This document outlines the content for a course on pavement design called CEE320 at Washington State University. It covers topics such as the purpose and significance of pavements, types of pavement materials and structures, design methods, and an example design problem. The course will discuss flexible and rigid pavements, parameters for pavement design, and use the AASHTO and WSDOT design methods. References for further information are also provided.
Introduction of Pavement Design
Functions of the Pavement
Requirement of Pavement
Types of Pavement
Component of Flexible Pavement
Load Distribution
types of failure
The Benkelman beam is the simplest and the oldest deflection
test device, developed in the United States in the mid-1950s. Its used to measure the structural capacity of a flexible pavement.
Types of Pavements, Layers present in the pavements, Stresses on the rigid pavements, wheel load, repetitions etc.. and Indian Standard Method of design of Rigid Pavements.
Introduction of Pavement Design
Functions of the Pavement
Requirement of Pavement
Types of Pavement
Component of Flexible Pavement
Load Distribution
types of failure
The Benkelman beam is the simplest and the oldest deflection
test device, developed in the United States in the mid-1950s. Its used to measure the structural capacity of a flexible pavement.
Types of Pavements, Layers present in the pavements, Stresses on the rigid pavements, wheel load, repetitions etc.. and Indian Standard Method of design of Rigid Pavements.
A highway pavement is a structure consisting of superimposed layers of processed materials above the natural soil sub-grade, whose primary function is to distribute the applied vehicle loads to the sub-grade. The pavement structure should be able to provide a surface of acceptable riding quality, adequate skid resistance, favorable light reflecting characteristics, and low noise pollution.
Design of rigid pavements. IRC method of design of rigid pavement. Transportation Engineering. Civil Engineering. Wheel loads on rigid pavement. Action of various stresses on rigid pavement. Highway engineering. How rigid pavements different from flexible pavements
Types of Pavements, Layers present in the pavements, Stresses on the rigid pavements, wheel load, repetitions etc.. and Indian Standard Method of design of Rigid Pavements.
A highway pavement is a structure consisting of superimposed layers of processed materials above the natural soil sub-grade, whose primary function is to distribute the applied vehicle loads to the sub-grade. The pavement structure should be able to provide a surface of acceptable riding quality, adequate skid resistance, favorable light reflecting characteristics, and low noise pollution.
Design of rigid pavements. IRC method of design of rigid pavement. Transportation Engineering. Civil Engineering. Wheel loads on rigid pavement. Action of various stresses on rigid pavement. Highway engineering. How rigid pavements different from flexible pavements
Types of Pavements, Layers present in the pavements, Stresses on the rigid pavements, wheel load, repetitions etc.. and Indian Standard Method of design of Rigid Pavements.
There are different types of pavement, highways, streets and local roads and parking lots, and each require a different design method. This presentation explains through the differences and then goes into detail specifically as to the method for designing concrete parking lots. The presentation ends with a brief discussion of the "new realities" in paving as concrete and asphalt are now essentially equal on first costs.
Culvert Design 201 Structural Design, Durability & ApplicationsPath Marketing Inc.
Randy McDonald, Armtec Drainage’s Director of Engineering and Frank Klita, Senior Sales Representative build on the basics of culvert design covered in Culvert Design 101 and will focus in- depth on the structural design of culverts. Additionally, the presenters will review considerations and best practices for culvert installations.
You'll Learn:
Culvert types & applications
- Structural design of culverts and buried structures as per CHBDC (Canadian Highway Bridge Design Code) methods
- Installation best practices
- Review of applications across Canada
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We have compiled the most important slides from each speaker's presentation. This year’s compilation, available for free, captures the key insights and contributions shared during the DfMAy 2024 conference.
Immunizing Image Classifiers Against Localized Adversary Attacksgerogepatton
This paper addresses the vulnerability of deep learning models, particularly convolutional neural networks
(CNN)s, to adversarial attacks and presents a proactive training technique designed to counter them. We
introduce a novel volumization algorithm, which transforms 2D images into 3D volumetric representations.
