FLEXIBLE PAVEMENT

DESIGN MANUAL

OFFICE OF DESIGN, PAVEMENT MANAGEMENT SECTION

SEPTEMBER 2016
TALLAHASSEE, FLORIDA
Topic #625-010-002
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TABLE OF CONTENTS

Section Title Page No.

1.0 INTRODUCTION 1-1

1.1 PURPOSE 1-1
1.2 AUTHORITY 1-1
1.3 GENERAL 1-1
1.4 SCOPE 1-2
1.5 FLEXIBLE PAVEMENT DESIGN MANUAL 1-2
ORGANIZATION AND REVISIONS
1.5.1 Background 1-2
1.5.2 References 1-2
1.5.3 Florida Conditions 1-3
1.5.4 Appendices 1-3
1.6 DISTRIBUTION 1-4
1.7 PROCEDURE FOR REVISIONS & UPDATES 1-4
1.8 TRAINING 1-5
1.9 FORMS 1-5

2.0 DEFINITIONS 2-1

2.1 PAVEMENT SYSTEM 2-1
2.2 AASHTO DESIGN EQUATION 2-4
2.2.1 Variables 2-4
2.2.2 Constants 2-6
2.2.3 Unknowns 2-7
2.3 TERMS 2-7

3.0 PAVEMENT THICKNESS DESIGN PROCESS 3-1

3.1 DESIGN SOURCE 3-1
3.2 DESIGN PERIODS 3-5
3.3 DISTRICT COORDINATION 3-5
3.4 QUALITY 3-6
3.5 GUIDELINES FOR DESIGN/BUILD PROJECTS 3-6

4.0 FRICTION COURSE POLICY 4-1

4.1 FRICTION COURSE OPTIONS 4-1

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Section Title Page No.

4.2 FRICTION COURSES 12.5 AND 9.5 (FC-12.5 and 4-4

FC-9.5)
4.3 FRICTION COURSE 5 (FC-5) 4-4

5.0 PAVEMENT THICKNESS DESIGN PROCESS 5-1

FOR NEW CONSTRUCTION or
RECONSTRUCTION
5.1 OVERVIEW 5-1
5.2 REQUIRED STRUCTURAL NUMBER (SNR) 5-1
CALCULATIONS USING THE AASHTO DESIGN
GUIDE
5.2.1 Design Example 5-2
5.2.2 Design Base Highwater Clearance 5-3
5.2.3 Laboratory Resilient Modulus (MR) 5-3
5.2.4 Resilient Modulus (MR) From LBR 5-6
5.3 LAYER THICKNESS CALCULATIONS FOR 5-11
NEW CONSTRUCTION
5.4 BINDER SELECTION ON THE BASIS OF TRAFFIC 5-12
SPEED AND TRAFFIC LEVEL
5.5 NEW CONSTRUCTION DESIGN SAMPLE 5-19
PROBLEM
5.6 DESIGN CONSIDERATIONS 5-24
5.6.1 Stabilized Subgrade 5-24
5.6.2 Base 5-25
5.6.3 Asphalt Base Curb Pad 5-27
5.6.4 Structural Course 5-27
5.6.5 Traffic Levels 5-28
5.6.6 Layer Thickness 5-28
5.6.7 Ramp Design 5-33

6.0 PAVEMENT WIDENING 6-1

6.1 REQUIREMENTS 6-1
6.2 STRUCTURAL COURSE 6-1
6.3 BASE AND SUBGRADE 6-3
6.4 STABILIZATION 6-3
6.5 LABORATORY RESILIENT MODULUS (MR) 6-3
6.6 WIDENING DESIGN SAMPLE PROBLEM 6-4

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Section Title Page No.

7.0 PAVEMENT THICKNESS DESIGN PROCESS 7-1

FOR REHABILITATION PROJECTS
7.1 OVERVIEW 7-1
7.2 REQUIRED STRUCTURAL NUMBER (SNR) 7-1
CALCULATIONS USING THE AASHTO DESIGN
7.3 RESILIENT MODULUS (MR) VARIATIONS 7-1
7.3.1 Resilient Modulus (MR) From 7-3
Nondestructive Testing
7.3.2 Resilient Modulus (MR) From LBR 7-3
7.4 EVALUATING THE EXISTING STRUCTURAL 7-7
NUMBER (SNE)
7.4.1 Field Testing 7-7
7.4.2 Data Collection 7-8
7.4.3 Pavement Evaluation 7-8
7.4.4 Reduced Layer Coefficients 7-9
7.5 MILLING 7-13
7.5.1 Candidate Projects 7-13
7.5.2 Pavement Coring and Sampling 7-14
7.5.3 Variable Depth Milling 7-15
7.5.4 Cross Slope 7-15
7.5.5 Rutted Pavement 7-16
7.5.6 Milling Depth 7-16
7.6 CALCULATING THE STRUCTURAL OVERLAY 7-17
NUMBER (SNO)
7.7 OVERLAY DESIGN SAMPLE PROBLEM 7-18
7.8 SPECIAL CONSIDERATIONS FOR 7-21
REHABILITATION PROJECTS
7.8.1 Payment of Structural Course 7-22
7.8.2 Overbuild 7-22
7.8.3 Operational Projects 7-23
7.8.4 Functional Overlays 7-23
7.8.5 Crack Relief Layers 7-24

8.0 SHOULDER DESIGN 8-1

8.1 DESIGN GUIDANCE 8-1

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APPENDICES

Appendix Title Page No.

A.0 DESIGN TABLES A-1

A.1 INSTRUCTIONS A-1

B.0 FLEXIBLE PAVEMENT DESIGN QUALITY B-1

CONTROL PLAN
B.1 QUALITY CONTROL PLAN B-1
B.2 DEFINITIONS B-1
B.3 RESPONSIBILITY B-1
B.4 FLEXIBLE PAVEMENT DESIGNS B-2
B.4.1 Minimum Requirements B-2
B.4.2 Distribution B-3
B.4.3 Revisions B-4
B.4.4 Documentation B-5
B.5 DISTRICT QUALITY CONTROL B-5
B.6 QUALITY ASSURANCE REVIEWS B-6
B.7 PAVEMENT DESIGN UPDATES B-6
Flexible Pavement Design Quality Control B-7
Checklist
Florida Department of Transportation B-10
Flexible Pavement Design Summary Sheet

C.0 MECHANISTIC-EMPIRICAL PAVEMENT C-1

DESIGN GUIDE

D.0 ESTIMATING DESIGN 18-KIP EQUIVALENT D-1

SINGLE AXLE LOADS (ESALD)
D.1 BACKGROUND D-1
D.2 BASIC EQUATION D-3
D.3 SAMPLE PROBLEMS D-6
D.3.1 Sample Problem #1 D-6
D.3.2 Sample Problem #2 D-9

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FIGURES

Figure Title Page No.

2.1 ROADWAY TYPICAL SECTION 2-3

3.1 AASHTO DESIGN EQUATION for 3-2

FLEXIBLE PAVEMENT

3.2 AASHTO DESIGN EQUATION INPUT for 3-3

FLEXIBLE PAVEMENT

3.3 FLEXIBLE PAVEMENT DESIGN VARIABLES 3-4

4.1-4.2 ILLUSTRATIONS SHOWING LIMITS of 4-6 -

FRICTION COURSE-5 (FC-5) at 4-7
INTERMEDIATE MEDIAN CROSSOVER

4.3 ILLUSTRATION SHOWING LIMITS of 4-8

FRICTION COURSE-5 (FC-5) at MEDIAN AREAS
of LOW VOLUME INTERSECTIONS

6.1 WIDENING DETAIL for SAMPLE PROBLEM 6-7

7.1 FLEXIBLE PAVEMENT REHABILITATION 7-2

PROCESS

7.2-7.4 EXAMPLE DEFLECTION PLOTS 7-4 -

7-6

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TABLES

Table Title Page No.

3.1 DESIGN PERIODS 3-8

4.1 FRICTION COURSE SELECTION 4-3

5.1 RELATIONSHIP BETWEEN RESILIENT 5-8

MODULUS (MR) and LIMEROCK BEARING
RATIO (LBR) SAMPLE VALUES

5.2 RELIABILITY (%R) for DIFFERENT ROADWAY 5-9

FACILITIES

5.3 EXAMPLE DESIGN TABLE (FROM 5-10

APPENDIX A, TABLE A.4A)

5.4 STRUCTURAL COEFFICIENTS for DIFFERENT 5-14

PAVEMENT LAYERS

5.5 REQUIRED MINIMUM THICKNESS for NEW 5-15

CONSTRUCTION or RECONSTRUCTION

5.6 GENERAL USE OPTIONAL BASE GROUPS 5-16

and STRUCTURAL NUMBERS

5.7 LIMITED USE OPTIONAL BASE GROUPS 5-17

and STRUCTURAL NUMBERS

5.8 GENERAL NOTES FOR OPTIONAL BASE 5-18

GROUPS and STRUCTURAL NUMBERS
5.9
COMBINED STRUCTURAL NUMBER 5-23

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TABLES (CONTINUED)

Table Title Page No.

5.10 DESIGN NOTES ON LAYER THICKNESS FOR 5-31

ASPHALT CONCRETE STRUCTURAL COURSES

5.11 LAYER THICKNESS FOR ASPHALTIC CONCRETE 5-32

STRUCTURAL COURSES

7.1 REDUCED STRUCTURAL COEFFICIENTS of 7-11

ASPHALT MATERIALS PER INCH

7.2 AASHTO SUGGESTED LAYER COEFFICIENT 7-12

FOR FRACTURED SLAB PAVEMENT

A.1A- REQUIRED STRUCTURAL NUMBER (SNR) A-3 -

A.10B A-22

D.1 RELATIONSHIP of AXLE WEIGHT TO D-2

DAMAGE

D.2 LANE FACTORS (LF) FOR DIFFERENT TYPES D-4

of FACILITIES

D.3 EQUIVALENCY FACTORS E18 FOR DIFFERENT D-5

TYPES of FACILITIES

DESIGN AIDS

Title Page No.

FLEXIBLE PAVEMENT DESIGN QUALITY CONTROL B-7

CHECKLIST

FLORIDA DEPARTMENT OF TRANSPORTATION B-10

FLEXIBLE PAVEMENT DESIGN SUMMARY SHEET

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CHAPTER 1
INTRODUCTION

1.1 PURPOSE

The objective of this manual is to provide a Pavement Design Engineer with sufficient information
so that the necessary input data can be developed and proper engineering principles applied to
design a new flexible pavement, or develop a properly engineered pavement rehabilitation project.
This design manual addresses methods to properly develop a pavement rehabilitation project,
pavement milling, and the computations necessary for the pavement design process.

It is the responsibility of the Pavement Design Engineer to ensure that the designs produced
conform to Department policies, procedures, standards, guidelines, and sound engineering
practices.

1.2 AUTHORITY

Sections 20.23(3) (a) and 334.048(3), Florida Statutes

1.3 GENERAL

Chapter 334 of the Florida Statutes, known as the Florida Transportation Code, establishes the
responsibilities of the state, counties, and municipalities for the planning and development of the
transportation systems serving the people of the State of Florida, with the objective of assuring
development of an integrated, balanced statewide system.

The Code's purpose is to protect the safety and general welfare of the people of the State and to
preserve and improve all transportation facilities in Florida. Under Section 334.048(3), Code sets
forth the powers and duties of the Department of Transportation to develop and adopt uniform
minimum standards and criteria for the design, construction, maintenance, and operation of public
roads.

The standards in this manual represent minimum requirements, which must be met for flexible
pavement design for new construction and pavement rehabilitation of Florida Department of
Transportation projects. Any variances should be documented in project files.

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Pavement design is primarily a matter of sound application of acceptable engineering criteria and
standards. While the standards contained in this manual provide a basis for uniform design practice
for typical pavement design situations, precise rules which would apply to all possible situations
are impossible to give.

1.4 SCOPE

The principal users of this manual are the District Pavement Design Engineers and their agents
(i.e. Consultants). Additional users include other department offices such as Construction,
Maintenance, Traffic Operations, etc., and city and county offices.

1.5 FLEXIBLE PAVEMENT DESIGN MANUAL ORGANIZATION AND REVISIONS

1.5.1 BACKGROUND
The manual (Topic No. 625-010-002) is published as a revision to the March 2008 manual.

1.5.2 REFERENCES

The design procedures incorporated in this document are based on the American Association of
State Highway and Transportation Officials (AASHTO) Guide for Design of Pavement Structures
plus numerous National Cooperative Highway Research Program (NCHRP), Transportation
Research Board (TRB), and Federal Highway Administration (FHWA) publications.

The specifics addressed in this manual have been tailored to Florida conditions, materials, and
policy.

1.5.3 FLORIDA CONDITIONS

A number of coefficients and variables are specified in this manual. They should be considered
as standard values for typical Florida projects. There may be instances where a variance from the
values would be appropriate. In these instances, the Pavement Design Engineer will stay within
the bounds established by the basic AASHTO Design Guide, justify the variance, and document
the actions in the Pavement Design File.

Introduction 1-2
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1.5.4 APPENDICES

Included with this manual are 4 appendices:

Appendix Contents

A Design Tables

B Flexible Pavement Design Quality Control Plan

C Mechanistic-Empirical Pavement Design Guide

D Estimating Design 18-kip Equivalent Single Axle Loads (ESALD)

1.6 DISTRIBUTION

This document is available through the Maps and Publications Section.

Manuals may be downloaded from:

Florida Department of Transportation

Map and Publication
http://www.dot.state.fl.us/mapsandpublications/publications.shtm

1.7 PROCEDURE FOR REVISIONS AND UPDATES

Flexible Pavement Design Manual holders are solicited for comments and suggestions for changes
to the manual by writing to the address below:

Florida Department of Transportation

Pavement Management Section
605 Suwannee Street, M.S.32
Tallahassee, Florida
32399-0450

Each idea or suggestion received will be reviewed by appropriate pavement design staff in a timely
manner. Items warranting immediate change will be made with the approval of the State Pavement
Design Engineer in the form of a Pavement Design Bulletin.

Pavement Design Bulletins for the Flexible Pavement Design Manual are distributed to the District
Design Engineers, District Pavement Design Engineers, and District Consultant Pavement
Management Engineers, Federal Highway Administration (FHWA) and posted on the FDOT
website.
http://www.dot.state.fl.us/rddesign/PM/publicationS.shtm

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Pavement Design Bulletins will be in effect until the official manual revision.

Statewide meetings of District Roadway Design Engineers will be held quarterly and a statewide
meeting of designers may be held annually. A major agenda item at these meetings will be the
review of Design Bulletins, planned revisions, and suggestions and comments that may warrant
revisions. Based on input from these meetings, official revisions are developed and distributed to
the District Design Engineers, District Pavement Design Engineers, Consultant Project Managers,
Roadway Design Office, State Materials Office, Federal Highway Administration, industry and
other appropriate offices as necessary.

All revisions and updates will be coordinated with the Forms and Procedures Office prior to
implementation to ensure conformance with and incorporation into the Departments Standard
Operating System, Procedure No. 025-020-002.

The final revisions and addenda will be distributed to District Pavement Design Engineers and
copies provided to Maps and Publications. The date of the latest revision will be posted on the
Pavement Management Section and the Maps and Publications Internet Web Pages.

http://www.dot.state.fl.us/mapsandpublications/publications.shtm

1.8 TRAINING

No mandatory training is required by this procedure. Classes on the manual are available on
request by the District Pavement Design Engineer.

1.9 FORMS

No forms are required by this procedure.

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CHAPTER 2
DEFINITIONS

2.1 PAVEMENT SYSTEM

The following define the general pavement layers in a flexible pavement system. Some of the most
important layers are shown in Figure 2.1. The definitions are presented "top-down" through the
pavement structure with the stronger layers on top of the weaker layers.

The concept of stronger layers on top of weaker layers, as load stresses are spread out and down
through the pavement, is further supported by the horizontal extension of weaker layers beyond
stronger layers in a pyramidal effect (See Figure 2.1). Standard Department practice is to extend
the base 4-in beyond the edge of the structural course. This is very important when dealing with
granular materials. Without this support, vehicle loads would cause failure along the pavement
edge.

The pavement structure or system as it is sometimes referred to, is the pavement layers designed
to support traffic loads and distribute them to the roadbed soil or select embankment material.

Friction Course

The friction course is the uppermost pavement layer and is designed to provide a skid resistant
surface. The following friction courses are used by the Department:

Friction Course FC-12.5 is a dense graded mix and is typically placed approximately 1-
in thick.

Friction Course FC-9.5 is a dense graded mix and is typically placed approximately 1.0-in
thick.

Friction Course FC-5 is an open graded mix and is typically placed approximately 3/4-in
thick.

Structural Course

The structural course is designed to distribute the traffic loadings to the base course. The following
structural courses are used by the Department:

Structural Course Type SP-9.5 uses a 3/8-in nominal maximum size aggregate.

Structural Course Type SP-12.5 uses a 1/2-in nominal maximum size aggregate.

Definitions 2-1
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Structural Course Type SP-19.0 uses a 3/4-in nominal maximum size aggregate.

Old Mixes

Types S-I, S-II, S-III, FC-1, FC-2, FC-3, FC-4, FC-6, Type I, II and III Asphaltic Concrete, Binder,
and Asphaltic Concrete base mixes will occasionally be encountered on rehabilitation projects but
are no longer designed by the Department.

Overbuild Course

The Overbuild Courses are used for longitudinal profile and cross-slope correction.

Base Course

The base course is a course (or courses) of specified material and design thickness, which supports
the structural course and distributes the traffic loads to the subbase or subgrade.

Different base course materials that may have different thickness, but are structurally equivalent,
are grouped together to form an optional base group. More detailed information can be found in
Section 5 of this manual (Table 5.6), or in the Specifications.

Definitions 2-2
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FIGURE 2.1

ROADWAY TYPICAL SECTION

Friction Course
Structural Course

Base Course
Base Extension
Stabilization

Definitions 2-3
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Composite Base

The composite base is a combined granular subbase and asphalt Type B-12.5 that together are bid
as an Optional Base Material.

Subbase

The subbase is a layer of specified material and design thickness that supports the base. This
generally is limited to use with a Composite Base.

Stabilized Subgrade

The stabilized subgrade is a structural layer that is 12in thick. This structural layer serves as a
working platform to permit the efficient construction of the base material. It is generally bid as
Type B Stabilization (LBR-40) with the contractor selecting the approved materials necessary to
achieve the LBR 40 value.

Roadbed Soil

The roadbed soil is the natural (in-situ) materials or embankment upon which the Pavement
Structure is constructed.

2.2 AASHTO DESIGN EQUATION

The following definitions relate to the AASHTO Design Equation used for calculating pavement
thickness.

2.2.1 VARIABLES

Accumulated 18-kip Equivalent Single Axle Loads ESAL or ESALD

The Accumulated 18-kip Equivalent Single Axle Loads (ESAL) is the traffic load information
used for pavement thickness design. The accumulation of the damage caused by mixed truck traffic
during a design period is referred to as the ESALD.

Traffic Levels

TRAFFIC LEVELS FOR DESIGN EQUIVALENT SINGLE AXLE LOADS (ESALD)

RANGE FOR SUPERPAVE ASPHALT CONCRETE STRUCTURAL COURSES

The following are the Traffic Levels for the Design Equivalent Single Axle Loads (ESALD) ranges
for Superpave Asphalt Concrete Structural Courses

Definitions 2-4
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AASHTO DESIGN
ESALD RANGE (MILLION) TRAFFIC LEVEL

< 0.3 A

0.3 to < 3 B

3 to < 10 C

10 to < 30 D

>= 30 E

Resilient Modulus (MR)

The Resilient Modulus (MR) is a measurement of the stiffness of the roadbed soil.

Reliability (%R)

The use of Reliability (%R) permits the Pavement Design Engineer to tailor the design to more
closely match the needs of the project. It is the probability of achieving the design life that the
Department desires for that facility.

The Pavement Design Engineer is cautioned, however, that a high reliability value may increase
the asphalt thickness substantially. The models are based on serviceability and not a specific failure
mechanism, such as rutting.

Recommended values range from 75% to 99% and can be found in Table 5.2. It is important to
note that this is not a direct input into the AASHTO Design Equation. The use of a converted
value known as the Standard Normal Deviate (ZR) is input into the equation. The reliability value
replaces the safety factor that was previously imbedded in the Soil Support Value.

Standard Normal Deviate (ZR)

The Standard Normal Deviate (ZR) is the corresponding Reliability (%R) value that has been
converted into logarithmic form for calculation purposes.

Definitions 2-5
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2.2.2 CONSTANTS

Standard Deviation (SO)

The Standard Deviation (SO) of 0.45 is used in the design calculations to account for variability in
traffic load predictions and construction.

Present Serviceability Index (PSI)

The Present Serviceability Index (PSI) is the ability of a roadway to serve the traffic which uses
the facility. A rating of 0 to 5 is used with 5 being the best and 0 being the worst. As road condition
decreases due to deterioration, the PSI decreases.

Initial Serviceability (PI)

The Initial Serviceability (PI) is the condition of a newly constructed roadway. A value of 4.2 is
assumed.

Terminal Serviceability (PT)

The Terminal Serviceability (PT) is the condition of a road that reaches a point where some type
of rehabilitation or reconstruction is warranted. A value of 2.5 is generally assumed.

Change In Serviceability (PSI)

The Change in Serviceability (PSI) is the difference between the Initial Serviceability (PI) and
Terminal Serviceability (PT). The Department uses a value of 1.7.

2.2.3 UNKNOWNS

Required Structural Number (SNR)

The Required Structural Number (SNR) is a weighted thickness in inches calculated from traffic
load information and roadbed soil stiffness, representing the required strength of the pavement
structure.

2.3 TERMS

The following terms will be used to describe the Department's design options.

New Construction

New construction is the complete development of a pavement system on a new alignment.

Definitions 2-6
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Reconstruction

Reconstruction is the complete removal of the friction course, structural course, and base layers
along the existing alignment. Some lane additions or alignment changes may occur resulting in the
design of additional subgrade.

Resurfacing

Entails improvement to the structural condition of existing pavement.

Milling

Milling is the controlled removal of existing asphalt pavement by using a rotating drum with teeth
which removes the existing material to the desired depth or cross slope.

Operational Type Projects

Operational Type Projects are projects approximately 1000-ft or less that are relatively small such
as turn lanes, radius improvements, culvert, replacement, skid hazard, etc.

Overlay

Overlay is the placement of additional layers of asphalt pavement to remedy functional or

structural deficiencies of existing pavement, and may or may not include milling.

Widening

Widening includes trench widening, lane addition, and operational type projects. This type of
design does not require thickness design calculations, unless there are special design
considerations as directed by the district pavement design engineer.

Asphalt Rubber Membrane Interlayer (ARMI)

A reflective crack treatment using an asphalt rubber spray application and cover aggregate. Cover
aggregate normally consists of No.6 stone, slag or gravel, so a layer thickness of -in may be used.
No prime or tack coat is required over the cover aggregate prior to overlaying with initial asphalt
lift. ARMI is placed beneath the overlay to resist the stress/strain of reflective cracks and delay the
propagation of the cracks through the new overlay. An ARMI layer has no structural value.

Shared Use Path

A paved facility physically separated from motorized vehicular traffic by an open space or barrier.
May be within the highway right of way or an independent right of way, with minimal cross flow
by motor vehicles. Users are non-motorized and may include: pedestrians, bicyclists, skaters,
people with disabilities, and others.

Definitions 2-7
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CHAPTER 3
PAVEMENT THICKNESS DESIGN PROCESS

3.1 DESIGN SOURCE

The American Association of State Highway Transportation Officials (AASHTO) Road Test at
Ottawa, Illinois provided the basis for calculating the required pavement thickness. Models were
developed that related pavement performance, vehicle loadings, strength of roadbed soils, and the
pavement structure. Figure 3.1 is the AASHTO Equation used by the Department for design
purposes.

The purpose of the AASHTO model in the pavement thickness design process is to calculate the
Required Structural Number (SNR). This is the strength of the pavement that must be constructed
to carry the mixed vehicle loads over the roadbed soil, while providing satisfactory serviceability
during the design period. By knowing the SNR, the pavement layer thickness or overlay thickness
can be calculated. Figure 3.2 illustrates the processes.

Vehicle loads are expressed in 18-kip Equivalent Single Axle Loads (ESALs). This information
is normally generated by the District Planning Office and is found in the Project Traffic
Forecasting Procedure Topic No. 525-030-120 using the Project Traffic Forecasting Handbook.
A simple procedure for estimating 18-kip ESAL's is given in Appendix D. The summation of the
18-kip ESALs during the design period is referred to as ESALD.

Pavement Thickness Design Process 3-1

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FIGURE 3.1

AASHTO DESIGN EQUATION FOR FLEXIBLE PAVEMENT

log10W18 =

ZR*SO +9.36*log10(SN+1)- 0.20 +

log10 PSI
4.2-1.5__
0.40 + 1094
(SN+1) 5.19

+ 2.32*log10(MR)-8.07

Pavement Thickness Design Process 3-2

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FIGURE 3.2

AASHTO DESIGN EQUATION INPUT FOR FLEXIBLE PAVEMENT

The unknown to be determined is:

SNR = Structural Number Required inches.

The input includes the variables:

W18 = Accumulated 18-kip Equivalent Single Axle Loads over the life of
the project (18-kip) ESAL.

ZR = Standard Normal Deviate.

MR = Resilient Modulus psi

The input includes the constants:

SO = Standard Deviation.

PSI = Change In Serviceability.

(1.7 is the Department value used)

Pavement Thickness Design Process 3-3

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FIGURE 3.3

FLEXIBLE PAVEMENT DESIGN VARIABLES

SNR = (ESALD, MR, %R)

For New Construction:

SNC = SNR

Overlay With and Without Milling:

SNO = SNR - SNE

Where:

ESALD = Accumulated 18-kip Equivalent Single Axle Loads over the life of the project
(18-kip ESAL).

SNR = Structural number determined as a function of ESALD , Resilient Modulus (MR) and
the Reliability (%R).

SNC = Structural number of the proposed structural layers in a newly constructed

pavement.

SNO = Structural number of the structural layers needed in the overlay.

SNE = Structural number of the existing pavement structure after any milling.

Pavement Thickness Design Process 3-4

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3.2 DESIGN PERIODS

The design periods that will be used for flexible pavement design vary from 8 years to 20 years
based on the type of construction proposed. The Pavement Design Engineer can adjust the design
period within guidelines based on project specific conditions and constraints. These Design Period
guidelines are summarized in Table 3.1.

3.3 DISTRICT COORDINATION

Early in the design process, the Pavement Design Engineer should closely coordinate with the
following offices:

District Design

The District Design Office should be involved in providing the proposed roadway typical section
sheets for such information as: pavement widening, design speed, expected posted speed, a change
in design speed occurring within project limits, side street work and other related information
required for the typical section package according to the Department Roadway Plans Preparation
Manual.

District Drainage

The District Drainage Office (DDO) should be involved to determine the Design High Water
(DHW) applicable to each new construction and reconstruction project for base clearance
considerations. The DDO should determine if there are any special drainage considerations, such
as a high water table condition, that is affecting pavement performance and needs correcting.
Another example would be the impact that additional asphalt overlay thickness would have on the
drainage performance of the curb and gutter.

District Construction

The District Construction Office should be involved to determine if there is any specific
information that needs to be included in the plans, such as special construction details, or issues
that need to be addressed with regard to constructability and construction time. Some of these
items may include base type, stabilization, temporary traffic control plans, construction time, etc.

District Materials

The District Materials Office should be involved to determine the availability of suitable materials
in the construction area and any other special conditions that may exist. The District Materials
Office can also provide recommendations with respect to stabilizing, milling, cross slope
correction, and existing pavement condition.

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Additional coordination of project field reviews and data collection might be needed. The latest
Pavement Evaluation Coring and Condition Data (Form No. 675-030-09) can be obtained from
the District Materials Office.

3.4 QUALITY

The Quality Control of a pavement's design is the Districts responsibility. A written Pavement
Design Quality Control Plan should be maintained by the District. Upon completion of the design
process, an independent design review needs to be performed by a responsible Professional
Engineer other than the original Pavement Design Engineer. A suggested Pavement Design
Quality Control Plan is provided in Appendix B.

3.5 GUIDELINES FOR DESIGN/BUILD PROJECTS

The complete pavement design package as part of the design criteria for Design/Build projects
may be provided by the Department if sufficient data is available. If the pavement design is not
provided by the Department, project specific pavement design criteria should be provided as part
of the Request for Proposal/Design Criteria Package to assure a reasonable pavement design is
provided by all competing Design/Build teams.

The project specific pavement design criteria may include the minimum ESALs, minimum design
reliability, roadbed resilient modulus, minimum structural asphalt thickness and whether or not
modified asphalt binder should be used in the structural layer(s). For resurfacing designs, a
minimum milling depth and whether a crack relief layer is required may be included in the criteria.
The Pavement Evaluation Coring and Condition Data will normally be provided with the criteria.
In addition to project specific criteria, all standard requirements of the Departments pavement
design manuals are to be followed.

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TABLE 3.1

DESIGN PERIODS
The Following Design Periods Will Be Used For
Flexible Pavement Designs.

New Construction or Reconstruction 20 Years

Pavement Overlay without Milling 8 to 20 Years

Pavement Overlay with Milling

Limited Access 12 to 20 Years*

Non-Limited Access 14 to 20 Years*

Pavement Overlay of Rigid Pavement 8 to 12 Years

Notes

* Shorter design periods can be used if there are constraints such as curb and gutter or
scheduled future capacity projects that justify limiting overlay thickness. These reasons
should be documented in the pavement design package.

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CHAPTER 4
FRICTION COURSE POLICY

4.1 FRICTION COURSE OPTIONS

There are two general types of friction courses currently in use by the Department, dense graded
(FC-9.5 & FC-12.5) and open graded (FC-5). Their thickness is shown on the plans with spread
rates determined by specification formula and paid for by the ton.

The Maximum Spread rate used for estimating quantities is as follows:

FC-9.5 110 lb/yd2

FC-12.5 165 lb/yd2
FC-5 80 lb/yd2

Actual pay quantities will be based on the actual maximum specific gravity of the mixture used.

Friction Courses FC-12.5 and FC-9.5 are dense graded mixes which are placed 1--in and 1-in
thick respectively. These friction courses provide smooth riding surfaces with adequate friction
numbers for skid resistance.

The FC-9.5 dense graded mix will allow a 1-in lift of friction course. On some projects this thinner
lift may allow room for an additional structural or overbuild lift, as in some curb and gutter
sections, without milling into the base or overlaying friction course into the gutter.

The other friction course, FC-5, consists of an open graded material. FC-5 is placed and shown on
the typical section as -in thick. FC-5 provides a skid resistant surface. The open graded texture
of the mix provides for the rapid removal of water from between the tire and the pavement to
reduce the potential for hydroplaning at higher speeds.

A friction course will be placed on all roads with a design speed of 35 mph or higher, except for
low volume two lane roads having a five year projected Average Annual Daily Traffic (AADT)
from the opening year of 3000 vehicles per day or less. On multi-lane roadways with a design
speed of 50 mph or greater, FC-5 will be used. On multi-lane roadways with curb and gutter and
posted speeds of 45 mph or less, FC-12.5 or FC-9.5 may be considered, if there is no significant
wet-weather crash history. On all other roadways FC-12.5 or FC-9.5 will normally be used. When
traffic level D or E structural mixture is used, call for PG 76-22 (PMA) or PG 82-22 (PMA) binder
in the friction course. Table 4.1 summarizes these requirements.

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TABLE 4.1

FRICTION COURSE SELECTION

The Following Friction Courses are

Required For Design Speeds of
35 mph or Greater.

All Projects

Design Speed Two Lane Multi Lane

35 thru FC-12.5 FC-12.5

45 mph or or
FC-9.5 FC-9.5

50 mph FC-12.5 FC-5

Or Greater or
FC-9.5

Low Volume Two Lane Roads

Type SP Structural Course without a friction course may be used if the five years
projected AADT from the opening year is less than 3000 vehicles per day.

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4.2 FRICTION COURSES 12.5 AND 9.5 (FC-12.5 and FC-9.5)

The following are some of the features of the use of FC-12.5 and FC-9.5:

FC-12.5 and FC-9.5 are allowed directly on top of any structural course mix.

FC-12.5 and FC-9.5 are considered part of the structural layer and may be considered as both
a structural and friction course.

4.3 FRICTION COURSE 5 (FC-5)

The following are some of the limitations on the use of FC-5:

Open graded friction courses such as FC-2 and FC-5 should not be overlaid (due to its potential
to allow water into the pavement system) except when approved by the District Materials
Engineer.

FC-5 should not sit after construction for more than four (4) months before being opened to
traffic. If necessary, the FC-5 may need to be let under a separate contract.

If the majority of a project is FC-5 and the quantity of FC-12.5 or FC-9.5 would be less than
1000 tons, FC-5 can be used throughout the project.

On multi-lane non-limited access facilities, the FC-5 will cover the deceleration areas of turn
lanes and shoulder pavement.

FC-5 may be placed directly on the milled surface provided the underlying layers are in good
structural shape.

On non-limited access facilities, the friction course is to be placed over the entire paved
shoulder. On limited access facilities, the friction course is to extend 8-in beyond the edge of
the travel lane, onto the paved shoulder.

FC-5 is not to be placed in median crossovers or gore areas of multi-lane, high speed facilities.

FC-5 is to be placed on limited access on- and off-ramps, and extend to the edge of the travel
lane of the intersecting street.

In order to minimize raveling/deterioration due to pavement sawcuts, FC-5 is not required on

flexible pavement within proposed Toll facilities that utilize electronic data collection
requiring loop installation in the pavement surface.

