platinum, Gold, Silver, and Certified). A maximum score of 34 may be achieved under the aforementioned categories. It is proposed that a highway construction that satisfies the prerequisites and achieves a passing score of 10 be awarded a certified rating. The developed framework takes into consideration available technologies and the nature of the highway industry.

APA, Harvard, Vancouver, ISO, and other styles

27

Gomez-Ullate, E., A. V. Novo, J. R. Bayon, Jorge R. Hernandez, and Daniel Castro-Fresno. "Design and construction of an experimental pervious paved parking area to harvest reusable rainwater." Water Science and Technology 64, no. 9 (November 1, 2011): 1942–50. http://dx.doi.org/10.2166/wst.2011.175.

Full text

Abstract:

Pervious pavements are sustainable urban drainage systems already known as rainwater infiltration techniques which reduce runoff formation and diffuse pollution in cities. The present research is focused on the design and construction of an experimental parking area, composed of 45 pervious pavement parking bays. Every pervious pavement was experimentally designed to store rainwater and measure the levels of the stored water and its quality over time. Six different pervious surfaces are combined with four different geotextiles in order to test which materials respond better to the good quality of rainwater storage over time and under the specific weather conditions of the north of Spain. The aim of this research was to obtain a good performance of pervious pavements that offered simultaneously a positive urban service and helped to harvest rainwater with a good quality to be used for non potable demands.

APA, Harvard, Vancouver, ISO, and other styles

28

Oh, Han Jin, Jun Young Park, Hyung Bae Kim, Won Kyong Jung, and Jung Hun Lee. "Performance Evaluation of JPCP with Changes of Pavement Mix Design Using Pavement Management Data." Advances in Civil Engineering 2019 (June 27, 2019): 1–10. http://dx.doi.org/10.1155/2019/8763679.

Full text

Abstract:

This study aimed to analyze long-term performance of JPCP (jointed plain concrete pavement) according to changes in standard mix design using evaluation of concrete properties based on Korea HPMS (highway pavement management system) and Korea LTPP (long-term pavement performance) data accumulated for over 15 years. The concrete pavements built in the 2010s by the specification of a durability-based mix design adopted in 2010 were found to have better performance with much fewer surface distresses than the concrete pavements built before 2010 by the specification of a classical strength-based mix design. Also, in order to realize long-life concrete pavement, experimental construction was carried out for high-durability concrete mix design. The performance monitoring data for the construction site implied that the high-durability mix design can make it possible to lead a long-life concrete pavement.

APA, Harvard, Vancouver, ISO, and other styles

29

Crispino, M., E. Mariani, and R. Rampini. "Increasing asphalt pavements durability through accurate construction: a model for compaction design." Structure and Infrastructure Engineering 7, no. 1-2 (January 2011): 177–86. http://dx.doi.org/10.1080/15732471003588767.

Full text

APA, Harvard, Vancouver, ISO, and other styles

30

Zhu, Xiao Bin, Jun Min Shen, and Zhang Xiao. "Longitudinal Cracking Reasons and Prevention of Widened Pavements of Old Roads." Applied Mechanics and Materials 361-363 (August 2013): 1555–59. http://dx.doi.org/10.4028/www.scientific.net/amm.361-363.1555.

Full text

Abstract:

This paper focuses on the construction quality control of broadened roadbeds and all structure layers of pavements, proposes construction control methods and corresponding treatment measures, combining the design features and the main points of construction of some provincial roads project, aiming at the asphalt pavement longitudinal cracking in highway reconstruction.

APA, Harvard, Vancouver, ISO, and other styles

31

Baker, Michael J., Joe P. Mahoney, and Nadarajah “Siva” Sivaneswaran. "Engineering Application of Washington State’s Pavement Management System." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (January 1998): 25–33. http://dx.doi.org/10.3141/1643-05.

