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FHWA NHI-05-037 Federal Highway Administration May 2006 NHI Course No. 132040 The contents do not necessarily reflect policy of the Department of Transportation. This report does not constitute a standard, specification, or regulation. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein only because they are considered essential to the objective of this document. The manual covers the latest methods and procedures to address the geotechnical issues in pavement design, construction and performance for new construction, reconstruction, and rehabilitation projects. The influence and sensitivity of geotechnical inputs are reviewed with respect to the requirements in past and current AASHTO design guidelines and the mechanistic-empirical design approach developed under NCHRP 1-37A, including the three levels of design input quality. Geotechnical aspects in relation to construction, construction specifications, monitoring, and performance measurements are discussed. Rehabilitation vs. Reconstruction. The Concrete Pavement Road Map (Second Generation): Volume II, Tracks Reinforced Concrete Pavements Silica Reaction (ASR) in Transportation Structures Volume II-Test Protocol Performance: Products for Today and Tomorrow Specification for I-65 Tennessee: Final Report Demonstration Project Binders in Mixtures: High-Temperature Characterization Binders in Mixtures: Evaluation of Moisture Sensitivity Binders in Mixtures: Low-Temperature Properties Transferring Advanced Concrete Technology To Our Partners. If the reviews show that the SHAs have and are following an acceptable pavement design process, routine pavement design reviews of individual projects will not be required.
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To promote consistency in application of mechanistic-related design procedures, the Office of Pavement Technology will participate with the Resource Centers and Division Offices in reviewing and discussing these procedures with the State during their development. Highway agencies should pay particular attention to the following items in designing pavements.Load estimates should be based on representative current vehicle classification and truck weight data and anticipated growth in heavy truck volumes and weights.Weight information should be obtained using weigh-in-motion (WIM) equipment, for this data is more representative than data obtained using static enforcement scales, which are plagued with avoidance problems. States should continue to automate their monitoring program through installation of strategically placed automatic vehicle classification and WIM systems as soon as possible to improve the current base traffic data used to forecast future truck volumes and loads. It is anticipated that individual axle load information will be needed for future mechanistic-based design procedures. Changes in load factors should also be monitored and forecasted. The forecasting procedures should consider past trends and future economic activity in the area. A traffic data collection and forecasting program that identifies the most important truck types and the changes in numbers and weights of these truck types during the design period should provide realistic load estimates. Special attention needs to be given to subgrade uniformity and stiffness and the inclusion of subbase layers for pavements on the NHS. When the subgrade consists of fine grain clay or silt materials, stabilization of the upper 300 to 600 mm should be considered. In addition, the SHAs are encouraged to include a 200 to 600 mm thick granular subbase layer in NHS pavement foundations. In areas where frost penetration occurs, the subbase layer should be non-frost susceptible.
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Base courses should either be free draining or resistant to moisture related damage. The AASHTO guide strongly recommends that SHAs acquire the necessary equipment to measure (MR). SHAs who use (MR) values converted from CBR and R-value should conduct correlation studies using a range of soil types, saturation levels, and densities to determine realistic input values. The FHWA LTPP TECHBRIEF - Improved Guidance for Users of the 1993 AASHTO Flexible Pavement Design Procedures (FHWA-RD-97-091), dated August 1997, summarizes improved guidance for users of the 1993 AASHTO flexible pavement design procedures. LTPP TECHBRIEF - Phase 1: Validation of Guidelines for k-Value Selection and Concrete Performance Prediction (FHWA-RD-96-198), dated January 1997, and LTPP TECHBRIEF - Data Analysis, Validation of Guidelines for k-Value Selection and Concrete Pavement Performance Prediction (FHWA-RD-97-035), dated March 1998, provide updated guidance on selecting appropriate values for this factor. AASHTO has approved a modification to the 1986 and 1993 rigid pavement design equations that are discussed in these referenced publications and the 1998 Supplement to the AASHTO Guide for the Design of Pavement Structures. FHWA has developed a LTPP Website at: However, inadequate subsurface drainage continues to be a significant cause of pavement distress, particularly in portland cement concrete pavements. During the last 10 years, significant strides have been made in the development of positive drainage systems for new and reconstructed pavements. There have also been major developments in products and materials that can be used for retrofit longitudinal edgedrains. Accordingly, pavement design procedures need to consider the effects of moisture on the performance of the pavement.