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FIGURE 4.1
ILLUSTRATION SHOWING LIMITS OF FRICTION COURSE
FC-5 AT INTERMEDIATE MEDIAN CROSSOVER

Do not place FC-5

District
within these Bituminous
limits

Friction Course Policy 4-4

Topic No.: 625-010-002
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FIGURE 4.2
ILLUSTRATION SHOWING LIMITS OF FRICTION COURSE FC-5 AT
INTERMEDIATE MEDIAN CROSSOVER

Do not place FC-5

within these limits

Friction Course Policy 4-5

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FIGURE 4.3

ILLUSTRATION SHOWING LIMITS OF FRICTION COURSE

FC-5 AT MEDIAN AREAS OF LOW VOLUME INTERSECTION

Do not place FC-5

District Bituminous Engineer
within these limits may

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CHAPTER 5
PAVEMENT THICKNESS DESIGN PROCESS FOR NEW
CONSTRUCTION OR RECONSTRUCTION

5.1 OVERVIEW

This process is applicable to new construction or total reconstruction projects in Florida where the
Pavement Design Engineer must calculate the pavement layer thickness using the AASHTO
Procedure.

For new lane additions, short pavement sections (approximately 1000-ft or less) such as bridge
replacement, cross roads, short turnouts, etc., the principles provided in Chapter 6 of this manual
shall apply.

5.2 REQUIRED STRUCTURAL NUMBER (SNR) CALCULATIONS

USING THE AASHTO DESIGN GUIDE

The following is a summary of the steps to be taken to solve for the Required Structural Number
(SNR):

The 18-kip Equivalent Single Axle Loads 18-kip ESAL's are obtained from the District
Planning Office. This process can be found in the Project Traffic Forecasting Handbook
Procedure Topic No. 525-030-120 using the Project Traffic Forecasting Handbook. Appendix
D provides a simple procedure for calculating the accumulated 18-kipESAL's or ESALD for
the appropriate design period.

The Resilient Modulus (MR) used to characterize the strength of the roadbed soil is obtained
from the State Materials Office, through the District Materials Office using direct resilient
modulus laboratory testing. As an alternative for low volume roads, the design Limerock
Bearing Ratio (LBR) value which is based on 90% of the anticipated LBR's exceeding the
Design LBR is discussed in section 5.2.4. The relationship between the Design Limerock
Bearing Ratio (LBR) and Resilient Modulus (MR) sample values are shown in Table 5.1.

A safety factor is applied using a Reliability (%R) value from Table 5.2. Recommended values
range from 75% to 99%. A Standard Deviation (SO) of 0.45 is used in the calculation. The
Standard Normal Deviate (ZR) is dependent on the Reliability (%R).

Using these values, the Pavement Design Engineer will calculate the Structural Number Required
(SNR) using the design tables in Appendix A.

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Each design table uses a different Reliability (%R) and relates Design 18-kip Equivalent Single
Axle Loads (ESALD) to the Structural Number Required (SNR) for multiple Resilient Modulus
(MR) values. Table 5.3 provides an example of an FDOT design table.

5.2.1 DESIGN EXAMPLE

The following is an example illustrating the mechanics of this procedure. Using the following input
for New Construction of an Urban Arterial:

ESALD = 4,900,000 (from the Planning Office)

Use 5,000,000

MR = 14,000 psi (from the State Materials Office)

%R = 80 to 90 (choose %R = 90 from Table 5.2)

Design 18-kip Equivalent Single Axle Loads (ESALD) and Resilient Modulus (MR) values can
generally be rounded up or down to the nearest table values. Final thickness designs are to the
nearest -in of structural course for new construction. If desired, an interpolated SNR value can
be used. The solution is:

SNR = 3.57-in (from Table 5.3)

5.2.2 DESIGN BASE HIGHWATER CLEARANCE

Base clearance above high water is critical for good pavement performance and to achieve the
required compaction and stability during construction operations. (Dr. Ping - "Design Highwater
Clearances for Highway Pavements" research report BD543-13).

The laboratory Design Resilient Modulus obtained from the State Materials Office is based on
optimum moisture content conditions which correspond to a 3-ft base clearance.

In addition to thicker pavement structure for 1-ft base clearance, significant construction problems
are also likely and additional costs such as dewatering may be required to achieve compaction.

When the base clearance is less than 3-ft, the pavement designer must reduce the Design Resilient
modulus as follows:

For 2-ft Base Clearance, a 25% modulus reduction

For 1-ft Base Clearance, a 50% modulus reduction

Note: Refer to Section 5.6.2 for further guidance on high-water clearance and base design
considerations.

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5.2.3 LABORATORY RESILIENT MODULUS (MR)

The Design Resilient Modulus (MR) is determined by the State Materials Office (SMO) directly
from laboratory testing (AASHTO T 307) for new construction and reconstruction projects based
on instructions in FDOT Soils and Foundation Handbook.

For new construction with substantial fill sections in excess of 3-ft, samples should be obtained
from potential borrow areas to estimate the roadway embankment resilient modulus.

The following method is generally applied by the SMO to the MR test data to account for variability
in materials and to provide for an optimum pavement design:

90% MR Method - Resilient modulus values using AASHTO T 307 at 11 psi bulk stress are sorted
into descending order. For each value, the percentage of values, which are equal to or greater than
that value, is calculated. These percentages are plotted versus the MR values. The MR value
corresponding to 90% is used as the design value. Thus, 90% of the individual tests results are
equal to or greater than the design value.

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Ranked MR Test Results for 90% Method

Sample
Rank % MR (psi)
Location
1 337+98 100 8,030
2 254+90 93 8,477
3 289+80 87 11,148
4 56+07 80 11,335
5 41+98 73 12,399
6 242+00 67 12,765
7 321+92 60 12,976
8 600+00 53 13,025
9 225+00 47 13,039
10 272+99 40 13,565
11 615+43 33 13,682
12 211+98 27 14,190
13 307+04 20 14,398
14 584+66 13 14,449
15 273+99 7 15,031

SR-52 Pavement Design

100
90
% Equal or Greater

80
70
60
50
40
30
20
10
0
7000 8000 9000 10000 11000 12000 13000 14000 15000 16000

Resilient Modulus (psi)

Ranked MR Test Results for 90% Method

Based on the results shown, the resilient modulus corresponding to a 90th percentile is 9,800 psi.

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5.2.4 RESILIENT MODULUS (MR) FROM LBR

The roadbed soil resilient modulus, MR can be estimated from the Limerock Bearing Ratio (LBR)
value by the following equation.

MR(PSI) =10[0.7365*log(LBR)]* 809

This equation combines equation SSV = 4.596 * Log (LBR)- 0.576 developed by Dr. Robert Ho
of the State Materials Office (2/2/93 memo to Lofroos) that relates LBR to soil support value
(SSV) and equation FF.3: SSV= 6.24 * Log (MR) 18.72 from the Appendix FF, Volume 2 of the
AASHTO Guide for Design of Pavement Structures, that relates MR to SSV.

Due to the approximate relationship of LBR to MR, a Design LBR greater than 40 should not be
recommended or used to estimate the Design MR.

If a Design LBR or MR Value is not available from the District Materials Office, and a series of
LBR values are provided, the Pavement Design Engineer may select a Design LBR Value (not to
exceed a maximum of 40 LBR) based on the 90th percentile methodology. The following simple
analysis is provided as an example.

GIVEN:

The following illustrates the mechanics of calculating the Resilient Modulus (MR) obtained from
a set of LBR data.

DATA:

The following field data has been provided:

LBR Values In
Sample Number Ascending Order

1 22
2 22
3 23
4 24
5 24
6 24
7 25
8 25
9 25
10 26
11 26
12 27
13 27
14 40

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SOLUTION:

Sample No. 14 is considered an outlier by inspection and should be eliminated. It is satisfactory to

drop a high number as in this example, but care should be taken before dropping a low number,
because it may indicate a localized weak spot, that may require special treatment.

This results in 13 good samples.

13 x 90% = 11.7 (Use 12)

Count back 12 samples starting with Sample Number 13 to Sample Number 1:

Use LBR = 22.

CONCLUSION:

90% meet or exceed the Design LBR = 22.

The Pavement Design Engineer can now convert the Design LBR Value to a Resilient Modulus
(MR) using Table 5.1.
Therefore: MR = 8,000 psi

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TABLE 5.1

RELATIONSHIP BETWEEN RESILIENT MODULUS (MR) AND

LIMEROCK BEARING RATIO (LBR) SAMPLE VALUES
The following are some Limerock Bearing Ratio (LBR) input values that were input into these
equations to obtain Resilient Modulus (MR) values.

Limerock Bearing Resilient Modulus

Ratio (LBR) PSI

10 4500

12 5000

14 5500

16 6000

18 7000

20 7500

22 8000

24 8500

26 9000

28 9500

30 10000

32 10500

34 11000

36 11500

38 12000

40 12000

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TABLE 5.2

RELIABILITY (%R) FOR DIFFERENT ROADWAY FACILITIES

Facility New Rehabilitation

Limited Access 80 - 95 95 - 99

Urban Arterials 80 - 90 90 - 97

Rural Arterials 75 - 90 90 - 95

Collectors 75 - 85 90 - 95

Notes

The type of roadway is determined by the Transportation Statistics Office and can be obtained
from the Roadway Characteristics Inventory (RCI).

The designer has some flexibility in selecting values that best fits the project when choosing the
Reliability (%R).

Considerations for selecting a reliability level include projected traffic volumes and the
consequences involved with early rehabilitation, if actual traffic loadings are greater than
anticipated. A detailed discussion of reliability concepts can be found in the AASHTO Guide For
Design Of Pavement Structures.

For traffic volume ranges, refer to Chapter 2, Design Geometrics and Criteria, of the Plans
Preparation Manual - Topic No. 625-000-007.

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TABLE 5.3

REQUIRED STRUCTURAL NUMBER (SNR)

90% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.02 2.77 2.59 2.44 2.31 2.21 2.12 2.04 1.97 1.91 1.86 1.81 1.76 1.72 1.68
150 000 3.23 2.97 2.77 2.61 2.47 2.36 2.27 2.19 2.11 2.05 1.99 1.94 1.89 1.84 1.80
200 000 3.39 3.11 2.90 2.73 2.60 2.48 2.38 2.30 2.22 2.15 2.09 2.03 1.98 1.94 1.89
250 000 3.52 3.23 3.01 2.84 2.69 2.57 2.47 2.38 2.30 2.23 2.17 2.11 2.06 2.01 1.97
300 000 3.62 3.33 3.10 2.92 2.78 2.65 2.55 2.46 2.37 2.30 2.24 2.18 2.12 2.07 2.03
350 000 3.71 3.41 3.18 3.00 2.85 2.72 2.61 2.52 2.44 2.36 2.30 2.23 2.18 2.13 2.08
400 000 3.79 3.49 3.25 3.07 2.91 2.78 2.67 2.58 2.49 2.42 2.35 2.29 2.23 2.18 2.13
450 000 3.87 3.56 3.32 3.13 2.97 2.84 2.73 2.63 2.54 2.46 2.39 2.33 2.27 2.22 2.17
500 000 3.93 3.62 3.38 3.18 3.02 2.89 2.77 2.67 2.59 2.51 2.44 2.37 2.31 2.26 2.21
600 000 4.05 3.73 3.48 3.28 3.12 2.98 2.86 2.76 2.67 2.58 2.51 2.45 2.39 2.33 2.28
700 000 4.14 3.82 3.57 3.36 3.20 3.05 2.93 2.83 2.73 2.65 2.58 2.51 2.45 2.39 2.34
800 000 4.23 3.90 3.64 3.44 3.27 3.12 3.00 2.89 2.80 2.71 2.63 2.57 2.50 2.44 2.39
900 000 4.31 3.97 3.71 3.51 3.33 3.18 3.06 2.95 2.85 2.76 2.69 2.62 2.55 2.49 2.44
1 000 000 4.38 4.04 3.78 3.57 3.39 3.24 3.11 3.00 2.90 2.81 2.73 2.66 2.60 2.54 2.48
1 500 000 4.65 4.30 4.03 3.81 3.62 3.46 3.33 3.21 3.10 3.01 2.92 2.85 2.78 2.71 2.65
2 000 000 4.85 4.50 4.21 3.99 3.79 3.63 3.49 3.36 3.25 3.16 3.07 2.99 2.91 2.85 2.78
2 500 000 5.01 4.65 4.36 4.13 3.93 3.76 3.62 3.49 3.38 3.27 3.18 3.10 3.02 2.95 2.89
3 000 000 5.14 4.77 4.48 4.25 4.05 3.88 3.73 3.60 3.48 3.37 3.28 3.19 3.12 3.04 2.98
3 500 000 5.25 4.88 4.59 4.35 4.14 3.97 3.82 3.69 3.57 3.46 3.36 3.28 3.20 3.12 3.06
4 000 000 5.35 4.98 4.68 4.44 4.23 4.06 3.90 3.77 3.65 3.54 3.44 3.35 3.27 3.19 3.12
4 500 000 5.44 5.06 4.76 4.52 4.31 4.13 3.98 3.84 3.72 3.61 3.51 3.42 3.33 3.26 3.19
5 000 000 5.52 5.14 4.83 4.59 4.38 4.20 4.04 3.90 3.78 3.67 3.57 3.47 3.39 3.31 3.24
6 000 000 5.66 5.27 4.96 4.71 4.50 4.32 4.16 4.02 3.89 3.78 3.67 3.58 3.49 3.41 3.34
7 000 000 5.78 5.38 5.07 4.82 4.61 4.42 4.26 4.12 3.99 3.87 3.77 3.67 3.58 3.50 3.43
8 000 000 5.88 5.48 5.17 4.91 4.70 4.51 4.35 4.20 4.07 3.95 3.85 3.75 3.66 3.58 3.50
9 000 000 5.97 5.57 5.26 5.00 4.78 4.59 4.43 4.28 4.15 4.03 3.92 3.82 3.73 3.65 3.57
10 000 000 6.06 5.65 5.33 5.07 4.85 4.66 4.50 4.35 4.22 4.10 3.99 3.89 3.79 3.71 3.63
15 000 000 6.39 5.97 5.64 5.37 5.14 4.95 4.77 4.62 4.48 4.36 4.25 4.14 4.05 3.96 3.88
20 000 000 6.63 6.20 5.86 5.59 5.35 5.15 4.98 4.82 4.68 4.55 4.44 4.33 4.23 4.14 4.06
25 000 000 6.82 6.38 6.04 5.76 5.52 5.32 5.14 4.98 4.84 4.71 4.59 4.48 4.38 4.29 4.20
30 000 000 6.98 6.53 6.18 5.90 5.66 5.45 5.27 5.11 4.96 4.83 4.71 4.60 4.50 4.41 4.32
35 000 000 7.12 6.66 6.31 6.02 5.78 5.57 5.38 5.22 5.07 4.94 4.82 4.71 4.61 4.51 4.42
40 000 000 7.24 6.78 6.42 6.13 5.88 5.67 5.48 5.32 5.17 5.04 4.91 4.80 4.70 4.60 4.51
45 000 000 7.34 6.88 6.52 6.22 5.97 5.76 5.57 5.41 5.26 5.12 5.00 4.88 4.78 4.68 4.59
50 000 000 7.44 6.97 6.61 6.31 6.06 5.84 5.65 5.49 5.34 5.20 5.07 4.96 4.85 4.76 4.66
60 000 000 7.61 7.13 6.76 6.46 6.21 5.99 5.79 5.62 5.47 5.33 5.21 5.09 4.98 4.88 4.79
70 000 000 7.76 7.27 6.90 6.59 6.33 6.11 5.91 5.74 5.59 5.45 5.32 5.20 5.09 4.99 4.90
80 000 000 7.88 7.40 7.01 6.70 6.44 6.22 6.02 5.85 5.69 5.55 5.42 5.30 5.19 5.09 4.99
90 000 000 8.00 7.51 7.12 6.80 6.54 6.31 6.11 5.94 5.78 5.64 5.51 5.39 5.28 5.17 5.08
100 000 000 8.10 7.60 7.21 6.90 6.63 6.40 6.20 6.02 5.86 5.72 5.59 5.47 5.35 5.25 5.15

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5.3 LAYER THICKNESS CALCULATIONS FOR NEW CONSTRUCTION

Once the Required Structural Number (SNR) has been determined, the individual pavement layer
thickness can be calculated using the following equation;

SNC = (a1 x D1) + (a2 x D2) + (a3 x D3) + ...

+ (aN x DN)

where:

SNC = The total calculated strength of the pavement layers and has units of inches.
a1 = Layer coefficient of the 1st layer.
D1 = Layer thickness in inches of the 1st layer.

Layer 1 is generally the friction course.

Layer 2 is generally the structural course.
Layer 3 is generally the base course.
Layer 4 is generally the stabilized subgrade.

aN = Layer coefficient of the Nth layer.

DN = Layer thickness in inches of the Nth layer.

Layer coefficients have been developed which represent the relative strength of different pavement
materials in Florida. The values for these materials are given in Table 5.4. The coefficients
presented in this table are based on the best available data. Future adjustments will be made to
these values by manual revisions should research or other information dictate.

Always design to the nearest 1/2-in of structural course for new construction.

Optional Bases which are combinations of material type, thickness, and equivalent strength, have
been developed as shown in Tables 5.6 and 5.7 (Notes provided in Table 5.8). This permits the
Department to bid Optional Base with the contractor selecting from the base materials shown on
the Typical Section Sheet or from the specifications. If only the Base Group Number is shown in
the plans then Sheet 1 of 2 (Table 5.6 General Use Bases) is applicable. The Base Group Numbers
(1 thru 15) are shown on the left of the sheet.

Each set of bases within a base group have equivalent strength. As an example, reading across
Optional Base Group 6, 8-in of Limerock (LBR 100) is equivalent to 5-in of Asphalt Base in total
structural number. Either Optional Base could be constructed to provide a base Structural Number
within the structural range of 1.35 - 1.50 of this base group.

Note that there are restrictions placed on certain materials. For new construction, certain minimum
thicknesses have been established. These minimums are based on the type of road and are shown
in Table 5.5.

Granular subbases are used as a component of a Composite Base. Subbase layer coefficients are
set at 90% of the base coefficient.

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To determine how much each layer (D2 and D3) will contribute, a balanced approach has been
provided with the use of Table 5.9. Table 5.9 relates all optional bases with practical structural
course thickness in -in increments and provides a band of recommended base and structural
course thickness. Note that the structural value provided by the stabilization is not included in the
Combined Structural Number shown in Table 5.9.

5.4 BINDER SELECTION ON THE BASIS OF TRAFFIC SPEED AND

TRAFFIC LEVEL
By specification, the standard asphalt binder grade is a PG 67-22, which means the binder should
be rut resistant up to temperatures of 67C and crack resistant down to temperatures of -22C.

For open graded friction course mixtures, use the same binder grade as the underlying structural
layer.

The Resilient Modulus (MR) of asphalt concrete is less under a slow moving load than under a
more dynamic, high speed load. As a result of this effect, slow moving or stopped trucks have a
greater potential to cause rutting. For situations with slow moving or standing truck traffic and
particularly those sections with a history of rutting, a high polymer modified binder should be
considered.

Examples:

For toll booths, intersections with slow truck traffic, pavement sections with history of rutting and
existing weigh stations with standing traffic, use a PG 76-22 or higher asphalt binder. A minimum
of 1000 tons of modified structural mix is generally recommended per project or group of projects
to make the most efficient use of the material.

For high traffic levels D and E, use PG 76-22 or higher asphalt binder in the final structural layer
for traffic level D and for the top two structural layers for traffic level E.

The PG 76-22 or higher layer thickness should be shown separately on the typical section and a
separate pay item used.

The appropriate Traffic Level is to be shown for structural friction courses FC-9.5 and FC-12.5.
For Traffic Levels D and E, PG 76-22 or higher should also be called for in the friction course.
Note that as with SP-9.5, FC-9.5 should not be used for Traffic Levels D and E.

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TABLE 5.4

STRUCTURAL COEFFICIENTS FOR DIFFERENT PAVEMENT LAYERS

(New Construction or Reconstruction)
Layer Coeff. Spec.
Layer Type per inch Sec.

FC-5 0.00 337

FC-12.5, FC-9.5 0.44 337

Superpave Type SP (SP-9.5, SP-

12.5, SP-19.0) 0.44 334
Limerock (LBR 100) 0.18 200
Cemented Coquina (LBR 100) 0.18 911
Shell Rock (LBR 100) 0.18 200
Bank Run Shell (LBR 100) 0.18 200
Graded Aggregate (LBR 100) 0.15 204
Recycled Concrete Aggregate 0.18 911
(LBR 150)
Type B-12.5 0.30 234

Limerock Stab. (LBR 70) 0.12 230

Shell Stab. (LBR 70) 0.10
Sand Clay (LBR 75) 0.12
Soil Cement (500 psi) 0.20
Soil Cement (300 psi) 0.15

Type B Stab. (LBR 40) 0.08

Type B Stab. (LBR 30) 0.06
Type C Stab. 0.06
Cement Treated (300 psi) 0.12
Lime Treated 0.08

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TABLE 5.5

REQUIRED MINIMUM THICKNESS FOR NEW CONSTRUCTION OR

RECONSTRUCTION
In order to avoid the possibility of producing an impractical design, the following minimum
thicknesses are required for New Construction. It is assumed that a 12in stabilized subgrade (LBR
40) is to be constructed in order to establish a satisfactory working platform.
Minimum Minimum
Structural Base
18-kip ESAL's 20 year period Course Group

Limited Access 4" 9

Greater than 3,500,000 3" 9

Ramp less than 3,500,000 2" 9

300,000 to 3,500,000 2" 6

1
Less than 300,000 1 /2" 3
1
Limited Access Shoulder 1 /2" 1

Residential Streets, Parking

Areas, Shoulder Pavement, Bike 1" 1
Paths
1
Shared Use Paths 1 /2" 1

FC-12.5 and FC-9.5 can be considered as structural courses and are sufficient for single layer
shoulder pavement.

FC-5 has no structural value and is always shown as 3/4-in thick.

See Chapter 8 for Shoulder Design Guidance.

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TABLE 5.6

GENERAL USE OPTIONAL BASE GROUPS AND

STRUCTURAL NUMBERS (inches)

For granular subbase, the construction of both the subbase and Type B-12.5 will be bid and used as
Optional Base. Granular subbases include Limerock, Cemented Coquina, Shell Rock, Bank Run Shell,
Recycled Concrete Aggregate and Graded Aggregate Base. The base thickness shown is Type B-12.5. All
subbase thicknesses are 4" minimum.
** For restrictions on the use of Recycled Concrete Aggregate, see Specifications.
To be used for widening, three feet or less.
Based on minimum practical thicknesses.
For restrictions on the use of RAP Base, see Specifications.

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TABLE 5.7

LIMITED USE OPTIONAL BASE GROUPS AND

STRUCTURAL NUMBERS (inches)

BASE THICKNESS AND OPTION CODES

Base Options
Base Group Pay Item Number

Stabilized LBR 70

psi)(Plant Mixed)

psi)(Plant Mixed)
Sand-Clay LBR 75

psi)(Road Mixed)
Soil Cement (300

Soil Cement (300

Soil Cement (500

Shell Stabilized
Shell LBR 70
Limerock

LBR 70
Structural Range
Base Group

Structural Number (per inch)

(0.12) (0.12) (0.10) (0.12) (0.15) (0.115) (0.20)

1 0.65-0.75 701 5" 5" 7" 5" 5" 5" 4" D

1 1 1 1 1 1
2 0.80-0.90 702 6 /2" 6 /2" 8 /2" 6 /2" 5 /2" 5 /2" 4"
1 1 1
3 0.95-1.05 703 8" 8" 9 /2" 8" 6 /2" 6 /2" 5"
1 1 1 1
4 1.05-1.15 704 9" 9" 10 /2" 9" 7 /2" 7 /2" 5 /2"
1 1
5 1.25-1.35 705 10" 10" 12" 10" 8 /2" 8 /2" 6"

6 1.35-1.50 706 11" 11" 11" 9" 7"

1 1 1 1
7 1.50-1.65 707 12 /2" 12 /2" 12 /2" 10" 7 /2"
1
8 1.65-1.75 708 11" 8 /2"

Not Recommended For 20 year Design Accumulated 18

Kip Equivalent Single Axle Loads (ESAL) Greater Than
1,000,000.

Note: These base materials may be used on FDOT projects when approved in writing by the District
Materials Engineer and shown in the plans.

Based On Minimum Practical Thicknesses.

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TABLE 5.8

GENERAL NOTES FOR OPTIONAL BASE GROUPS AND

STRUCTURAL NUMBERS

1. On new construction and complete reconstruction projects, when an entirely new base
is to be built, the design engineer may specify the Base Group and any unrestricted
General Use Optional Base shown in that base group. Note, however, that some thick
granular bases are limited to widening which prevents their general use.
2. Where base options are specified in the plans, only those options may be bid and used.
3. The designer may require the use of a single base option, for instance Type B-12.5 in
a high water condition. This single base option will be bid and used as Optional Base.

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5.5 NEW CONSTRUCTION DESIGN SAMPLE PROBLEM

This process is applicable for new construction. The following steps will take place in
approximately the order shown with the understanding that some activities can take place
concurrently.

GIVEN:
New Construction four lane, high volume, part urban, part rural, arterial.

ESALD = 6,635,835. This value is generally obtained from the District Planning Office.
Round up ESALD to 7,000,000 Traffic Level C (Section 5.5.4) for use in the design tables in
Appendix A.

MR = 11,500 psi. This value is obtained from the State Materials Office. Round up from the
design MR for use in the design tables in Appendix A.

FIND:
The pavement thickness from the information provided for a 20 year design with a design speed
of 55 mph for the rural section and with a design speed of 45 mph for the urban section (curb and
gutter).

DATA:
%R = 80 to 90. This value is from Table 5.2 for an Urban Arterial New Construction. %R = 75 to
90 for Rural Arterial New Construction. %R = 90 was chosen by the designer because of the high
volume on both sections.

SNR can be determined from the design tables in Appendix A for the appropriate reliability. From
Table A.4A:

SNR = 4.08-in (interpolated)

SOLUTION:
With the SNR known, the pavement layer thickness can be calculated.
For the first part of this sample problem using a design speed of 55 mph we need to use FC-5
according to Table 4.1.

FC-5 has no structural value and is always shown as 3/4-in. The in-place thickness will average
3/4-in with edge rolling down to approximately 1/4-in. Also assume that a 12-in Stabilized
Subgrade (LBR-40) is to be used in order to establish a satisfactory working platform. The
required base and structural course layer thickness can be determined using the following equation:

SNR = SNC

SNR = (a1 x D1) + (a2 x D2) + (a3 x D3) + (a4 x D4)

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4.08" = (0 x 0.75") + (a2 x D2) + (a3 x D3)

+ (0.08 x 12")

4.08" = 0 + (a2 x D2) + (a3 x D3) + 0.96"

The next step is to calculate the value that the base (a3 x D3) and structural course (a2 x D2) must
contribute. To determine this, subtract the stabilized subgrade (a4 x D4 = 0.96) from SNR.

4.08" - 0.96" = (a2 x D2) + (a3 x D3)

In this case, the base and structural course must provide the following remaining structural value;

3.12" = (a2 x D2) + (a3 x D3)

Rounding the structural course asphalt to the nearest -in, from Table 5.9, it can be seen that the
following combinations would prove satisfactory:

Optional Base Group 8 with 3.50-in of structural course with a SN = 3.25-in

Optional Base Group 9 with 3.0-in of structural course with a SN = 3.12-in

Optional Base Group 10 with 3.0-in of structural course with a SN = 3.30-in

Because this is a pavement with ESALD greater than 3,500,000, the minimum thickness must be
checked. From Table 5.5, the minimum allowed for this type of road is Optional Base Group 9
with 3-in of structural course. Two of the combinations selected meet these minimum
requirements.

If all the combinations were thinner than the minimum, another combination meeting the minimum
requirements would be selected. A theoretical over-design using the minimums is not uncommon
when a stabilized subgrade is constructed. The construction of at least these minimum thicknesses
is required to provide practical designs that stay within the empirical limits of the AASHO Road
Test. If a stabilized subgrade is not constructed due to unusual conditions, the base and structural
course would have to provide a structural number of 4.08-in.

SNR = (a1 x D1) + (a2 x D2) + (a3 x D3)

4.08 = (0 x 0.75") + (a2 x D2) + (a3 x D3)

4.08 = (a2 x D2) + (a3 x D3)

From Table 5.9 an Optional Base Group 10 and 5.0-in of structural course would give a structural
number of 4.18-in. This would be satisfactory as the base and structural course exceed the required
minimums.

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For the second part of this sample problem using a design speed of 45 mph we need to use FC-
12.5 or FC-9.5 according to Table 4.1. FC-12.5 or FC-9.5 has the same structural value as Type
SP and are considered as structural layers. FC-12.5 is always shown as 1-1/2-in thick and FC-9.5
is always shown as 1-in thick.

For this problem, use Optional Base Group 9 with 1-1/2-in of Type SP Structural Course and 1-
1/2-in FC-12.5

<OR>

use Optional Base Group 9 with 2-in of Type SP Structural Course and 1-in FC-9.5.

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CONCLUSION:
The following comparisons are provided:

For a Design Speed of 55 mph:

Layer/Material Coefficient Thickness SNC

Friction Course, FC-5 0.00 x 3/4" = 0.00

Structural Course 0.44 x 3.0" = 1.32
Optional Base Group 9 = 1.80
Type B Stabilization (LBR 40) 0.08 x 12.0" = 0.96
3.75" 4.08

For a Design Speed of 45 mph:

Layer/Material Coefficient Thickness SNC

Friction Course, FC-12.5 0.44 x 1-1/2" = 0.66

Structural Course 0.44 x 1-1/2" = 0.66
Optional Base Group 9 = 1.80
Type B Stabilization (LBR 40) 0.08 x 12.0" = 0.96
3.0" 4.08

The pavement description in the plans with a design speed of 55 mph should read:

NEW CONSTRUCTION

OPTIONAL BASE GROUP 9 WITH TYPE SP STRUCTURAL COURSE (TRAFFIC C)(3")(PG

76-22) AND FRICTION COURSE FC-5 (") PG76-22

The pavement description in the plans with a design speed of 45 mph should read:

NEW CONSTRUCTION

OPTIONAL BASE GROUP 9 WITH TYPE SP STRUCTURAL COURSE (TRAFFIC C)(1 ")
AND FRICTION COURSE FC-12.5 (1 ") PG76-22

Note that the Type B Stabilization is not included in the description. This becomes a part of the
plan detail, shown on the typical section.

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TABLE 5.9

COMBINED STRUCTURAL NUMBER (INCHES)

COMBINED STRUCTURAL NUMBER (INCHES) Stabilization

Structural Structural Course - Inches Numbers Not
Optional

Included.
Base

1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0

1 1.12 1.38
2 1.34 1.56
3 1.43 1.65 1.87
4 1.52 1.74 1.96 2.18
5 1.70 1.92 2.14 2.36 2.58
6 1.88 2.10 2.32 2.54 2.76 2.98
7 2.16 2.41 2.63 2.85 3.04
8 2.37 2.59 2.81 3.03 3.25 3.47 3.69
9 2.90 3.12 3.34 3.56 3.78
10 3.30 3.52 3.74 3.96 4.18
11 3.48 3.70 3.92 4.14 4.36 4.58
12 3.79 4.01 4.23 4.45 4.67 4.89
13 4.19 4.41 4.63 4.85 5.07
14 4.28 4.50 4.72 4.94 5.16
15 4.46 4.68 4.90 5.12 5.34

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5.6 DESIGN CONSIDERATIONS

The following special areas need to be addressed by the Pavement Design Engineer as the project
develops.

5.6.1 STABILIZED SUBGRADE

Since stabilized subgrade has a history of good performance and provides strength to the pavement
system at a low cost, it is highly recommended that a stabilized subgrade element be included in a
pavement design as shown in the Plans Preparation Manual.

In some situations, project conditions may dictate elimination of a stabilized subgrade during
design and achieving the Required Structural Number (SNR) with base course and asphalt
structural course. These conditions might include:

Limited working areas at intersections or in medians.

Shallow existing utilities that are impractical to relocate.
Areas of urban projects where it is essential to accelerate construction to limit restriction of
access to adjacent businesses.

Stabilized subgrade should not normally be eliminated over extensive areas, because it is necessary
to provide a working platform for base construction operations. This is an especially important
consideration with asphalt base course, because of the difficulty in achieving compaction of the
first course placed on an unstable subgrade.

On rural highways, stabilized subgrade should extend to the shoulder point in order to provide a
stable shoulder condition. On urban projects, stabilized subgrade is usually necessary to support
curb and gutter. The District Construction Engineer should be consulted prior to deciding to
eliminate stabilized subgrade in design. The reasons for eliminating stabilized subgrade must be
documented in the project file.

In situations where construction time is critical, the following alternates to in-situ sampling and
testing to determine the Limerock Bearing Ratio (LBR) value of a stabilized subgrade include:

Mixing of soil and stabilized material and testing off site.

Use of a natural occurring material that meets the Limerock Bearing Ratio (LBR)

value requirement that has been tested at the source.

Use of a Predesigned Stabilized Subgrade per a Special Provision specification covering this
concept.

These alternatives should be discussed with the District Construction Engineer and the District
Materials Engineer and appropriate Special Provisions included in the Project Specifications.

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The specifications also provide that when 12-in of Type B Stabilization requiring an LBR value
of 40 is called for, the Engineer may allow, at no additional compensation, the substitution of 6-in
of Granular Subbase meeting the requirements of section 290.