Full text

Abstract:

Previous investigation into the Washington State Department of Transportation’s (WSDOT) Pavement Management System (WSPMS) revealed pavement sections on the state route system that were outperforming or underperforming other pavement sections constructed of similar materials and subjected to similar traffic and environmental conditions. Reasons were not clear. The WSPMS was used to identify superior and inferior candidate pavements for further investigation. All state route pavements were stratified into 18 distinct analysis groups, and population statistics were generated for each group providing WSDOT with a snapshot of the current “state of the state route system” and providing the basis for selecting candidate pavements. The five performance measures considered included: age of the surface course, a distress-based pavement structural condition score, annual design-lane equivalent single axle loads, roughness (in terms of International Roughness Index), and rutting. Results of the analysis suggest that WSDOT is properly designing layer thicknesses at appropriate reliability levels. Also, in 6 of 10 analysis group comparisons, inferior pavements were actually thicker than superior pavements. Both findings suggest that thickness design factors are not the primary cause of inferior performance in Washington State; construction, material and site specific factors are likely the cause. Additionally, in an international effort to exchange information on pavement performance and construction practices, highlights of a comparative study of pavement performance with South Africa’s Gauteng Department of Transportation are presented.

APA, Harvard, Vancouver, ISO, and other styles

32

Tóth, Csaba, and Péter Primusz. "New Hungarian Mechanistic-Empirical Design Procedure for Asphalt Pavements." Baltic Journal of Road and Bridge Engineering 15, no. 1 (March 17, 2020): 161–86. http://dx.doi.org/10.7250/bjrbe.2020-15.466.

Full text

Abstract:

Certain elements of the currently used Hungarian pavement design method are based on the mechanistic-empirical pavement design principles, although they are not always readily implemented in practice. When designing a new pavement structure, it is only possible to select predetermined composition from a catalogue. The use of the Hungarian design catalogue is unquestionably comfortable, but nowadays special requirements (e.g. economy, sustainability) have been formulated as well. Those requirements increasingly call for the development of a method that can be used under Hungarian conditions, which can provide for the employment of various material properties. Instead of offering a predefined solution it needs to provide a useful tool for designers to enable realistic comparisons of engineering alternatives. This paper introduces the results of an ongoing research that aims to provide an alternative procedure for the design of newly constructed asphalt pavements. It establishes the framework for better characterization of the material properties of the natural subgrade and bound pavement layers compared to the utilization of predetermined designs. It also provides opportunity to consider local, environmental, geographical and other conditions and innovative building and technology capabilities.

APA, Harvard, Vancouver, ISO, and other styles

33

Chen, Jian-Shiuh, and Chin Hung Yang. "Porous asphalt concrete: A review of design, construction, performance and maintenance." International Journal of Pavement Research and Technology 13, no. 6 (November 2020): 601–12. http://dx.doi.org/10.1007/s42947-020-0039-7.

Full text

Abstract:

AbstractPorous asphalt concrete (PAC) is an open-graded friction course that is specifically designed to have high air void contents for removing water from the pavement surface. PAC surfaces, which include open-graded friction courses, permeable friction courses, and drainage asphalt pavements, have increasingly gained acceptance among agencies and industry in the world. PAC might be susceptible to freeze-thaw damage in cold climates and require winter maintenance practices. The life span of PAC pavements shows a large variation depending on climates, traffic volumes and loadings, design and construction practices. The objective of this paper was to review design, construction, and performance that could maximize the advantages and minimize the disadvantages associated with the use of PAC mixtures. A consolidated review of the worldwide literature on PAC applications was conducted, with attention to the use of PAC in agency practices, and specifications for PAC from the world were evaluated. Based on an analysis of the results of this review, two key features were emphasized: (1) a recommended practice for material selection and design of PAC, and (2) a recommended practice for PAC construction and maintenance. Key points include a careful assessment of the PAC drainage and an adequate asphalt content to improve the performance of the pavement surface. A proper binder content stabilized by additives such as fibers and polymers is essential to ensure sufficient film thickness that is critical to the durability of the PAC mix in the long run.

APA, Harvard, Vancouver, ISO, and other styles

34

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.

Full text

Abstract:

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.

APA, Harvard, Vancouver, ISO, and other styles

35

Heshmat Mohajer, Hamed Reza Heshmat, Lan Ding, and Mattheos Santamouris. "Developing Heat Mitigation Strategies in the Urban Environment of Sydney, Australia." Buildings 12, no. 7 (June 25, 2022): 903. http://dx.doi.org/10.3390/buildings12070903.