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Where the drainage analysis or past performance indicates the potential for reduced service life due to saturated structural layers or pumping, the design needs to include positive measures to minimize that potential. NHI Course 13126, Pavement Subsurface Drainage, is being developed to provide updated guidance and will be available in 1999. Shoulders should be structurally capable of withstanding wheel loadings from encroaching truck traffic. On urban freeways or expressways, strong consideration should be given to constructing the shoulder to the same structural section as the mainline pavement. This will allow the shoulder to be used as a temporary detour lane during future rehabilitation or reconstruction. Constructing shoulders of the same materials as the mainline facilitates construction, reduces maintenance costs, improves mainline pavement performance, and provides additional flexibility for future rehabilitation. FHWA has developed a Rumble Strip Website at: and a CD-ROM of technical information on rumble strips.The design of both new and rehabilitated pavements should include an engineering and economic evaluation of alternative strategies and materials. The project specific analysis should be evaluated in light of the needs of the entire system. Economic considerations include an economic analysis based on Life Cycle Costs (LCC). The FHWA Final Policy Statement on LCC analysis published in the September 18, 1996, Federal Register provides guidance on LCC Analysis.LCCA identifies the long-term economic efficiency of competing pavement designs. However, the resulting numbers themselves are less important than the logical analysis framework fostered by LCCA in which the consequences of competing alternatives are evaluated. When performing LCCA for pavement design, the variability of input parameters needs to be considered.
The results of LCCA should be evaluated to determine whether differences in costs between competing alternatives are statistically significant. This evaluation is particularly important when the LCC analysis reflects relatively small economic differences between alternatives. Equivalent design implies that each alternative will be designed to perform equally, and provide the same level of service, over the same performance period and have similar life-cycle costs. It is essential that rehabilitation projects be properly engineered to achieve the best return possible for the money expended. When an existing pavement structure is sound, and the cost to restore serviceability is minor when compared to the cost of a new pavement structure or major rehabilitation, an engineering and economic analysis of alternative actions may not be necessary. In general, for all major rehabilitation projects, each of the following steps should be followed to properly analyze and design the project. Historical pavement condition data, obtained from the Pavement Management System (PMS), can provide good initial information. The tools necessary to analyze pavement failures, such as coring, boring, trenching, and deflection measurements, are well known, and need to be employed more often. The engineering analysis should consider the traffic loads, climate, materials, construction practices, and expected performance. The economic analysis should be based on life cycle costs and consider service life, initial cost, maintenance costs, user costs, and future rehabilitation requirements, including maintenance of traffic. The SHAs should consider a new distress survey if the original condition survey was sample based or if the survey is not current in terms of the time the project is scheduled to go to contract. Such factors as structural capacity, subgrade support, surface and subsurface drainage characteristics need to be considered and provided for in the final design.
A number of publications are available to guide the selection of these engineering techniques. There are also a number of excellent guides available from the asphalt and concrete industries. In addition, maintain adequate communication between the design, construction, and maintenance engineers. This will reinforce the intent of the design and provide feedback on project constructability, maintainability, and performance to aid timely evaluation of the selected rehabilitation alternative. Increased emphasis should be placed on developing basic as-constructed, performance monitoring, and maintenance cost data on rehabilitation techniques where this data is not presently available. This should include periodic analysis of wet weather crash rates on all standard surfacing types used. Each SHA's skid crash reduction program should include a systematic process to identify, analyze, and correct hazardous skid locations. Toole and Eller's memorandum dated November 12, 1996, summarizes FHWA's existing guidelines on surface related characteristics, including safety. Approximately 80 of all states use the AASHTO pavement design procedures, with the majority using the 1993 version. All versions of the AASHTO Design Guide are empirical design methods based on field performance data measured at the AASHO Road Test in 1958-60. Geotechnical inputs to the 1993 AASHTO design procedure are detailed in Chapter 5. Chapter 6 provides some design examples using the 1993 AASHTO procedures. Serviceability is defined in terms of the Present Serviceability Index, PSI, which varies between the limits of 5 (best) and 0 (worst).The structural design procedures for traffic are different for flexible and rigid pavement types. These procedures are summarized below in Sections C.2 and C.3, respectively. For simplicity, only the design procedures for new construction are summarized here.