The specifications provide for use of the No Soak LBR Test Method to expedite LBR testing under
certain conditions. Use of this test method is at the option of the Contractor if approved by the
District Materials Engineer.

5.6.2 BASE

Except as limited by Table 5.6 or as may be justified by special project conditions, the options for
base material should not be restricted. Allowing the contractor the full range of base materials will
permit him to select the least costly material, thus resulting in the lowest bid price.

Unbound granular base materials are generally the least expensive. However, project conditions
may dictate restricting the base course to Asphalt Base Course. The following conditions may
warrant restricting the base course to Asphalt Base Course (designated as Type B-12.5) if the
additional cost can be justified:

In an urban area, maintenance of access to adjacent business is critical to the extent that it is
desirable to accelerate base construction.

The maintenance of traffic scheme requires acceleration of base construction in certain areas
of the project.

High ground water and back of sidewalk grade restrictions make it difficult to obtain adequate
design high water clearance from the bottom of a thicker limerock base. The thinner asphalt
base can help increase the clearance. Note that asphalt base requires a well compacted
subgrade, just as limerock base. It is

usually necessary to have two feet of clearance above ground water to get adequate compaction
in the top foot of subgrade. In areas where this cannot be obtained, the District Drainage
Engineer should be consulted for an underdrain design or other methods to lower the ground
water. Refer to section 5.2.2 for guidance on Design Base Highwater Clearance.

The configuration of base widening and subgrade soil conditions are such that accumulation
of rainfall in excavated areas will significantly delay construction.

The Pavement Design Engineer should become familiar with the material properties, construction
techniques, testing procedures, and maintenance of traffic techniques that may enter into the
decision to restrict the type of base material to be used. Consultation with the District Construction
Engineer and the District Materials Engineer should be done prior to making any decision.

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A decision to restrict base course material to an Asphalt Base Course throughout a project must be
documented and approved by the District Design Engineer. A copy of the documentation shall be
furnished to the State Pavement Design Engineer.

Base courses are normally set up under Optional Base Group (OBG) bid item.

On projects where the Pavement Design Engineer would like to use Asphalt Base (Type B-12.5)
on a part of a project and allow multiple base options on other parts of the projects, the Pavement
Design Engineer should change the OBG Number by one and specify Asphalt Base only for the
area where it is required.

An example of a project where this may occur would be on a project where OBG 6 is recommended
and the Pavement Design Engineer encounters an area of high water. The option would be to use
Type B-12.5 from OBG 7. Another option would be to use Type B-12.5 from OBG 5. In both
cases the structural asphalt thickness can be adjusted to meet the structural number requirements
and allow for separate unit prices.

The Optional Base Group should not exceed OBG 12 for unbound granular base materials; except
for trench widening where up to OBG 14 may be used.

5.6.3 ASPHALT BASE CURB PAD

When asphalt base only is decided on for a curb and gutter project, it is generally advisable to
show, on the typical section, an asphalt Type B-12.5 pad under the curb (see PPM exhibit TYP-
6A for example). The thickness of the asphalt pad should be shown in a constructability sketch
and shown in the plans, so that the bottom of the curb pad matches the bottom of the initial lift of
asphalt base. This will allow the initial lift of the asphalt base to include the curb pad and to be
placed prior to the curb placement. This will protect the subgrade from rain earlier and potentially
speed up construction. Since the thickness of the asphalt curb pad will be less than the asphalt
base, the Base Group may need to be increased to provide for a minimum of 1--in of asphalt curb
pad.

5.6.4 STRUCTURAL COURSE

Individual asphalt layers are not shown on the Plans Typical Section, only the overall asphalt
thickness as prescribed in the Plans Preparation Manual. Table 5.11 provides individual layer
thicknesses for asphalt structural courses.

Variations can occur when recommended in advance by the District Bituminous Engineer and
concurred with by the District Pavement Design Engineer. For unusual situations, the State
Pavement Management Office and the State Materials Office should be consulted.

The Pavement Design Engineer shall sketch out the construction sequence of the Typical Section
to ensure constructability. This sketch is to be included in the pavement design package. Emphasis
should be placed on allowing the final structural layer to be placed on the mainline and shoulder

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at the same time. This makes construction easier for the contractor and improves the final product
by avoiding a construction joint at the shoulder.

Type SP mixes are designated in the plans by Traffic Level, based on the design ESALD and
shoulders per Table 5.10. The same Traffic Level as the roadway should be used for paved
shoulders less than or equal to 5-ft wide, where the final layer for the upper pavement structural
layer and shoulder must be the same and paved in a single pass. For shoulders wider than 5-ft,
refer to Chapter 8 of this manual.

As a practical matter, Superpave mixes for crossroads and other small sections with quantities less
than 1000 tons can be designed with the same mix (i.e. Traffic Level) as the mainline. This should
be discussed on a project by project basis with the District Bituminous Engineer.

5.6.5 TRAFFIC LEVELS

TRAFFIC LEVELS FOR DESIGN EQUIVALENT SINGLE AXLE LOADS (ESALD)

RANGE FOR SUPERPAVE ASPHALT CONCRETE STRUCTURAL COURSES

The following are the Traffic Levels for the Design Equivalent Single Axle Loads (ESALD) ranges
for Superpave Asphalt Concrete Structural Courses

AASHTO
DESIGN ESALD RANGE
(MILLION) TRAFFIC LEVEL
< 0.3 A
0.3 to < 3 B
3 to < 10 C
10 to < 30 D
>= 30 E

5.6.6 LAYER THICKNESS

SPECIFICATION REQUIREMENTS ON LAYER THICKNESS FOR TYPE SP

STRUCTURAL COURSES

The layer thickness must be consistent with the following thickness ranges:
FINE MIXES
Type Mix Minimum Maximum
SP-9.5 1" 1--in
SP-12.5 1-" 2--in
SP-19.0 2" 4-in

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In addition to the minimum and maximum thickness requirements, the following restrictions are
placed on the respective material when used as a structural course:

SP-9.5 Limited to the top two structural layers, two layers maximum.

SP-9.5 May not be used on Traffic Level D and E applications.

SP-19.0 May not be used in the final (top) structural layer below FC-5
mixtures. Type SP-19.0 mixtures are permissible in the layer directly below
FC-9.5 and FC-12.5 mixtures.

All overbuild layers must be Type SP Asphalt Concrete designed at the traffic level as specified
in the Contract Documents. On variable thickness overbuild layers, the minimum and maximum
allowable thicknesses will be as specified below, unless called for differently in the Contract
Documents.

Type SP-9.5 3/8 to 2-in

Type SP-12.5 1/2 to 3-in
Type SP-19.0 1 to 4 -in

Variable thickness overbuild layers constructed using a Type SP-9.5 or SP-12.5 mixtures may be
tapered to zero thickness provided the Contract Documents require a minimum of 1-1/2 inches of
dense-graded mix placed over the variable thickness overbuild layer.

Overbuild is further discussed in section 7.8.2.

Structural and Friction Courses are shown by thickness in plans, but bid as tonnage items. Bid
quantities are estimated using maximum spread rate of 110 lbs per square yard-inch (110lbs/yd2-
in).

Actual spread rates to construct the plan thickness are determined by specification formula for the
mix selected by the contractor.

When construction includes the paving of adjacent shoulders <= 5-ft wide, the traffic level and
layer thickness for the upper structural pavement layer and shoulder must be the same and paved
in a single pass, unless otherwise specified in plans.

A minimum of 1-in initial lift of structural course is required over an Asphalt Rubber Membrane
Interlayer (ARMI).

Superpave mixes are classified as fine and are defined in Specification Section 334-3.2.2.

The equivalent AASHTO nominal maximum aggregate size Superpave mixes are as follows:

SP-9.5 .. 9.5 mm
SP-12.5..12.5 mm
SP-19.0..19.0 mm

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For construction purposes, plan thickness and individual layer thickness will be converted to
spread rate based on the maximum specific gravity of the asphalt mix being used, as well as the
minimum density level as in the following equation:

Spread rate (lbs/yd2) = t x Gmm x 43.3

Where:

t = Thickness (in) (Plan thickness or individual layer thickness)

Gmm = Maximum Specific Gravity from the verified mix design

Plan quantities are based on a Gmm of 2.540, corresponding to a spread rate of 110 lbs/yd2-in. Pay
quantities will be based on the actual maximum Specific gravity of the mix used.

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TABLE 5.10

DESIGN NOTES ON LAYER THICKNESS FOR ASPHALT CONCRETE

SHOULDER STRUCTURAL COURSES

For projects requiring FC-5, the top structural layer of the roadway overlay and a narrow adjacent
shoulder course (<=5-ft wide) must be constructed in one pass. The following apply when a 5-ft
or less shoulder is to be constructed in conjunction with an overlay of the road.

Roadway Course Shoulder Structural Course

Thickness inch Thickness inch

1.0" 1.0"

1.5" 1.5"

2.0" 1.0"

2.5" 1.0"

3.0" 1.0"

3.5" 1.0"

For projects requiring FC-12.5 or FC-9.5, a single lift may be sufficient structural thickness for the
shoulder pavement.

*Note: For Traffic Level D and E applications, SP-9.5 is not allowed.

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TABLE 5.11

LAYER THICKNESS FOR

ASPHALTIC CONCRETE STRUCTURAL COURSES

LAYER THICKNESS FOR ASPHALTIC CONCRETE STRUCTURAL COURSES

(Layers Are Listed In Sequence Of Construction)
LAYER THICKNESS (inches)
Course Thickness (in)

SP-19.0 1st SP-12.5 1st

SP-19.0 with SP- SP-19.0 with SP- SP-12.5 with SP- Layer with SP- Layer with SP-
SP-12.5 SP-9.5
12.5 Top Layer 9.5 Top Layer 9.5 Top Layer 12.5 2nd Layer 9.5 2nd Layer
and Top Layer and Top Layer

1 2 3 1 2 3 1 2 1 2 3 1 2 1 2 3 1 2 3

1 1
1 1 1
1 /2 1 /2 1 /2

2 2 1 1
1 1 1 1
2 /2 2 /2 1 /2 1 1 /2 1
1 1 1 1
3 2 1 1 /2 1 /2 2 1 1 /2 1 /2
1 1 1 1
1 2 1 /2 2 /2 1 2 1 /2 2 1 /2
3 /2
1
2 /2 1
1 1 1 1
2 /2 1 /2 3 1 2 2 2 /2 1 /2
4
1 1 1 1
2 2 2 /2 1 /2 2 /2 1 /2
1 1 1 1 1 1 1
1 2 /2 2 3 1 /2 2 /2 2 1 /2 1 /2 1 /2 2 1 /2 1
4 /2
1
2 2 /2
1 1 1 1 1 1 1 1
3 2 2 2 1 2 /2 2 /2 2 1 /2 1 /2 2 1 /2 1 /2 2 1 /2 1 /2
5
1 1 1 1 1
2 /2 2 /2 2 1 /2 2 2 1 2 /2 1 /2 1
1 1 1 1 1 1 1 1 1 1 1 1
1 2 2 1 /2 2 /2 2 1 2 /2 1 /2 1 /2 2 2 1 /2 2 /2 1 /2 1 /2 2 /2 1 /2 1 /2
5 /2
1 1 1
2 2 1 /2 2 /2 2 1 2 2 1 /2
1 1 1 1 1 1 1 1
2 /2 2 1 /2 2 /2 2 /2 1 2 2 2 2 /2 2 /2 1 2 /2 2 1 /2
6
1 1 1 1
2 2 2 3 2 1 2 /2 2 1 /2 2 /2 2 1 /2 2 2 2

Notes: SP-9.5 not allowed on Traffic Level D or E applications.

SP-9.5 limited to the top two structural layers, two layers maximum.
SP-19.0 not allowed in the final (top) structural layer below FC-5 mixtures.
SP-19.0 allowed in the layer directly below FC-9.5 and FC-12.5 mixtures.

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5.6.7 RAMP DESIGN

On new construction of limited access ramps, where future traffic is very uncertain, the structural
number can be reduced by 25% from the mainline structural number in rural areas, and 15% in
urban areas.

The reduction in structural number will be made in the thickness of the structural course. A
minimum Base Group 9 and 2-in structural course should be provided. The transition from
mainline thickness to ramp thickness will occur just beyond the gore. (See Standard Index 525,
Ramp Terminals).

The design assumptions used for the above guidelines were based on 25% of the mainline traffic
using the ramp in rural areas and 50% of the mainline traffic using the ramp in urban areas. The
Pavement Design Engineer must verify that these assumptions are appropriate for each project.

A situation where the designer would not want to reduce the design would be a case where reliable
traffic data has been provided and the design thickness is greater than the reduced thickness.

From the prior Design Example given in Section 5.5 with a mainline structural course thickness
of 3-in and Design Speed of 55 mph:

Ramp design for a Rural Area:

Layer/Material Coefficient Thickness SNC

Friction Course, FC-5 0.00 x 3/4" = 0.00

Structural Course 0.44 x 2.25" (use 2.5") = 1.10
Optional Base Group 9 = 1.80
Type B Stabilization (LBR 40) 0.08 x 12.0" = 0.96
= 3.86"

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CHAPTER 6
PAVEMENT WIDENING

6.1 REQUIREMENTS

Pavement widening, which includes trench widening, lane addition, and operational type projects,
do not require thickness design calculations. The Pavement Design Engineer needs to determine
what the existing pavement structure consists of, including any designed overlays. The widening
section will be designed and constructed to match the existing plus overlay pavement. The total
structural number of the widened section must equal or exceed the total mainline structural
number. The following guidelines will assist in providing a well engineered design.

6.2 STRUCTURAL COURSE

To provide for future milling, the asphalt thickness of the structural course of the widening should
match or exceed the existing mainline asphalt plus any overlays planned as a part of the project.

It may be impractical to match the existing pavement of an old road that has had numerous
overlays. It is essential that the Pavement Design Engineer evaluate what will be left if there is a
future milling operation that for some reason removes a substantial amount of asphalt. A 4-in to
5-in thickness of structural asphalt is a reasonable limit depending on truck volumes, for inside
traffic lanes which have less truck use.

On selected projects, it may be necessary to justify and use an Asphalt Base (Type B-12.5) for
widening. However, with proper design it may be possible to take advantage of the potential
economics of a granular base material and bid an Optional Base. Industry representatives and the
Department's Construction Office indicate that the following procedure could be used to permit
the construction of trench widening without requiring the use of a barricade:

DAY ONE

Cut a trench for that day's run.

Place the first layer of granular base in the trench.
Compact and finish.
Check the density.
Place the second layer of granular base in the trench.
Compact and grade to comply with Standard Index 600.

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DAY TWO

Compact and finish second layer.

Construct Structural Layers.

Standard Index 600 provides several optional treatments that could be utilized during the
construction of a granular base.

The Pavement Design Engineer must also consider the constructability of his design. It is highly
recommended that widening projects be kept as simple as possible.

If a granular base is to be used, it should be designed flush with the existing granular base. Asphalt
structural layers will then be brought up to the top of the existing asphalt layers. Subsequent
asphalt layers can then be constructed full width over the existing roadway and the widening. The
purpose is to minimize the possibility of a longitudinal crack at this joint.

On complicated projects, it is highly recommended that the District Construction Engineer and the
Resident Construction Engineer be contacted and the project reviewed in detail.

6.3 BASE AND SUBGRADE

The strength of the widened section base material, as measured by its layer coefficient multiplied
by its thickness, must match or exceed the existing base strength.

The Pavement Design Engineer must visualize what is left when future milling occurs to insure
that the remaining structural numbers are compatible. Normally the top of the new base and the
top of the old base should match to facilitate future milling. From the top of the existing base
down, the widening structural number must be equal to or greater than the existing structural
number (including any stabilized subgrade).

On any type of widening project, the base options to be used may be specified by the Pavement
Design Engineer and shown in the plans to ensure layer coefficients equal or greater than the
existing base.

6.4 STABILIZATION

Stabilization should be considered when adding lanes or shoulders and on some operational type
projects. The use of stabilizing in trench widening strips is generally not recommended. When
stabilization is eliminated, the reasons should be documented in the project file. When
stabilization is not provided, single course base layers should not be used.

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6.5 LABORATORY RESILIENT MODULUS (MR)

For widening projects, such as the addition of a new truck lane with substantial fill areas in excess
of three feet (3-ft), samples should be obtained from potential borrow areas.

6.6 WIDENING DESIGN SAMPLE PROBLEM

The following is a sample problem on widening that is commonly found.

GIVEN:

The existing two lane rural roadway Traffic Level C with a posted speed of 65 mph is to be milled
2.5" and resurfaced with 1.5" Type SP and 1.5" Type SP w/ PG76-22, and " FC-5. The existing
lanes are 11' wide. The road needs to be brought up to current standards by widening the lane to
12-ft.

FIND:

The pavement design for widening to match the existing pavement plus resurfacing. List any
assumptions. Sketch a possible layer construction sequence of the design, including resurfacing,
widening, and shoulders, to insure constructability.

DATA:

Field data from the existing pavement as evaluated by the District Bituminous Engineer includes
the following information.

Material Thickness Condition

Type S + FC 3.5" poor
Limerock 10" good
Stabilization 12" good

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SOLUTION:

The original plans and field inspection indicate that the area beyond the edge of pavement was
stabilized to the shoulder point.

The pavement design for the widening includes:

SNE (Limerock) = (0.18 x 10") = 1.8" or Optional Base Group 9

use 3" Structural Course and 3/4" Friction Course over 6" Type B-12.5 base to match the
total asphalt thickness after milling plus resurfacing

= " Friction Course (new)

1.5" Type SP (PG 76-22) (new)
1.5" Type SP (new)
6" Type B -12.5 Base

Existing stabilization is assumed.

A construction sketch of the design is provided (See Figure 6.1) showing the widening structural
layers.

The pavement description in the plans should read:

WIDENING

OPTIONAL BASE GROUP 9 WITH

TYPE SP STRUCTURAL COURSE (TRAFFIC C) (1 ")
AND TYPE SP STRUCTURAL COURSE (TRAFFIC C)(1 ")(PG 76-22)
AND FRICTION COURSE FC-5 (")(PG 76-22)

Selection of optional base should result in material meeting or exceeding the structural strength of
the existing material.

The pavement design for the shoulder includes:

Existing shoulder stabilization is adequate and traffic loadings are moderate. This results in using
the minimums for design found in Table 5.5. Table 5.5 lists the following:

1" Structural Course

Optional Base Group 1

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However, for constructability, use 1.5" Type SP so that the shoulder can be pulled with the final
layer of the structural course by the paver.

The resurfacing and widening design includes 3" structural course on the widening, 4" of structural
course on the resurfacing (including 1" of remaining Type S) and 3/4" FC-5 Friction Course on
top of existing, widening and shoulder.

The shoulder should be designed as follows:

Friction Course FC-5 3/4"

1.5" Type SP (PG 76-22)
OBG 1

A construction sketch of the shoulder design is provided (See Figure 6.1) showing the shoulder
structural layers.

The pavement description in the plans should read:

SHOULDER

OPTIONAL BASE GROUP 1 WITH

TYPE SP STRUCTURAL COURSE (1 ")(PG 76-22)
AND FRICTION COURSE FC-5 (3/4")(PG 76-22)

Note that the 12" Type B Stabilization is not included in the description since the existing
stabilization is adequate.

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FIGURE 6.1

WIDENING DETAIL FOR SAMPLE PROBLEM

The following is an example of a detail sketch, showing what needs to be done when designing a
widening project.

Exis ting Propos e d Propos e d Shoulde r

Mainline Re s urfacing Wide ning Addition
3
/4" FC-5

1 1/2" Type SP 1 1/2" Type SP 1 1/2" Type SP

(PG 76-22) (PG 76-22) (PG 76-22)

3 1/2" AC 1 1/2" Type SP 1 1/2" Type SP

1" Original AC
OBG 1
6" AC Bas e

10" 10"
Lime rock Lime rock

(Ade quate
(Ade quate
Stabilization)
Stabilization)
12" Type B 12" Type B
Stabilization Stabilization

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CHAPTER 7
PAVEMENT THICKNESS DESIGN PROCESS FOR
REHABILITATION PROJECTS
(Section 5.5.4, 5.5.5 and 5.5.6 Requirements Apply)

7.1 OVERVIEW

This process is applicable to all rehabilitation projects in Florida where the Pavement Design
Engineer must calculate a structural overlay thickness using the AASHTO procedure.

The following steps will take place in approximately the order shown with the understanding that
some activities can take place concurrently. A schematic of the process is shown in Figure 7.1.

7.2 REQUIRED STRUCTURAL NUMBER (SNR) CALCULATIONS

USING THE AASHTO DESIGN GUIDE

The procedure for calculating the Required Structural Number (SNR) is the same method detailed
under New Construction (Refer to Section 5.2).

7.3 RESILIENT MODULUS (MR) VARIATIONS

Rehabilitation projects use the existing subgrade soils. This material may be variable within a
project for several reasons. One reason for subgrade variability may be that different parts of the
project were constructed under several earlier projects. Other variability may be due to factors
such as soil strata, compaction, and moisture content. Two methods of obtaining the Resilient
Modulus (MR) values are available to the Pavement Design Engineer. These are non-destructive
testing using the Deflection Equipment, and Soil Test Data. This information needs to be obtained
as early as possible in the design process.

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FIGURE 7.1

FLEXIBLE PAVEMENT REHABILITATION PROCESS

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7.3.1 RESILIENT MODULUS (MR) FROM NONDESTRUCTIVE

TESTING

Nondestructive Deflection testing is the preferred method for obtaining the Resilient Modulus
(MR) for a rehabilitation project. The deflection values obtained represents the deflection of the
embankment or natural subgrade material. More test data can be collected and used to statistically
calculate the Resilient Modulus (MR). A plot of the actual deflection data permits the Pavement
Design Engineer to evaluate the uniformity of the material under the existing roadway.

The State Materials Office will provide an evaluation of the deflections and will provide one or
more recommended Resilient Modulus (MR) values for the project. The design Resilient Modulus
(MR) represents the weakest area within the design limits that it is practical to design for. It is
based on the mean deflection plus two standard deviations and represents an optimum tradeoff
between future isolated maintenance costs and increased overlay costs. This analysis is different
than the Reliability factor (%R) which is used to account for traffic forecasting and construction
variability.

Significant variances that show up on the plots should warrant further investigation to determine
if special attention must be paid to these areas or if the designs must be modified accordingly.

Example plots are given in Figure 7.2, Figure 7.3, and Figure 7.4. Note that in Figure 7.2 the plot
is constant compared to Figure 7.3 and Figure 7.4. In Figure 7.3, a significant change takes place
in the Pavement Structure. In Figure 7.4, a "Blip" occurs in the plot warranting a field check.

7.3.2 RESILIENT MODULUS (MR) FROM LBR

If it is not practical to obtain Deflection testing and a Design LBR Value is available, the Pavement
Design Engineer can convert the Design LBR Value to a Resilient Modulus (MR) using Table 5.1.

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FIGURE 7.2

DEFLECTION PLOT EXAMPLE

State Of Florida
Department Of Transportation
State Materials Office
Pavement Deflections

Example of normal pavement deflections

Falling Weight Deflections - 9 Kip Load

Palm Beach County / Section 93040
16 SR 5 SBTL / MP 11.110 to 12.410
14
12
Deflection (mils)

10
8
6
4
2
0
11.110 11.310 11.510 11.710 11.910 12.110 12.310
Milepost
D0 D8 D12 D18

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FIGURE 7.3

DEFLECTION PLOT EXAMPLE

State Of Florida
Department Of Transportation
State Materials Office
Pavement Deflections

Example of a pavement change.

Falling Weight Deflections

9 KIP Load

20 Section 1: MP Section 2: MP
10.0 to 11.2 11.2 to 12.8
18 MR = 20,089 psi MR = 16,031 psi
16
D e f le c tio n (m ils )

14
12
10
8
6
4
2
0
10.0 10.5 11.0 11.5 12.0 12.5
Milepost

D0 D8 D12 D18 D24 D36 D60

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FIGURE 7.4

DEFLECTION PLOT EXAMPLE

State Of Florida
Department Of Transportation
State Materials Office
Pavement Deflections

Example of a 'Blip' that occurred that warrants a field investigation.

Falling Weight Deflections - 9 Kip Load

Broward County / Section 86100
SR 7 NBTL / MP 23.400 to 24.591

12 Field Check

10
Deflection (mils)

8
6
4
2
0
23.400 23.600 23.800 24.000 24.200 24.400
Milepost
D0 D8 D12 D18

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7.4 EVALUATING THE EXISTING STRUCTURAL NUMBER (SNE)

Many items must be examined before the proper rehabilitation strategy can be initiated. After
these items are reviewed, action by the Pavement Design Engineer is important to meet production
schedules.

7.4.1 FIELD TESTING

The Pavement Design Engineer must determine what the project is to accomplish. Some jobs,
such as skid hazard, widening, or operational type projects, are not designed structurally. They do
not require a standard pavement thickness design and normally do not require deflection testing
unless an evaluation of the underlying materials is needed. Testing is not feasible for extremely
short projects due to the reduction in the normal testing frequency and testing confidence limits.

Deflection testing requests should not be made for:

Two lane roadway projects less than 1 mile long.

Three lanes or more roadway projects less than 0.5 miles long.

Example projects where Deflection testing should not be required include bridge or culvert
replacement, intersection improvement, etc.

Scheduling the Maintenance of Traffic (MOT) in order to accomplish this field testing requires
close coordination between the State Materials Office and the District Maintenance Offices. It is
highly recommended that the longest possible lead time be allowed to accomplish this field work.

It is preferable to give the State Materials Office a year or more advance notice so that they can
schedule their work throughout the state. A good time to do this is after the work program is
updated and project schedules are set. Coordinated requests for multiple jobs within a district are
preferred.

7.4.2 DATA COLLECTION

The goal of a Pavement Design Engineer is to provide a pavement structure that will maintain the
desired serviceability over the design period at optimum cost. The design period will be between
8 and 20 years depending on the type of project the Pavement Design Engineer ultimately
develops.

The Pavement Design Engineer will need to initiate a preliminary data collection effort. Sources
of information include the present and historical Pavement Condition Survey (PCS).

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Additional information can be obtained from the Roadway Characteristics Inventory (RCI),
Straight Line Diagrams (SLD), and old plans.

The Design Survey Information should be obtained so that existing pavement cross slope can be
checked.

Documentation is also available from the District Materials, Drainage, Maintenance, and
Construction personnel who have knowledge of, and are interested in the project. A field review
of the project is recommended to verify the project information and ensure that the design
objectives have been properly defined.

The year of last rehabilitation, condition of the pavement before the last rehabilitation, and the type
of rehabilitation performed should be documented in the pavement design package.

7.4.3 PAVEMENT EVALUATION

The pavement evaluation information should be used by the designer to carefully evaluate the
possible causes of the current distress, so that the distresses are not simply repaired, but are also
prevented from rapidly recurring.

The designer should not be satisfied with simply providing an adequate structural number, but
should also consider other factors. An example would be an unstable lower layer that has
repeatedly contributed to rutting in the past. By studying the pavement history, this problem could
be identified and evaluated and a deeper milling depth set. A concrete overlay or reconstruction to
concrete are other alternatives to consider.

The District Materials Office should be requested to perform an evaluation of the project.
Deflection data should be reviewed to see if special areas of investigation are warranted. Pavement
Coring and Evaluation Procedure per the Materials Manual can be obtained from the State
Materials Office or through the departments INTERNET and INFONET sites. Specific pavement
data required includes the existing material type and thickness, the quality and condition of the
materials, and the cross slope.

Research on the existing pavement should also include researching old plans for existing
stabilization. If the existing plans are not available, additional testing to determine the need for
stabilization on widening and/or shoulder pavement may be needed.

Specific detailed distress data needed at this time includes, type and extent of cracking, crack
depths, cross slope, and rut depth. The District Materials Office will provide recommendations on
milling, overbuild, use of automatic screed control, and an Asphalt Rubber Membrane Interlayer
(ARMI) when required.

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7.4.4 REDUCED LAYER COEFFECIENTS

When a pavement has been in service for some time, it can be demonstrated that the asphaltic
materials will have lost some of their load carrying ability. To represent this in the Existing
Structural Number (SNE) calculations, a set of reduced layer coefficients reflecting the current
pavement condition to be used for rehabilitation projects have been tabulated. These values are
given in Table 7.1.

Granular base, subbase, and stabilizing, if present in the pavement structure, are assumed to remain
at full strength and are not reduced in the Existing Structural Number (SNE) calculations. If
substandard materials are suspected, the State Materials Office should be requested to do an
evaluation and possibly recommend a lower value.

The Existing Structural Number (SNE) can be calculated using the following formula:

SNE = (a1 x D1) + (a2 x D2) + (a3 x D3) + ...

+ (aN x DN)
where:

SNE = Total strength of the existing pavement layers.

a1 = Reduced layer coefficient of the 1st layer.

D1 = Layer thickness in inches of the 1st layer.
a2 = etc.
D2 = etc.
aN = Layer coefficient of the Nth layer.
DN = Layer thickness in inches of the Nth layer.

If a pavement is to be milled, the thickness of the uppermost layers affected by the milling
operation will be eliminated. The layer coefficients for asphaltic materials are reduced as shown
in Table 7.1, based on the condition of the pavement. Pavement Condition should be based on the
surface appearance of the pavement (cracking, patching, rutting, etc.) and may be supplemented
by additional testing.

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TABLE 7.1

REDUCED STRUCTURAL COEFFICIENTS OF ASPHALT

MATERIALS PER INCH

Recommended Criteria
(based on the Pavement Condition Survey ratings)

Good - No Cracking, minor rutting/distortion

Fair - Crack Rated 8 or higher, minor rutting and / or distortion
Poor - Cracking or Rutting rated 7 or less

Layer coefficients for granular base, subbase, and stabilization are not reduced. Use the
values shown in Table 5.4.

Original Pavement Condition

Layer Design Good Fair Poor

FC-2 or FC-5 0
FC-1 or FC-4 0.20 0.17 0.15 0.12
FC-3 0.22 0.20 0.17 0.15
FC-6 0.44 0.34 0.25 0.15
FC-12.5 or
FC-9.5 0.44 0.34 0.25 0.15

Type S or SP 0.44 0.34 0.25 0.15

Type I 0.37 0.30 0.23 0.15

Type II 0.20 0.17 0.15 0.12
Type III 0.30 0.25 0.20 0.15

Binder 0.30 0.25 0.20 0.15

ABC-1 0.20 0.17 0.14 0.10
ABC-2 0.25 0.20 0.16 0.12
ABC-3 0.30 0.25 0.20 0.15

Type B-12.5 0.30 0.25 0.20 0.15

SAHM 0.15 0.13 0.11 0.08
SBRM 0.15 0.13 0.11 0.08

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TABLE 7.2

AASHTO SUGGESTED LAYER COEFFICIENT

FOR FRACTURED SLAB PAVEMENT

MATERIAL SLAB CONDITION COEFFICIENT

Crack/Seat Pieces one to three feet 0.20 - 0.35

JPCP

Rubblized PCC Completely fractured slab

pieces less than one foot 0.14 - 0.30

Base/Subbase No evidence of degradation

granular and or intrusion of fines 0.10 - 0.14
stabilized
Some evidence of degradation
or intrusion of fines 0.00 - 0.10

NOTE: The experience to date is to use the middle values for the AASHTO suggested layer
coefficient for fractured slab pavements for asphalt overlay. However, complete evaluation of the
existing PCC pavement must be made prior to selection of an appropriate layer coefficient per
project.

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7.5 MILLING

The need to mill all or part of the existing pavement should be evaluated for every project. A
decision to mill should be based on sound economic and engineering principles. Consideration
should also be given to the time between coring and evaluation of the project, and the construction
phase of the project. If the project is cored and evaluated but not constructed for several years, the
pavement conditions in the Pavement Evaluation may change significantly.

7.5.1 CANDIDATE PROJECTS

Milling may be appropriate for the following reasons:

Remove cracked asphalt.

To correct cross-slope.
Avoid raising the grade excessively (i.e. curb and gutter sections, bridges, underpasses, etc.).
To remove rut susceptible mixes.
Minimize the need to perform construction work outside the mainline pavement area, (an
example would be requiring a structurally unnecessary overlay of paved shoulders plus safety
work and earthwork).
Elimination of an existing mix problem that should be removed rather than be overlaid.
For removal of FC-2 or FC-5 when overlaying.
If the overall project cost would be less with milling than without.

Cracked pavement should be milled out to avoid reflective cracking in the overlay. It is usually
desirable to leave at least -in of asphalt over the base throughout the project to protect it from
traffic and rain. However, the entire asphalt structure can be milled out as long as contract
provisions provide for maintenance of traffic and protection of the base, such as placement of the
first lift of structural asphalt no later than the day after the surface was milled.

Consideration should also be given to underlying layers that may consist of potentially unstable
materials that could cause problems if exposed by milling (such as some old low asphalt content
binder courses or low Marshall Stability mixes). If these situations exist, they should be carefully
discussed with the District Bituminous Engineer and the Roadway Design Engineer.

Special Provisions may be needed to limit the exposure of these layers to traffic until adequate
structural thickness is placed.

Distress in an overlay due to reflective cracking is not fully modeled in the structural number
calculations. Research is being done to better evaluate reflective cracking potential using
computer modeling.

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If it is not practical to mill out most of the cracked pavement, an Asphalt Rubber Membrane
Interlayer (ARMI) and/or additional overlay thickness should be considered. Generally it is not
practical to mill to a depth greater than 5in. Use of Asphalt Rubber Membrane Interlayer (ARMI)
is discussed further in section 7.8.6.

Milling is not the solution when the base or subgrade is the problem. An evaluation of the base or
subgrade should be made to determine if reconstruction is necessary to correct the poor condition
of the base or remove poor base materials.