Full text

Abstract:

Heat island effects raise the ambient air temperature in metropolitan areas by 4–5 degrees Celsius and can reach 10 degrees Celsius at their maximum. This phenomenon magnifies cities’ energy difficulties while reducing comfort. Mitigation strategies have been developed and recommended to deal with the issue. Methods to increase albedo and the utilisation of vegetation appear to be the most promising, with a reasonably high heat island reduction capacity. This paper examines the heat mitigation techniques and their effectiveness under Sydney’s climate conditions and compares strategies. We implement two perspectives, namely urban greening (green roofs, green pavements) and albedo (street, roof), and characterise urban surface structures, and Envi-met software is employed for our simulation method. Mitigation strategies show a cooling potential of 4.1 °C in temperature along this precinct during the heatwave period. Scenarios that increase high-albedo material on the road, pavements and rooftops and full mitigation show the maximum cooling potential. The mitigation strategies have higher predicted cooling potential on the peak ambient temperature, up to 1.18 °C, while having no or little impact on minimum ambient temperature. The outdoor thermal comfort based on PMV indices varies between a minimum of −0.33 in scenario seven in large layout areas to 3. However, the mitigation scenario presents more acceptable outdoor thermal comfort, but large layouts are predicted to have a hot condition.

APA, Harvard, Vancouver, ISO, and other styles

36

Pallares Muñoz, Myriam Rocío, and Julián Andrés Pulecio-Díaz. "Effect of a dual tire pressure on the design parameters of thick asphalt pavements using finite element freeware." DYNA 83, no. 196 (April 20, 2016): 194–203. http://dx.doi.org/10.15446/dyna.v83n196.52200.

Full text

Abstract:

<p>The effect of a dual tire pressure on the design parameters of thick asphalt pavements using finite element freeware EverStressFE©1.0 is evaluated. This is trying to represent more adjusted the footprint shape and intensity of stress generated by the tires of vehicles. To validate the elastic multilayer EverStress©5.0 software was used. The results of the deformations can be concluded that the asphalt pavement designs made with analytical methods may be slightly oversized and consequently increase the cost of construction of pavements. This study marks a route to analyze the sensitivity of various factors that may affect the design of asphalt pavements. Future research is expected to integrate dynamic conditions by introducing results of field tests to full scale.</p>

APA, Harvard, Vancouver, ISO, and other styles

37

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.

Full text

Abstract:

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.

APA, Harvard, Vancouver, ISO, and other styles

38

Tarr, Scott M., Matthew J. Sheehan, and Ahmad Ardani. "Mechanistic Design of Thin Whitetopping Pavements in Colorado." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (January 2000): 64–72. http://dx.doi.org/10.3141/1730-08.

Full text

Abstract:

A mechanistic design procedure was developed for the state of Colorado to determine the required concrete thickness of thin [12.7 cm to 17.8 cm (5 in. to 7 in.)] whitetopping overlays on asphalt pavements. Field testing was conducted to evaluate critical load locations for whitetopping with joint spacing up to 3.66 m (12 ft). The load-induced flexural strains were used to calibrate fully bonded stresses computed by applying finite element analysis techniques to partially bonded stresses measured in the field. For each test section, load testing was conducted throughout the course of a day to develop a temperature correction for the critical stresses derived for zero temperature gradient (zero slab temperature curling). Equations predicting the critical concrete flexural stresses and asphalt concrete strains for use in whitetopping were developed. A mechanistic design procedure is described that allows the evaluation of trial whitetopping thicknesses and joint spacings. The procedure computes the concrete and asphalt fatigue life for specific material properties. Iterations are required to determine the appropriate parameters that provide the required design life for both concrete and asphalt layers. In addition to the design procedure, the effect of surface preparation during construction was studied by comparing identical slabs constructed on milled and unmilled asphalt. It was concluded that existing asphalt pavement should be milled and cleaned before concrete placement for an overall reduction of 25 percent in the critical load-induced stresses. However, new asphalt, such as that placed in repair patches, should not be milled before concrete placement to avoid a 50 percent increase in critical load-induced stresses.

APA, Harvard, Vancouver, ISO, and other styles

39

César, Andrés, and Mauricio Pradena. "Sustainable Engineering: Load Transfer Characterization for the Structural Design of Thinner Concrete Pavements." Sustainability 12, no. 21 (November 3, 2020): 9153. http://dx.doi.org/10.3390/su12219153.

