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The technical term for this (in the UK) is "deterrent paving" and its function is to discourage pedestrians, cyclists and drivers from being where they are not supposed to be. In the OP's photo, the paved area apparently is leading to a "dead end" which is divided from the roadway by a crash barrier - i.e. this is not a "footpath". From the photo on their ...


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Erosion, frost heaving, and suction are all ultimately caused by precipitation on the pavement. Precipitation is used in the following models: The Enhanced Integrated Climatic Model (EICM) uses precipitation to calculate the monthly Thornwaite Moisture Index (TMI). The TMI is used in calculating the equilibrium suction for the base and subgrade layers. The ...


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The allowable number of axle-load repetitions to failure, $N_f$ is used to calculate the incremental fatigue damage using Miner's law for each analysis interval (which is equal to one month, or two 15-day intervals if there is a freezing cycle in the month). ME pavement design procedure considers the following inputs in the damage calculation process: Truck ...


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RCCPave is the pavement design software tool for RCC, this is the guide that supports the software. http://members.cement.org/EBiz55/ProductCatalog/Product.aspx?ID=1626 I can’t find a download for the software though, must need to contact ACPA.


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Engineering decisions are fundamentally about problem solving. Thus, when asking, "Why not do [x] instead of [status quo]?" an answering question is: "What problem does [x] solve or what benefit does [x] provide versus existing designs?" If no satisfactory answer is forthcoming to the second question then that's the answer to the starting ...


1

The rigid calibration factors were not calibrated using the MERRA climatic data set. The application will automatically require NARR climatic inputs when rigid designs are selected. You can bypass this by creating "custom" climate files that use the MERRA data and then use those in your design. To create custom climate files you need to navigate to ...


1

The reason tiles or flagstone or any other finishing is not used for heavy trrafic areas is lack of strength and toughness. Even in the decks you have attached photos these tiles/ stones will crack and dislodge due to differential heat expansion, vibration and water penetration to adhesive layer. They require a much higher level of maintenance. For roads and ...


1

The JPCP CTE values in the MOP seems to reflect the old default CTE values based on the AASHTO TP 60-00 test method. An error was found in the testing procedure which was corrected using the AASHTO T 336 test method. The LTPP standard data release 25 included the CTE values obtained from the AASHTO T336 test procedure and the rigid pavement performance ...


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The thermal cracking model in Pavement ME Design prior to v2.3 only considered the predicted transverse cracks for the overlay layer and not the transverse cracks that reflected through the overlay layer that originated in the existing layer. The standard deviation equations which correspond to the transverse cracking model only, were removed from the ...


1

Pavement ME does not have an RCC pavement design module so using it to design RCC is not within the bounds of the design procedure. If we are talking general pavement performance principles, there is some similarity between RCC and undoweled jointed concrete pavement. You could use Pavement ME to look at the potential slab cracking for jointed concrete ...


1

The PCC Longitudinal Cracking coefficients in Pavement ME Design correspond to the short jointed plain concrete pavement overlay of existing AC design type (SJPCP over AC). This design type and its calibration coefficients were introduced in version 2.3 in July 2016. These slabs are typically 5x5, 6x6, 7x7 thinner than conventional PCC designs. Their typical ...


1

Please refer to the Manual of Practice for the Mechanistic-Empirical Pavement Design Guide (MEPDG). The following is an extract from that manual: Full-Depth Reclamation (In-Place Pulverization of Conventional Flexible Pavements) - Cold in-place recycling of the HMA and existing aggregate base layers, and hot in-place recycling of HMA. Cold in-place ...


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The FWD modulus results are an input for the existing asphalt layers. One value can be input and a grid is not necessary, as shown in your screenshot above. You should evaluate the backcalculated values for the asphalt layers and make sure the data you have is independent of temperature. The dynamic modulus of any asphalt layer is dependent on temperature ...


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In relation to MEPDG/AASHTOWare Pavement ME Design, the resilient modulus values for all base (granular, asphalt, concrete or cement treated) and subgrade layers are used to calculate a single base modulus which represent all base layers and a subgrade dynamic k-value representing all the subgrade layers. These values are computed through backcalculation as ...


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Pavement ME Design checks to see if the pavement construction date is within the entered climatic data range. If it is, the analysis uses that date. If the pavement construction date is not included in the entered climate data range, the analysis always uses the earliest month/day in the list that matches the pavement construction date. It does this so that ...


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Note that you can change the reliability for total fatigue cracking and total transverse cracking which includes the cracking in the existing AC layer that reflects through the AC overlay and new cracks that develop in the overlay. The reliability is set at 50 percent for new fatigue cracking in the AC overlay and new transverse cracks in the AC overlay. ...


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