7.5.2 PAVEMENT CORING AND SAMPLING

Where milling on a project will exceed 5000 tons of Recycled Asphalt Pavement (RAP)
material, 6-in diameter core specimens representative of the mix to be milled, will be taken in
accordance with the coring and sampling requirements of the Materials Manual (Topic No. 675-
000-000).

The condition of the pavement at each core location will be observed by District Materials Office
and a Pavement Evaluation coring and Condition Data Form (No. 675-030-09) will be prepared
and entered into the Pavement Coring and Reporting (PCR) System, per the Materials Manual.

7.5.3 VARIABLE DEPTH MILLING

Under some conditions, variable depth milling may be appropriate. As an example, cracks in a
truck lane may be significantly deeper than cracks in the passing lane. This must be coordinated
closely with District Construction.

Crack depth is recorded in the Pavement Evaluation and Condition Data Form (No. 675-030-09).
The milling depth should be uniform within a lane except when the milling slope has been set to
correct a cross slope problem.

7.5.4 CROSS SLOPE

Proper pavement cross-slope is essential to provide adequate drainage, especially if minor rutting
occurs on the pavement. The Pavement Design Engineer should work closely with the District
Bituminous Engineer to ensure cross-slope is addressed in design.

Existing cross-slope should be field verified from the Design Survey, a roadway cross-slope
measurement from a multi-purpose survey vehicle (MPSV), or from the cross-slope measurements
shown on the Pavement Evaluation Coring and Condition Data Form. If a Design Survey has not
been performed and cross-slope problems are suspected, then a survey should be requested
according to Survey Guidelines for RRR Projects (section 25.3.4 of the Plans Preparation Manual
(PPM) Vol.1)

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If the existing cross-slope is out of tolerance (see criteria provided in section 25.4.6 of PPM Vol.
1), sufficient overbuild material must be provided by the Roadway Designer in the quantity
estimate to correct the deficiency. The District Bituminous Engineer will provide
recommendations with regard to specifying the use of transverse screed control for the pavers.
Milling to a specified cross slope should also be considered.

If correction to the cross-slope is needed, the pavement designer should discuss possible corrective
actions with the District Bituminous Engineer and the Roadway Design Engineer to ensure
constructability. Special milling and layering details shall be shown in the plans when cross-slope
correction is needed. (See examples in the PPM Vol. 2, Chapter 6 Exhibits).

If the longitudinal profile is also to be corrected, sufficient overbuild materials must be provided
in the estimate.

7.5.5 RUTTED PAVEMENT

The rehabilitation technique to be applied to a rutted pavement must be carefully evaluated.

If the pavement is relatively young and rutting is a major form of distress, there may be a materials
or mix problem. Milling of the substandard material may be essential. The history of the pavement
should be studied to see if unstable mixes previously existed and need to be removed.

For a pavement that is rutted and not cracked, a special evaluation should be made prior to a
decision on the depth of milling. The State Materials Office should be contacted and their
assistance requested to determine if milling would be prudent. Special tests on various layers and
cross-sectional coring or trenching may be warranted to identify problem layers in the top 5in of
pavement

7.5.6 MILLING DEPTH

The District Bituminous Engineer and the District Pavement Design Engineer will set the milling
depth based on field data that is collected using the Pavement Coring and Evaluation Guidelines.

Laboratory testing of the project field cores cannot be completed until the milling depths have been
set. The cores are then cut and tested to provide a coring report for the Recycled Asphalt Pavement
(RAP). This must be taken into consideration with the timing of these various operations. A
Coring and Condition Data Form (No. 675-030-09) should be prepared by the State Materials
Office and placed on the web for any project with milled material quantities over 5000 tons from
the same general pavement structure.

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7.6 CALCULATING THE STRUCTURAL OVERLAY NUMBER (SNO)

The Overlay Structural Number (SNO) as a minimum will provide the difference between the
Required Structural Number (SNR) and the Existing Pavement Strength (SNE) after milling. This
can be used to solve for the overlay thickness DS as follows:

SNO = SNR - SNE

aS x DS = SNR - SNE
DS = (SNR - SNE) / aS

Where:

DS = The required overlay thickness of the new

structural course in inches (in).

aS = Layer coefficient of structural course. This value is 0.44.

SNR = The Required Structural Number determined from ESALD and MR.

SNE = The Existing Structural Number of the pavement at the

time of the overlay including any deductions for milling.

SNO = The Overlay Structural Number needed to bring the pavement up to the needed
design requirements.

Once DS has been determined, round to the nearest inch increment (for exceptions to this, see
Section 7.8). This process works well when designing an open graded friction course. For a dense
graded friction course, use the following:

SNO = SNR - SNE - SN FC-12.5

aS x DS = SNR - SNE - SN FC-12.5
DS = (SNR - SNE - SN FC-12.5 ) / aS

Where: SNFC- = Structural strength of the 1 " FC-12.5 or 1" FC-9.5 thick with structural
coefficient of 0.44 per inch.

7.7 OVERLAY DESIGN SAMPLE PROBLEM

This process is applicable for overlay projects. The following steps will take place in
approximately the order shown with the understanding that some activities can take place
concurrently.

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GIVEN:
Pavement Overlay, four lane, high volume, rural, arterial.

ESALD = 3,997,200. This value is generally obtained from the District Planning Office. Round
up ESALD to 4,000,000 Traffic Level C for use in the design tables in Appendix A.

MR = 10,600 psi. This value is obtained from the State Materials Office. Round up the
design MR to 11,000 psi for use in the design tables in Appendix A.

FIND:
The pavement thickness for a resurfacing and a milling project from the information provided for
a 14 year design with a design speed of 55 mph on part of the project and with a design speed of
45 mph on the remaining project.

DATA
The following field data is from an old pavement. The layers are rated in poor condition.
Determine the SNE.

Material(1) Thickness(1) Coefficient SNE

FC-2 0.5 0.00 0.00
Type S 1.5 0.15(2) 0.23
Type I 1.0 0.15(2) 0.15
Binder 2.0 0.15(2) 0.30
Limerock (LBR 100) 8.0 0.18(3) 1.44
Type B Stab.(LBR 40) 12.0 0.08(3) 0.96
3.08
(1) From Coring and Condition Data form
(2) From Table 7.1
(3) From Table 5.4

If the final design indicates that 2" of asphalt is to be milled, assume that all of the Type S Structural
Course is removed.

%R = 90 to 95. This value is from Table 5.2 for Rural Arterial Rehabilitation.
%R = 94 was chosen by the designer because of the high volume.

SNR can be determined from the design tables in Appendix A for the appropriate reliability.

From Table A.6A:

SNR = 3.94"

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SOLUTION:

Once the SNR and the SNE (after milling) are determined, the thickness of an overlay, (in this case,
with an open graded friction course (FC-5), can be calculated using the following equation :

SNO = SNR - SNE

aS x DS = SNR - SNE

DS = (SNR - SNE) / aS

SNE = 3.08" - 0.23" (milled Type S) = 2.85 in

So:
DS = (3.94 - 2.85)/ 0.44

DS = 2.48 in

Knowing that the asphalt layer thickness is normally rounded to the nearest ", use DS = 2 ", or

the thickness of an overlay can be calculated using the following equation for a dense graded
friction course FC-12.5:

SNO = SNR - SNE - SN FC-12.5

aS x DS = SNR - SNE - SN FC-12.5

DS = (SNR - SNE - SN FC-12.5) / aS

DS = (3.94 - 2.85 - 0.66) / 0.44

DS = 0.98 in

Knowing that the asphalt layer thickness is normally rounded to the nearest ", use DS= 1".

CONCLUSION:

The following comparisons are provided.

Resurfacing Design for the Design Speed Of 55 mph

For the first part of this sample problem using a design speed of 55 mph, we need to use FC-5
according to Table 4.1. FC-5 has no structural value and is always shown as 3/4" thick.

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Asphalt
Layer/Material Coefficient Thickness SNO

Friction Course, FC-5 0.00 x 3/4" = 0.00

Structural Course, Type SP 0.44 x 2 " = 1.10
3 1/4" 1.10

Resurfacing Design for the Design Speed Of 45 mph

For the second part of this sample problem using a design speed of 45 mph, we need to use FC-
12.5 according to Table 4.1. FC-12.5 has a structural coefficient of 0.44 and is normally shown as
1 " thick.

Asphalt
Layer/Material Coefficient Thickness SNO

Friction Course, FC-12.5 0.44 x 1 " = 0.66

Structural Course, Type SP 0.44 x 1.0" = 0.44
2 " 1.10
To check:

SNR = SNO + SNE

3.94 = 1.10 + 2.85 = 3.95 in (first part, FC-5)

3.94 = 1.10 + 2.85 = 3.95 in (second part, FC-12.5)

So:
This meets or exceeds SNR.

For the roadway plans, the thickness has been converted from thickness in inches to 110 lb = one
square yard inch thickness, so:

2.5" structural course/ 1" x 110 lb/sy = 275 lb/sy

1.0" structural course/ 1" x 110 lb/sy = 110 lb/sy

Note: See Section 5.4 for binder selection guidance.

The resurfacing description in the plans with a design speed of 55 mph should read:

RESURFACING

TYPE SP STRUCTURAL COURSE (TRAFFIC C)(2 ")

AND FRICTION COURSE FC-5 (")(PG 76-22)

The resurfacing description in the plans with a design speed of 45 mph should read:

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RESURFACING

TYPE SP STRUCTURAL COURSE (TRAFFIC C)(1")

AND FRICTION COURSE FC-12.5 (1 ")(PG 76-22)

7.8 SPECIAL CONSIDERATIONS FOR REHABILITATION PROJECTS

It is essential that the Pavement Design Engineer coordinates very closely with all of the offices
that will be affected by the work. It is highly recommended that field reviews of projects be made
in a timely fashion. If appropriate, the State Pavement Management Section is available to assist
on complex projects where statewide experience may be of value.

There are instances where, for constructability purposes, paving to -in increments makes
practical sense and is therefore allowed at the discretion of the district pavement design engineer.
For example, FC-5 is always shown paved at -in, therefore mill depths set at -in increments
require a paving operation at a -in increment to match existing grades when normal feathering is
difficult to achieve.

In all cases, the SNR must be achieved, and the engineer should be familiar with construction and
materials specifications (i.e. 327, 330 and 334) to compensate for construction tolerance issues.

7.8.1 PAYMENT OF STRUCTURAL COURSE

It is the Department's policy to pay for all structural and friction course asphalt items by the ton.
One of the reasons that this is done is due to the amount of material that may be needed for irregular
shaped areas (i.e. transitions, driveways, intersections, etc.) in which the quantities are hard to
determine.

7.8.2 OVERBUILD

The District Materials Office should be consulted for recommendations with respect to overbuild,
taking into consideration existing pavement condition and cross slope. The following minimum
values recommended by the State Materials Office are:

Overbuild by specification is placed by a paving machine and is used to provide proper cross-
slope and longitudinal profile. Only fine SP mixes are allowed.
For SP-9.5 overbuild, minimum average uniform thickness with or without a structural course
is 1-in.
For Overbuild greater than 1-1/2-in, Type SP-12.5 may be used.
Use the minimum and maximum layer thickness as noted in section 5.6.6 for uniform thickness
overbuild layers.

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As good practice, a structural layer is placed on top of overbuild when plans call for open-
graded friction course.
All overbuild layers shall be Type SP Asphalt Concrete. On variable thickness overbuild
layers, the minimum and maximum allowable thicknesses will be as specified below, unless
called for differently in the Contract Documents.

Type SP-9.5 .......... 3/8 to 2 inches

Type SP-12.5 .......... 1/2 to 3 inches
Type SP-19.0 .......... 1-1/2 to 4 inches

7.8.3 OPERATIONAL PROJECTS

On resurfacing projects such as skid hazard, intersection improvements, etc., where only a
minimum amount of overbuild and (FC-5) are required, and no structural course is provided, the
plans should specify:

TYPE SP 9.5 (TRAFFIC C) OVERBUILD 1" Average

The district pavement design engineer can make the determination to place FC-5 directly on the
overbuild or directly on the milled surface provided the underlying layers are in good structural
shape.

Projects using FC-5 without a structural course (such as Skid Hazard projects) where the existing
roadway structural course is in good condition might include projects:

With little or no cracking.

No structural improvement is required.

Minimum distortion and rutting are observed.

Friction course selection should continue to be in accordance with current Friction Course
Policy.

7.8.4 FUNCTIONAL OVERLAYS

On an older road that has been resurfaced several times, the computations may indicate that no
added structural course is required. In this case the Pavement Design Engineer should remedy the
problem by using the minimum amount of material appropriate for the distress. This should
include a subjective consideration of reflective cracking potential that is not accounted for by
structural number calculations.

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If the ride of the existing pavement is poor, it may be desirable to provide sufficient structural
asphalt to restore a smooth ride. Milling, prior to overlay can also help improve the ride. The
District Bituminous Engineer should be consulted for a recommendation in these cases.

Document the basis for the overlay thickness regardless of exceeding the theoretical structural
number requirements.

7.8.5 CRACK RELIEF LAYERS

The use of a crack relief layer and/or additional overlay thickness may be necessary if
insufficient material, cross slope, or other problems limit milling to remove cracked pavement.

Cracks left in underlying layers will reflect up through overlays due to stress concentrations at the
cracks from temperature movement and load deflections. This can cause the overlay to deteriorate
faster than would be indicated strictly by structural number calculations.

To provide sufficient design life for an overlay over cracked pavement, it is often necessary to use
a crack relief layer with at least a minimum structural overlay thickness based on the type of
vehicle loadings. The crack relief layer helps to reduce the stress concentrations while the
structural thickness will reduce deflections and help insulate the cracked pavement to reduce
temperature movements.

The crack relief layer must be covered prior to being opened to traffic or other action should be
taken to prevent windshield breakage from loose cover material.

The review of the performance history of the pavement and similar projects in the area can provide
useful information on reflective crack propagation potential for a specific project.

Research is underway to evaluate the effectiveness of alternative methods of preventing or

delaying reflective cracking, including additional structural thickness, ARMI, -in overbuild, and
a 1-in open graded crack relief layer (OGCR).

It is recommended that the State Materials Office or the State Pavement Design Engineer be
contacted if the Pavement Design Engineer is considering the use of a crack relief layer and has
not had recent experience in the District in the use of these materials.

ARMI

An Asphalt Rubber Membrane Interlayer (ARMI) should normally be used over cracked and
reseated concrete pavement.

An ARMI may also be useful as a moisture barrier if subgrade moisture is entering the pavement
system through capillary action and causing a rippling of the asphalt surface. The District
Bituminous Engineer should be consulted for a recommendation on when an ARMI layer is
needed.

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ARMI should be placed on top of overbuild when the overbuild is being used for cross-slope
correction.

The State Materials Office recommends that an ARMI should not be used under a relatively thin
overlay due to its cost and the need for sufficient heat in the overlay to properly bond the ARMI
with the overlay.

A 1--in minimum initial structural asphalt lift is required over the ARMI to provide this heat,
with a 2-in lift preferred. This will require that the initial lift thickness be specified on the plans.
Special consideration should be given to construction sequencing if paved shoulders are being
added.

Do not mill an existing ARMI layer during rehabilitation unless the ARMI is contributing to the
pavement distress (ex. bleeding).

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CHAPTER 8
SHOULDER DESIGN

8.1 DESIGN GUIDANCE

On low volume roadways, or where ESALD < 10 million, shoulders can be designed using the
minimum values shown in Table 5.5. A typical minimum design would be 1-in of FC-12.5 or
1-in of FC-9.5 and Optional Base Group 1. For very low volume two lane roads (see table 4.1) a
friction course may not be required.

These minimums were established assuming a stabilized subgrade in conjunction with Optional
Base Group 1. The pavement evaluation process will often indicate the shoulder was stabilized
during original construction and additional stabilization is not needed.

If stabilization is not used under the shoulder, the Pavement Design Engineer must determine the
type of materials in the embankment and evaluate the need for increasing the shoulder base and
structural course.

On higher type roadways (ESALD = 10 million or more), a shoulder thickness design should be
performed using 3% of the ESALD to calculate the required SN. This is an estimate of the number
of trucks that will be riding or parking on the shoulder during the life of the pavement.

If the shoulders are to be used to carry substantial amounts of traffic as a part of a Maintenance of
Traffic (MOT) scheme, the Pavement Design Engineer may need to design the shoulder in the
same manner as a roadway. Under severe conditions, full depth shoulders matching the thickness
of the travel lane pavement may be warranted.

When paved shoulders less than or equal to 5-ft wide are to be constructed in conjunction with an
overlay of the roadway, the top layer of structural course of the roadway overlay and the adjacent
shoulder structural course must be constructed in one pass and with the same traffic level mix
unless called for differently in the Contract Documents.

For new or reconstructed curb and gutter sections in urban areas, with pavement shoulders less
than or equal to 5-ft, full depth shoulders may be considered to accommodate future widening.

Shoulder Design 8-1

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APPENDIX A
DESIGN TABLES

A.1 INSTRUCTIONS

The following are Required Structural Number (SNR) Design Tables for 75%, 80%,
85%, 90%, 92%, 94%, 95%, 96%, 97% and 99% Reliability (%R).

Selected values of the 18-kip Equivalent Single Axle Loads (ESALD) and the
Resilient Modulus (MR) are provided.

The Change In Serviceability (PSI) and the Standard Deviation (SO) is the same
for all the design tables.

The Standard Normal Deviate (ZR) is dependent on the Reliability (%R) and is
shown below:

Standard Normal
Reliability (%R) Deviation (ZR)

75% -0.674
80% -0.841
85% -1.037
90% -1.282
92% -1.405
94% -1.555
95% -1.645
96% -1.751
97% -1.881
99% -2.327

Design Tables A-1

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To find the Required Structural Number (SNR), use the following method:

Determine the appropriate Reliability (%R).

Using the known Resilient Modulus (MR) value, select the table with the
proper range. Ranges provided include the Resilient Modulus (MR) between 4,000
psi to 18,000 psi and 18,000 psi to 32,000 psi. Overlap is provided between tables
for ease of use.

Select the design Resilient Modulus (MR) value at the top of the table.

Select the design Accumulated 18-kipEquivalent Single Axle Loads (ESALD)

value at the left of the table.

Read down the column of the selected Resilient Modulus (MR) value and read
across the row of the selected Accumulated 18-kipEquivalent Single Axle Loads
(ESALD) value.

The value intersected is the Structural Number Required (SNR) in inches of

the pavement system.

If the Resilient Modulus (MR) value and/or the 18-kip Equivalent Single Axle Loads
(ESALD) value is not listed in the design tables provided, the Structural Number
Required (SNR) of the flexible pavement can be interpolated.

Design Tables A-2

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TABLE A.1A

REQUIRED STRUCTURAL NUMBER (SNR)

75% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 2.72 2.50 2.33 2.19 2.08 1.99 1.91 1.83 1.77 1.71 1.66 1.62 1.57 1.53 1.50
150 000 2.91 2.67 2.49 2.35 2.23 2.13 2.04 1.97 1.90 1.84 1.79 1.74 1.69 1.65 1.61
200 000 3.05 2.80 2.61 2.46 2.34 2.23 2.14 2.07 2.00 1.93 1.88 1.83 1.78 1.74 1.70
250 000 3.17 2.91 2.71 2.55 2.43 2.32 2.23 2.14 2.07 2.01 1.95 1.90 1.85 1.81 1.76
300 000 3.27 3.00 2.79 2.63 2.50 2.39 2.29 2.21 2.14 2.07 2.01 1.96 1.91 1.86 1.82
350 000 3.35 3.08 2.87 2.70 2.57 2.45 2.35 2.27 2.19 2.13 2.07 2.01 1.96 1.91 1.87
400 000 3.42 3.14 2.93 2.76 2.62 2.51 2.41 2.32 2.24 2.17 2.11 2.06 2.00 1.96 1.91
450 000 3.49 3.21 2.99 2.82 2.68 2.56 2.46 2.37 2.29 2.22 2.15 2.10 2.04 2.00 1.95
500 000 3.55 3.26 3.04 2.87 2.72 2.60 2.50 2.41 2.33 2.26 2.19 2.13 2.08 2.03 1.99
600 000 3.66 3.36 3.14 2.95 2.81 2.68 2.58 2.48 2.40 2.33 2.26 2.20 2.15 2.10 2.05
700 000 3.75 3.45 3.22 3.03 2.88 2.75 2.64 2.55 2.46 2.39 2.32 2.26 2.20 2.15 2.10
800 000 3.83 3.52 3.29 3.10 2.94 2.81 2.70 2.60 2.52 2.44 2.37 2.31 2.25 2.20 2.15
900 000 3.91 3.59 3.35 3.16 3.00 2.87 2.75 2.66 2.57 2.49 2.42 2.36 2.30 2.24 2.19
1 000 000 3.97 3.65 3.41 3.22 3.06 2.92 2.80 2.70 2.61 2.53 2.46 2.40 2.34 2.28 2.23
1 500 000 4.23 3.90 3.64 3.44 3.27 3.12 3.00 2.89 2.80 2.71 2.63 2.57 2.50 2.44 2.39
2 000 000 4.42 4.08 3.82 3.60 3.43 3.27 3.15 3.03 2.93 2.84 2.76 2.69 2.62 2.56 2.51
2 500 000 4.57 4.23 3.96 3.74 3.55 3.40 3.26 3.15 3.04 2.95 2.87 2.79 2.72 2.66 2.60
3 000 000 4.70 4.35 4.07 3.85 3.66 3.50 3.36 3.24 3.14 3.04 2.96 2.88 2.81 2.74 2.68
3 500 000 4.80 4.45 4.17 3.94 3.75 3.59 3.45 3.33 3.22 3.12 3.03 2.95 2.88 2.81 2.75
4 000 000 4.90 4.54 4.26 4.03 3.83 3.67 3.53 3.40 3.29 3.19 3.10 3.02 2.94 2.88 2.81
4 500 000 4.98 4.62 4.33 4.10 3.91 3.74 3.59 3.47 3.35 3.25 3.16 3.08 3.00 2.93 2.87
5 000 000 5.06 4.69 4.40 4.17 3.97 3.80 3.66 3.53 3.41 3.31 3.22 3.13 3.06 2.99 2.92
6 000 000 5.19 4.82 4.53 4.29 4.09 3.91 3.76 3.63 3.52 3.41 3.31 3.23 3.15 3.08 3.01
7 000 000 5.30 4.93 4.63 4.39 4.19 4.01 3.86 3.72 3.60 3.50 3.40 3.31 3.23 3.16 3.09
8 000 000 5.40 5.02 4.72 4.48 4.27 4.10 3.94 3.81 3.68 3.57 3.48 3.39 3.30 3.23 3.16
9 000 000 5.49 5.11 4.81 4.56 4.35 4.17 4.02 3.88 3.75 3.64 3.54 3.45 3.37 3.29 3.22
10 000 000 5.57 5.18 4.88 4.63 4.42 4.24 4.08 3.94 3.82 3.71 3.60 3.51 3.43 3.35 3.28
15 000 000 5.88 5.48 5.17 4.91 4.70 4.51 4.35 4.20 4.07 3.95 3.85 3.75 3.66 3.58 3.50
20 000 000 6.11 5.70 5.38 5.12 4.90 4.71 4.54 4.39 4.26 4.14 4.03 3.93 3.83 3.75 3.67
25 000 000 6.29 5.88 5.55 5.28 5.06 4.86 4.69 4.54 4.40 4.28 4.17 4.07 3.97 3.88 3.80
30 000 000 6.44 6.02 5.69 5.42 5.19 4.99 4.82 4.67 4.53 4.40 4.29 4.18 4.09 4.00 3.92
35 000 000 6.57 6.14 5.81 5.53 5.30 5.10 4.93 4.77 4.63 4.51 4.39 4.28 4.19 4.10 4.01
40 000 000 6.68 6.25 5.91 5.63 5.40 5.20 5.02 4.87 4.72 4.60 4.48 4.37 4.27 4.18 4.10
45 000 000 6.78 6.35 6.01 5.73 5.49 5.29 5.11 4.95 4.81 4.68 4.56 4.45 4.35 4.26 4.17
50 000 000 6.88 6.43 6.09 5.81 5.57 5.36 5.18 5.02 4.88 4.75 4.63 4.52 4.42 4.33 4.24
60 000 000 7.04 6.59 6.24 5.95 5.71 5.50 5.32 5.16 5.01 4.88 4.76 4.65 4.55 4.45 4.36
70 000 000 7.17 6.72 6.36 6.07 5.83 5.62 5.43 5.27 5.12 4.99 4.87 4.75 4.65 4.55 4.46
80 000 000 7.29 6.83 6.47 6.18 5.93 5.72 5.53 5.37 5.22 5.08 4.96 4.85 4.74 4.65 4.55
90 000 000 7.40 6.94 6.57 6.28 6.03 5.81 5.62 5.45 5.30 5.17 5.04 4.93 4.82 4.73 4.64
100 000 000 7.50 7.03 6.66 6.36 6.11 5.89 5.70 5.53 5.38 5.25 5.12 5.01 4.90 4.80 4.71

Design Tables A-3

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TABLE A.1B

REQUIRED STRUCTURAL NUMBER (SNR)

75% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.50 1.46 1.43 1.40 1.37 1.35 1.32 1.30 1.28 1.25 1.23 1.21 1.20 1.18 1.16
150 000 1.61 1.58 1.54 1.51 1.48 1.45 1.43 1.40 1.38 1.36 1.33 1.31 1.29 1.28 1.26
200 000 1.70 1.66 1.62 1.59 1.56 1.53 1.51 1.48 1.45 1.43 1.41 1.39 1.37 1.35 1.33
250 000 1.76 1.73 1.69 1.66 1.63 1.60 1.57 1.54 1.52 1.49 1.47 1.45 1.43 1.41 1.39
300 000 1.82 1.78 1.74 1.71 1.68 1.65 1.62 1.59 1.57 1.54 1.52 1.50 1.47 1.45 1.43
350 000 1.87 1.83 1.79 1.76 1.72 1.69 1.66 1.64 1.61 1.59 1.56 1.54 1.52 1.50 1.48
400 000 1.91 1.87 1.83 1.80 1.77 1.73 1.70 1.68 1.65 1.62 1.60 1.58 1.55 1.53 1.51
450 000 1.95 1.91 1.87 1.84 1.80 1.77 1.74 1.71 1.68 1.66 1.63 1.61 1.59 1.57 1.54
500 000 1.99 1.95 1.91 1.87 1.84 1.80 1.77 1.74 1.72 1.69 1.66 1.64 1.62 1.60 1.57
600 000 2.05 2.01 1.97 1.93 1.89 1.86 1.83 1.80 1.77 1.74 1.72 1.69 1.67 1.65 1.63
700 000 2.10 2.06 2.02 1.98 1.94 1.91 1.88 1.85 1.82 1.79 1.77 1.74 1.72 1.69 1.67
800 000 2.15 2.11 2.07 2.03 1.99 1.95 1.92 1.89 1.86 1.83 1.81 1.78 1.76 1.73 1.71
900 000 2.19 2.15 2.11 2.07 2.03 1.99 1.96 1.93 1.90 1.87 1.84 1.82 1.79 1.77 1.75
1 000 000 2.23 2.19 2.14 2.10 2.07 2.03 2.00 1.96 1.93 1.91 1.88 1.85 1.83 1.80 1.78
1 500 000 2.39 2.34 2.30 2.25 2.21 2.17 2.14 2.10 2.07 2.04 2.01 1.98 1.96 1.93 1.91
2 000 000 2.51 2.46 2.41 2.36 2.32 2.28 2.24 2.21 2.17 2.14 2.11 2.08 2.06 2.03 2.00
2 500 000 2.60 2.55 2.50 2.45 2.41 2.37 2.33 2.29 2.26 2.22 2.19 2.16 2.14 2.11 2.08
3 000 000 2.68 2.63 2.58 2.53 2.48 2.44 2.40 2.36 2.33 2.29 2.26 2.23 2.20 2.17 2.15
3 500 000 2.75 2.70 2.64 2.59 2.55 2.50 2.46 2.42 2.39 2.35 2.32 2.29 2.26 2.23 2.20
4 000 000 2.81 2.76 2.70 2.65 2.60 2.56 2.52 2.48 2.44 2.41 2.37 2.34 2.31 2.28 2.25
4 500 000 2.87 2.81 2.76 2.70 2.66 2.61 2.57 2.53 2.49 2.45 2.42 2.39 2.36 2.33 2.30
5 000 000 2.92 2.86 2.80 2.75 2.70 2.66 2.61 2.57 2.53 2.50 2.46 2.43 2.40 2.37 2.34
6 000 000 3.01 2.95 2.89 2.84 2.79 2.74 2.69 2.65 2.61 2.57 2.54 2.50 2.47 2.44 2.41
7 000 000 3.09 3.02 2.97 2.91 2.86 2.81 2.76 2.72 2.68 2.64 2.60 2.57 2.54 2.50 2.47
8 000 000 3.16 3.09 3.03 2.98 2.92 2.87 2.83 2.78 2.74 2.70 2.66 2.63 2.59 2.56 2.53
9 000 000 3.22 3.15 3.09 3.03 2.98 2.93 2.88 2.84 2.79 2.75 2.72 2.68 2.64 2.61 2.58
10 000 000 3.28 3.21 3.15 3.09 3.03 2.98 2.93 2.89 2.84 2.80 2.76 2.73 2.69 2.66 2.63
15 000 000 3.50 3.43 3.36 3.30 3.24 3.19 3.14 3.09 3.04 3.00 2.96 2.92 2.88 2.84 2.81
20 000 000 3.67 3.60 3.53 3.46 3.40 3.34 3.29 3.24 3.19 3.14 3.10 3.06 3.02 2.98 2.95
25 000 000 3.80 3.73 3.66 3.59 3.53 3.47 3.41 3.36 3.31 3.26 3.22 3.17 3.13 3.09 3.06
30 000 000 3.92 3.84 3.77 3.70 3.63 3.57 3.52 3.46 3.41 3.36 3.32 3.27 3.23 3.19 3.15
35 000 000 4.01 3.93 3.86 3.79 3.73 3.66 3.61 3.55 3.50 3.45 3.40 3.36 3.31 3.27 3.23
40 000 000 4.10 4.02 3.94 3.87 3.81 3.74 3.68 3.63 3.58 3.52 3.48 3.43 3.39 3.34 3.30
45 000 000 4.17 4.09 4.02 3.95 3.88 3.82 3.76 3.70 3.64 3.59 3.54 3.50 3.45 3.41 3.37
50 000 000 4.24 4.16 4.08 4.01 3.94 3.88 3.82 3.76 3.71 3.65 3.60 3.56 3.51 3.47 3.43
60 000 000 4.36 4.28 4.20 4.13 4.06 3.99 3.93 3.87 3.82 3.76 3.71 3.66 3.62 3.57 3.53
70 000 000 4.46 4.38 4.30 4.23 4.16 4.09 4.03 3.97 3.91 3.86 3.81 3.76 3.71 3.66 3.62
80 000 000 4.55 4.47 4.39 4.32 4.24 4.18 4.11 4.05 4.00 3.94 3.89 3.84 3.79 3.74 3.70
90 000 000 4.64 4.55 4.47 4.39 4.32 4.25 4.19 4.13 4.07 4.01 3.96 3.91 3.86 3.82 3.77
100 000 000 4.71 4.62 4.54 4.46 4.39 4.32 4.26 4.20 4.14 4.08 4.03 3.98 3.93 3.88 3.83

Design Tables A-4

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.2A

REQUIRED STRUCTURAL NUMBER (SNR)

80% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 2.80 2.57 2.40 2.26 2.14 2.05 1.96 1.89 1.83 1.77 1.72 1.67 1.62 1.58 1.55
150 000 3.00 2.75 2.56 2.42 2.29 2.19 2.10 2.03 1.96 1.90 1.84 1.79 1.74 1.70 1.66
200 000 3.14 2.88 2.69 2.53 2.41 2.30 2.21 2.13 2.06 1.99 1.93 1.88 1.83 1.79 1.75
250 000 3.26 2.99 2.79 2.63 2.50 2.39 2.29 2.21 2.13 2.07 2.01 1.95 1.91 1.86 1.82
300 000 3.36 3.09 2.88 2.71 2.57 2.46 2.36 2.28 2.20 2.13 2.07 2.02 1.97 1.92 1.88
350 000 3.45 3.17 2.95 2.78 2.64 2.52 2.42 2.34 2.26 2.19 2.13 2.07 2.02 1.97 1.93
400 000 3.52 3.24 3.02 2.84 2.70 2.58 2.48 2.39 2.31 2.24 2.17 2.12 2.06 2.02 1.97
450 000 3.59 3.30 3.08 2.90 2.75 2.63 2.53 2.44 2.35 2.28 2.22 2.16 2.11 2.06 2.01
500 000 3.65 3.36 3.13 2.95 2.80 2.68 2.57 2.48 2.40 2.32 2.26 2.20 2.14 2.09 2.05
600 000 3.76 3.46 3.23 3.04 2.89 2.76 2.65 2.55 2.47 2.40 2.33 2.27 2.21 2.16 2.11
700 000 3.86 3.55 3.31 3.12 2.96 2.83 2.72 2.62 2.53 2.46 2.39 2.33 2.27 2.22 2.17
800 000 3.94 3.63 3.38 3.19 3.03 2.90 2.78 2.68 2.59 2.51 2.44 2.38 2.32 2.27 2.22
900 000 4.01 3.70 3.45 3.25 3.09 2.95 2.84 2.73 2.64 2.56 2.49 2.42 2.37 2.31 2.26
1 000 000 4.08 3.76 3.51 3.31 3.14 3.00 2.89 2.78 2.69 2.61 2.53 2.47 2.41 2.35 2.30
1 500 000 4.34 4.01 3.75 3.54 3.36 3.21 3.09 2.98 2.88 2.79 2.71 2.64 2.58 2.52 2.46
2 000 000 4.54 4.19 3.92 3.71 3.52 3.37 3.24 3.12 3.02 2.93 2.84 2.77 2.70 2.64 2.58
2 500 000 4.69 4.34 4.06 3.84 3.65 3.50 3.36 3.24 3.13 3.04 2.95 2.87 2.80 2.74 2.68
3 000 000 4.82 4.46 4.18 3.95 3.76 3.60 3.46 3.34 3.23 3.13 3.04 2.96 2.89 2.82 2.76
3 500 000 4.93 4.57 4.28 4.05 3.86 3.69 3.55 3.42 3.31 3.21 3.12 3.04 2.96 2.90 2.83
4 000 000 5.02 4.66 4.37 4.14 3.94 3.77 3.63 3.50 3.38 3.28 3.19 3.11 3.03 2.96 2.90
4 500 000 5.10 4.74 4.45 4.21 4.01 3.84 3.70 3.57 3.45 3.35 3.25 3.17 3.09 3.02 2.95
5 000 000 5.18 4.81 4.52 4.28 4.08 3.91 3.76 3.63 3.51 3.40 3.31 3.22 3.14 3.07 3.01
6 000 000 5.32 4.94 4.64 4.40 4.20 4.02 3.87 3.74 3.62 3.51 3.41 3.32 3.24 3.17 3.10
7 000 000 5.43 5.05 4.75 4.51 4.30 4.12 3.97 3.83 3.71 3.60 3.50 3.41 3.32 3.25 3.18
8 000 000 5.53 5.15 4.84 4.60 4.39 4.21 4.05 3.91 3.79 3.68 3.57 3.48 3.40 3.32 3.25
9 000 000 5.62 5.23 4.93 4.68 4.47 4.28 4.13 3.99 3.86 3.75 3.64 3.55 3.46 3.39 3.31
10 000 000 5.70 5.31 5.00 4.75 4.54 4.35 4.19 4.05 3.93 3.81 3.71 3.61 3.52 3.44 3.37
15 000 000 6.02 5.61 5.30 5.04 4.82 4.63 4.46 4.31 4.18 4.06 3.96 3.86 3.76 3.68 3.60
20 000 000 6.25 5.84 5.51 5.25 5.02 4.83 4.66 4.51 4.37 4.25 4.14 4.04 3.94 3.85 3.77
25 000 000 6.43 6.01 5.68 5.41 5.18 4.99 4.81 4.66 4.52 4.40 4.28 4.18 4.08 3.99 3.91
30 000 000 6.59 6.16 5.82 5.55 5.32 5.12 4.94 4.79 4.65 4.52 4.40 4.30 4.20 4.11 4.02
35 000 000 6.72 6.28 5.94 5.67 5.43 5.23 5.05 4.89 4.75 4.62 4.51 4.40 4.30 4.21 4.12
40 000 000 6.83 6.39 6.05 5.77 5.53 5.33 5.15 4.99 4.85 4.72 4.60 4.49 4.39 4.30 4.21
45 000 000 6.93 6.49 6.14 5.86 5.62 5.41 5.23 5.07 4.93 4.80 4.68 4.57 4.47 4.37 4.29
50 000 000 7.03 6.58 6.23 5.94 5.70 5.49 5.31 5.15 5.00 4.87 4.75 4.64 4.54 4.44 4.36
60 000 000 7.19 6.74 6.38 6.09 5.84 5.63 5.45 5.28 5.13 5.00 4.88 4.77 4.66 4.57 4.48
70 000 000 7.33 6.87 6.51 6.21 5.96 5.75 5.56 5.40 5.25 5.11 4.99 4.88 4.77 4.67 4.58
80 000 000 7.45 6.99 6.62 6.32 6.07 5.85 5.66 5.50 5.35 5.21 5.08 4.97 4.86 4.77 4.67
90 000 000 7.56 7.09 6.72 6.42 6.16 5.95 5.76 5.59 5.43 5.30 5.17 5.05 4.95 4.85 4.75
100 000 000 7.66 7.18 6.81 6.51 6.25 6.03 5.84 5.67 5.51 5.37 5.25 5.13 5.02 4.92 4.83

Design Tables A-5

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.2B

REQUIRED STRUCTURAL NUMBER (SNR)

80% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.55 1.51 1.48 1.45 1.42 1.39 1.37 1.34 1.32 1.30 1.28 1.26 1.24 1.22 1.20
150 000 1.66 1.63 1.59 1.56 1.53 1.50 1.47 1.45 1.42 1.40 1.38 1.36 1.34 1.32 1.30
200 000 1.75 1.71 1.68 1.64 1.61 1.58 1.55 1.53 1.50 1.48 1.46 1.43 1.41 1.39 1.37
250 000 1.82 1.78 1.74 1.71 1.68 1.65 1.62 1.59 1.56 1.54 1.52 1.49 1.47 1.45 1.43
300 000 1.88 1.84 1.80 1.76 1.73 1.70 1.67 1.64 1.62 1.59 1.57 1.54 1.52 1.50 1.48
350 000 1.93 1.89 1.85 1.81 1.78 1.75 1.72 1.69 1.66 1.64 1.61 1.59 1.57 1.54 1.52
400 000 1.97 1.93 1.89 1.85 1.82 1.79 1.76 1.73 1.70 1.67 1.65 1.63 1.60 1.58 1.56
450 000 2.01 1.97 1.93 1.89 1.86 1.82 1.79 1.76 1.74 1.71 1.68 1.66 1.64 1.62 1.59
500 000 2.05 2.00 1.96 1.93 1.89 1.86 1.83 1.80 1.77 1.74 1.72 1.69 1.67 1.65 1.62
600 000 2.11 2.07 2.03 1.99 1.95 1.92 1.88 1.85 1.82 1.80 1.77 1.75 1.72 1.70 1.68
700 000 2.17 2.12 2.08 2.04 2.00 1.97 1.93 1.90 1.87 1.85 1.82 1.79 1.77 1.75 1.72
800 000 2.22 2.17 2.13 2.09 2.05 2.01 1.98 1.95 1.92 1.89 1.86 1.84 1.81 1.79 1.76
900 000 2.26 2.21 2.17 2.13 2.09 2.05 2.02 1.99 1.96 1.93 1.90 1.87 1.85 1.82 1.80
1 000 000 2.30 2.25 2.21 2.17 2.13 2.09 2.06 2.02 1.99 1.96 1.93 1.91 1.88 1.86 1.83
1 500 000 2.46 2.41 2.36 2.32 2.28 2.24 2.20 2.17 2.13 2.10 2.07 2.04 2.02 1.99 1.97
2 000 000 2.58 2.53 2.48 2.43 2.39 2.35 2.31 2.27 2.24 2.21 2.18 2.15 2.12 2.09 2.06
2 500 000 2.68 2.62 2.57 2.52 2.48 2.44 2.40 2.36 2.32 2.29 2.26 2.23 2.20 2.17 2.14
3 000 000 2.76 2.70 2.65 2.60 2.56 2.51 2.47 2.43 2.40 2.36 2.33 2.30 2.27 2.24 2.21
3 500 000 2.83 2.77 2.72 2.67 2.62 2.58 2.54 2.50 2.46 2.42 2.39 2.36 2.33 2.30 2.27
4 000 000 2.90 2.84 2.78 2.73 2.68 2.64 2.59 2.55 2.51 2.48 2.44 2.41 2.38 2.35 2.32
4 500 000 2.95 2.89 2.84 2.78 2.73 2.69 2.64 2.60 2.56 2.53 2.49 2.46 2.43 2.39 2.37
5 000 000 3.01 2.94 2.89 2.83 2.78 2.73 2.69 2.65 2.61 2.57 2.53 2.50 2.47 2.44 2.41
6 000 000 3.10 3.03 2.97 2.92 2.87 2.82 2.77 2.73 2.69 2.65 2.61 2.58 2.54 2.51 2.48
7 000 000 3.18 3.11 3.05 2.99 2.94 2.89 2.84 2.80 2.76 2.72 2.68 2.64 2.61 2.58 2.55
8 000 000 3.25 3.18 3.12 3.06 3.01 2.96 2.91 2.86 2.82 2.78 2.74 2.70 2.67 2.64 2.60
9 000 000 3.31 3.24 3.18 3.12 3.07 3.02 2.97 2.92 2.88 2.83 2.80 2.76 2.72 2.69 2.65
10 000 000 3.37 3.30 3.24 3.18 3.12 3.07 3.02 2.97 2.93 2.88 2.84 2.81 2.77 2.73 2.70
15 000 000 3.60 3.53 3.46 3.40 3.34 3.28 3.23 3.18 3.13 3.09 3.04 3.00 2.96 2.93 2.89
20 000 000 3.77 3.70 3.63 3.56 3.50 3.44 3.38 3.33 3.28 3.24 3.19 3.15 3.11 3.07 3.03
25 000 000 3.91 3.83 3.76 3.69 3.63 3.57 3.51 3.46 3.41 3.36 3.31 3.27 3.22 3.18 3.15
30 000 000 4.02 3.95 3.87 3.80 3.74 3.67 3.62 3.56 3.51 3.46 3.41 3.37 3.32 3.28 3.24
35 000 000 4.12 4.04 3.97 3.90 3.83 3.77 3.71 3.65 3.60 3.55 3.50 3.45 3.41 3.37 3.33
40 000 000 4.21 4.13 4.05 3.98 3.91 3.85 3.79 3.73 3.68 3.63 3.58 3.53 3.48 3.44 3.40
45 000 000 4.29 4.20 4.13 4.05 3.99 3.92 3.86 3.80 3.75 3.70 3.64 3.60 3.55 3.51 3.47
50 000 000 4.36 4.27 4.19 4.12 4.05 3.99 3.93 3.87 3.81 3.76 3.71 3.66 3.61 3.57 3.53
60 000 000 4.48 4.39 4.31 4.24 4.17 4.10 4.04 3.98 3.92 3.87 3.82 3.77 3.72 3.68 3.63
70 000 000 4.58 4.50 4.42 4.34 4.27 4.20 4.14 4.08 4.02 3.97 3.91 3.86 3.81 3.77 3.72
80 000 000 4.67 4.59 4.51 4.43 4.36 4.29 4.23 4.16 4.11 4.05 4.00 3.95 3.90 3.85 3.80
90 000 000 4.75 4.67 4.59 4.51 4.44 4.37 4.30 4.24 4.18 4.12 4.07 4.02 3.97 3.92 3.88
100 000 000 4.83 4.74 4.66 4.58 4.51 4.44 4.37 4.31 4.25 4.19 4.14 4.09 4.04 3.99 3.94

Design Tables A-6

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.3A

REQUIRED STRUCTURAL NUMBER (SNR)

85% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 2.90 2.66 2.48 2.33 2.22 2.12 2.03 1.96 1.89 1.83 1.78 1.73 1.68 1.64 1.60
150 000 3.10 2.84 2.65 2.50 2.37 2.27 2.18 2.10 2.03 1.96 1.91 1.85 1.81 1.76 1.72
200 000 3.25 2.98 2.78 2.62 2.49 2.38 2.28 2.20 2.13 2.06 2.00 1.95 1.90 1.85 1.81
250 000 3.37 3.10 2.89 2.72 2.58 2.47 2.37 2.28 2.21 2.14 2.08 2.02 1.97 1.93 1.88
300 000 3.47 3.19 2.97 2.80 2.66 2.54 2.44 2.35 2.28 2.21 2.14 2.09 2.03 1.99 1.94
350 000 3.56 3.27 3.05 2.88 2.73 2.61 2.51 2.42 2.34 2.26 2.20 2.14 2.09 2.04 1.99
400 000 3.64 3.35 3.12 2.94 2.79 2.67 2.56 2.47 2.39 2.32 2.25 2.19 2.14 2.09 2.04
450 000 3.71 3.41 3.18 3.00 2.85 2.72 2.61 2.52 2.44 2.36 2.29 2.23 2.18 2.13 2.08
500 000 3.77 3.47 3.24 3.05 2.90 2.77 2.66 2.56 2.48 2.40 2.34 2.27 2.22 2.17 2.12
600 000 3.89 3.58 3.34 3.14 2.99 2.85 2.74 2.64 2.55 2.48 2.41 2.34 2.29 2.23 2.18
700 000 3.98 3.67 3.42 3.23 3.06 2.93 2.81 2.71 2.62 2.54 2.47 2.40 2.35 2.29 2.24
800 000 4.07 3.75 3.50 3.30 3.13 2.99 2.88 2.77 2.68 2.60 2.53 2.46 2.40 2.34 2.29
900 000 4.14 3.82 3.56 3.36 3.19 3.05 2.93 2.83 2.73 2.65 2.58 2.51 2.45 2.39 2.34
1 000 000 4.21 3.88 3.63 3.42 3.25 3.11 2.98 2.88 2.78 2.70 2.62 2.55 2.49 2.43 2.38
1 500 000 4.48 4.14 3.87 3.65 3.47 3.32 3.19 3.08 2.98 2.88 2.80 2.73 2.66 2.60 2.54
2 000 000 4.68 4.33 4.05 3.83 3.64 3.48 3.35 3.23 3.12 3.03 2.94 2.86 2.79 2.73 2.67
2 500 000 4.83 4.47 4.19 3.97 3.78 3.61 3.47 3.35 3.24 3.14 3.05 2.97 2.90 2.83 2.77
3 000 000 4.96 4.60 4.31 4.08 3.89 3.72 3.58 3.45 3.34 3.24 3.15 3.06 2.99 2.92 2.86
3 500 000 5.07 4.70 4.42 4.18 3.98 3.81 3.67 3.54 3.42 3.32 3.23 3.14 3.07 2.99 2.93
4 000 000 5.17 4.80 4.51 4.27 4.07 3.90 3.75 3.61 3.50 3.39 3.30 3.21 3.13 3.06 2.99
4 500 000 5.25 4.88 4.59 4.35 4.14 3.97 3.82 3.68 3.57 3.46 3.36 3.28 3.20 3.12 3.05
5 000 000 5.33 4.95 4.66 4.42 4.21 4.04 3.88 3.75 3.63 3.52 3.42 3.33 3.25 3.18 3.11
6 000 000 5.47 5.08 4.78 4.54 4.33 4.15 4.00 3.86 3.74 3.63 3.53 3.43 3.35 3.27 3.20
7 000 000 5.58 5.20 4.89 4.64 4.43 4.25 4.09 3.95 3.83 3.72 3.61 3.52 3.44 3.36 3.29
8 000 000 5.68 5.29 4.99 4.74 4.52 4.34 4.18 4.04 3.91 3.80 3.69 3.60 3.51 3.43 3.36
9 000 000 5.77 5.38 5.07 4.82 4.60 4.42 4.26 4.11 3.99 3.87 3.76 3.67 3.58 3.50 3.42
10 000 000 5.86 5.46 5.15 4.89 4.68 4.49 4.33 4.18 4.05 3.94 3.83 3.73 3.64 3.56 3.48
15 000 000 6.18 5.77 5.45 5.18 4.96 4.77 4.60 4.45 4.31 4.19 4.08 3.98 3.89 3.80 3.72
20 000 000 6.42 5.99 5.67 5.39 5.17 4.97 4.80 4.64 4.51 4.38 4.27 4.16 4.07 3.98 3.90
25 000 000 6.60 6.17 5.84 5.56 5.33 5.13 4.96 4.80 4.66 4.53 4.42 4.31 4.21 4.12 4.04
30 000 000 6.76 6.32 5.98 5.70 5.47 5.26 5.09 4.93 4.79 4.66 4.54 4.43 4.33 4.24 4.15
35 000 000 6.89 6.45 6.10 5.82 5.58 5.38 5.20 5.04 4.89 4.76 4.64 4.54 4.43 4.34 4.25
40 000 000 7.01 6.56 6.21 5.93 5.68 5.48 5.30 5.13 4.99 4.86 4.74 4.63 4.52 4.43 4.34
45 000 000 7.11 6.66 6.31 6.02 5.78 5.57 5.38 5.22 5.07 4.94 4.82 4.71 4.60 4.51 4.42
50 000 000 7.21 6.75 6.39 6.10 5.86 5.65 5.46 5.30 5.15 5.02 4.89 4.78 4.68 4.58 4.49
60 000 000 7.37 6.91 6.55 6.25 6.00 5.79 5.60 5.43 5.28 5.15 5.02 4.91 4.80 4.71 4.61
70 000 000 7.52 7.05 6.68 6.38 6.12 5.91 5.72 5.55 5.40 5.26 5.13 5.02 4.91 4.81 4.72
80 000 000 7.64 7.17 6.79 6.49 6.23 6.01 5.82 5.65 5.50 5.36 5.23 5.11 5.01 4.91 4.81
90 000 000 7.75 7.27 6.89 6.59 6.33 6.11 5.91 5.74 5.59 5.45 5.32 5.20 5.09 4.99 4.90
100 000 000 7.86 7.37 6.99 6.68 6.42 6.19 6.00 5.82 5.67 5.52 5.40 5.28 5.17 5.07 4.97

Design Tables A-7

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.3B

REQUIRED STRUCTURAL NUMBER (SNR)

85% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.60 1.57 1.53 1.50 1.47 1.45 1.42 1.39 1.37 1.35 1.33 1.31 1.29 1.27 1.25
150 000 1.72 1.68 1.65 1.62 1.59 1.56 1.53 1.50 1.48 1.45 1.43 1.41 1.39 1.37 1.35
200 000 1.81 1.77 1.74 1.70 1.67 1.64 1.61 1.58 1.56 1.53 1.51 1.49 1.47 1.45 1.43
250 000 1.88 1.84 1.80 1.77 1.74 1.71 1.68 1.65 1.62 1.60 1.57 1.55 1.53 1.51 1.49
300 000 1.94 1.90 1.86 1.83 1.79 1.76 1.73 1.70 1.67 1.65 1.62 1.60 1.58 1.56 1.54
350 000 1.99 1.95 1.91 1.88 1.84 1.81 1.78 1.75 1.72 1.69 1.67 1.65 1.62 1.60 1.58
400 000 2.04 2.00 1.96 1.92 1.88 1.85 1.82 1.79 1.76 1.73 1.71 1.68 1.66 1.64 1.62
450 000 2.08 2.04 2.00 1.96 1.92 1.89 1.86 1.83 1.80 1.77 1.74 1.72 1.70 1.67 1.65
500 000 2.12 2.07 2.03 1.99 1.96 1.92 1.89 1.86 1.83 1.80 1.78 1.75 1.73 1.71 1.68
600 000 2.18 2.14 2.10 2.06 2.02 1.98 1.95 1.92 1.89 1.86 1.83 1.81 1.78 1.76 1.74
700 000 2.24 2.19 2.15 2.11 2.07 2.04 2.00 1.97 1.94 1.91 1.88 1.86 1.83 1.81 1.79
800 000 2.29 2.24 2.20 2.16 2.12 2.08 2.05 2.02 1.98 1.96 1.93 1.90 1.88 1.85 1.83
900 000 2.34 2.29 2.24 2.20 2.16 2.12 2.09 2.06 2.02 2.00 1.97 1.94 1.91 1.89 1.86
1 000 000 2.38 2.33 2.28 2.24 2.20 2.16 2.13 2.09 2.06 2.03 2.00 1.97 1.95 1.92 1.90
1 500 000 2.54 2.49 2.44 2.40 2.35 2.31 2.28 2.24 2.21 2.17 2.14 2.12 2.09 2.06 2.03
2 000 000 2.67 2.61 2.56 2.52 2.47 2.43 2.39 2.35 2.32 2.28 2.25 2.22 2.19 2.16 2.14
2 500 000 2.77 2.71 2.66 2.61 2.56 2.52 2.48 2.44 2.40 2.37 2.34 2.30 2.27 2.25 2.22
3 000 000 2.86 2.80 2.74 2.69 2.64 2.60 2.56 2.52 2.48 2.44 2.41 2.38 2.34 2.31 2.29
3 500 000 2.93 2.87 2.81 2.76 2.71 2.67 2.62 2.58 2.54 2.51 2.47 2.44 2.41 2.38 2.35
4 000 000 2.99 2.93 2.88 2.82 2.77 2.73 2.68 2.64 2.60 2.56 2.53 2.49 2.46 2.43 2.40
4 500 000 3.05 2.99 2.93 2.88 2.83 2.78 2.73 2.69 2.65 2.61 2.58 2.54 2.51 2.48 2.45
5 000 000 3.11 3.04 2.98 2.93 2.88 2.83 2.78 2.74 2.70 2.66 2.62 2.59 2.55 2.52 2.49
6 000 000 3.20 3.14 3.08 3.02 2.97 2.91 2.87 2.82 2.78 2.74 2.70 2.67 2.63 2.60 2.57
7 000 000 3.29 3.22 3.16 3.10 3.04 2.99 2.94 2.90 2.85 2.81 2.77 2.73 2.70 2.67 2.63
8 000 000 3.36 3.29 3.23 3.17 3.11 3.06 3.01 2.96 2.92 2.87 2.83 2.80 2.76 2.73 2.69
9 000 000 3.42 3.35 3.29 3.23 3.17 3.12 3.07 3.02 2.97 2.93 2.89 2.85 2.81 2.78 2.75
10 000 000 3.48 3.41 3.35 3.29 3.23 3.17 3.12 3.07 3.03 2.98 2.94 2.90 2.86 2.83 2.79
15 000 000 3.72 3.65 3.58 3.51 3.45 3.39 3.34 3.29 3.24 3.19 3.15 3.10 3.06 3.03 2.99
20 000 000 3.90 3.82 3.75 3.68 3.62 3.56 3.50 3.44 3.39 3.35 3.30 3.25 3.21 3.17 3.13
25 000 000 4.04 3.96 3.88 3.81 3.75 3.69 3.63 3.57 3.52 3.47 3.42 3.38 3.33 3.29 3.25
30 000 000 4.15 4.07 4.00 3.93 3.86 3.80 3.74 3.68 3.63 3.57 3.53 3.48 3.43 3.39 3.35
35 000 000 4.25 4.17 4.10 4.02 3.96 3.89 3.83 3.77 3.72 3.67 3.62 3.57 3.52 3.48 3.44
40 000 000 4.34 4.26 4.18 4.11 4.04 3.97 3.91 3.85 3.80 3.75 3.69 3.65 3.60 3.56 3.51
45 000 000 4.42 4.34 4.26 4.18 4.11 4.05 3.99 3.93 3.87 3.82 3.77 3.72 3.67 3.62 3.58
50 000 000 4.49 4.41 4.33 4.25 4.18 4.12 4.05 3.99 3.94 3.88 3.83 3.78 3.73 3.69 3.64
60 000 000 4.61 4.53 4.45 4.37 4.30 4.23 4.17 4.11 4.05 4.00 3.94 3.89 3.84 3.80 3.75
70 000 000 4.72 4.63 4.55 4.48 4.40 4.34 4.27 4.21 4.15 4.09 4.04 3.99 3.94 3.89 3.85
80 000 000 4.81 4.73 4.64 4.57 4.49 4.42 4.36 4.30 4.24 4.18 4.12 4.07 4.02 3.97 3.93
90 000 000 4.90 4.81 4.73 4.65 4.57 4.50 4.44 4.37 4.31 4.26 4.20 4.15 4.10 4.05 4.00
100 000 000 4.97 4.88 4.80 4.72 4.65 4.57 4.51 4.44 4.38 4.33 4.27 4.22 4.17 4.12 4.07

Design Tables A-8

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.4A

REQUIRED STRUCTURAL NUMBER (SNR)

90% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.02 2.77 2.59 2.44 2.31 2.21 2.12 2.04 1.97 1.91 1.86 1.81 1.76 1.72 1.68
150 000 3.23 2.97 2.77 2.61 2.47 2.36 2.27 2.19 2.11 2.05 1.99 1.94 1.89 1.84 1.80
200 000 3.39 3.11 2.90 2.73 2.60 2.48 2.38 2.30 2.22 2.15 2.09 2.03 1.98 1.94 1.89
250 000 3.52 3.23 3.01 2.84 2.69 2.57 2.47 2.38 2.30 2.23 2.17 2.11 2.06 2.01 1.97
300 000 3.62 3.33 3.10 2.92 2.78 2.65 2.55 2.46 2.37 2.30 2.24 2.18 2.12 2.07 2.03
350 000 3.71 3.41 3.18 3.00 2.85 2.72 2.61 2.52 2.44 2.36 2.30 2.23 2.18 2.13 2.08
400 000 3.79 3.49 3.25 3.07 2.91 2.78 2.67 2.58 2.49 2.42 2.35 2.29 2.23 2.18 2.13
450 000 3.87 3.56 3.32 3.13 2.97 2.84 2.73 2.63 2.54 2.46 2.39 2.33 2.27 2.22 2.17
500 000 3.93 3.62 3.38 3.18 3.02 2.89 2.77 2.67 2.59 2.51 2.44 2.37 2.31 2.26 2.21
600 000 4.05 3.73 3.48 3.28 3.12 2.98 2.86 2.76 2.67 2.58 2.51 2.45 2.39 2.33 2.28
700 000 4.14 3.82 3.57 3.36 3.20 3.05 2.93 2.83 2.73 2.65 2.58 2.51 2.45 2.39 2.34
800 000 4.23 3.90 3.64 3.44 3.27 3.12 3.00 2.89 2.80 2.71 2.63 2.57 2.50 2.44 2.39
900 000 4.31 3.97 3.71 3.51 3.33 3.18 3.06 2.95 2.85 2.76 2.69 2.62 2.55 2.49 2.44
1 000 000 4.38 4.04 3.78 3.57 3.39 3.24 3.11 3.00 2.90 2.81 2.73 2.66 2.60 2.54 2.48
1 500 000 4.65 4.30 4.03 3.81 3.62 3.46 3.33 3.21 3.10 3.01 2.92 2.85 2.78 2.71 2.65
2 000 000 4.85 4.50 4.21 3.99 3.79 3.63 3.49 3.36 3.25 3.16 3.07 2.99 2.91 2.85 2.78
2 500 000 5.01 4.65 4.36 4.13 3.93 3.76 3.62 3.49 3.38 3.27 3.18 3.10 3.02 2.95 2.89
3 000 000 5.14 4.77 4.48 4.25 4.05 3.88 3.73 3.60 3.48 3.37 3.28 3.19 3.12 3.04 2.98
3 500 000 5.25 4.88 4.59 4.35 4.14 3.97 3.82 3.69 3.57 3.46 3.36 3.28 3.20 3.12 3.06
4 000 000 5.35 4.98 4.68 4.44 4.23 4.06 3.90 3.77 3.65 3.54 3.44 3.35 3.27 3.19 3.12
4 500 000 5.44 5.06 4.76 4.52 4.31 4.13 3.98 3.84 3.72 3.61 3.51 3.42 3.33 3.26 3.19
5 000 000 5.52 5.14 4.83 4.59 4.38 4.20 4.04 3.90 3.78 3.67 3.57 3.47 3.39 3.31 3.24
6 000 000 5.66 5.27 4.96 4.71 4.50 4.32 4.16 4.02 3.89 3.78 3.67 3.58 3.49 3.41 3.34
7 000 000 5.78 5.38 5.07 4.82 4.61 4.42 4.26 4.12 3.99 3.87 3.77 3.67 3.58 3.50 3.43
8 000 000 5.88 5.48 5.17 4.91 4.70 4.51 4.35 4.20 4.07 3.95 3.85 3.75 3.66 3.58 3.50
9 000 000 5.97 5.57 5.26 5.00 4.78 4.59 4.43 4.28 4.15 4.03 3.92 3.82 3.73 3.65 3.57
10 000 000 6.06 5.65 5.33 5.07 4.85 4.66 4.50 4.35 4.22 4.10 3.99 3.89 3.79 3.71 3.63
15 000 000 6.39 5.97 5.64 5.37 5.14 4.95 4.77 4.62 4.48 4.36 4.25 4.14 4.05 3.96 3.88
20 000 000 6.63 6.20 5.86 5.59 5.35 5.15 4.98 4.82 4.68 4.55 4.44 4.33 4.23 4.14 4.06
25 000 000 6.82 6.38 6.04 5.76 5.52 5.32 5.14 4.98 4.84 4.71 4.59 4.48 4.38 4.29 4.20
30 000 000 6.98 6.53 6.18 5.90 5.66 5.45 5.27 5.11 4.96 4.83 4.71 4.60 4.50 4.41 4.32
35 000 000 7.12 6.66 6.31 6.02 5.78 5.57 5.38 5.22 5.07 4.94 4.82 4.71 4.61 4.51 4.42
40 000 000 7.24 6.78 6.42 6.13 5.88 5.67 5.48 5.32 5.17 5.04 4.91 4.80 4.70 4.60 4.51
45 000 000 7.34 6.88 6.52 6.22 5.97 5.76 5.57 5.41 5.26 5.12 5.00 4.88 4.78 4.68 4.59
50 000 000 7.44 6.97 6.61 6.31 6.06 5.84 5.65 5.49 5.34 5.20 5.07 4.96 4.85 4.76 4.66
60 000 000 7.61 7.13 6.76 6.46 6.21 5.99 5.79 5.62 5.47 5.33 5.21 5.09 4.98 4.88 4.79
70 000 000 7.76 7.27 6.90 6.59 6.33 6.11 5.91 5.74 5.59 5.45 5.32 5.20 5.09 4.99 4.90
80 000 000 7.88 7.40 7.01 6.70 6.44 6.22 6.02 5.85 5.69 5.55 5.42 5.30 5.19 5.09 4.99
90 000 000 8.00 7.51 7.12 6.80 6.54 6.31 6.11 5.94 5.78 5.64 5.51 5.39 5.28 5.17 5.08
100 000 000 8.10 7.60 7.21 6.90 6.63 6.40 6.20 6.02 5.86 5.72 5.59 5.47 5.35 5.25 5.15

Design Tables A-9

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.4B

REQUIRED STRUCTURAL NUMBER (SNR)

90% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.68 1.64 1.61 1.57 1.54 1.51 1.49 1.46 1.44 1.41 1.39 1.37 1.35 1.33 1.31
150 000 1.80 1.76 1.73 1.69 1.66 1.63 1.60 1.57 1.55 1.52 1.50 1.48 1.46 1.44 1.42
200 000 1.89 1.85 1.81 1.78 1.75 1.71 1.68 1.66 1.63 1.61 1.58 1.56 1.54 1.51 1.49
250 000 1.97 1.92 1.89 1.85 1.81 1.78 1.75 1.72 1.70 1.67 1.65 1.62 1.60 1.58 1.56
300 000 2.03 1.99 1.95 1.91 1.87 1.84 1.81 1.78 1.75 1.72 1.70 1.67 1.65 1.63 1.61
350 000 2.08 2.04 2.00 1.96 1.92 1.89 1.86 1.83 1.80 1.77 1.75 1.72 1.70 1.67 1.65
400 000 2.13 2.08 2.04 2.00 1.97 1.93 1.90 1.87 1.84 1.81 1.79 1.76 1.74 1.71 1.69
450 000 2.17 2.13 2.08 2.04 2.01 1.97 1.94 1.91 1.88 1.85 1.82 1.80 1.77 1.75 1.73
500 000 2.21 2.16 2.12 2.08 2.04 2.01 1.97 1.94 1.91 1.88 1.86 1.83 1.81 1.78 1.76
600 000 2.28 2.23 2.19 2.15 2.11 2.07 2.04 2.00 1.97 1.94 1.92 1.89 1.86 1.84 1.82
700 000 2.34 2.29 2.24 2.20 2.16 2.13 2.09 2.06 2.03 2.00 1.97 1.94 1.91 1.89 1.87
800 000 2.39 2.34 2.30 2.25 2.21 2.17 2.14 2.10 2.07 2.04 2.01 1.99 1.96 1.93 1.91
900 000 2.44 2.39 2.34 2.30 2.26 2.22 2.18 2.15 2.11 2.08 2.05 2.03 2.00 1.97 1.95
1 000 000 2.48 2.43 2.38 2.34 2.30 2.26 2.22 2.18 2.15 2.12 2.09 2.06 2.03 2.01 1.98
1 500 000 2.65 2.60 2.55 2.50 2.46 2.41 2.38 2.34 2.30 2.27 2.24 2.21 2.18 2.15 2.12
2 000 000 2.78 2.73 2.67 2.62 2.58 2.53 2.49 2.45 2.42 2.38 2.35 2.32 2.29 2.26 2.23
2 500 000 2.89 2.83 2.77 2.72 2.67 2.63 2.59 2.55 2.51 2.47 2.44 2.40 2.37 2.34 2.31
3 000 000 2.98 2.92 2.86 2.81 2.76 2.71 2.67 2.62 2.58 2.55 2.51 2.48 2.45 2.42 2.39
3 500 000 3.06 2.99 2.93 2.88 2.83 2.78 2.73 2.69 2.65 2.61 2.58 2.54 2.51 2.48 2.45
4 000 000 3.12 3.06 3.00 2.94 2.89 2.84 2.80 2.75 2.71 2.67 2.63 2.60 2.57 2.53 2.50
4 500 000 3.19 3.12 3.06 3.00 2.95 2.90 2.85 2.81 2.76 2.72 2.69 2.65 2.62 2.58 2.55
5 000 000 3.24 3.17 3.11 3.05 3.00 2.95 2.90 2.86 2.81 2.77 2.73 2.70 2.66 2.63 2.60
6 000 000 3.34 3.27 3.21 3.15 3.09 3.04 2.99 2.94 2.90 2.86 2.82 2.78 2.74 2.71 2.68
7 000 000 3.43 3.36 3.29 3.23 3.17 3.12 3.07 3.02 2.98 2.93 2.89 2.85 2.82 2.78 2.75
8 000 000 3.50 3.43 3.36 3.30 3.24 3.19 3.14 3.09 3.04 3.00 2.96 2.92 2.88 2.84 2.81
9 000 000 3.57 3.50 3.43 3.37 3.31 3.25 3.20 3.15 3.10 3.06 3.01 2.97 2.94 2.90 2.86
10 000 000 3.63 3.56 3.49 3.43 3.37 3.31 3.25 3.20 3.16 3.11 3.07 3.03 2.99 2.95 2.91
15 000 000 3.88 3.80 3.73 3.66 3.60 3.54 3.48 3.43 3.37 3.33 3.28 3.24 3.20 3.16 3.12
20 000 000 4.06 3.98 3.90 3.83 3.77 3.71 3.65 3.59 3.54 3.49 3.44 3.39 3.35 3.31 3.27
25 000 000 4.20 4.12 4.04 3.97 3.90 3.84 3.78 3.72 3.67 3.62 3.57 3.52 3.48 3.43 3.39
30 000 000 4.32 4.24 4.16 4.09 4.02 3.95 3.89 3.83 3.78 3.73 3.67 3.63 3.58 3.54 3.49
35 000 000 4.42 4.34 4.26 4.19 4.12 4.05 3.99 3.93 3.87 3.82 3.77 3.72 3.67 3.63 3.58
40 000 000 4.51 4.43 4.35 4.27 4.20 4.14 4.07 4.01 3.96 3.90 3.85 3.80 3.75 3.71 3.66
45 000 000 4.59 4.51 4.43 4.35 4.28 4.21 4.15 4.09 4.03 3.97 3.92 3.87 3.82 3.78 3.73
50 000 000 4.66 4.58 4.50 4.42 4.35 4.28 4.22 4.15 4.10 4.04 3.99 3.94 3.89 3.84 3.80
60 000 000 4.79 4.70 4.62 4.54 4.47 4.40 4.34 4.27 4.21 4.16 4.10 4.05 4.00 3.95 3.91
70 000 000 4.90 4.81 4.73 4.65 4.58 4.51 4.44 4.38 4.32 4.26 4.20 4.15 4.10 4.05 4.00
80 000 000 4.99 4.90 4.82 4.74 4.67 4.60 4.53 4.46 4.40 4.35 4.29 4.24 4.19 4.14 4.09
90 000 000 5.08 4.99 4.90 4.82 4.75 4.68 4.61 4.54 4.48 4.42 4.37 4.31 4.26 4.21 4.16
100 000 000 5.15 5.06 4.98 4.90 4.82 4.75 4.68 4.62 4.55 4.49 4.44 4.38 4.33 4.28 4.23