Full text

Abstract:

Concrete pavements are characterized by their high durability and low conservation costs. However, concrete production causes large amounts of harmful emissions. In this context, short slab pavements allow us to reduce the slab thickness and the amount of concrete used in their construction. These benefits are only valid if the design assumptions are fulfilled, one of which is the provision of enough Load Transfer Efficiency (LTE) by the aggregate interlock. However, the current design method for short slabs does not relate the LTE with the Crack Width (CW) under the joints. This can jeopardize the sustainable benefits of short slabs. The objective of this study is to propose a method to develop the LTE–CW relationship for the short slabs’ design. The sustainable and accessible approach adopted in the proposal represents a paradigm shift compared to the traditional methods, which are limited to laboratories with sufficient resources to perform real-scale testing. The results show that it is possible to develop the LTE–CW relation in a sustainable manner. Furthermore, the aggregates that fulfill the technical specifications for pavements provide enough LTE when most of the joints are activated. When that happens, short slab pavements reduce environmental and human health impacts by 33% and 26%, respectively.

APA, Harvard, Vancouver, ISO, and other styles

40

Ceylan, H., B. Coree, and K. Gopalakrishnan. "Design of Rigid Pavements in Iowa Using the Mechanistic-Empirical Pavement Design Guide." Baltic Journal of Road and Bridge Engineering 3, no. 4 (December 11, 2008): 219–25. http://dx.doi.org/10.3846/1822-427x.2008.3.219-225.

Full text

APA, Harvard, Vancouver, ISO, and other styles

41

Hand, Adam J. T., Prathapan Ragavan, Nicole G. Elias, Elie Y. Hajj, and Peter E. Sebaaly. "Evaluation of Low Volume Roads Surfaced with 100% RAP Millings." Materials 15, no. 21 (October 25, 2022): 7462. http://dx.doi.org/10.3390/ma15217462.

Full text

Abstract:

The sustainability of roadway construction has rapidly been gaining attention within the pavement industry. The pavements examined in this study are in a Northern Nevada county with many of the roadways categorized as low volume roads. The county began surfacing rural roads with 100% Reclaimed Asphalt Pavement (RAP) millings, without any design considerations for decades. These pavements have provided satisfactory performance with little to no maintenance for their intended purpose for 25–30 years. The presented research revealed RAP milling surfaced roads with layer coefficients between 0.18 and 0.30, and design thicknesses ranging from 5 to 11 inches.

APA, Harvard, Vancouver, ISO, and other styles

42

Belletti, Beatrice, Roberto Cerioni, Alberto Meda, and Giovanni Plizzari. "Design Aspects on Steel Fiber-Reinforced Concrete Pavements." Journal of Materials in Civil Engineering 20, no. 9 (September 2008): 599–607. http://dx.doi.org/10.1061/(asce)0899-1561(2008)20:9(599).

Full text

APA, Harvard, Vancouver, ISO, and other styles

43

Di Mascio, Paola, Giuseppe Loprencipe, and Laura Moretti. "Technical and Economic Criteria to Select Pavement Surfaces of Port Handling Plants." Coatings 9, no. 2 (February 18, 2019): 126. http://dx.doi.org/10.3390/coatings9020126.

Full text

Abstract:

A port is an intermodal system in which many logistics activities requiring properly constructed areas occur. The large extension of these areas poses a major problem in choosing materials with technical and economic implications. Choice and design of pavements are directly related to the port handling systems and procedures for the disposal of the cargo units. The paper presents the design and verification procedures for three equivalent pavements for a handling pavement in an Italian medium-sized port trafficked by reach stackers moving containers. An asphalt pavement, a concrete pavement, and a concrete block pavement have been considered during the 20-year service life. Empirical and analytical methods have been adopted to design and verify the pavements. The structures have been examined in terms of economic concerns during the overall service life, considering both construction and maintenance costs, in order to determine the most cost-effective option. The results demonstrate the inappropriateness of asphalt pavement, in the examined case, from a construction costs point of view. Furthermore, the overall discounted costs show an inversion of convenience between block concrete pavement and cast in situ concrete: the latter is the cheaper solution. The proposed methodology can balance often conflicting objectives in matters of durability and funds management, providing answers to a complex topic.

APA, Harvard, Vancouver, ISO, and other styles

44

White, Greg. "Comparing the Cost of Rigid and Flexible Aircraft Pavements Using a Parametric Whole of Life Cost Analysis." Infrastructures 6, no. 8 (August 20, 2021): 117. http://dx.doi.org/10.3390/infrastructures6080117.