When combined with 3D convolution and deep curriculum learning optimization (CLO), itsignificantly improves
the immunity of models against localized universal attacks by up to 40%. We evaluate our proposed approach
using contemporary CNN architectures and the modified Canadian Institute for Advanced Research (CIFAR-10
and CIFAR-100) and ImageNet Large Scale Visual Recognition Challenge (ILSVRC12) datasets, showcasing
accuracy improvements over previous techniques. The results indicate that the combination of the volumetric
input and curriculum learning holds significant promise for mitigating adversarial attacks without necessitating
adversary training.
CW RADAR, FMCW RADAR, FMCW ALTIMETER, AND THEIR PARAMETERSveerababupersonal22
It consists of cw radar and fmcw radar ,range measurement,if amplifier and fmcw altimeterThe CW radar operates using continuous wave transmission, while the FMCW radar employs frequency-modulated continuous wave technology. Range measurement is a crucial aspect of radar systems, providing information about the distance to a target. The IF amplifier plays a key role in signal processing, amplifying intermediate frequency signals for further analysis. The FMCW altimeter utilizes frequency-modulated continuous wave technology to accurately measure altitude above a reference point.
About
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Technical Specifications
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
Key Features
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface
• Compatible with MAFI CCR system
• Copatiable with IDM8000 CCR
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
Application
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Hierarchical Digital Twin of a Naval Power SystemKerry Sado
A hierarchical digital twin of a Naval DC power system has been developed and experimentally verified. Similar to other state-of-the-art digital twins, this technology creates a digital replica of the physical system executed in real-time or faster, which can modify hardware controls. However, its advantage stems from distributing computational efforts by utilizing a hierarchical structure composed of lower-level digital twin blocks and a higher-level system digital twin. Each digital twin block is associated with a physical subsystem of the hardware and communicates with a singular system digital twin, which creates a system-level response. By extracting information from each level of the hierarchy, power system controls of the hardware were reconfigured autonomously. This hierarchical digital twin development offers several advantages over other digital twins, particularly in the field of naval power systems. The hierarchical structure allows for greater computational efficiency and scalability while the ability to autonomously reconfigure hardware controls offers increased flexibility and responsiveness. The hierarchical decomposition and models utilized were well aligned with the physical twin, as indicated by the maximum deviations between the developed digital twin hierarchy and the hardware.
4. CEE320
Winter2006
Pavement Significance
• How much pavement?
– 3.97 million centerline miles in U.S.
– 2.5 million miles (63%) are paved
– 8.30 million lane-miles total
– Largest single use of HMA and PCC
• Costs
– $20 to $30 billion spent annually on pavements
– Over $100 million spent annually in WA
9. CEE320
Winter2006
Pavement Condition
• Defined by users (drivers)
• Develop methods to relate physical
attributes to driver ratings
• Result is usually a numerical scale
From the AASHO Road Test
(1956 – 1961)
11. CEE320
Winter2006
Present Serviceability Index (PSI)
• Values from 0 through 5
• Calculated value to match PSR
( ) PCSVPSI +−+−= 9.01log80.141.5
SV = mean of the slope variance in the two wheelpaths
(measured with the CHLOE profilometer or BPR Roughometer)
C, P = measures of cracking and patching in the pavement surface
C = total linear feet of Class 3 and Class 4 cracks per 1000 ft2
of pavement area.
A Class 3 crack is defined as opened or spalled (at the surface) to a width of
0.25 in. or more over a distance equal to at least one-half the crack length.
A Class 4 is defined as any crack which has been sealed.
P = expressed in terms of ft2
per 1000 ft2
of pavement surfacing.
FYI – NOT TESTABLE
14. CEE320
Winter2006
Subgrade
• Characterized by strength
and/or stiffness
– California Bearing Ratio (CBR)
• Measures shearing resistance
• Units: percent
• Typical values: 0 to 20
– Resilient Modulus (MR)
• Measures stress-strain relationship
• Units: psi or MPa
• Typical values: 3,000 to 40,000 psi
Picture from University of Tokyo Geotechnical Engineering Lab
15. CEE320
Winter2006
Subgrade
Some Typical Values
Classification CBR MR (psi) Typical Description
Good ≥ 10 20,000
Gravels, crushed stone and sandy
soils. GW, GP, GM, SW, SP, SM
soils are often in this category.