The design procedures for reconstruction are similar, except that characterization of recycled materials may be required. See the 1993 AASHTO Guide for details of additional procedures ( e.g., determination of remaining structural life for overlay design) relevant to rehabilitation design. Equation (C.2) must be solved implicitly for the structural number SN as a function of the input parameters. The structural number SN is defined as: Note that there may be many combinations of layer thicknesses that can provide satisfactory SN values; cost and other issues must be considered to determine the optimal final design. It is equivalent to the time elapsed as a new, reconstructed, or rehabilitated pavement structure deteriorates from its initial serviceability to its terminal serviceability. It may be identical to the performance period. However, realistic performance limitations may require planned rehabilitation within the desired analysis period, in which case, the analysis period may encompass multiple performance periods. Analysis period in this context is synonymous with design life in the 1993 AASHTO Guide. AASHTO recommendations for analysis periods for different types of roads are summarized in Table C-1. Traffic analysis requires the evaluation of initial traffic volume, traffic growth, directional distribution, and traffic type. Detailed traffic analysis is beyond the scope of this reference manual. However, ESALs may be estimated using the following equation: It must account for uncertainties in traffic loading, environmental conditions, and construction materials. The AASHTO design method accounts for these uncertainties by incorporating a reliability level R to provide a factor of safety into the pavement design and thereby increase the probability that the pavement will perform as intended over its design life. The levels of reliability recommended by AASHTO for various classes of roads are summarized in Table C-2.
Rather, it is used to determine the standard normal deviate Z R. Values of Z R corresponding to selected levels of reliability are summarized in Table C-3. For flexible pavements, values for S 0 typically range between 0.35 and 0.50, with a value of 0.45 commonly used for design. Although PSI theoretically ranges between 5 and 0, the actual range for real pavements is between about 4.5 to 1.5. A typical value of p o for flexible pavements is 4.2. The terminal serviceability index p t is defined as the lowest serviceability that will be tolerated before rehabilitation or reconstruction becomes necessary. A terminal serviceability index of 2.5 or higher is recommended for design of major highways. Thus, a typical allowable serviceability loss due to traffic for flexible pavements can be expressed as: The resilient modulus M R is a basic material property that can be measured directly in the laboratory, evaluated in-situ from nondestructive tests, or estimated using various empirical relations as detailed in Chapter 5. The 1993 AASHTO Design Guide also incorporates a procedure for considering seasonal fluctuations in M R to determine a seasonally averaged value for use in design. This procedure is summarized in Section 5.4.3. Click here for text version of image For the example design scenario, a 30-year design life is specified. Equation (C.6) must be solved implicitly for the slab thickness D as a function of the input parameters. Reinforcement design is beyond the scope of this manual; refer to the 1993 AASHTO Guide for details on this. Refer to the 1993 AASHTO Design Guide or standard pavement engineering textbooks like Huang (2004) for determination of the truck factor. Thus, a typical allowable serviceability loss due to traffic for rigid pavements can be expressed as: The PCC parameters S c and E c are standard material properties; mean values should be used for the pavement design inputs.
The joint load transfer coefficient J is a function of the shoulder type and the load transfer condition between the pavement slab and shoulders; recommended values are summarized in Table C-4. See Section 5.5.1 for determination of the drainage coefficient C d. For the example design scenario, a 30-year design life is specified. Consequently, an iterative solution algorithm is required. The 1993 AASHTO Design Guide provides nomographs for the graphical evaluation of these equations. They can also be evaluated easily using a spreadsheet, e.g., via the Solver tool in Microsoft Excel. DARWin, a comprehensive software program tied to the 1993 AASHTO Design Guide procedures, is also available through AASHTO. Additional information on DARWin can be found at Unbound layer thicknesses are rounded to the nearest inch. Return to Text. Need to earn some extra PDHs? ???? ?? Take a look at the courses available through AASHTO's TC3 program. Learn more:. This includes a link to direct visitors to the AASHTO Journal website. New Knovel Search Widget Add a Knovel search bar to your internal resource page. New Knovel Integrations Learn about Knovel workflow integrations with engineering software and information discovery platforms. New Excel Add-in One-click access to Knovel’s search and unit conversion tools. Promotional Toolkit Access promotional content and links to illustrate the power of Knovel Search and analytical tools for your end users Knovel Steam Calculators Online Knovel Steam Calculators based on IAPWS IF-97. However, it seems JavaScript is either disabled or not supported by your browser. Please enable JavaScript by changing your browser options, then try again. Knovel subscription is supported by. All rights reserved. To decline or learn more, visit our Cookies page. View In: Mobile Desktop Feedback. Many hours have and are being spent rewriting this manual with the goal of creating a user-friendly, accurate document.
