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6.2.asphalt Institute Method

The document discusses the design criteria and methodology for flexible pavement design. It describes two main distress modes - fatigue cracking of asphalt layers from traffic loads and deformation of subgrade soil. It then outlines the steps for flexible pavement design using the Asphalt Institute methodology, including determining traffic loads, material properties, layer thicknesses from design charts, and alternatives for staged construction and use of cold asphalt layers.

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486 views32 pages

6.2.asphalt Institute Method

The document discusses the design criteria and methodology for flexible pavement design. It describes two main distress modes - fatigue cracking of asphalt layers from traffic loads and deformation of subgrade soil. It then outlines the steps for flexible pavement design using the Asphalt Institute methodology, including determining traffic loads, material properties, layer thicknesses from design charts, and alternatives for staged construction and use of cold asphalt layers.

Uploaded by

poiuji jina
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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PAVEMENT ANALYSIS AND DESIGN

Flexible Pavement Design

Priyansh Singh
1212/14 FD1
[email protected]
www.priyanshsingh.in
DESIGN CRITERIA FOR FLEXIBLE
PAVEMENTS
Distress modes adopted by most analytical and semi-
analytical methodologies for flexible pavement design
• fatigue of treated layers, that is, the asphalt layer or the
hydraulically bound layer not to crack under the influence of
traffic
• deformation of the subgrade, that is, the subgrade to be able to
sustain the traffic without excessive deformation.

BITS Pilani
Pilani Campus Ⓒ Priyansh Singh 2
C1: fatigue of treated layers

• horizontal tensile strain, εr (at the underside of the asphalt


base course, or hydraulically bound layer)

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Pilani Campus Ⓒ Priyansh Singh 3
C2: deformation of the subgrade

• vertical compressive strain, εz, (at the top of the subgrade)

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Design Criteria (C1)

• The number of load repetitions for failure may be


determined from fatigue equations by knowing the
magnitude of the exerted strain, ε
• the allowable strain may be determined by knowing the
number of load repetitions

N = c × ε–m
where c and m are material coefficients determined empirically

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Pilani Campus Ⓒ Priyansh Singh 6
Design Criteria (C2)

• fatigue for the subgrade, causing surface structural


deformation (normally less than 20 mm)

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Pilani Campus Ⓒ Priyansh Singh 7
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ASPHALT INSTITUTE PAVEMENT DESIGN

• semi-analytical flexible pavement design methodology


(1999)
• originally published in 1981
• based on the application of elastic theory in a multilayer
system.

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Design Criteria

• cracking of the asphalt layer owing to horizontal tensile


strain
• deformation of the subgrade owing to vertical
compressive strain

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Pilani Campus Ⓒ Priyansh Singh 10
Methodology can be used to design

a) Asphalt layers and unbound layers;


b) Asphalt layers, exclusively (full-depth pavement);
c) Asphalt layer and cold asphalt layers; and
d) Asphalt layer, cold asphalt layer and unbound layer.

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Thickness of layers

• The thickness of the individual layer is determined from


appropriate design charts, developed with the aid of the multi-
layered elastic analysis software called DAMA.

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Design
procedure

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Determination of cumulative ESAL

Cumulative number of ESALs (18 kps) over the design


period is determined once the following are estimated:
(a) average annual traffic composition during the first year
of opening, in terms of axle weight composition or
vehicle-type composition;
(b) percentage of truck traffic in the design lane; and
(c) percentage of annual growth rate for trucks.

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Selection of subgrade resilient modulus

• The selection of the resilient modulus, MR, of the subgrade

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Selection of layer materials

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Selection of bitumen grade

• The bitumen grade is selected according to mean annual


air temperatures (MAATs).
• Three different temperature conditions are distinguished:
cold (≤7°C), warm (7°C to 24°C) and hot (≥24°C).

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Thickness determination

• the traffic volume (in cumulative ESAL),


• the representative value of the resilient modulus MR of the
subgrade and
• the materials to be used have been determined,

the thickness of each layer is determined from appropriate


nomographs.

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Nomograms

• The nomographs developed are for cold, warm and hot


temperature conditions
• noted as for 7°C, 15.5°C and 24°C, respectively, and
• for two alternative thickness of unbound base course, 150
or 300 mm.

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Thickness determination for unbound flexible
pavement

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Minimum thickness of asphalt layers

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Thickness determination for full-depth
pavement

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Thickness determination for pavement with
cold asphalt
• The cold asphalts (emulsified asphalt mixtures)
recommended to be used are divided into three
characteristic types:
1. Type I, cold mixtures made with processed and dense-
graded aggregates
2. Type II, cold mixtures made with semi-processed
crusher-run, pit-run or bank-run aggregates
3. Type III, cold mixtures made of sands and silty sands

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Pilani Campus Ⓒ Priyansh Singh 23
Design Alternatives

A1: all the layers to be constructed with cold asphalts,


A2: cold asphalt to be laid over an unbound aggregate
layer

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Pilani Campus Ⓒ Priyansh Singh 24
A1

• the total thickness of the cold asphalt layers is determined


from relevant nomographs

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A2:

• Determine the thickness of the asphalt layers, TA, such as


in a full-depth pavement
• Assume that the top asphalt concrete layers will have a
certain thickness, say 50 mm, the thickness of the
remaining asphalt concrete layers is (TA − 50)

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A2: Cont..

• Determine the thickness of cold asphalt layers, TCA, as if


laid over the subgrade
• Considering that the top 50 mm is going to be from asphalt
concrete, the thickness of cold asphalt layers will be TCA –
50

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Pilani Campus Ⓒ Priyansh Singh 27
A2: Cont..

• Determine the thickness of the asphalt concrete layers over


unbound aggregate base/ sub-base material, TU, of 150 or
300 mm in thickness
• Determine the thickness of hot asphalt concrete to be
replaced by cold asphalt.
• This is equal to TU − TU min. The thickness of TU min is
50 mm, or a value taken from minimum thickness
requirement, in case cold asphalt Type II or Type III is
used.

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Pilani Campus Ⓒ Priyansh Singh 28
A2: Cont..

• Determine the thickness of the layer that will be replaced


by emulsified asphalt (TCA-base) using the following
equation:

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Minimum thickness of asphalt concrete over
cold asphalt, Type II or Type III

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Planned stage construction

• Planned stage construction is the construction where the


asphalt layers are constructed at stages.
• The planned stage construction may be preferred in cases
where the entire fund is not available.

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Economic analysis

• An economic analysis may be carried out before the final


design decision is taken, by making economic
comparisons between alternative pavement designs.

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Pilani Campus Ⓒ Priyansh Singh 32

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