Fair 5 – 9 10,000
Clayey gravel and clayey sand, fine
silt soils. GM, GC, SM, SC soils are
often in this category.
Poor 3 – 5 5,000
Fine silty sands, clays, silts, organic
soils. CL, CH, ML, MH, CM, OL, OH
soils are often in this category.
17. CEE320
Winter2006
Load Quantification
• Equivalent Single Axle Load (ESAL)
– Converts wheel loads of various magnitudes and repetitions
("mixed traffic") to an equivalent number of "standard" or
"equivalent" loads
– Based on the amount of damage they do to the pavement
– Commonly used standard load is the 18,000 lb. equivalent
single axle load
• Load Equivalency
– Generalized fourth power approximation
factordamagerelative
lb.000,18
load
4
=
19. CEE320
Winter2006
LEF Example
The standard axle weights for a standing-room-only loaded Metro
articulated bus (60 ft. Flyer) are:
Axle Empty Full
Steering 13,000 lb. 17,000 lb.
Middle 15,000 lb. 20,000 lb.
Rear 9,000 lb. 14,000 lb.
Using the 4th
power approximation, determine the total equivalent
damage caused by this bus in terms of ESALs when it is empty. How
about when it is full?
21. CEE320
Winter2006
Pavement Types
• Flexible Pavement
– Hot mix asphalt (HMA) pavements
– Called "flexible" since the total pavement structure
bends (or flexes) to accommodate traffic loads
– About 82.2% of paved U.S. roads use flexible pavement
– About 95.7% of paved U.S. roads are surfaced with HMA
• Rigid Pavement
– Portland cement concrete (PCC) pavements
– Called “rigid” since PCC’s high modulus of elasticity
does not allow them to flex appreciably
– About 6.5% of paved U.S. roads use rigid pavement
32. CEE320
Winter2006
Terms – Flexible
• W18 (loading)
– Predicted number of ESALs over the pavement’s life.
• SN (structural number)
– Abstract number expressing structural strength
– SN = a1D1 + a2D2m2 + a3D3m3 + …
• ΔPSI (change in present serviceability index)
– Change in serviceability index over the useful pavement life
– Typically from 1.5 to 3.0
• MR (subgrade resilient modulus)
– Typically from 3,000 to 30,000 psi (10,000 psi is pretty good)
33. CEE320
Winter2006
Terms – Rigid
• D (slab depth)
– Abstract number expressing structural strength
– SN = a1D1 + a2D2m2 + a3D3m3 + …
• S’c (PCC modulus of rupture)
– A measure of PCC flexural strength
– Usually between 600 and 850 psi
• Cd (drainage coefficient)
– Relative loss of strength due to drainage characteristics
and the total time it is exposed to near-saturated conditions
– Usually taken as 1.0
34. CEE320
Winter2006
Terms – Rigid
• J (load transfer coefficient)
– Accounts for load transfer efficiency
– Lower J-factors = better load transfer
– Between 3.8 (undoweled JPCP) and 2.3 (CRCP with tied
shoulders)
• Ec (PCC elastic modulus)
– 4,000,000 psi is a good estimate
• k (modulus of subgrade reaction)
– Estimates the support of the PCC slab by the underlying
layers
– Usually between 50 and 1000 psi/inch
35. CEE320
Winter2006
Reliability
X = Probability distribution of stress
(e.g., from loading, environment, etc.)
Y = Probability distribution of strength
(variations in construction, material, etc.)
Probability
Stress/Strength
Reliability = P [Y > X] [ ] ( ) ( ) dxdyyfxfXYP
x
yx
=> ∫∫
∞∞
∞−
39. CEE320
Winter2006
New AASHTO Method
• Mechanistic-empirical
• Can use load spectra (instead of ESALs)
• Computationally intensive
– Rigid design takes about 10 to 20 minutes
– Flexible design can take several hours
40. CEE320
Winter2006
Design Example – Part 1
A WSDOT traffic count on Interstate 82 in Yakima gives the following
numbers:
Parameter Data WSDOT Assumptions
AADT 18,674 vehicles
Singles 971 vehicles 0.40 ESALs/truck
Doubles 1,176 vehicles 1.00 ESALs/truck
Trains 280 vehicles 1.75 ESALs/truck
Assume a 40-year pavement design life with a 1% growth rate
compounded annually. How many ESALs do you predict this pavement
will by subjected to over its lifetime if its lifetime were to start in the same
year as the traffic count?