As chapters are finalized, they will be posted to this page. If you are in possession of a hardcopy of the 1999 manual, the Department asks that you exchange the existing chapter with the rewrite. As you use the chapter rewrites, please note and submit any changes or corrections to the e-mail address listed below. To view PDF files, you will need the Adobe Acrobat Reader which is available for free from Adobe at www.adobe.com Request for Public Hearing Checklist Our mission is to plan, construct, and maintain the best possible transportation system and State facilities in the most efficient and economical manner utilizing quality management techniques consistent with available resources and mandated controls. This manual should not supersede the application of sound engineering principles by experienced design professionals. Directives from the NHDOT office and FHWA, books, publications and other related material may need to be referred to for further details, clarification, or interpretations. Subsequent Official Issuances by the NHDOT may supersede portions of the material in this manual. Known holders of the bound 1999 Version of the Highway Design Manual will be notified, as changes are made available. Consequently, instructions in this document are not intended to preclude the exercise of individual initiative and engineering judgment in reaction to site-specific conditions. It is important that there be consistency statewide in the application of this manual. The objective is uniformity of design for the same or similar conditions. Justifications for variations from this manual are to be appropriately documented. Anyone relying on such information must bear the risk that the information downloaded previously may not be the most current version available. It is the user's responsibility to check often for updates.
It providesIn general, theFor projects on the state highway systemGuidelines for the design of hydraulic structuresFor regional mobility authority (RMA),There is a national standard to assure only thoseFor RMA, toll and pass-through financedLower maintenance requirements alsoFor RMA, toll and pass-through financedPolicies and proceduresThe plan must be consistentSpecifications and special provisions for highwayTxDOT maintains NOTE: FHWA approves the use of In addition, it requires allIf the LG desires to propose alternate. Please try again.Please try again.Please try again. The contents of this report reflect the views of Terrel, Epps, and Associates, which is responsible for the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policy of the Department of Transporation. Information is included which will allow the pavement design engineer to determine the thickness of stabilized layer (s) for a pavement in a specific climate and subjected to definable highway traffic. The construction engineer will find information on quality control, specifications and construction sequences. The materials engineer has been provided with information that will allow the determination of the type and amount of stabilizers that are suitable for a particular soil. The manual has not been written to endorse one type of a chemical stabilizer over another.Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. Register a free business account To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. Please try again later. Aung Htun 5.0 out of 5 stars The construction engineer will find information on quality control, specifications and construction sequences.
The manual has not been written to endorse one type of a chemical stabilizer over another. Nor is it intended to provide the specific features of one manufacturer's products. Rather, it explains the general characteristics of chemical soil stabilization and offers a method for evaluating the benefits of chemical stabilization versus the conventional mechanical stabilization operations. A thorough study of the manual should enable the engineer to recommend where, when and how soil stabilization should be used. SELECTION OF STABILIZER TYPE A. Introduction R. Review of Existing Guides Lime Stabilization Fly-Ash Stabilization Cement Stabilization Asphalt Stabilization Combination Stabilizers C. Summary of Criteria for Selecting Stabilizing Agents III. PAVEMENT THICKNESS DESIGN A. Introduction B. AASHO Interim Guide Terminal Serviceability Index Typical Strength Coefficients Soil Support Regional Factor Traffic Loading Use of the Design Charts Applicability to Stabilized Bases C. Multilayer Elastic Design Typical Materials Properties Traffic Loading Design Criteria Fatigue Resistance Multilayer Computer Programs Other Elastic Layer Design Approaches Shell Method Chevron Method Discussion of Chevron Procedure D. Other Pavement Design Methods California Method Asphalt Institute Method E. Subbases for Rigid Pavements F. Minimum Layer Thickness IV. CONSTRUCTION A. Introduction B. Mixed-In-Place Subgrade Stabilization Subbase and Base Course Stabilization C. Central Plant Receiving and Storage of Materials Mixing Hauling Spreading Compaction D. Safety Precautions V. EXAMPLE PROBLEMS A. Design Example 1 B. Design Example 2 C. Design Example 3 VI. For major highways in Europe and the United States (US), use of the shoulder as a part-time lane is becoming progressively common and may be a solution to growing traffic on lower roadway classifications. This approach is known as hard shoulder running internationally and part-time shoulder use (PTSU) in the US.