Full text

Abstract:

The construction and maintenance costs, as well as the residual value, were calculated for structurally equivalent rigid and flexible airfield pavements, for a range of typical commercial aircraft, as well as a range for typical subgrade conditions. Whole of life cost analysis was performed for a range of analysis periods, from 40 years to 100 years. For the standard 40-year analysis period and a residual value based on rigid pavement reconstruction, the rigid pavements had a 40% to 105% higher whole of life cost than equivalent flexible pavements, although this comparison is limited to the pavement compositions and material cost rates adopted. However, longer analysis periods had a significant impact on the relative whole of life cost, although the rigid pavements always had a higher cost than the flexible pavements. The assumed condition of the rigid pavement at the end of the design life was the most influential factor, with a 60-year service life resulting in the rigid pavements having a lower whole of life cost than the flexible pavements, but assuming a requirement for expedient rigid pavement reconstruction resulted in the rigid pavements costing approximately 4–6 times the cost of the flexible pavements over the 40-year analysis period.

APA, Harvard, Vancouver, ISO, and other styles

45

Korochkin, Andrey. "Pavement Design in the USA." MATEC Web of Conferences 341 (2021): 00001. http://dx.doi.org/10.1051/matecconf/202134100001.

Full text

Abstract:

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

APA, Harvard, Vancouver, ISO, and other styles

46

LaHucik, Jeffrey, and Jeffery Roesler. "Field and Laboratory Properties of Roller-Compacted Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 2630, no. 1 (January 2017): 33–40. http://dx.doi.org/10.3141/2630-05.

Full text

Abstract:

Roller-compacted concrete (RCC) pavements present three primary challenges relative to conventional concrete pavement: mixture design, structural design details, and construction process and verification. An investigation was initiated to reconcile the discrepancy between the field and laboratory properties of RCC pavements because of differences in laboratory mixture design procedures and field construction processes. Four RCC pavement projects in Illinois were selected for field coring along with sampling of RCC constituent materials for replication of the laboratory mixture design. Density measurements of field cores indicated that density decreased with depth into the pavement structure and the relative density at paving-lane joints could be as low as 80%. Statistical differences in compressive strength and fracture properties between field and laboratory samples were observed and result from differences in density. A 4% difference in density between field and laboratory samples resulted in an approximate 45% difference in compressive strength. The reduction in field RCC strength and fracture properties relative to the values obtained in the laboratory will result in decreased slab flexural capacity and field performance. Application of the gyratory compactor demonstrated that it can be used repeatedly to compact most RCC mixtures to similar target densities as the modified Proctor method and field-extracted cores. The gap between field and laboratory properties of RCC can be reduced by application of high-density pavers; improvement in mixture design procedure with the gyratory compaction method; a foundation layer beneath the RCC that is stiffer, thicker, or both; reduced RCC lift thicknesses to achieve specified density; or all of these.

APA, Harvard, Vancouver, ISO, and other styles

47

Ołdakowska, Ewa. "Material and Cost Solutions Used for Construction of Upper Layers of the Road Pavement Structures." Applied Mechanics and Materials 878 (February 2018): 224–28. http://dx.doi.org/10.4028/www.scientific.net/amm.878.224.

Full text

Abstract:

Availability and variety of materials and technologies used for construction of roads allows for searching for solutions which are the best and optimal in the economical range. The article presents the analysis of various design solutions (susceptible, semi-rigid, and rigid pavements) depending on material and cost solutions. In case of susceptible and semi-rigid pavements the first layer subjected to direct influence of traffic and weather conditions is the grindable layer. It may be made from various mineral and asphalt mixtures: stone mastic asphalt (SMA), asphalt concrete (AC), porous asphalt (PA), asphalt concrete for very thin layers (BBTM), and mastic asphalt (MA). The costs of realization of 4 cm of the grindable layer vary from 40.37 PLN to 50.65 PLN (1 PLN = 0.26 USD) depending on used mixture. Another layer in the susceptible and semi-rigid pavements is the binding layer, and the realization cost per 1m2 of the binding layer e.g. of type B is from 53.46 PLN to 71.37 PLN depending on used mixture and traffic category. The materials used for realization of the binding layer are the mineral and asphalt mixtures, in particular the asphalt concrete of three recommended graining - AC 11, AC 16, and AC 22. The material and cost optimization of the typical solutions of the pavement design, taking all layers into consideration, allowed for determining the “economical” solutions not only for a given traffic category, but also for a given type. Savings in case of the same design types are from approximately 11 PLN to over 12 PLN for the susceptible and semi-rigid design, and from 0.39 PLN to 0.49 PLN in case of realization of 1 m2 of the rigid design.