( )( )
i
iP
Total
n
11 −+
=
41. CEE320
Winter2006
Design Example – Part 2
Design a flexible pavement for this number of ESALs using (1) the
WSDOT table, and (2) the design equation utility in the WSDOT
Pavement Guide Interactive. Assume the following:
•Reliability = 95% (ZR = -1.645 , S0 = 0.50)
•ΔPSI = 1.5 (p0 = 4.5, pt = 3.0)
•2 layers (HMA surface and crushed stone base)
HMA coefficient = 0.44, minimum depth = 4 inches
Base coefficient = 0.13, minimum depth = 6 inches
Base MR = 28,000 psi
•Subgrade MR = 9,000 psi
42. CEE320
Winter2006
Design Example – Part 3
Design a doweled JPCP rigid pavement for this number of ESALs
using (1) the WSDOT table, and (2) the design equation utility in the
WSDOT Pavement Guide Interactive. Assume the following:
•Reliability = 95% (ZR = -1.645 , S0 = 0.40)
•ΔPSI = 1.5 (p0 = 4.5, pt = 3.0)
•EPCC = 4,000,000 psi
•S’C = 700 psi
•Drainage factor (Cd) = 1.0
•Load transfer coefficient (J) = 2.7
•Modulus of subgrade reaction (k) = 400 psi/in
HMA base material
43. CEE320
Winter2006
Primary References
• Mannering, F.L.; Kilareski, W.P. and Washburn, S.S. (2005).
Principles of Highway Engineering and Traffic Analysis, Third
Edition. Chapter 4
• Muench, S.T.; Mahoney, J.P. and Pierce, L.M. (2003) The
WSDOT Pavement Guide Interactive. WSDOT, Olympia, WA.
http://guides.ce.washington.edu/uw/wsdot
• Muench, S.T. (2002) WAPA Asphalt Pavement Guide. WAPA,
Seattle, WA. http://www.asphaltwa.com
Editor's Notes
A look at what pavement condition is?
Need to ask what is good, what is bad and how do we know?
Empty
(13,000/18,000)4 = 0.272
(15,000/18,000)4 = 0.482
(9,000/18,000)4 = 0.063
Total = 0.817 ESALs
Full
(17,000/18,000)4 = 0.795
(20,000/18,000)4 = 1.524
(14,000/18,000)4 = 0.366
Total = 2.685 ESALs
Increase in total weight = 14,000 lb. (about 80 people) or 39%
Increase in ESALs is 1.868 (229%)
More in pavement guide interactive
Stevens Way will be fixed form starting in May
First year ESALs
ESALs in traffic count year = 0.40(971) + 1.00(1176) + 1.75(280) = 2,054.4 ESALs/day
Total ESALs = 2,054.4 × 365 = 749,856
In 40 years
Total ESALs = 749,856((1+0.01)40-1)/0.01 = 36,657,740 ESALs
By the Table
Reliability = 95%
Design period ESALs = 25 to 50 million
Subgrade condition = Average
HMA surface course = 0.35 ft.
HMA base course = 0.75 ft.
Crushed stone = 0.45 ft.
Total depth of HMA = 1.1 ft = 13 inches
Total depth of base = 0.45 ft. = 5.4 inches BUT this must be rounded up to the minimum of 6 inches
SN = 0.44(13 inches) + 0.13(6 inches) = 6.50
With the utility:
Initial answer is 10 inches HMA, 13 inches base
SN = 0.44(10 inches) + 0.13(13 inches) = 6.09
Differences due to standard table assumptions
But, if we change HMA to 13 inches we get the same answer
Table method:
Doweled joints, HMA base material
25 to 50 million ESALs
Reliability = 95%
0.97 ft. = 12 inches
Utility method
11.5 inches rounded up to 12 inches