For interstates or other major highways, the shoulder design is a full-depth paved shoulder, the same pavement cross-section as the mainline lanes, and is structurally sound. For arterials and collectors, the shoulder design commonly has a different pavement cross-section from the mainline lanes, a partial-depth paved shoulder design. This study focused on evaluating the design strength of typical partial-depth paved shoulder designs in the US for PTSU using the American Association of State Highway and Transportation Officials (AASHTO) Guidelines for Design of Pavement Structures 1993 design. The study sites were also redesigned according to the AASHTO design methodology to handle the PTSU design traffic volumes. This study found that two of the nine states evaluated could withstand PTSU with minor to no reconstruction. Publication FHWA-HOP-15-023. Federal Highway Administration, U.S. Department of Transportation, Washington, D.C., February 2016. Publication VTRC 09-R10. Virginia Transportation Research Council, Virginia, 2009. Development of Modeling Capabilities of Shoulders Using Part-Time Travel Lanes. Ministry of Transport, Public Works and Water Management, Directorate-General of Public Works and Water Management, The Netherlands, Presentation to PCM Scan Team, AVV Transport Research Centre, Rotterdam, June 2006. Long-Term Pavement Performance Program. Missouri Study RI04-002, Missouri Department of Transportation, Missouri, 2009. VTRC 09-R18. Virginia Transportation Research Council, Virginia, 2009. For the full website experience, please update your browser to one of theIt could be because it is not supported, or that JavaScript is intentionally disabled. Some of the features on CT.gov will not function properly with out javascript enabled. Perspectives expressed are those of their authors and do not necessarily reflect that of the CP Tech Center or its representatives.
Any questions should be directed to Tom Yu, FHWA Pavement Design Program Manager, or a given resource’s listed contact. Perspectives expressed are those of their authors and do not necessarily reflect that of the CP Tech Center or its representatives. Any questions should be directed to a given resource’s listed contact or Tom Yu, FHWA Pavement Design Program Manager. Perspectives expressed are those of their authors and do not necessarily reflect that of the CP Tech Center or its representatives. Any questions should be directed to a given resource’s listed contact or Tom Yu, FHWA Pavement Design Program Manager. The Federal Highway Administration, U.S. Department of Transportation, Washington, D.C. AASHTO. The American Association of State Highway and Transportation Officials, Washington, D.C. TRB. The Transportation Research Board, National Academy of Sciences, Washington, D.C. ITE. The Institute of Transportation Engineers, Washington, D.C. States. Most states have roadway design manuals, maintenance manuals, traffic control device manuals, and a publication with a title such as Standard Specifications for Constructing Roadways and Bridges. Of these organizations, the AASHTO publications are the most important when discussing design issues, the FHWA publications are most important when dealing with traffic control issues, and the ITE, TRB, and state publications cover a broad range of subjects that relate to roadway safety. Roadway Design AASHTO, founded in 1914, has promulgated formal roadway design standards since 1940. Generally accepted roadway design standards prior to 1940 can be found both in the textbooks of the time and some of the early annual proceedings of the predecessor American Association of Highway Officials (AASHO).
Although the more current AASHTO design policies have disclaimers that say the publications do not represent standards, these AASHTO publications not only continue to reflect current thinking about both minimally acceptable and desirable roadway design dimensions, but also they are recognized worldwide as the best definition of good roadway design practice. Roadway Maintenance Defined as the care of existing roadbeds, pavements, signs, markings, signals, and other existing safety devices, roadway maintenance is discussed in most major roadway references. This subject is most clearly addressed in the 1999 AASHTO Maintenance Manual and the 2000 Roadway Maintenance Manual of the American Public Works Association (APWA). Traffic Control Devices The FHWA is the caretaker of standards for traffic control devices including signs, signals, and markings. The Manual on Uniform Traffic Control Devices (MUTCD) is part of Title 23 of the U.S. Code and requires all states to adopt its provisions to insure the uniform application of traffic control devices on all public roadways. Some states adopt the national MUTCD by legislative reference; other states prepare their own MUTCDs, usually replicating the national manual but with added specificity. The most recent full edition of the MUTCD was published in 2001. The previous edition of the MUTCD was in 1988, with an additional revision of Part VI, on construction and maintenance work zones published in 1993. In addition to specifying the uniform application of traffic signs, signals, and markings on all public roads, the MUTCD covers the special location topics of work zones, rail-highway grade crossings, pedestrian and school crossings, and bikeways. The Traffic Control Devices Handbook (TCDH), published in 2001 by FHWA, is a special adjunct to the MUTCD.