APA, Harvard, Vancouver, ISO, and other styles

48

Pradena, Mauricio, Lambert Houben, and Andrés César. "Laboratory Characterization of The Load Transfer-Crack Width Relation for Innovative Short Concrete Slabs Pavements." Baltic Journal of Road and Bridge Engineering 15, no. 1 (March 17, 2020): 232–50. http://dx.doi.org/10.7250/bjrbe.2020-15.469.

Full text

Abstract:

Aggregate interlock is the dominant load transfer mechanism in non-dowelled Jointed Plain Concrete Pavements, as the innovative short concrete slabs. Although the Load Transfer Efficiency of this pavement innovation is based on that mechanism, the structural design methods do not relate the Load Transfer Efficiency by aggregate interlock with its direct cause, which is the Crack Width under the joints. The objective of the present article is to characterise in the laboratory the Load Transfer Efficiency−Crack Width relation for innovative short slabs Jointed Plain Concrete Pavements. Additionally, as an alternative to large-scale laboratory tests to study the Load Transfer Efficiency, a practical test on a reduced scale is proposed. The results confirmed that short slabs Jointed Plain Concrete Pavements with high-quality aggregates are able to provide adequate Load Transfer Efficiency (above 70%) without dowels bars. Based on the laboratory results, complemented with previous field data, a Load Transfer Efficiency−Crack Width curve is proposed and made available for structural design methods of short slabs Jointed Plain Concrete Pavements. Finally, the laboratory test on a reduced scale is useful to develop specific Load Transfer Efficiency−Crack Width relations using standard equipment available in traditional concrete laboratories.

APA, Harvard, Vancouver, ISO, and other styles

49

True, G. F. "The design and performance of road pavements (2nd edition)." Construction and Building Materials 6, no. 1 (March 1992): 62. http://dx.doi.org/10.1016/0950-0618(92)90033-u.

Full text

APA, Harvard, Vancouver, ISO, and other styles

50

Stroup-Gardiner, Mary, David E. Newcomb, Roger Olson, and Jerry Teig. "Traffic Densification of Asphalt Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 1575, no. 1 (January 1997): 1–9. http://dx.doi.org/10.3141/1575-01.

Full text

Abstract:

A 5-year study of newly constructed pavements showed that a reduction in in situ air voids occurred both within and between wheelpaths for highways with an average daily traffic (ADT) load of less than 10,000 vehicles. Regardless of the level of voids immediately after construction, mixtures in the upper 65 mm (2.5 in.) within the wheelpath indicated a reduction in voids by 3 to 5 percent (e.g., from 10 to 6 percent voids), and by between 2 to 4 percent between the wheelpaths. Because only limited densification occurred below this depth for lower–traffic-volume facilities, reducing the mix design level of air voids from 4 percent to 2 percent for the lower lifts was suggested so that lower initial voids could be obtained during construction. An evaluation of older pavements indicated that moisture damage to the lower pavement layers was typical; thus, a change in mix design procedures might also help improve durability by increasing the film thickness. Pavements with high traffic volumes (>50,000 ADT) consistently indicated an increase in voids over time in the upper lift [40 mm (1.5 in.)], little change in the middle 65 mm (2.5 in.), and a decrease in the bottom 65 mm (2.5 in.). The hypothesis suggested to explain these findings was that a loss of material in the upper lifts was occurring, most probably due to moisture damage as the upper, more permeable wear course, commonly used in Minnesota, allowed water trapping at the wear and binder course (i.e., less permeable) interface. A further investigation of in situ void changes on an interstate indicated that for a pavement constructed with the same fine gradation in all lifts, traffic compacted the mixtures in a manner similar to that in low-volume roads. When the initial in situ voids increased from around 7 percent to nearly 10 percent, the influence of traffic on the densification was substantially increased.

APA, Harvard, Vancouver, ISO, and other styles

Journal articles on the topic 'Pavements Australia Design and construction'

Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles