Flexible pavements usually consist of a bituminous surface under laid with a layer of granular material and a layer of a suitable mixture of coarse and fine materials. Traffic loads are transferred by the wearing surface to the underlying supporting materials through the interlocking of aggregates, the frictional effect of granular materials, and cohesion of fine materials. Rigid highway pavements are normally constructed of Portland cement concrete and may or may not have a base course between the subgrade and the concrete surface. The traffic class of flexible pavement is T6, it has been derived (with a total of ESAs on the order of 8.89 million over the design period). From the table given on ERA, for that class of traffic, it is readily apparent that the use of the design charts in the catalog of structures. From types of rigid pavement the selection is CRCP design in ERA method design consideration. Because CRCP shall basically be considered only for rather high design traffic (>30msa) so, the ESAL values is 85.41*106. They can also be included for less heavily trafficked schemes where the advantage of lower maintenance throughout the design life may be worthwhile. They are particularly suitable were settlement of the sub-soil is expected. For instance, for heavily traveled facilities in congested locations, the need to minimize the disruptions and hazard to traffic may dictate the selection of CRCP. The continuous reinforcement increases the resistances of slabs but the compressive strength remain limited and the slab is prone to expansion failure. It is thus preferable to cast CRCP slabs during the hottest time of the year to limit the potential of thermal expansion.
| Published in | Science Futures (Volume 2, Issue 4) |
| DOI | 10.11648/j.scif.20260204.12 |
| Page(s) | 225-245 |
| Creative Commons |
This is an Open Access article, distributed under the terms of the Creative Commons Attribution 4.0 International License (http://creativecommons.org/licenses/by/4.0/), which permits unrestricted use, distribution and reproduction in any medium or format, provided the original work is properly cited. |
| Copyright |
Copyright © The Author(s), 2026. Published by Science Publishing Group |
Flexible Pavement, Rigid Pavement, Traffic Analysis
| [1] | AASHTO. (2022). Guide for Design of Pavement Structures. American Association of State Highwayand Transportation Officials, Washington, D. C. |
| [2] | Ethiopian Roads Administration (ERA). (2022). Pavement Design Manual Volume I: Flexible Pavement Design. Addis Ababa, Ethiopia. |
| [3] | Ethiopian Roads Administration (ERA). (2023). Pavement Design Manual Volume II: Rigid Pavement Design. Addis Ababa, Ethiopia. |
| [4] | Huang, Y. H. (2022). Pavement Analysis and Design (3rd ed.). Pearson Education. |
| [5] | Garber, N. J., & Hoel, L. A. (2023). Traffic and Highway Engineering (6th ed.). Cengage Learning. |
| [6] | IRC. (2022). Guidelines for the Design of Flexible and Rigid Pavements. Indian Roads Congress. |
| [7] | Khanna, S. K., Justo, C. E. G., & Veeraragavan, A. (2022). Highway Engineering (11th ed.). Nem Chand & Bros. |
| [8] | Ministry of Transport Ethiopia. (2024). National Highway Development and Pavement Rehabilitation Strategy. Addis Ababa, Ethiopia. |
| [9] | Das, B. M., & Sobhan, K. (2022). Principles of Geotechnical Engineering (10th ed.). Cengage Learning. |
| [10] | Papagiannakis, A. T., & Masad, E. A. (2022). Pavement Design and Materials. Wiley. |
| [11] | Yoder, E. J., & Witczak, M. W. (2022). Principles of Pavement Design (3rd ed.). John Wiley & Sons. |
| [12] | Sharma, S. K. (2023). Transportation Engineering and Planning. S. Chand Publishing. |
| [13] | ASTM International. (2023). Standard Test Methods for Pavement Materials and Design. ASTM Publications. |
| [14] | OECD. (2022). Improving Transport Infrastructure and Pavement Sustainability. OECD Publishing. |
| [15] | World Bank. (2023). Road Infrastructure and Pavement Management in Developing Countries. Washington, D. C. |
| [16] | American Concrete Institute (ACI). (2022). Guide for Design and Construction of Concrete Pavements. ACI Committee Reports. |
| [17] | Federal Highway Administration (FHWA). (2024). Mechanistic-Empirical Pavement Design Guide: A Manual of Practice. U. S. Department of Transportation. |
APA Style
Teferi, H. G. (2026). Design of Flexible and Rigid Pavement Based on ERA Manual (2013) Empirical Method and Mechanistic Approaches: The Case of Study Dire Dawa – Harar. Science Futures, 2(4), 225-245. https://doi.org/10.11648/j.scif.20260204.12
ACS Style
Teferi, H. G. Design of Flexible and Rigid Pavement Based on ERA Manual (2013) Empirical Method and Mechanistic Approaches: The Case of Study Dire Dawa – Harar. Sci. Futures 2026, 2(4), 225-245. doi: 10.11648/j.scif.20260204.12
AMA Style
Teferi HG. Design of Flexible and Rigid Pavement Based on ERA Manual (2013) Empirical Method and Mechanistic Approaches: The Case of Study Dire Dawa – Harar. Sci Futures. 2026;2(4):225-245. doi: 10.11648/j.scif.20260204.12
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Download@article{10.11648/j.scif.20260204.12,
author = {Habtamu Girma Teferi},
title = {Design of Flexible and Rigid Pavement Based on ERA Manual (2013) Empirical Method and Mechanistic Approaches: The Case of Study Dire Dawa – Harar},
journal = {Science Futures},
volume = {2},
number = {4},
pages = {225-245},
doi = {10.11648/j.scif.20260204.12},
url = {https://doi.org/10.11648/j.scif.20260204.12},
eprint = {https://article.sciencepublishinggroup.com/pdf/10.11648.j.scif.20260204.12},
abstract = {Flexible pavements usually consist of a bituminous surface under laid with a layer of granular material and a layer of a suitable mixture of coarse and fine materials. Traffic loads are transferred by the wearing surface to the underlying supporting materials through the interlocking of aggregates, the frictional effect of granular materials, and cohesion of fine materials. Rigid highway pavements are normally constructed of Portland cement concrete and may or may not have a base course between the subgrade and the concrete surface. The traffic class of flexible pavement is T6, it has been derived (with a total of ESAs on the order of 8.89 million over the design period). From the table given on ERA, for that class of traffic, it is readily apparent that the use of the design charts in the catalog of structures. From types of rigid pavement the selection is CRCP design in ERA method design consideration. Because CRCP shall basically be considered only for rather high design traffic (>30msa) so, the ESAL values is 85.41*106. They can also be included for less heavily trafficked schemes where the advantage of lower maintenance throughout the design life may be worthwhile. They are particularly suitable were settlement of the sub-soil is expected. For instance, for heavily traveled facilities in congested locations, the need to minimize the disruptions and hazard to traffic may dictate the selection of CRCP. The continuous reinforcement increases the resistances of slabs but the compressive strength remain limited and the slab is prone to expansion failure. It is thus preferable to cast CRCP slabs during the hottest time of the year to limit the potential of thermal expansion.},
year = {2026}
}
TY - JOUR T1 - Design of Flexible and Rigid Pavement Based on ERA Manual (2013) Empirical Method and Mechanistic Approaches: The Case of Study Dire Dawa – Harar AU - Habtamu Girma Teferi Y1 - 2026/09/22 PY - 2026 N1 - https://doi.org/10.11648/j.scif.20260204.12 DO - 10.11648/j.scif.20260204.12 T2 - Science Futures JF - Science Futures JO - Science Futures SP - 225 EP - 245 PB - Science Publishing Group SN - 3070-6289 UR - https://doi.org/10.11648/j.scif.20260204.12 AB - Flexible pavements usually consist of a bituminous surface under laid with a layer of granular material and a layer of a suitable mixture of coarse and fine materials. Traffic loads are transferred by the wearing surface to the underlying supporting materials through the interlocking of aggregates, the frictional effect of granular materials, and cohesion of fine materials. Rigid highway pavements are normally constructed of Portland cement concrete and may or may not have a base course between the subgrade and the concrete surface. The traffic class of flexible pavement is T6, it has been derived (with a total of ESAs on the order of 8.89 million over the design period). From the table given on ERA, for that class of traffic, it is readily apparent that the use of the design charts in the catalog of structures. From types of rigid pavement the selection is CRCP design in ERA method design consideration. Because CRCP shall basically be considered only for rather high design traffic (>30msa) so, the ESAL values is 85.41*106. They can also be included for less heavily trafficked schemes where the advantage of lower maintenance throughout the design life may be worthwhile. They are particularly suitable were settlement of the sub-soil is expected. For instance, for heavily traveled facilities in congested locations, the need to minimize the disruptions and hazard to traffic may dictate the selection of CRCP. The continuous reinforcement increases the resistances of slabs but the compressive strength remain limited and the slab is prone to expansion failure. It is thus preferable to cast CRCP slabs during the hottest time of the year to limit the potential of thermal expansion. VL - 2 IS - 4 ER -
Surveying Engineering Department, College of Engineering, Assosa University, Assosa, Ethiopia
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