Design Tables A-10

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.5A

REQUIRED STRUCTURAL NUMBER (SNR)

92% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.09 2.83 2.64 2.49 2.36 2.26 2.17 2.09 2.02 1.95 1.90 1.85 1.80 1.76 1.72
150 000 3.30 3.03 2.82 2.66 2.53 2.42 2.32 2.23 2.16 2.09 2.03 1.98 1.93 1.88 1.84
200 000 3.46 3.18 2.96 2.79 2.65 2.53 2.43 2.35 2.27 2.20 2.14 2.08 2.03 1.98 1.93
250 000 3.59 3.30 3.07 2.90 2.75 2.63 2.53 2.43 2.35 2.28 2.22 2.16 2.10 2.05 2.01
300 000 3.70 3.40 3.17 2.99 2.84 2.71 2.60 2.51 2.43 2.35 2.29 2.23 2.17 2.12 2.07
350 000 3.79 3.48 3.25 3.06 2.91 2.78 2.67 2.57 2.49 2.41 2.35 2.28 2.23 2.17 2.13
400 000 3.87 3.56 3.32 3.13 2.98 2.84 2.73 2.63 2.55 2.47 2.40 2.33 2.28 2.22 2.18
450 000 3.94 3.63 3.39 3.19 3.03 2.90 2.78 2.68 2.60 2.52 2.45 2.38 2.32 2.27 2.22
500 000 4.01 3.69 3.45 3.25 3.09 2.95 2.83 2.73 2.64 2.56 2.49 2.42 2.36 2.31 2.26
600 000 4.13 3.80 3.55 3.35 3.18 3.04 2.92 2.82 2.72 2.64 2.57 2.50 2.44 2.38 2.33
700 000 4.23 3.90 3.64 3.44 3.26 3.12 3.00 2.89 2.79 2.71 2.63 2.56 2.50 2.44 2.39
800 000 4.31 3.98 3.72 3.51 3.34 3.19 3.06 2.95 2.86 2.77 2.69 2.62 2.56 2.50 2.44
900 000 4.39 4.06 3.79 3.58 3.40 3.25 3.12 3.01 2.91 2.82 2.74 2.67 2.61 2.55 2.49
1 000 000 4.46 4.12 3.86 3.64 3.46 3.31 3.18 3.06 2.96 2.87 2.79 2.72 2.65 2.59 2.53
1 500 000 4.74 4.39 4.11 3.89 3.70 3.54 3.40 3.28 3.17 3.07 2.99 2.91 2.84 2.77 2.71
2 000 000 4.94 4.58 4.30 4.07 3.87 3.71 3.56 3.44 3.32 3.22 3.13 3.05 2.98 2.91 2.84
2 500 000 5.10 4.74 4.45 4.21 4.01 3.84 3.69 3.56 3.45 3.34 3.25 3.17 3.09 3.02 2.95
3 000 000 5.23 4.86 4.57 4.33 4.13 3.95 3.80 3.67 3.55 3.45 3.35 3.26 3.18 3.11 3.04
3 500 000 5.35 4.97 4.68 4.43 4.23 4.05 3.90 3.76 3.64 3.53 3.44 3.35 3.27 3.19 3.12
4 000 000 5.45 5.07 4.77 4.52 4.32 4.14 3.98 3.84 3.72 3.61 3.51 3.42 3.34 3.26 3.19
4 500 000 5.54 5.15 4.85 4.60 4.39 4.21 4.06 3.92 3.79 3.68 3.58 3.49 3.40 3.33 3.25
5 000 000 5.62 5.23 4.92 4.67 4.46 4.28 4.12 3.98 3.86 3.74 3.64 3.55 3.46 3.38 3.31
6 000 000 5.76 5.36 5.06 4.80 4.59 4.40 4.24 4.10 3.97 3.86 3.75 3.65 3.57 3.49 3.41
7 000 000 5.88 5.48 5.17 4.91 4.69 4.51 4.34 4.20 4.07 3.95 3.84 3.75 3.66 3.57 3.50
8 000 000 5.98 5.58 5.26 5.00 4.79 4.60 4.43 4.29 4.15 4.03 3.93 3.83 3.74 3.65 3.58
9 000 000 6.08 5.67 5.35 5.09 4.87 4.68 4.51 4.36 4.23 4.11 4.00 3.90 3.81 3.72 3.64
10 000 000 6.16 5.75 5.43 5.17 4.94 4.75 4.58 4.43 4.30 4.18 4.07 3.97 3.87 3.79 3.71
15 000 000 6.49 6.07 5.74 5.47 5.24 5.04 4.86 4.71 4.57 4.45 4.33 4.23 4.13 4.04 3.96
20 000 000 6.74 6.30 5.96 5.68 5.45 5.25 5.07 4.91 4.77 4.64 4.52 4.42 4.32 4.22 4.14
25 000 000 6.93 6.49 6.14 5.86 5.62 5.41 5.23 5.07 4.93 4.80 4.68 4.57 4.46 4.37 4.28
30 000 000 7.09 6.64 6.29 6.00 5.76 5.55 5.37 5.20 5.06 4.92 4.80 4.69 4.59 4.49 4.40
35 000 000 7.23 6.77 6.42 6.12 5.88 5.67 5.48 5.32 5.17 5.03 4.91 4.80 4.69 4.60 4.51
40 000 000 7.35 6.89 6.53 6.23 5.98 5.77 5.58 5.41 5.27 5.13 5.01 4.89 4.79 4.69 4.60
45 000 000 7.46 6.99 6.63 6.33 6.08 5.86 5.67 5.50 5.35 5.22 5.09 4.98 4.87 4.77 4.68
50 000 000 7.56 7.09 6.72 6.41 6.16 5.94 5.75 5.58 5.43 5.29 5.17 5.05 4.94 4.84 4.75
60 000 000 7.73 7.25 6.87 6.57 6.31 6.09 5.89 5.72 5.57 5.43 5.30 5.18 5.07 4.97 4.88
70 000 000 7.88 7.39 7.01 6.70 6.44 6.21 6.02 5.84 5.69 5.54 5.41 5.30 5.19 5.08 4.99
80 000 000 8.01 7.51 7.13 6.81 6.55 6.32 6.12 5.95 5.79 5.65 5.51 5.39 5.28 5.18 5.08
90 000 000 8.13 7.63 7.23 6.92 6.65 6.42 6.22 6.04 5.88 5.74 5.60 5.48 5.37 5.27 5.17
100 000 000 8.23 7.73 7.33 7.01 6.74 6.51 6.30 6.12 5.96 5.82 5.68 5.56 5.45 5.34 5.25

Design Tables A-11

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.5B

REQUIRED STRUCTURAL NUMBER (SNR)

92% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.72 1.68 1.64 1.61 1.58 1.55 1.52 1.50 1.47 1.45 1.43 1.40 1.38 1.36 1.35
150 000 1.84 1.80 1.76 1.73 1.70 1.67 1.64 1.61 1.58 1.56 1.54 1.51 1.49 1.47 1.45
200 000 1.93 1.89 1.85 1.82 1.79 1.75 1.72 1.69 1.67 1.64 1.62 1.59 1.57 1.55 1.53
250 000 2.01 1.97 1.93 1.89 1.86 1.82 1.79 1.76 1.73 1.71 1.68 1.66 1.64 1.61 1.59
300 000 2.07 2.03 1.99 1.95 1.91 1.88 1.85 1.82 1.79 1.76 1.74 1.71 1.69 1.67 1.65
350 000 2.13 2.08 2.04 2.00 1.97 1.93 1.90 1.87 1.84 1.81 1.79 1.76 1.74 1.71 1.69
400 000 2.18 2.13 2.09 2.05 2.01 1.98 1.94 1.91 1.88 1.85 1.83 1.80 1.78 1.75 1.73
450 000 2.22 2.17 2.13 2.09 2.05 2.02 1.98 1.95 1.92 1.89 1.86 1.84 1.81 1.79 1.77
500 000 2.26 2.21 2.17 2.13 2.09 2.05 2.02 1.99 1.96 1.93 1.90 1.87 1.85 1.82 1.80
600 000 2.33 2.28 2.23 2.19 2.15 2.12 2.08 2.05 2.02 1.99 1.96 1.93 1.91 1.88 1.86
700 000 2.39 2.34 2.29 2.25 2.21 2.17 2.14 2.10 2.07 2.04 2.01 1.98 1.96 1.93 1.91
800 000 2.44 2.39 2.34 2.30 2.26 2.22 2.18 2.15 2.12 2.09 2.06 2.03 2.00 1.98 1.95
900 000 2.49 2.44 2.39 2.35 2.30 2.27 2.23 2.19 2.16 2.13 2.10 2.07 2.04 2.02 1.99
1 000 000 2.53 2.48 2.43 2.39 2.35 2.31 2.27 2.23 2.20 2.17 2.14 2.11 2.08 2.05 2.03
1 500 000 2.71 2.66 2.60 2.55 2.51 2.47 2.43 2.39 2.35 2.32 2.29 2.26 2.23 2.20 2.17
2 000 000 2.84 2.79 2.73 2.68 2.63 2.59 2.55 2.51 2.47 2.43 2.40 2.37 2.34 2.31 2.28
2 500 000 2.95 2.89 2.83 2.78 2.73 2.69 2.64 2.60 2.56 2.52 2.49 2.46 2.42 2.39 2.36
3 000 000 3.04 2.98 2.92 2.87 2.82 2.77 2.72 2.68 2.64 2.60 2.57 2.53 2.50 2.47 2.44
3 500 000 3.12 3.06 3.00 2.94 2.89 2.84 2.79 2.75 2.71 2.67 2.63 2.60 2.56 2.53 2.50
4 000 000 3.19 3.13 3.06 3.01 2.95 2.90 2.86 2.81 2.77 2.73 2.69 2.66 2.62 2.59 2.56
4 500 000 3.25 3.19 3.12 3.07 3.01 2.96 2.91 2.87 2.82 2.78 2.74 2.71 2.67 2.64 2.61
5 000 000 3.31 3.24 3.18 3.12 3.07 3.01 2.96 2.92 2.87 2.83 2.79 2.76 2.72 2.69 2.65
6 000 000 3.41 3.34 3.28 3.22 3.16 3.11 3.06 3.01 2.96 2.92 2.88 2.84 2.80 2.77 2.73
7 000 000 3.50 3.43 3.36 3.30 3.24 3.19 3.13 3.09 3.04 3.00 2.95 2.91 2.88 2.84 2.81
8 000 000 3.58 3.50 3.44 3.37 3.31 3.26 3.20 3.15 3.11 3.06 3.02 2.98 2.94 2.90 2.87
9 000 000 3.64 3.57 3.50 3.44 3.38 3.32 3.27 3.22 3.17 3.12 3.08 3.04 3.00 2.96 2.93
10 000 000 3.71 3.63 3.56 3.50 3.44 3.38 3.32 3.27 3.22 3.18 3.13 3.09 3.05 3.01 2.98
15 000 000 3.96 3.88 3.80 3.74 3.67 3.61 3.55 3.50 3.45 3.40 3.35 3.31 3.26 3.22 3.18
20 000 000 4.14 4.06 3.98 3.91 3.85 3.78 3.72 3.67 3.61 3.56 3.51 3.47 3.42 3.38 3.34
25 000 000 4.28 4.20 4.12 4.05 3.98 3.92 3.86 3.80 3.75 3.69 3.64 3.59 3.55 3.51 3.46
30 000 000 4.40 4.32 4.24 4.17 4.10 4.03 3.97 3.91 3.86 3.80 3.75 3.70 3.66 3.61 3.57
35 000 000 4.51 4.42 4.34 4.27 4.20 4.13 4.07 4.01 3.95 3.90 3.85 3.80 3.75 3.70 3.66
40 000 000 4.60 4.51 4.43 4.36 4.29 4.22 4.15 4.09 4.04 3.98 3.93 3.88 3.83 3.78 3.74
45 000 000 4.75 4.67 4.58 4.51 4.43 4.37 4.30 4.24 4.18 4.12 4.07 4.02 3.97 3.92 3.87
50 000 000 4.88 4.79 4.71 4.63 4.56 4.49 4.42 4.36 4.30 4.24 4.19 4.13 4.08 4.03 3.99
60 000 000 4.99 4.90 4.82 4.74 4.66 4.59 4.52 4.46 4.40 4.34 4.29 4.23 4.18 4.13 4.09
70 000 000 5.08 4.99 4.91 4.83 4.76 4.68 4.62 4.55 4.49 4.43 4.37 4.32 4.27 4.22 4.17
80 000 000 5.17 5.08 4.99 4.91 4.84 4.77 4.70 4.63 4.57 4.51 4.45 4.40 4.35 4.30 4.25
90 000 000 5.25 5.16 5.07 4.99 4.91 4.84 4.77 4.70 4.64 4.58 4.52 4.47 4.42 4.37 4.32
100 000 000 5.32 5.23 5.14 5.06 4.98 4.91 4.84 4.77 4.71 4.65 4.59 4.53 4.48 4.43 4.38

Design Tables A-12

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.6A

REQUIRED STRUCTURAL NUMBER (SNR)

94% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.17 2.91 2.71 2.55 2.42 2.32 2.22 2.14 2.07 2.01 1.95 1.90 1.85 1.80 1.76
150 000 3.39 3.11 2.90 2.73 2.59 2.48 2.38 2.29 2.22 2.15 2.09 2.03 1.98 1.93 1.89
200 000 3.55 3.26 3.04 2.86 2.72 2.60 2.50 2.41 2.33 2.26 2.19 2.13 2.08 2.03 1.99
250 000 3.68 3.38 3.15 2.97 2.82 2.70 2.59 2.50 2.42 2.34 2.28 2.21 2.16 2.11 2.06
300 000 3.79 3.49 3.25 3.06 2.91 2.78 2.67 2.57 2.49 2.41 2.35 2.28 2.23 2.18 2.13
350 000 3.88 3.57 3.33 3.14 2.99 2.85 2.74 2.64 2.55 2.48 2.41 2.34 2.29 2.23 2.18
400 000 3.97 3.65 3.41 3.21 3.05 2.92 2.80 2.70 2.61 2.53 2.46 2.40 2.34 2.28 2.23
450 000 4.04 3.72 3.48 3.28 3.11 2.98 2.86 2.75 2.66 2.58 2.51 2.44 2.38 2.33 2.28
500 000 4.11 3.79 3.54 3.33 3.17 3.03 2.91 2.80 2.71 2.63 2.55 2.49 2.43 2.37 2.32
600 000 4.23 3.90 3.64 3.44 3.26 3.12 3.00 2.89 2.79 2.71 2.63 2.56 2.50 2.44 2.39
700 000 4.33 3.99 3.73 3.52 3.35 3.20 3.07 2.96 2.87 2.78 2.70 2.63 2.57 2.51 2.45
800 000 4.42 4.08 3.81 3.60 3.42 3.27 3.14 3.03 2.93 2.84 2.76 2.69 2.62 2.56 2.51
900 000 4.50 4.15 3.89 3.67 3.49 3.34 3.20 3.09 2.99 2.90 2.82 2.74 2.67 2.61 2.56
1 000 000 4.57 4.22 3.95 3.73 3.55 3.40 3.26 3.14 3.04 2.95 2.87 2.79 2.72 2.66 2.60
1 500 000 4.85 4.49 4.21 3.98 3.79 3.63 3.49 3.36 3.25 3.15 3.06 2.98 2.91 2.84 2.78
2 000 000 5.05 4.69 4.40 4.17 3.97 3.80 3.65 3.52 3.41 3.31 3.21 3.13 3.05 2.98 2.92
2 500 000 5.21 4.84 4.55 4.31 4.11 3.94 3.79 3.65 3.54 3.43 3.33 3.25 3.17 3.10 3.03
3 000 000 5.35 4.97 4.68 4.43 4.23 4.05 3.90 3.76 3.64 3.53 3.44 3.35 3.27 3.19 3.12
3 500 000 5.46 5.08 4.78 4.54 4.33 4.15 4.00 3.86 3.73 3.62 3.52 3.43 3.35 3.27 3.20
4 000 000 5.56 5.18 4.88 4.63 4.42 4.24 4.08 3.94 3.82 3.70 3.60 3.51 3.42 3.35 3.27
4 500 000 5.65 5.27 4.96 4.71 4.50 4.32 4.16 4.01 3.89 3.77 3.67 3.58 3.49 3.41 3.34
5 000 000 5.74 5.34 5.04 4.78 4.57 4.38 4.22 4.08 3.95 3.84 3.73 3.64 3.55 3.47 3.40
6 000 000 5.88 5.48 5.17 4.91 4.69 4.51 4.34 4.20 4.07 3.95 3.85 3.75 3.66 3.58 3.50
7 000 000 6.00 5.60 5.28 5.02 4.80 4.61 4.45 4.30 4.17 4.05 3.94 3.84 3.75 3.67 3.59
8 000 000 6.11 5.70 5.38 5.12 4.90 4.70 4.54 4.39 4.25 4.13 4.02 3.92 3.83 3.75 3.67
9 000 000 6.20 5.79 5.47 5.20 4.98 4.79 4.62 4.47 4.33 4.21 4.10 4.00 3.90 3.82 3.74
10 000 000 6.29 5.87 5.55 5.28 5.05 4.86 4.69 4.54 4.40 4.28 4.17 4.06 3.97 3.88 3.80
15 000 000 6.62 6.19 5.86 5.58 5.35 5.15 4.97 4.82 4.68 4.55 4.43 4.33 4.23 4.14 4.05
20 000 000 6.87 6.43 6.09 5.80 5.57 5.36 5.18 5.02 4.88 4.75 4.63 4.52 4.42 4.33 4.24
25 000 000 7.07 6.62 6.27 5.98 5.74 5.53 5.34 5.18 5.04 4.90 4.78 4.67 4.57 4.47 4.39
30 000 000 7.23 6.77 6.42 6.12 5.88 5.67 5.48 5.32 5.17 5.03 4.91 4.80 4.69 4.60 4.51
35 000 000 7.37 6.91 6.55 6.25 6.00 5.79 5.60 5.43 5.28 5.15 5.02 4.91 4.80 4.70 4.61
40 000 000 7.50 7.03 6.66 6.36 6.11 5.89 5.70 5.53 5.38 5.24 5.12 5.00 4.90 4.80 4.70
45 000 000 7.61 7.13 6.76 6.46 6.20 5.98 5.79 5.62 5.47 5.33 5.20 5.09 4.98 4.88 4.79
50 000 000 7.71 7.23 6.85 6.54 6.29 6.07 5.87 5.70 5.55 5.41 5.28 5.16 5.05 4.95 4.86
60 000 000 7.88 7.39 7.01 6.70 6.44 6.21 6.02 5.84 5.69 5.54 5.42 5.30 5.19 5.08 4.99
70 000 000 8.03 7.53 7.15 6.83 6.57 6.34 6.14 5.96 5.81 5.66 5.53 5.41 5.30 5.20 5.10
80 000 000 8.16 7.66 7.27 6.95 6.68 6.45 6.25 6.07 5.91 5.76 5.63 5.51 5.40 5.29 5.20
90 000 000 8.28 7.77 7.38 7.05 6.78 6.55 6.35 6.16 6.00 5.86 5.72 5.60 5.49 5.38 5.28
100 000 000 8.39 7.87 7.47 7.15 6.87 6.64 6.43 6.25 6.09 5.94 5.80 5.68 5.57 5.46 5.36

Design Tables A-13

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.6B

REQUIRED STRUCTURAL NUMBER (SNR)

94% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.76 1.72 1.69 1.66 1.62 1.59 1.57 1.54 1.51 1.49 1.47 1.45 1.42 1.40 1.39
150 000 1.89 1.85 1.81 1.78 1.74 1.71 1.68 1.66 1.63 1.60 1.58 1.56 1.53 1.51 1.49
200 000 1.99 1.94 1.90 1.87 1.83 1.80 1.77 1.74 1.71 1.69 1.66 1.64 1.62 1.59 1.57
250 000 2.06 2.02 1.98 1.94 1.91 1.87 1.84 1.81 1.78 1.76 1.73 1.70 1.68 1.66 1.64
300 000 2.13 2.08 2.04 2.00 1.97 1.93 1.90 1.87 1.84 1.81 1.79 1.76 1.74 1.71 1.69
350 000 2.18 2.14 2.10 2.06 2.02 1.98 1.95 1.92 1.89 1.86 1.83 1.81 1.78 1.76 1.74
400 000 2.23 2.19 2.14 2.10 2.06 2.03 1.99 1.96 1.93 1.90 1.88 1.85 1.83 1.80 1.78
450 000 2.28 2.23 2.19 2.14 2.11 2.07 2.04 2.00 1.97 1.94 1.91 1.89 1.86 1.84 1.82
500 000 2.32 2.27 2.22 2.18 2.14 2.11 2.07 2.04 2.01 1.98 1.95 1.92 1.90 1.87 1.85
600 000 2.39 2.34 2.29 2.25 2.21 2.17 2.14 2.10 2.07 2.04 2.01 1.98 1.96 1.93 1.91
700 000 2.45 2.40 2.35 2.31 2.27 2.23 2.19 2.16 2.13 2.09 2.06 2.04 2.01 1.98 1.96
800 000 2.51 2.45 2.41 2.36 2.32 2.28 2.24 2.21 2.17 2.14 2.11 2.08 2.06 2.03 2.00
900 000 2.56 2.50 2.45 2.41 2.37 2.32 2.29 2.25 2.22 2.18 2.15 2.12 2.10 2.07 2.04
1 000 000 2.60 2.55 2.50 2.45 2.41 2.37 2.33 2.29 2.26 2.22 2.19 2.16 2.13 2.11 2.08
1 500 000 2.78 2.72 2.67 2.62 2.58 2.53 2.49 2.45 2.41 2.38 2.35 2.31 2.28 2.26 2.23
2 000 000 2.92 2.86 2.80 2.75 2.70 2.66 2.61 2.57 2.53 2.50 2.46 2.43 2.40 2.37 2.34
2 500 000 3.03 2.97 2.91 2.85 2.80 2.76 2.71 2.67 2.63 2.59 2.55 2.52 2.49 2.46 2.43
3 000 000 3.12 3.06 3.00 2.94 2.89 2.84 2.79 2.75 2.71 2.67 2.63 2.60 2.56 2.53 2.50
3 500 000 3.20 3.14 3.07 3.02 2.96 2.91 2.87 2.82 2.78 2.74 2.70 2.66 2.63 2.60 2.57
4 000 000 3.27 3.21 3.14 3.09 3.03 2.98 2.93 2.89 2.84 2.80 2.76 2.72 2.69 2.66 2.62
4 500 000 3.34 3.27 3.21 3.15 3.09 3.04 2.99 2.94 2.90 2.86 2.82 2.78 2.74 2.71 2.68
5 000 000 3.40 3.33 3.26 3.20 3.14 3.09 3.04 2.99 2.95 2.91 2.87 2.83 2.79 2.76 2.72
6 000 000 3.50 3.43 3.36 3.30 3.24 3.19 3.13 3.09 3.04 3.00 2.95 2.91 2.88 2.84 2.81
7 000 000 3.59 3.52 3.45 3.38 3.32 3.27 3.22 3.17 3.12 3.07 3.03 2.99 2.95 2.91 2.88
8 000 000 3.67 3.59 3.52 3.46 3.40 3.34 3.29 3.24 3.19 3.14 3.10 3.06 3.02 2.98 2.94
9 000 000 3.74 3.66 3.59 3.53 3.46 3.41 3.35 3.30 3.25 3.20 3.16 3.12 3.08 3.04 3.00
10 000 000 3.80 3.73 3.65 3.59 3.52 3.47 3.41 3.36 3.31 3.26 3.22 3.17 3.13 3.09 3.05
15 000 000 4.05 3.97 3.90 3.83 3.76 3.70 3.64 3.59 3.54 3.48 3.44 3.39 3.35 3.31 3.27
20 000 000 4.24 4.16 4.08 4.01 3.94 3.88 3.82 3.76 3.70 3.65 3.60 3.56 3.51 3.47 3.42
25 000 000 4.39 4.30 4.22 4.15 4.08 4.02 3.95 3.90 3.84 3.79 3.74 3.69 3.64 3.59 3.55
30 000 000 4.51 4.42 4.34 4.27 4.20 4.13 4.07 4.01 3.95 3.90 3.85 3.80 3.75 3.70 3.66
35 000 000 4.61 4.53 4.45 4.37 4.30 4.23 4.17 4.11 4.05 3.99 3.94 3.89 3.84 3.80 3.75
40 000 000 4.70 4.62 4.54 4.46 4.39 4.32 4.26 4.19 4.13 4.08 4.03 3.97 3.92 3.88 3.83
45 000 000 4.79 4.70 4.62 4.54 4.47 4.40 4.33 4.27 4.21 4.15 4.10 4.05 4.00 3.95 3.90
50 000 000 4.86 4.77 4.69 4.61 4.54 4.47 4.40 4.34 4.28 4.22 4.17 4.12 4.07 4.02 3.97
60 000 000 4.99 4.90 4.82 4.74 4.66 4.59 4.53 4.46 4.40 4.34 4.29 4.23 4.18 4.13 4.09
70 000 000 5.10 5.01 4.93 4.85 4.77 4.70 4.63 4.57 4.50 4.45 4.39 4.33 4.28 4.23 4.19
80 000 000 5.20 5.11 5.02 4.94 4.86 4.79 4.72 4.66 4.60 4.54 4.48 4.42 4.37 4.32 4.27
90 000 000 5.28 5.19 5.11 5.02 4.95 4.87 4.80 4.74 4.68 4.62 4.56 4.50 4.45 4.40 4.35
100 000 000 5.36 5.27 5.18 5.10 5.02 4.95 4.88 4.81 4.75 4.69 4.63 4.57 4.52 4.47 4.42

Design Tables A-14

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.7A

REQUIRED STRUCTURAL NUMBER (SNR)

95% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.22 2.95 2.75 2.59 2.46 2.35 2.26 2.18 2.10 2.04 1.98 1.93 1.88 1.83 1.79
150 000 3.44 3.16 2.94 2.77 2.63 2.52 2.42 2.33 2.25 2.18 2.12 2.06 2.01 1.97 1.92
200 000 3.60 3.31 3.09 2.91 2.76 2.64 2.54 2.44 2.36 2.29 2.23 2.17 2.11 2.06 2.02
250 000 3.74 3.43 3.20 3.02 2.87 2.74 2.63 2.54 2.45 2.38 2.31 2.25 2.19 2.14 2.10
300 000 3.85 3.54 3.30 3.11 2.96 2.83 2.71 2.61 2.53 2.45 2.38 2.32 2.26 2.21 2.16
350 000 3.94 3.63 3.39 3.19 3.03 2.90 2.78 2.68 2.59 2.52 2.44 2.38 2.32 2.27 2.22
400 000 4.03 3.71 3.46 3.26 3.10 2.96 2.85 2.74 2.65 2.57 2.50 2.43 2.37 2.32 2.27
450 000 4.10 3.78 3.53 3.33 3.16 3.02 2.90 2.80 2.70 2.62 2.55 2.48 2.42 2.36 2.31
500 000 4.17 3.84 3.59 3.39 3.22 3.07 2.95 2.85 2.75 2.67 2.59 2.53 2.46 2.41 2.35
600 000 4.29 3.96 3.70 3.49 3.32 3.17 3.04 2.93 2.84 2.75 2.67 2.60 2.54 2.48 2.43
700 000 4.39 4.05 3.79 3.58 3.40 3.25 3.12 3.01 2.91 2.82 2.74 2.67 2.61 2.55 2.49
800 000 4.48 4.14 3.87 3.66 3.48 3.32 3.19 3.08 2.98 2.89 2.80 2.73 2.66 2.60 2.55
900 000 4.56 4.22 3.95 3.73 3.54 3.39 3.25 3.14 3.03 2.94 2.86 2.78 2.72 2.65 2.60
1 000 000 4.63 4.28 4.01 3.79 3.60 3.45 3.31 3.19 3.09 2.99 2.91 2.83 2.76 2.70 2.64
1 500 000 4.91 4.56 4.27 4.04 3.85 3.68 3.54 3.41 3.30 3.20 3.11 3.03 2.96 2.89 2.83
2 000 000 5.12 4.75 4.46 4.23 4.03 3.86 3.71 3.58 3.46 3.36 3.26 3.18 3.10 3.03 2.96
2 500 000 5.28 4.91 4.62 4.37 4.17 4.00 3.84 3.71 3.59 3.48 3.39 3.30 3.22 3.14 3.08
3 000 000 5.42 5.04 4.74 4.50 4.29 4.11 3.96 3.82 3.70 3.59 3.49 3.40 3.32 3.24 3.17
3 500 000 5.53 5.15 4.85 4.60 4.39 4.21 4.05 3.92 3.79 3.68 3.58 3.49 3.40 3.32 3.25
4 000 000 5.64 5.25 4.94 4.69 4.48 4.30 4.14 4.00 3.87 3.76 3.66 3.56 3.48 3.40 3.32
4 500 000 5.73 5.33 5.03 4.77 4.56 4.38 4.22 4.07 3.95 3.83 3.73 3.63 3.54 3.46 3.39
5 000 000 5.81 5.41 5.10 4.85 4.63 4.45 4.28 4.14 4.01 3.90 3.79 3.69 3.61 3.52 3.45
6 000 000 5.95 5.55 5.24 4.98 4.76 4.57 4.41 4.26 4.13 4.01 3.90 3.80 3.71 3.63 3.55
7 000 000 6.07 5.67 5.35 5.09 4.87 4.68 4.51 4.36 4.23 4.11 4.00 3.90 3.81 3.72 3.64
8 000 000 6.18 5.77 5.45 5.18 4.96 4.77 4.60 4.45 4.32 4.19 4.08 3.98 3.89 3.80 3.72
9 000 000 6.28 5.86 5.54 5.27 5.05 4.85 4.68 4.53 4.39 4.27 4.16 4.06 3.96 3.87 3.79
10 000 000 6.36 5.95 5.62 5.35 5.12 4.93 4.75 4.60 4.46 4.34 4.23 4.12 4.03 3.94 3.86
15 000 000 6.70 6.27 5.93 5.65 5.42 5.22 5.04 4.88 4.74 4.61 4.50 4.39 4.29 4.20 4.11
20 000 000 6.95 6.51 6.16 5.88 5.64 5.43 5.25 5.09 4.94 4.81 4.69 4.58 4.48 4.39 4.30
25 000 000 7.15 6.70 6.34 6.05 5.81 5.60 5.41 5.25 5.10 4.97 4.85 4.74 4.63 4.54 4.45
30 000 000 7.32 6.86 6.49 6.20 5.95 5.74 5.55 5.39 5.24 5.10 4.98 4.86 4.76 4.66 4.57
35 000 000 7.46 6.99 6.62 6.33 6.07 5.86 5.67 5.50 5.35 5.21 5.09 4.97 4.87 4.77 4.68
40 000 000 7.58 7.11 6.74 6.44 6.18 5.96 5.77 5.60 5.45 5.31 5.19 5.07 4.96 4.86 4.77
45 000 000 7.69 7.21 6.84 6.53 6.28 6.06 5.86 5.69 5.54 5.40 5.27 5.15 5.05 4.95 4.85
50 000 000 7.79 7.31 6.93 6.62 6.36 6.14 5.95 5.77 5.62 5.48 5.35 5.23 5.12 5.02 4.93
60 000 000 7.97 7.48 7.09 6.78 6.52 6.29 6.09 5.92 5.76 5.62 5.49 5.37 5.26 5.15 5.06
70 000 000 8.12 7.62 7.23 6.91 6.65 6.42 6.22 6.04 5.88 5.73 5.60 5.48 5.37 5.27 5.17
80 000 000 8.26 7.75 7.35 7.03 6.76 6.53 6.32 6.14 5.98 5.84 5.70 5.58 5.47 5.36 5.27
90 000 000 8.38 7.86 7.46 7.14 6.86 6.63 6.42 6.24 6.08 5.93 5.80 5.67 5.56 5.45 5.35
100 000 000 8.48 7.96 7.56 7.23 6.95 6.72 6.51 6.33 6.16 6.01 5.88 5.75 5.64 5.53 5.43

Design Tables A-15

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.7B

REQUIRED STRUCTURAL NUMBER (SNR)

95% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.79 1.75 1.72 1.68 1.65 1.62 1.59 1.57 1.54 1.52 1.49 1.47 1.45 1.43 1.41
150 000 1.92 1.88 1.84 1.81 1.77 1.74 1.71 1.68 1.66 1.63 1.61 1.58 1.56 1.54 1.52
200 000 2.02 1.98 1.94 1.90 1.86 1.83 1.80 1.77 1.74 1.72 1.69 1.67 1.64 1.62 1.60
250 000 2.10 2.05 2.01 1.97 1.94 1.90 1.87 1.84 1.81 1.78 1.76 1.73 1.71 1.69 1.66
300 000 2.16 2.12 2.07 2.03 2.00 1.96 1.93 1.90 1.87 1.84 1.81 1.79 1.76 1.74 1.72
350 000 2.22 2.17 2.13 2.09 2.05 2.01 1.98 1.95 1.92 1.89 1.86 1.84 1.81 1.79 1.77
400 000 2.27 2.22 2.18 2.14 2.10 2.06 2.03 1.99 1.96 1.93 1.91 1.88 1.86 1.83 1.81
450 000 2.31 2.26 2.22 2.18 2.14 2.10 2.07 2.03 2.00 1.97 1.95 1.92 1.89 1.87 1.84
500 000 2.35 2.30 2.26 2.22 2.18 2.14 2.10 2.07 2.04 2.01 1.98 1.95 1.93 1.90 1.88
600 000 2.43 2.38 2.33 2.29 2.24 2.21 2.17 2.14 2.10 2.07 2.04 2.02 1.99 1.96 1.94
700 000 2.49 2.44 2.39 2.35 2.30 2.26 2.23 2.19 2.16 2.13 2.10 2.07 2.04 2.01 1.99
800 000 2.55 2.49 2.44 2.40 2.36 2.32 2.28 2.24 2.21 2.18 2.14 2.12 2.09 2.06 2.04
900 000 2.60 2.54 2.49 2.45 2.40 2.36 2.32 2.29 2.25 2.22 2.19 2.16 2.13 2.10 2.08
1 000 000 2.64 2.59 2.54 2.49 2.44 2.40 2.36 2.33 2.29 2.26 2.23 2.20 2.17 2.14 2.11
1 500 000 2.83 2.77 2.71 2.66 2.62 2.57 2.53 2.49 2.45 2.42 2.38 2.35 2.32 2.29 2.26
2 000 000 2.96 2.90 2.85 2.79 2.74 2.70 2.65 2.61 2.57 2.54 2.50 2.47 2.43 2.40 2.37
2 500 000 3.08 3.01 2.95 2.90 2.85 2.80 2.75 2.71 2.67 2.63 2.59 2.56 2.53 2.49 2.46
3 000 000 3.17 3.10 3.04 2.99 2.93 2.88 2.84 2.79 2.75 2.71 2.67 2.64 2.60 2.57 2.54
3 500 000 3.25 3.19 3.12 3.06 3.01 2.96 2.91 2.87 2.82 2.78 2.74 2.71 2.67 2.64 2.61
4 000 000 3.32 3.26 3.19 3.13 3.08 3.03 2.98 2.93 2.89 2.84 2.80 2.77 2.73 2.70 2.66
4 500 000 3.39 3.32 3.26 3.20 3.14 3.09 3.04 2.99 2.94 2.90 2.86 2.82 2.79 2.75 2.72
5 000 000 3.45 3.38 3.31 3.25 3.19 3.14 3.09 3.04 3.00 2.95 2.91 2.87 2.83 2.80 2.76
6 000 000 3.55 3.48 3.41 3.35 3.29 3.24 3.18 3.13 3.09 3.04 3.00 2.96 2.92 2.88 2.85
7 000 000 3.64 3.57 3.50 3.44 3.38 3.32 3.27 3.21 3.17 3.12 3.08 3.04 3.00 2.96 2.92
8 000 000 3.72 3.65 3.58 3.51 3.45 3.39 3.34 3.29 3.24 3.19 3.15 3.10 3.06 3.03 2.99
9 000 000 3.79 3.72 3.65 3.58 3.52 3.46 3.40 3.35 3.30 3.25 3.21 3.17 3.12 3.09 3.05
10 000 000 3.86 3.78 3.71 3.64 3.58 3.52 3.46 3.41 3.36 3.31 3.27 3.22 3.18 3.14 3.10
15 000 000 4.11 4.03 3.96 3.89 3.82 3.76 3.70 3.64 3.59 3.54 3.49 3.44 3.40 3.36 3.32
20 000 000 4.30 4.22 4.14 4.07 4.00 3.94 3.87 3.82 3.76 3.71 3.66 3.61 3.56 3.52 3.48
25 000 000 4.45 4.36 4.29 4.21 4.14 4.08 4.01 3.95 3.90 3.84 3.79 3.74 3.70 3.65 3.61
30 000 000 4.57 4.49 4.41 4.33 4.26 4.19 4.13 4.07 4.01 3.96 3.90 3.85 3.81 3.76 3.71
35 000 000 4.68 4.59 4.51 4.43 4.36 4.29 4.23 4.17 4.11 4.05 4.00 3.95 3.90 3.85 3.81
40 000 000 4.77 4.68 4.60 4.52 4.45 4.38 4.32 4.25 4.20 4.14 4.08 4.03 3.98 3.94 3.89
45 000 000 4.85 4.76 4.68 4.60 4.53 4.46 4.39 4.33 4.27 4.21 4.16 4.11 4.06 4.01 3.96
50 000 000 4.93 4.84 4.75 4.68 4.60 4.53 4.47 4.40 4.34 4.28 4.23 4.18 4.12 4.08 4.03
60 000 000 5.06 4.97 4.88 4.80 4.73 4.66 4.59 4.52 4.46 4.40 4.35 4.29 4.24 4.19 4.15
70 000 000 5.17 5.08 4.99 4.91 4.84 4.76 4.69 4.63 4.57 4.51 4.45 4.40 4.34 4.29 4.25
80 000 000 5.27 5.17 5.09 5.01 4.93 4.86 4.79 4.72 4.66 4.60 4.54 4.49 4.43 4.38 4.33
90 000 000 5.35 5.26 5.17 5.09 5.01 4.94 4.87 4.80 4.74 4.68 4.62 4.57 4.51 4.46 4.41
100 000 000 5.43 5.34 5.25 5.17 5.09 5.02 4.94 4.88 4.81 4.75 4.69 4.64 4.58 4.53 4.48

Design Tables A-16

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.8A

REQUIRED STRUCTURAL NUMBER (SNR)

96% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.28 3.01 2.80 2.64 2.51 2.40 2.30 2.22 2.14 2.08 2.02 1.96 1.91 1.87 1.83
150 000 3.50 3.22 3.00 2.82 2.68 2.56 2.46 2.37 2.29 2.22 2.16 2.10 2.05 2.00 1.96
200 000 3.67 3.37 3.14 2.96 2.81 2.69 2.58 2.49 2.41 2.33 2.27 2.21 2.15 2.10 2.06
250 000 3.80 3.50 3.26 3.07 2.92 2.79 2.68 2.58 2.50 2.42 2.35 2.29 2.23 2.18 2.13
300 000 3.92 3.60 3.36 3.17 3.01 2.88 2.76 2.66 2.57 2.50 2.43 2.36 2.30 2.25 2.20
350 000 4.01 3.69 3.45 3.25 3.09 2.95 2.83 2.73 2.64 2.56 2.49 2.42 2.36 2.31 2.26
400 000 4.10 3.77 3.52 3.32 3.16 3.02 2.90 2.79 2.70 2.62 2.55 2.48 2.42 2.36 2.31
450 000 4.17 3.85 3.59 3.39 3.22 3.08 2.95 2.85 2.75 2.67 2.60 2.53 2.47 2.41 2.36
500 000 4.24 3.91 3.65 3.45 3.28 3.13 3.01 2.90 2.80 2.72 2.64 2.57 2.51 2.45 2.40
600 000 4.36 4.03 3.76 3.55 3.38 3.23 3.10 2.99 2.89 2.80 2.72 2.65 2.59 2.53 2.47
700 000 4.46 4.12 3.86 3.64 3.46 3.31 3.18 3.07 2.96 2.87 2.79 2.72 2.65 2.59 2.54
800 000 4.55 4.21 3.94 3.72 3.54 3.38 3.25 3.13 3.03 2.94 2.86 2.78 2.71 2.65 2.59
900 000 4.63 4.29 4.01 3.79 3.61 3.45 3.31 3.20 3.09 3.00 2.91 2.84 2.77 2.70 2.64
1 000 000 4.71 4.36 4.08 3.86 3.67 3.51 3.37 3.25 3.14 3.05 2.96 2.89 2.82 2.75 2.69
1 500 000 4.99 4.63 4.34 4.11 3.92 3.75 3.60 3.48 3.36 3.26 3.17 3.09 3.01 2.94 2.88
2 000 000 5.20 4.83 4.54 4.30 4.10 3.93 3.77 3.64 3.52 3.42 3.32 3.24 3.16 3.09 3.02
2 500 000 5.36 4.99 4.69 4.45 4.24 4.07 3.91 3.78 3.66 3.55 3.45 3.36 3.28 3.20 3.13
3 000 000 5.50 5.12 4.82 4.57 4.36 4.18 4.03 3.89 3.76 3.65 3.55 3.46 3.38 3.30 3.23
3 500 000 5.62 5.23 4.93 4.68 4.47 4.28 4.12 3.98 3.86 3.75 3.64 3.55 3.46 3.38 3.31
4 000 000 5.72 5.33 5.02 4.77 4.56 4.37 4.21 4.07 3.94 3.83 3.72 3.63 3.54 3.46 3.38
4 500 000 5.81 5.42 5.11 4.85 4.64 4.45 4.29 4.14 4.02 3.90 3.79 3.70 3.61 3.53 3.45
5 000 000 5.89 5.50 5.18 4.93 4.71 4.52 4.36 4.21 4.08 3.96 3.86 3.76 3.67 3.59 3.51
6 000 000 6.04 5.63 5.32 5.06 4.84 4.65 4.48 4.33 4.20 4.08 3.97 3.87 3.78 3.70 3.62
7 000 000 6.16 5.75 5.43 5.17 4.94 4.75 4.58 4.43 4.30 4.18 4.07 3.97 3.87 3.79 3.71
8 000 000 6.27 5.86 5.53 5.26 5.04 4.85 4.68 4.52 4.39 4.27 4.15 4.05 3.96 3.87 3.79
9 000 000 6.37 5.95 5.62 5.35 5.12 4.93 4.76 4.60 4.47 4.34 4.23 4.13 4.03 3.94 3.86
10 000 000 6.45 6.03 5.70 5.43 5.20 5.00 4.83 4.68 4.54 4.41 4.30 4.19 4.10 4.01 3.93
15 000 000 6.80 6.36 6.02 5.74 5.50 5.30 5.12 4.96 4.82 4.69 4.57 4.46 4.36 4.27 4.18
20 000 000 7.05 6.60 6.25 5.96 5.72 5.51 5.33 5.17 5.02 4.89 4.77 4.66 4.56 4.46 4.37
25 000 000 7.25 6.79 6.43 6.14 5.89 5.68 5.50 5.33 5.18 5.05 4.93 4.81 4.71 4.61 4.52
30 000 000 7.42 6.95 6.59 6.29 6.04 5.82 5.63 5.47 5.32 5.18 5.06 4.94 4.84 4.74 4.65
35 000 000 7.56 7.09 6.72 6.42 6.16 5.94 5.75 5.58 5.43 5.29 5.17 5.05 4.95 4.85 4.75
40 000 000 7.69 7.21 6.83 6.53 6.27 6.05 5.86 5.69 5.53 5.39 5.27 5.15 5.04 4.94 4.85
45 000 000 7.80 7.31 6.94 6.63 6.37 6.14 5.95 5.78 5.62 5.48 5.35 5.23 5.13 5.02 4.93
50 000 000 7.90 7.41 7.03 6.72 6.46 6.23 6.03 5.86 5.70 5.56 5.43 5.31 5.20 5.10 5.00
60 000 000 8.08 7.58 7.19 6.87 6.61 6.38 6.18 6.00 5.84 5.70 5.57 5.45 5.34 5.23 5.14
70 000 000 8.23 7.73 7.33 7.01 6.74 6.51 6.31 6.13 5.96 5.82 5.69 5.56 5.45 5.35 5.25
80 000 000 8.37 7.85 7.45 7.13 6.86 6.62 6.42 6.23 6.07 5.92 5.79 5.67 5.55 5.45 5.35
90 000 000 8.49 7.97 7.56 7.23 6.96 6.72 6.51 6.33 6.17 6.02 5.88 5.76 5.64 5.53 5.43
100 000 000 8.60 8.07 7.66 7.33 7.05 6.81 6.60 6.42 6.25 6.10 5.96 5.84 5.72 5.61 5.51

Design Tables A-17

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.8B

REQUIRED STRUCTURAL NUMBER (SNR)

96% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.83 1.79 1.75 1.72 1.68 1.65 1.62 1.60 1.57 1.55 1.52 1.50 1.48 1.46 1.44
150 000 1.96 1.92 1.88 1.84 1.81 1.77 1.74 1.72 1.69 1.66 1.64 1.61 1.59 1.57 1.55
200 000 2.06 2.01 1.97 1.93 1.90 1.87 1.83 1.80 1.78 1.75 1.72 1.70 1.68 1.65 1.63
250 000 2.13 2.09 2.05 2.01 1.97 1.94 1.91 1.88 1.85 1.82 1.79 1.77 1.74 1.72 1.70
300 000 2.20 2.16 2.11 2.07 2.03 2.00 1.97 1.93 1.90 1.88 1.85 1.82 1.80 1.78 1.75
350 000 2.26 2.21 2.17 2.13 2.09 2.05 2.02 1.99 1.96 1.93 1.90 1.87 1.85 1.82 1.80
400 000 2.31 2.26 2.22 2.18 2.14 2.10 2.06 2.03 2.00 1.97 1.94 1.92 1.89 1.87 1.84
450 000 2.36 2.31 2.26 2.22 2.18 2.14 2.11 2.07 2.04 2.01 1.98 1.96 1.93 1.90 1.88
500 000 2.40 2.35 2.30 2.26 2.22 2.18 2.14 2.11 2.08 2.05 2.02 1.99 1.96 1.94 1.91
600 000 2.47 2.42 2.37 2.33 2.29 2.25 2.21 2.18 2.14 2.11 2.08 2.05 2.03 2.00 1.97
700 000 2.54 2.48 2.43 2.39 2.35 2.31 2.27 2.23 2.20 2.17 2.14 2.11 2.08 2.05 2.03
800 000 2.59 2.54 2.49 2.44 2.40 2.36 2.32 2.28 2.25 2.22 2.18 2.16 2.13 2.10 2.07
900 000 2.64 2.59 2.54 2.49 2.45 2.40 2.37 2.33 2.29 2.26 2.23 2.20 2.17 2.14 2.12
1 000 000 2.69 2.63 2.58 2.53 2.49 2.45 2.41 2.37 2.33 2.30 2.27 2.24 2.21 2.18 2.15
1 500 000 2.88 2.82 2.76 2.71 2.66 2.62 2.58 2.54 2.50 2.46 2.43 2.39 2.36 2.33 2.30
2 000 000 3.02 2.96 2.90 2.84 2.79 2.75 2.70 2.66 2.62 2.58 2.55 2.51 2.48 2.45 2.42
2 500 000 3.13 3.07 3.01 2.95 2.90 2.85 2.80 2.76 2.72 2.68 2.64 2.61 2.57 2.54 2.51
3 000 000 3.23 3.16 3.10 3.04 2.99 2.94 2.89 2.84 2.80 2.76 2.72 2.69 2.65 2.62 2.59
3 500 000 3.31 3.24 3.18 3.12 3.07 3.01 2.96 2.92 2.87 2.83 2.79 2.76 2.72 2.69 2.65
4 000 000 3.38 3.32 3.25 3.19 3.13 3.08 3.03 2.98 2.94 2.90 2.86 2.82 2.78 2.75 2.71
4 500 000 3.45 3.38 3.31 3.25 3.20 3.14 3.09 3.04 3.00 2.95 2.91 2.87 2.84 2.80 2.77
5 000 000 3.51 3.44 3.37 3.31 3.25 3.20 3.15 3.10 3.05 3.01 2.96 2.92 2.89 2.85 2.82
6 000 000 3.62 3.54 3.48 3.41 3.35 3.29 3.24 3.19 3.14 3.10 3.06 3.01 2.98 2.94 2.90
7 000 000 3.71 3.63 3.56 3.50 3.44 3.38 3.33 3.27 3.22 3.18 3.13 3.09 3.05 3.01 2.98
8 000 000 3.79 3.71 3.64 3.58 3.51 3.45 3.40 3.35 3.30 3.25 3.20 3.16 3.12 3.08 3.04
9 000 000 3.86 3.78 3.71 3.64 3.58 3.52 3.47 3.41 3.36 3.31 3.27 3.22 3.18 3.14 3.10
10 000 000 3.93 3.85 3.78 3.71 3.64 3.58 3.53 3.47 3.42 3.37 3.32 3.28 3.24 3.20 3.16
15 000 000 4.18 4.10 4.03 3.96 3.89 3.83 3.77 3.71 3.65 3.60 3.55 3.51 3.46 3.42 3.38
20 000 000 4.37 4.29 4.21 4.14 4.07 4.00 3.94 3.88 3.83 3.77 3.72 3.67 3.63 3.58 3.54
25 000 000 4.52 4.44 4.36 4.28 4.21 4.15 4.08 4.02 3.97 3.91 3.86 3.81 3.76 3.72 3.67
30 000 000 4.65 4.56 4.48 4.40 4.33 4.26 4.20 4.14 4.08 4.02 3.97 3.92 3.87 3.83 3.78
35 000 000 4.75 4.67 4.58 4.51 4.44 4.37 4.30 4.24 4.18 4.12 4.07 4.02 3.97 3.92 3.88
40 000 000 4.85 4.76 4.68 4.60 4.53 4.46 4.39 4.33 4.27 4.21 4.15 4.10 4.05 4.00 3.96
45 000 000 4.93 4.84 4.76 4.68 4.61 4.54 4.47 4.40 4.34 4.29 4.23 4.18 4.13 4.08 4.03
50 000 000 5.00 4.92 4.83 4.75 4.68 4.61 4.54 4.48 4.41 4.36 4.30 4.25 4.20 4.15 4.10
60 000 000 5.14 5.05 4.96 4.88 4.80 4.73 4.66 4.60 4.54 4.48 4.42 4.37 4.32 4.27 4.22
70 000 000 5.25 5.16 5.07 4.99 4.91 4.84 4.77 4.71 4.64 4.58 4.53 4.47 4.42 4.37 4.32
80 000 000 5.35 5.25 5.17 5.09 5.01 4.93 4.86 4.80 4.73 4.67 4.62 4.56 4.51 4.46 4.41
90 000 000 5.43 5.34 5.25 5.17 5.09 5.02 4.95 4.88 4.82 4.76 4.70 4.64 4.59 4.54 4.49
100 000 000 5.51 5.42 5.33 5.25 5.17 5.09 5.02 4.96 4.89 4.83 4.77 4.71 4.66 4.61 4.56

Design Tables A-18

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.9A

REQUIRED STRUCTURAL NUMBER (SNR)

97% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.35 3.07 2.87 2.70 2.57 2.45 2.35 2.27 2.19 2.13 2.06 2.01 1.96 1.91 1.87
150 000 3.58 3.29 3.07 2.89 2.74 2.62 2.52 2.43 2.35 2.27 2.21 2.15 2.10 2.05 2.00
200 000 3.75 3.45 3.21 3.03 2.88 2.75 2.64 2.55 2.46 2.39 2.32 2.26 2.20 2.15 2.10
250 000 3.89 3.57 3.34 3.14 2.99 2.85 2.74 2.64 2.55 2.48 2.41 2.34 2.29 2.23 2.18
300 000 4.00 3.68 3.44 3.24 3.08 2.94 2.83 2.72 2.63 2.55 2.48 2.42 2.36 2.30 2.25
350 000 4.10 3.77 3.52 3.32 3.16 3.02 2.90 2.79 2.70 2.62 2.55 2.48 2.42 2.36 2.31
400 000 4.18 3.86 3.60 3.40 3.23 3.09 2.96 2.86 2.76 2.68 2.60 2.53 2.47 2.41 2.36
450 000 4.26 3.93 3.67 3.46 3.29 3.15 3.02 2.91 2.82 2.73 2.65 2.58 2.52 2.46 2.41
500 000 4.33 4.00 3.73 3.52 3.35 3.20 3.07 2.96 2.87 2.78 2.70 2.63 2.57 2.51 2.45
600 000 4.45 4.11 3.85 3.63 3.45 3.30 3.17 3.06 2.95 2.86 2.78 2.71 2.64 2.58 2.53
700 000 4.56 4.21 3.94 3.72 3.54 3.38 3.25 3.13 3.03 2.94 2.86 2.78 2.71 2.65 2.59
800 000 4.65 4.30 4.02 3.80 3.62 3.46 3.32 3.20 3.10 3.01 2.92 2.84 2.77 2.71 2.65
900 000 4.73 4.38 4.10 3.88 3.69 3.53 3.39 3.27 3.16 3.06 2.98 2.90 2.83 2.76 2.70
1 000 000 4.80 4.45 4.17 3.94 3.75 3.59 3.45 3.32 3.22 3.12 3.03 2.95 2.88 2.81 2.75
1 500 000 5.09 4.72 4.43 4.20 4.00 3.83 3.68 3.55 3.44 3.33 3.24 3.16 3.08 3.01 2.94
2 000 000 5.30 4.92 4.63 4.39 4.18 4.01 3.86 3.72 3.60 3.50 3.40 3.31 3.23 3.16 3.09
2 500 000 5.46 5.08 4.78 4.54 4.33 4.15 4.00 3.86 3.74 3.63 3.52 3.43 3.35 3.27 3.20
3 000 000 5.60 5.22 4.91 4.66 4.45 4.27 4.11 3.97 3.85 3.73 3.63 3.54 3.45 3.37 3.30
3 500 000 5.72 5.33 5.02 4.77 4.56 4.37 4.21 4.07 3.94 3.83 3.72 3.63 3.54 3.46 3.39
4 000 000 5.82 5.43 5.12 4.86 4.65 4.46 4.30 4.15 4.03 3.91 3.80 3.71 3.62 3.54 3.46
4 500 000 5.92 5.52 5.20 4.95 4.73 4.54 4.38 4.23 4.10 3.98 3.88 3.78 3.69 3.60 3.53
5 000 000 6.00 5.60 5.28 5.02 4.80 4.61 4.45 4.30 4.17 4.05 3.94 3.84 3.75 3.67 3.59
6 000 000 6.15 5.74 5.42 5.15 4.93 4.74 4.57 4.42 4.29 4.17 4.06 3.96 3.86 3.78 3.70
7 000 000 6.27 5.86 5.53 5.27 5.04 4.85 4.68 4.53 4.39 4.27 4.15 4.05 3.96 3.87 3.79
8 000 000 6.38 5.96 5.63 5.36 5.14 4.94 4.77 4.62 4.48 4.35 4.24 4.14 4.04 3.95 3.87
9 000 000 6.48 6.06 5.72 5.45 5.22 5.02 4.85 4.70 4.56 4.43 4.32 4.21 4.12 4.03 3.94
10 000 000 6.57 6.14 5.81 5.53 5.30 5.10 4.93 4.77 4.63 4.50 4.39 4.28 4.19 4.09 4.01
15 000 000 6.92 6.47 6.13 5.84 5.60 5.40 5.22 5.06 4.91 4.78 4.66 4.55 4.45 4.36 4.27
20 000 000 7.17 6.72 6.36 6.07 5.83 5.61 5.43 5.27 5.12 4.99 4.86 4.75 4.65 4.55 4.46
25 000 000 7.37 6.91 6.55 6.25 6.00 5.79 5.60 5.43 5.28 5.15 5.02 4.91 4.80 4.71 4.61
30 000 000 7.54 7.07 6.70 6.40 6.15 5.93 5.74 5.57 5.42 5.28 5.15 5.04 4.93 4.83 4.74
35 000 000 7.69 7.21 6.83 6.53 6.27 6.05 5.86 5.69 5.53 5.39 5.27 5.15 5.04 4.94 4.85
40 000 000 7.82 7.33 6.95 6.64 6.38 6.16 5.96 5.79 5.63 5.49 5.37 5.25 5.14 5.04 4.94
45 000 000 7.93 7.44 7.05 6.74 6.48 6.25 6.06 5.88 5.72 5.58 5.45 5.33 5.22 5.12 5.03
50 000 000 8.03 7.54 7.15 6.83 6.57 6.34 6.14 5.96 5.81 5.66 5.53 5.41 5.30 5.20 5.10
60 000 000 8.21 7.71 7.31 6.99 6.72 6.49 6.29 6.11 5.95 5.80 5.67 5.55 5.44 5.33 5.23
70 000 000 8.37 7.86 7.46 7.13 6.86 6.62 6.42 6.23 6.07 5.92 5.79 5.67 5.55 5.45 5.35
80 000 000 8.51 7.99 7.58 7.25 6.97 6.74 6.53 6.34 6.18 6.03 5.89 5.77 5.65 5.55 5.45
90 000 000 8.63 8.10 7.69 7.36 7.08 6.84 6.63 6.44 6.28 6.12 5.99 5.86 5.74 5.64 5.54
100 000 000 8.74 8.21 7.79 7.45 7.17 6.93 6.72 6.53 6.36 6.21 6.07 5.94 5.83 5.72 5.62

Design Tables A-19

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.9B

REQUIRED STRUCTURAL NUMBER (SNR)

97% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 1.87 1.83 1.79 1.76 1.72 1.69 1.66 1.64 1.61 1.58 1.56 1.54 1.52 1.50 1.48
150 000 2.00 1.96 1.92 1.88 1.85 1.82 1.79 1.76 1.73 1.70 1.68 1.65 1.63 1.61 1.59
200 000 2.10 2.06 2.02 1.98 1.94 1.91 1.88 1.85 1.82 1.79 1.76 1.74 1.72 1.69 1.67
250 000 2.18 2.14 2.10 2.06 2.02 1.98 1.95 1.92 1.89 1.86 1.83 1.81 1.78 1.76 1.74
300 000 2.25 2.20 2.16 2.12 2.08 2.05 2.01 1.98 1.95 1.92 1.89 1.87 1.84 1.82 1.79
350 000 2.31 2.26 2.22 2.18 2.14 2.10 2.07 2.03 2.00 1.97 1.94 1.92 1.89 1.87 1.84
400 000 2.36 2.31 2.27 2.23 2.19 2.15 2.11 2.08 2.05 2.02 1.99 1.96 1.93 1.91 1.89
450 000 2.41 2.36 2.31 2.27 2.23 2.19 2.15 2.12 2.09 2.06 2.03 2.00 1.97 1.95 1.92
500 000 2.45 2.40 2.35 2.31 2.27 2.23 2.19 2.16 2.13 2.09 2.06 2.04 2.01 1.98 1.96
600 000 2.53 2.47 2.43 2.38 2.34 2.30 2.26 2.23 2.19 2.16 2.13 2.10 2.07 2.05 2.02
700 000 2.59 2.54 2.49 2.44 2.40 2.36 2.32 2.28 2.25 2.22 2.19 2.16 2.13 2.10 2.07
800 000 2.65 2.60 2.55 2.50 2.45 2.41 2.37 2.34 2.30 2.27 2.23 2.20 2.18 2.15 2.12
900 000 2.70 2.65 2.60 2.55 2.50 2.46 2.42 2.38 2.35 2.31 2.28 2.25 2.22 2.19 2.16
1 000 000 2.75 2.69 2.64 2.59 2.55 2.50 2.46 2.42 2.39 2.35 2.32 2.29 2.26 2.23 2.20
1 500 000 2.94 2.88 2.83 2.77 2.72 2.68 2.63 2.59 2.55 2.52 2.48 2.45 2.42 2.39 2.36
2 000 000 3.09 3.02 2.96 2.91 2.86 2.81 2.76 2.72 2.68 2.64 2.60 2.57 2.54 2.50 2.47
2 500 000 3.20 3.14 3.08 3.02 2.96 2.91 2.87 2.82 2.78 2.74 2.70 2.67 2.63 2.60 2.57
3 000 000 3.30 3.23 3.17 3.11 3.06 3.00 2.96 2.91 2.87 2.82 2.78 2.75 2.71 2.68 2.65
3 500 000 3.39 3.32 3.25 3.19 3.13 3.08 3.03 2.98 2.94 2.90 2.86 2.82 2.78 2.75 2.71
4 000 000 3.46 3.39 3.32 3.26 3.21 3.15 3.10 3.05 3.01 2.96 2.92 2.88 2.84 2.81 2.77
4 500 000 3.53 3.46 3.39 3.33 3.27 3.21 3.16 3.11 3.07 3.02 2.98 2.94 2.90 2.86 2.83
5 000 000 3.59 3.52 3.45 3.38 3.33 3.27 3.22 3.17 3.12 3.07 3.03 2.99 2.95 2.91 2.88
6 000 000 3.70 3.62 3.55 3.49 3.43 3.37 3.31 3.26 3.21 3.17 3.12 3.08 3.04 3.00 2.97
7 000 000 3.79 3.71 3.64 3.58 3.51 3.46 3.40 3.35 3.30 3.25 3.21 3.16 3.12 3.08 3.04
8 000 000 3.87 3.79 3.72 3.65 3.59 3.53 3.47 3.42 3.37 3.32 3.28 3.23 3.19 3.15 3.11
9 000 000 3.94 3.87 3.79 3.73 3.66 3.60 3.54 3.49 3.44 3.39 3.34 3.30 3.25 3.21 3.17
10 000 000 4.01 3.93 3.86 3.79 3.72 3.66 3.60 3.55 3.50 3.45 3.40 3.35 3.31 3.27 3.23
15 000 000 4.27 4.19 4.11 4.04 3.97 3.91 3.85 3.79 3.73 3.68 3.63 3.58 3.54 3.49 3.45
20 000 000 4.46 4.38 4.30 4.23 4.16 4.09 4.03 3.97 3.91 3.86 3.80 3.76 3.71 3.66 3.62
25 000 000 4.61 4.53 4.45 4.37 4.30 4.23 4.17 4.11 4.05 4.00 3.94 3.89 3.84 3.80 3.75
30 000 000 4.74 4.65 4.57 4.49 4.42 4.35 4.29 4.23 4.17 4.11 4.06 4.01 3.96 3.91 3.86
35 000 000 4.85 4.76 4.68 4.60 4.53 4.46 4.39 4.33 4.27 4.21 4.16 4.10 4.05 4.01 3.96
40 000 000 4.94 4.85 4.77 4.69 4.62 4.55 4.48 4.42 4.36 4.30 4.24 4.19 4.14 4.09 4.04
45 000 000 5.03 4.94 4.85 4.77 4.70 4.63 4.56 4.50 4.43 4.38 4.32 4.27 4.21 4.17 4.12
50 000 000 5.10 5.01 4.93 4.85 4.77 4.70 4.63 4.57 4.51 4.45 4.39 4.34 4.28 4.23 4.19
60 000 000 5.23 5.14 5.06 4.98 4.90 4.83 4.76 4.69 4.63 4.57 4.51 4.46 4.40 4.35 4.31
70 000 000 5.35 5.26 5.17 5.09 5.01 4.94 4.87 4.80 4.74 4.68 4.62 4.56 4.51 4.46 4.41
80 000 000 5.45 5.35 5.27 5.18 5.10 5.03 4.96 4.89 4.83 4.77 4.71 4.65 4.60 4.55 4.50
90 000 000 5.54 5.44 5.35 5.27 5.19 5.12 5.04 4.98 4.91 4.85 4.79 4.73 4.68 4.63 4.58
100 000 000 5.62 5.52 5.43 5.35 5.27 5.19 5.12 5.05 4.99 4.92 4.86 4.81 4.75 4.70 4.65

Design Tables A-20

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.10A

REQUIRED STRUCTURAL NUMBER (SNR)

99% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 4,000 PSI TO 18,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
100 000 3.61 3.32 3.09 2.92 2.77 2.65 2.54 2.45 2.37 2.30 2.23 2.17 2.12 2.07 2.02
150 000 3.86 3.55 3.31 3.12 2.96 2.83 2.72 2.62 2.53 2.46 2.39 2.32 2.27 2.21 2.17
200 000 4.04 3.72 3.47 3.27 3.11 2.97 2.85 2.75 2.66 2.58 2.50 2.44 2.38 2.32 2.27
250 000 4.18 3.85 3.60 3.39 3.22 3.08 2.96 2.85 2.76 2.67 2.60 2.53 2.47 2.41 2.36
300 000 4.30 3.96 3.71 3.50 3.32 3.18 3.05 2.94 2.84 2.76 2.68 2.61 2.54 2.49 2.43
350 000 4.40 4.06 3.80 3.59 3.41 3.26 3.13 3.02 2.92 2.83 2.75 2.68 2.61 2.55 2.49
400 000 4.49 4.15 3.88 3.66 3.48 3.33 3.20 3.08 2.98 2.89 2.81 2.74 2.67 2.61 2.55
450 000 4.57 4.22 3.95 3.73 3.55 3.40 3.26 3.14 3.04 2.95 2.87 2.79 2.72 2.66 2.60
500 000 4.64 4.29 4.02 3.80 3.61 3.45 3.32 3.20 3.09 3.00 2.92 2.84 2.77 2.71 2.65
600 000 4.77 4.41 4.14 3.91 3.72 3.56 3.42 3.30 3.19 3.09 3.01 2.93 2.86 2.79 2.73
700 000 4.87 4.52 4.24 4.01 3.81 3.65 3.51 3.38 3.27 3.17 3.08 3.00 2.93 2.86 2.80
800 000 4.97 4.61 4.32 4.09 3.90 3.73 3.58 3.46 3.34 3.24 3.15 3.07 3.00 2.93 2.86
900 000 5.05 4.69 4.40 4.17 3.97 3.80 3.65 3.52 3.41 3.31 3.21 3.13 3.05 2.98 2.92
1 000 000 5.13 4.76 4.47 4.24 4.04 3.87 3.72 3.59 3.47 3.37 3.27 3.19 3.11 3.04 2.97
1 500 000 5.43 5.05 4.75 4.50 4.30 4.12 3.97 3.83 3.71 3.60 3.50 3.41 3.32 3.25 3.18
2 000 000 5.65 5.26 4.95 4.70 4.49 4.31 4.15 4.01 3.88 3.77 3.66 3.57 3.48 3.40 3.33
2 500 000 5.82 5.42 5.11 4.86 4.64 4.46 4.29 4.15 4.02 3.90 3.80 3.70 3.61 3.53 3.46
3 000 000 5.96 5.56 5.24 4.99 4.77 4.58 4.41 4.27 4.14 4.02 3.91 3.81 3.72 3.64 3.56
3 500 000 6.08 5.68 5.36 5.10 4.88 4.69 4.52 4.37 4.24 4.12 4.01 3.91 3.81 3.73 3.65
4 000 000 6.19 5.78 5.46 5.19 4.97 4.78 4.61 4.46 4.32 4.20 4.09 3.99 3.90 3.81 3.73
4 500 000 6.29 5.87 5.55 5.28 5.05 4.86 4.69 4.54 4.40 4.28 4.17 4.07 3.97 3.88 3.80
5 000 000 6.37 5.96 5.63 5.36 5.13 4.93 4.76 4.61 4.47 4.35 4.24 4.13 4.04 3.95 3.87
6 000 000 6.53 6.10 5.77 5.49 5.26 5.07 4.89 4.74 4.60 4.47 4.36 4.25 4.15 4.06 3.98
7 000 000 6.66 6.23 5.89 5.61 5.38 5.18 5.00 4.84 4.70 4.58 4.46 4.35 4.25 4.16 4.08
8 000 000 6.77 6.33 5.99 5.71 5.48 5.27 5.10 4.94 4.80 4.67 4.55 4.44 4.34 4.25 4.16
9 000 000 6.87 6.43 6.09 5.80 5.57 5.36 5.18 5.02 4.88 4.75 4.63 4.52 4.42 4.33 4.24
10 000 000 6.96 6.52 6.17 5.89 5.65 5.44 5.26 5.10 4.95 4.82 4.70 4.59 4.49 4.40 4.31
15 000 000 7.33 6.87 6.51 6.21 5.96 5.75 5.56 5.40 5.25 5.11 4.99 4.87 4.77 4.67 4.58
20 000 000 7.60 7.12 6.75 6.45 6.19 5.97 5.78 5.61 5.46 5.32 5.19 5.08 4.97 4.87 4.78
25 000 000 7.81 7.32 6.94 6.63 6.37 6.15 5.96 5.78 5.63 5.49 5.36 5.24 5.13 5.03 4.94
30 000 000 7.98 7.49 7.10 6.79 6.53 6.30 6.10 5.93 5.77 5.63 5.50 5.38 5.26 5.16 5.07
35 000 000 8.14 7.63 7.24 6.92 6.66 6.43 6.23 6.05 5.89 5.74 5.61 5.49 5.38 5.27 5.18
40 000 000 8.27 7.76 7.37 7.04 6.77 6.54 6.34 6.16 5.99 5.85 5.71 5.59 5.48 5.37 5.28
45 000 000 8.39 7.87 7.47 7.15 6.87 6.64 6.43 6.25 6.09 5.94 5.81 5.68 5.57 5.46 5.36
50 000 000 8.50 7.98 7.57 7.24 6.97 6.73 6.52 6.34 6.17 6.02 5.89 5.76 5.65 5.54 5.44
60 000 000 8.69 8.16 7.74 7.41 7.13 6.89 6.68 6.49 6.32 6.17 6.03 5.91 5.79 5.68 5.58
70 000 000 8.85 8.31 7.89 7.55 7.27 7.02 6.81 6.62 6.45 6.30 6.16 6.03 5.91 5.80 5.70
80 000 000 8.99 8.45 8.02 7.68 7.39 7.14 6.92 6.73 6.56 6.41 6.26 6.13 6.01 5.90 5.80
90 000 000 9.12 8.57 8.14 7.79 7.50 7.25 7.03 6.83 6.66 6.50 6.36 6.23 6.11 6.00 5.89
100 000 000 9.24 8.68 8.24 7.89 7.60 7.34 7.12 6.93 6.75 6.59 6.45 6.32 6.19 6.08 5.97

Design Tables A-21

Topic #625-010-002
Flexible Pavement Design Manual September 2016

TABLE A.10B

REQUIRED STRUCTURAL NUMBER (SNR)

99% RELIABILITY (%R)
RESILIENT MODULUS (MR) RANGE 18,000 PSI TO 32,000 PSI

RESILIENT MODULUS (MR), (PSI x 1000)

ESALD 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
100 000 2.02 1.98 1.94 1.90 1.87 1.83 1.80 1.77 1.75 1.72 1.69 1.67 1.65 1.62 1.60
150 000 2.17 2.12 2.08 2.04 2.00 1.97 1.93 1.90 1.87 1.85 1.82 1.79 1.77 1.75 1.72
200 000 2.27 2.23 2.18 2.14 2.10 2.07 2.03 2.00 1.97 1.94 1.91 1.88 1.86 1.83 1.81
250 000 2.36 2.31 2.26 2.22 2.18 2.14 2.11 2.08 2.04 2.01 1.99 1.96 1.93 1.91 1.88
300 000 2.43 2.38 2.33 2.29 2.25 2.21 2.17 2.14 2.11 2.08 2.05 2.02 1.99 1.97 1.94
350 000 2.49 2.44 2.40 2.35 2.31 2.27 2.23 2.20 2.16 2.13 2.10 2.07 2.05 2.02 1.99
400 000 2.55 2.50 2.45 2.40 2.36 2.32 2.28 2.25 2.21 2.18 2.15 2.12 2.09 2.07 2.04
450 000 2.60 2.55 2.50 2.45 2.41 2.37 2.33 2.29 2.26 2.22 2.19 2.16 2.13 2.11 2.08
500 000 2.65 2.59 2.54 2.49 2.45 2.41 2.37 2.33 2.30 2.26 2.23 2.20 2.17 2.14 2.12
600 000 2.73 2.67 2.62 2.57 2.53 2.48 2.44 2.40 2.37 2.33 2.30 2.27 2.24 2.21 2.18
700 000 2.80 2.74 2.69 2.64 2.59 2.55 2.51 2.47 2.43 2.39 2.36 2.33 2.30 2.27 2.24
800 000 2.86 2.80 2.75 2.70 2.65 2.60 2.56 2.52 2.48 2.45 2.41 2.38 2.35 2.32 2.29
900 000 2.92 2.86 2.80 2.75 2.70 2.66 2.61 2.57 2.53 2.50 2.46 2.43 2.40 2.37 2.34
1 000 000 2.97 2.91 2.85 2.80 2.75 2.70 2.66 2.62 2.58 2.54 2.51 2.47 2.44 2.41 2.38
1 500 000 3.18 3.11 3.05 2.99 2.94 2.89 2.84 2.80 2.76 2.72 2.68 2.64 2.61 2.58 2.55
2 000 000 3.33 3.26 3.20 3.14 3.08 3.03 2.98 2.94 2.89 2.85 2.81 2.77 2.74 2.70 2.67
2 500 000 3.46 3.39 3.32 3.26 3.20 3.15 3.10 3.05 3.00 2.96 2.92 2.88 2.84 2.80 2.77
3 000 000 3.56 3.49 3.42 3.36 3.30 3.24 3.19 3.14 3.09 3.05 3.01 2.97 2.93 2.89 2.86
3 500 000 3.65 3.58 3.51 3.44 3.38 3.33 3.27 3.22 3.17 3.13 3.08 3.04 3.00 2.97 2.93
4 000 000 3.73 3.66 3.59 3.52 3.46 3.40 3.35 3.29 3.24 3.20 3.15 3.11 3.07 3.03 3.00
4 500 000 3.80 3.73 3.65 3.59 3.53 3.47 3.41 3.36 3.31 3.26 3.22 3.17 3.13 3.09 3.05
5 000 000 3.87 3.79 3.72 3.65 3.59 3.53 3.47 3.42 3.37 3.32 3.27 3.23 3.19 3.15 3.11
6 000 000 3.98 3.90 3.83 3.76 3.69 3.63 3.58 3.52 3.47 3.42 3.37 3.33 3.28 3.24 3.20
7 000 000 4.08 4.00 3.92 3.85 3.79 3.72 3.67 3.61 3.56 3.51 3.46 3.41 3.37 3.33 3.29
8 000 000 4.16 4.08 4.01 3.94 3.87 3.81 3.75 3.69 3.63 3.58 3.53 3.49 3.44 3.40 3.36
9 000 000 4.24 4.16 4.08 4.01 3.94 3.88 3.82 3.76 3.70 3.65 3.60 3.56 3.51 3.47 3.43
10 000 000 4.31 4.23 4.15 4.08 4.01 3.94 3.88 3.82 3.77 3.72 3.67 3.62 3.57 3.53 3.48
15 000 000 4.58 4.50 4.42 4.34 4.27 4.20 4.14 4.08 4.02 3.96 3.91 3.86 3.81 3.77 3.72
20 000 000 4.78 4.69 4.61 4.53 4.46 4.39 4.33 4.26 4.20 4.15 4.09 4.04 3.99 3.94 3.90
25 000 000 4.94 4.85 4.76 4.69 4.61 4.54 4.47 4.41 4.35 4.29 4.24 4.18 4.13 4.08 4.04
30 000 000 5.07 4.98 4.89 4.81 4.74 4.67 4.60 4.53 4.47 4.41 4.36 4.30 4.25 4.20 4.15
35 000 000 5.18 5.09 5.00 4.92 4.84 4.77 4.70 4.64 4.58 4.52 4.46 4.41 4.35 4.30 4.25
40 000 000 5.28 5.18 5.10 5.02 4.94 4.87 4.80 4.73 4.67 4.61 4.55 4.50 4.44 4.39 4.34
45 000 000 5.36 5.27 5.18 5.10 5.02 4.95 4.88 4.81 4.75 4.69 4.63 4.58 4.52 4.47 4.42
50 000 000 5.44 5.35 5.26 5.18 5.10 5.02 4.95 4.89 4.82 4.76 4.70 4.65 4.59 4.54 4.49
60 000 000 5.58 5.48 5.39 5.31 5.23 5.16 5.08 5.02 4.95 4.89 4.83 4.77 4.72 4.67 4.62
70 000 000 5.70 5.60 5.51 5.43 5.34 5.27 5.20 5.13 5.06 5.00 4.94 4.88 4.83 4.77 4.72
80 000 000 5.80 5.70 5.61 5.53 5.44 5.37 5.29 5.22 5.16 5.09 5.03 4.98 4.92 4.87 4.81
90 000 000 5.89 5.79 5.70 5.61 5.53 5.46 5.38 5.31 5.24 5.18 5.12 5.06 5.00 4.95 4.90
100 000 000 5.97 5.88 5.78 5.70 5.61 5.53 5.46 5.39 5.32 5.26 5.20 5.14 5.08 5.02 4.97

Design Tables A-22

Topic #625-010-002
Flexible Pavement Design Manual September 2016

APPENDIX B
FLEXIBLE PAVEMENT DESIGN QUALITY CONTROL PLAN

B.1 QUALITY CONTROL PLAN

All flexible pavement designs will be reviewed independently by a responsible

Professional Engineer other than the original pavement design engineer for accuracy
and correctness. The following quality control plan is provided as a guideline.

B.2 DEFINITIONS
The following definitions are used throughout this section.

Quality
Conformance to policies, procedures, standards, guidelines and above all, good
engineering practice.

Quality Assurance (QA)

QA consists of all planned and systematic actions necessary to provide adequate
confidence that a design, structure, system, or component will perform satisfactorily
and conform to project requirements. QA involves establishing project related
policies, procedures, standards, training, guidelines, and systems necessary to
produce quality.

Quality Control (QC)

QC is the checking and review of designs and plans for compliance with policies,
procedures, standards, guidelines and good engineering practice.

Flexible Pavement Design Quality Control Plan B-1

Topic #625-010-002
Flexible Pavement Design Manual September 2016

B.3 RESPONSIBILITY

The district offices and turnpike consultants are responsible for Quality Control.
Quality Assurance is the role of the Central Office.

B.4 FLEXIBLE PAVEMENT DESIGNS

Pavement designs will be developed in accordance with the Flexible Pavement

Design Manual (Topic No. 625-010-002). The approved pavement design and the
supporting data will be included in the District Project Design File.

B.4.1 MINIMUM REQUIREMENTS

The Pavement Design Package as a minimum will include the following items:

The Pavement Design Summary Sheet will show the approved pavement
design and each Pavement Design Summary Sheet will be signed and sealed
by the District Pavement Design Engineer or the designated responsible
Pavement Design Engineer. The District Design Engineer will sign for
concurrence with the design. The file copy will show Federal Highway
Administration (FHWA) approval, if required, for Federal Aid Projects or
Certification Acceptance as appropriate.
Project location and description of the type of work, if not clearly stated on
the summary sheet.
The basis for the pavement design, signed and sealed where required,
including if applicable for:

New Construction

- Resilient Modulus (MR).

- Material properties used if different than those in the design manual.
- Subgrade stabilization requirements.

Rehabilitation And Lane Widening

- Existing pavement layer information (layer types, thickness, and

condition).
- A copy of the Pavement Coring and Evaluation Report.
- Subgrade stabilization requirements.

Flexible Pavement Design Quality Control Plan B-2

Topic #625-010-002
Flexible Pavement Design Manual September 2016

- Overbuild recommendations.
- A copy of the signed and sealed Nondestructive Testing Report from the
State Materials Office.
- A Pavement Evaluation Coring and Condition Data report must be
requested based on the milling recommendations for all projects involving
milling greater than 5000 tons.
- Existing cross-slope from design survey and method of correction if
required.
- The ESALD calculations, signed and certified. This may be either a copy
of the report prepared by the Planning Office or calculations using the
design computer program. The basis for the input data used for these
calculations must be stated.

Design calculations (including pavement layer thickness).

Documentation addressing any special features such as feathering details,

cross slope, coordination with adjacent projects, stage construction, drainage
considerations, etc.

Sketch of a possible layer construction sequence, including any widening and

shoulders, to ensure constructability.

A drawing of the final pavement design typical section or an adequate

narrative description.

B.4.2 DISTRIBUTION

Central Office approval of the pavement design is not required. Designs will be
monitored and periodically reviewed, in detail, for quality assurance and for
purposes of identifying and improving deficiencies in design policies, procedures,
standards and guidelines.

For Federal Aid Projects which are for oversight in design, two copies of the
approved Pavement Design Summary Sheet and one copy of the supporting
documentation, will be forwarded directly to the appropriate Federal Highway
Administration (FHWA) Engineer for FHWA concurrence.

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Only mainline or major elements of a project need formal FHWA pavement design
approval. Details such as cross roads and shoulders will be handled as a part of the
plans approval process. Do not send these copies to the Central Office for transmittal
to FHWA.

The District will deal directly with the FHWA to resolve any questions. Central
Office Pavement Management will be available for assistance if requested by the
District or FHWA. The FHWA will return directly to the District one copy of the
summary sheet with signature denoting concurrence. This copy will be filed in the
District Project Design file.

B.4.3 REVISIONS

Changes made subsequent to formal distribution will require that a revised summary
sheet be prepared, a copy of which shall be signed and sealed, distributed, and filed
for permanent record in the Project Design File. Minor changes may be noted in
type or ink on the original Pavement Design Summary Sheet with the responsible
Professional Engineer's initials and the date of change. A copy of the revised
original should then be signed, dated, sealed and filed for permanent record.

Major changes may require that a complete new Pavement Design Summary Sheet
be prepared and processed, in which case it shall note that it supersedes a previous
design. Copies of revised pavement designs including backup data documenting
why the change is being made will be transmitted to the State Pavement Design
Engineer and redistributed as appropriate.

For skid hazard, intersection improvement, short roadway connectors on bridge

replacement projects, and roadway widening projects, the Resilient Modulus,
ESALD, and computation of Required Structural Number, SNR, are normally not
required. However in all cases, a document describing how the pavement design
was developed should be prepared, signed and sealed.

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B.4.4 DOCUMENTATION

The one area of pavement design involving perhaps the greatest liability to the
Department is friction course selection. It is highly recommended that the Pavement
Design Engineer become thoroughly familiar with the Departments Friction Course
Policy. On projects where the policy is not adhered to, the reasons should be clearly
documented in the Pavement Design Package. Small projects are not exempt.

Every attempt should be made to follow written procedures. Situations will occur
where following the pavement design procedure will result in a SNR which cannot
be met. This could occur when an overlay is required in a curb and gutter section,
or, when an existing cracked or distressed pavement requires rehabilitation, but the
Existing Structural Number (SNE) exceeds the Structural Required (SNR).

The Pavement Design Engineer will have to exercise engineering judgment on what
should be done in these cases. When this occurs, the Pavement Design Engineer is
advised to document the project, make special note of the problem, and provide
additional explanation as to how the recommended design was developed.
Consultation with other engineers (Construction, Drainage, Materials, etc.) is highly
recommended and should be noted in the design file.

B.5 DISTRICT QUALITY CONTROL

The quality control process will include three activities:

The checking and review of pavement designs for compliance with policies,
procedures, standards, guidelines and good engineering practice.

The checking and review of plans to insure that the approved pavement
designs are correctly incorporated.

Documentation of the Quality Control Process.

The Quality Control Process will be carried out by an independent responsible

Professional Engineer other than the original pavement design engineer. As a
minimum, the documentation will consist of a copy of the QC Checklist filed with
the Pavement Design Package, or a Pavement Design Quality Control File identified
by State Project Number consisting of:

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A copy of the signed and sealed Pavement Design Summary Sheet.

A copy of the QC Checklist signed by the QC Engineer.

A sample checklist is attached.

B.6 QUALITY ASSURANCE REVIEWS

The State Pavement Design Engineer will be responsible for conducting and/or
coordinating all pavement related QA activities within each District and the
Turnpike. A QA review of District Pavement Design activities will generally be
conducted semi-annually.

B.7 PAVEMENT DESIGN UPDATES

A pavement design review activity by an experienced pavement designer should be

scheduled in the project scheduling system on all pavement projects approximately
three months prior to letting. This final review will allow for updating pavement
designs and plans for new technologies and pay items that may have been
implemented since the original pavement design was prepared.

If the pavement evaluation report is over two years old, another field review of the
pavement should be conducted to see if the pavement condition has significantly
changed. If there is a significant change, a few additional cores may be needed to
evaluate crack depths for milling and the pavement design and quantities may need
updating to reflect the latest pavement condition.

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PAGE ____ OF ____

FLEXIBLE PAVEMENT DESIGN
QUALITY CONTROL CHECKLIST

State Proj. No. ____ Federal Aid No. __________

FP ID No. County

Satisfactory
Flexible Pavement Design Review Yes/No/NA

Pavement Design Summary Sheet. . . . . . . . . . .

Project Location and Description . . . . . . . . .

Traffic Data and ESALD Calculations . . . . . . .

Resilient Modulus (MR) . . . . . . . . . . . . . .

Reduced Resilient Modulus (MR) for base high-
water clearance less than 3ft. . . . . . . . .

Required Structural Number (SNR) Calculations. . .

Calculated Structural Number (SNC) Calculations. .

Base Material Selection. . . . . . . . . . . . . .

Friction Course Selection. . . . . . . . . . . . .

Stabilized Subgrade Evaluation . . . . . . . . . .

Shoulder Design. . . . . . . . . . . . . . . . . .

Coordination with Other Offices. . . . . . . . . .

Other Special Details. . . . . . . . . . . . . . .

Final Pavement Design Drawing or Narrative . . . .

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PAGE ____ OF ____
Rehabilitation
Field Evaluation of Project. . . . . . . . . . . .

Pavement Coring and Evaluation completed . . . .

Distress Evaluation. . . . . . . . . . . . . . . .

Existing Cross-Slope and Correction method . . . .

Milling Depth and Purpose. . . . . . . . . . . . .

Overlay Structural Number (SNO) Calculations . . .

Overbuild Recommendation. . . . . . . . .

Pavement Evaluation Coring and. . .

Condition Data Report

Projects That Do Not Require Design Calculations

Existing Pavement Evaluation . . . . . . . . . . .

Existing Cross-Slope and Correction method . . . .

Asphalt Thickness. . . . . . . . . . . . . . . . .

Base Type and Thickness. . . . . . . . . . . . . .

Future Milling Considerations. . . . . . . . . . .

Structural Evaluation. . . . . . . . . . . . . . .

Plans Review
Plans Conform to Pavement Design . . . . . . . . .

Cross-Slope correction addressed . . . . . . . . .

Design Details Adequately Covered. . . . . . . . .

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PAGE ____ OF ____

Standard Indexes Properly Referenced . . . . . . .

Project is Constructible with Current Technology

Comments

QA by Date

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FLORIDA DEPARTMENT OF TRANSPORTATION

FLEXIBLE PAVEMENT DESIGN SUMMARY SHEET

Prepared by Date Prep.

FP ID # US # SR #
State Proj. # From
FAP # To
County Begin MP
Project Length End MP
Type of Work %R
Opening Year MR
Design Year Design Speed
ESALD Design Seq. #
SNR Proj. Name

Existing Pavement

Proposed Design

Approved By Concurrence By Concurrence By

Res. Engineer Dist. Des. Engineer FHWA (If Needed)

Date Date Date

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APPENDIX C
MECHANISTIC-EMPIRICAL PAVEMENT DESIGN GUIDE (MEPDG)

C.1 MECHANISTIC-EMPIRICAL PAVEMENT DESIGN GUIDE (MEPDG)

The MEPDG was developed as part of the National Cooperative Highway

Research Program (NCHRP). It includes software (AASHTOs Pavement M-E)
with mechanistic-empirical models to predict pavement performance for a given
climatic location.

The FDOT has currently not adopted the 2008 AASHTO Mechanistic-Empirical
Pavement Design Guide for flexible pavement design. This is due to several major
revisions underway nationally to the models used in the software.

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APPENDIX D
ESTIMATING DESIGN 18-KIP EQUIVALENT SINGLE
AXLE LOADS (ESALD)

D.1 BACKGROUND

One of the products of the AASHO (American Association Of State Highway

Officials) Road Test conducted in Ottowa, Illinois from 1958 to 1960 was a method
for relating the relative damage caused by different axle loadings. This evolved into
a procedure that permitted the calculation of the accumulated damage caused by
mixed vehicle loadings over a pavement design period. The four tires, single axle,
carrying 18,000lb 18-kip Equivalent Single Axle Load or ESALD) was accepted as
the base for these calculations. Table D.1 illustrates the relationship of axle weight
to damage.

A detailed write-up, including tabulated damage factors for single, tandem, and triple
axles, is given in Appendix D of the 1993 AASHTO (American Association Of State
Highway and Transportation Officials) Guide for Design of Pavement Structures.

A procedure for calculating a more precise estimate on the Department's projects can
be obtained from the Office of Planning Project Traffic Forecasting Procedure Topic
No. 525-030-120 using the Project Traffic Forecasting Handbook. Calculations on
Department projects must be signed and certified by the Department's planning
section.

The following is a simple procedure for estimating ESALD in the design lane.
Design periods used in these calculations can be found in the manual. The design
lane is the lane where the majority of the trucks can be found. A common example
would be a four lane divided highway where most of the trucks would be found in
the outside lanes. The basic equation is presented and the variables are defined.
Simple input coefficients are tabulated. Several computer programs that perform the
necessary computations are available from the Department.

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TABLE D.1

RELATIONSHIP OF AXLE WEIGHT TO DAMAGE

SN=5

Total Axle Load Equivalent Damage

in KIP in ESAL's____

Single Axle 14 0.36

18 1.00

22 2.18

Tandem Axle 30 0.66

34 1.09

38 1.70

44 3.00

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D.2 BASIC EQUATION

The ESALD required for pavement design purposes can be computed using the
following equation:
y=x
ESALD = (AADT x T24 x DF x LF x E18 x 365)
y=1

Where:
ESALD = Number of accumulated 18-kip Equivalent Single Axle Loads in
the design lane for the design period.

y = The year that the calculation is made for. When y=1, all the variables
apply to year 1. Most of the variables are constant except AADT which may
change from year to year. Others may change when changes in the system
occur. Such changes include parallel roads, shopping centers, truck terminals,
etc.

x = The Design Year.

AADT = Average Annual Daily Traffic.

T24 = Percent Heavy Trucks during a 24 hour period. Trucks with 6 tires or
more are considered in the calculations.

DF = Directional Distribution Factor. Use 1.0 if one way traffic is counted or

0.5 for two way traffic. This value is not to be confused with the Directional
Factor use for planning capacity computations.

LF = Lane Factor converts directional trucks to the design lane trucks. Lane
factors can be adjusted to account for unique features known to the designer
such as roadways with designated truck lanes. LF values can be determined
from Table D.2.

E18 = Equivalency factor which is the damage caused by one average heavy
truck measured in 18 kip Equivalent Single Axle Loads. These factors will be
periodically updated based on Weigh-In-Motion (WIM) data. E18values can
be determined from Table D.3.

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TABLE D.2

LANE FACTORS (LF) FOR DIFFERENT TYPES OF FACILITIES

Number of Lanes In One Direction

Total Two Lanes Three Lanes
AADT LF LF

4 000 0.94 0.82

8 000 0.88 0.76
12 000 0.85 0.72

16 000 0.82 0.70

20 000 0.81 0.68
30 000 0.77 0.65

40 000 0.75 0.63

50 000 0.73 0.61
60 000 0.72 0.59

70 000 0.70 0.58

80 000 0.69 0.57
100 000 0.67 0.55

120 000 0.66 0.53

140 000 - 0.52
160 000 - 0.51
200 000 - 0.49

The equation that best defines this Lane Factor (LF) information is:
LF = (1.567 - 0.0826 x Ln(One Way AADT) - 0.12368 x LV)
Where:
LF = Proportion of all one directional trucks in the design lane.
LV = 0 if the number of lanes in one direction is 2. LV = 1 if the number of
lanes in one direction is 3 or more.
Ln = Natural Logarithm.
Source - National Cooperative Highway Research Program Report 277, Portland Cement
Concrete Pavement Evaluation System (COPES), Transportation Research Board,
September 1986

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TABLE D.3

EQUIVALENCY FACTORS E18 FOR DIFFERENT TYPES OF

FACILITIES

Flexible Rigid
Pavement Pavement

Freeways

Rural 1.05 1.60

Urban 0.90 1.27

Arterials and Collectors

Rural 0.96 1.35

Urban 0.89 1.22

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D.3 SAMPLE PROBLEMS

Several sample problems have been provided that illustrates this process.

D.3.1 SAMPLE PROBLEM #1

The District Planning Engineer has provided the following information about a high
volume, urban, arterial; four lanes divided two way projects that will open in the
year 2019. The Pavement Type Selection Process indicates that the best alternative
is flexible pavement.

GIVEN:

The following input is provided. Note that other facilities within the urban area
become available in the year 2027 thus causing the traffic assignment (AADT) to
drop and T24 to change.

T24 = 12%
2020 Estimated AADT = 12,000
2028 Estimated AADT = 16,000

T24 = 8%
2029 Estimated AADT = 34,000
2040 Estimated AADT = 56,000

DATA:

The following data can be determined from information and tables provided.

DF = 0.50 (for two way traffic)

E18 = 0.89 (from Table D.3)
LF = Determined using the equation from Table D.2

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FIND:

The ESALD for 20 years design period beginning in 2020.

SOLUTION:

Using the following equations:

For the years 2020 to 2028:

y = 2028
ESALD = (AADT x T24 x DF x LF x E18 x 365)
y = 2020

y = 2028
ESALD = (AADT x 0.12 x 0.50 x LF x 0.89 x 365)
y = 2020

For the years 2029 to 2040:

y = 2040
ESALD = (AADT x T24 x DF x LF x E18 x 365)
y = 2029

y = 2040
ESALD = (AADT x 0.08 x 0.50 x LF x 0.89 x 365)
y = 2029

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Calculating:

Annual Accumulated
Year AADT LF ESAL* _ ESAL___

2020 12 000 0.85 198 800 198 800

2021 12 500 0.84 204 700 403 500
2022 13 000 0.84 212 800 616 300
2023 13 500 0.84 221 000 837 300

2024 14 000 0.84 229 200 1 066 500

2025 14 500 0.83 234 600 1 301 100
2026 15 000 0.83 242 700 1 543 800
2027 15 500 0.83 250 800 1 794 600

2028 16 000 0.82 255 700 2 050 300

2029 34 000 0.76 335 800 2 386 100
2030 36 000 0.76 355 500 2 741 600
2031 38 000 0.75 370 300 3 111 900

2032 40 000 0.75 389 800 3 501 700

2033 42 000 0.75 409 300 3 911 000
2034 44 000 0.74 423 100 4 334 100
2035 46 000 0.74 442 300 4 776 400

2036 48 000 0.73 455 300 5 231 700

2037 50 000 0.73 474 300 5 706 000
2038 52 000 0.73 493 300 6 199 300
2039 54 000 0.72 505 200 6 704 500
2040 56 000 0.72 523 900 7 228 400

* Values are rounded for simplicity.

CONCLUSION:

Note that the 20 years accumulated value (ESALD) is 6,704,500 ESALs or

7,000,000 ESALs.

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D.3.2 SAMPLE PROBLEM #2

The District Planning Engineer has provided the following information about a
moderate volume, rural arterial four lanes divided two way projects that will open
in the year 2020. The Pavement Type Selection Process indicates that the best
alternative is flexible pavement.

GIVEN:

The following input is provided.

T24 = 10%
2020 Estimated AADT = 17,000
2036 Estimated AADT = 25,000

DATA:

The following data can be determined from information and tables provided.

DF = 0.50 (for two way traffic)

E80 = 0.96 (from Table D.3)
LF = Determined using the equation from Table D.2

FIND:

The ESALD for 14 years design period beginning in 2020.

SOLUTION:

Using the following equations:

For the years 2020 to 2033:

y = 2033
ESALD = (AADT x T24 x DF x LF x E18 x 365)
y = 2020

y = 2033
ESALD = (AADT x 0.10 x 0.50 x LF x 0.96 x 365)
y = 2020

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Calculating:

Annual Accumulated
Year AADT LF ESAL* ESAL__

2020 17 000 0.82 244 300 244 300

2021 17 500 0.82 251 400 495 700
2022 18 000 0.82 258 600 754 300
2023 18 500 0.81 262 500 1 016 800

2024 19 000 0.81 269 600 1 286 400

2025 19 500 0.81 276 700 1 563 100
2026 20 000 0.81 283 800 1 846 900
2027 20 500 0.80 287 300 2 134 200

2028 21 000 0.80 294 300 2 428 500

2029 21 500 0.80 301 300 2 729 800
2030 22 000 0.80 308 400 3 038 200
2031 22 500 0.79 315 400 3 353 600

2032 23 000 0.79 318 300 3 671 900

2033 23 500 0.79 325 300 3 997 200
2034 24 000 0.79 332 200 4 329 400
2035 24 500 0.79 339 100 4 668 500
2036 25 000 0.82 346 000 5 014 500

* Values are rounded for simplicity.

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CONCLUSION:

Note that the 14 year (2033) accumulated value is 3,997,200 ESALs (rounding
ESALD = 4,000,000).

If the project was delayed one year, the new ESALD would be:

4,329,400 - 244,300 = 4,085,100 ESALs

It is important to note that even though ESAL information is needed for only a 14
year period, additional ESAL information beyond that period is sometimes needed
for project delays or increased design periods due to different rehabilitation
strategies (i.e. resurfacing verses milling and resurfacing). This gives the designer
flexibility in design and programming of this project.

Estimating Design 18-KIP Equivalent Single Axle Loads (ESALD) D-11