Flexible Pavement Thickness Design /

AASHTO Method

Source:
Chapter 20: Traffic & Highway Engineering by Nicholas Garber and Lester Hoel, Third
Edition, Brooks/Cole.
 Pavement Types
Flexible Pavement:
⚫ Pavement constructed of bituminous & granular
materials.
⚫ A structure that maintains intimate contact with
subgrade and distribute loads to it, and depends on
aggregate interlock, particle friction, and cohesion
for stability.
Rigid pavement:
⚫ Pavement constructed of Portland cement concrete.
⚫ It is assumed to posses considerable flexural
strength that will permit it to act as a beam and allow
it to bridge minor irregularities in base and subgrade.
 Typical Cross Section for
Conventional Flexible Pavement
Principles of Flexible Pavement
Design
⚫ Pavement structure is considered as a
multilayered elastic system.
⚫ Materials in each layers is characterized by
certain physical properties (Mr, E,….).
⚫ It assumes that subgrade is infinite in both the
vertical and horizontal directions.
⚫ Other layers are finite the vertical direction and
infinite in the horizontal direction.
⚫ The application of the wheel load causes a
stress distribution.
 Principles of Flexible Pavement
Design Cont.
⚫ The maximum vertical stresses are compressive and
occur directly under the wheel load.
⚫ Stresses decrease with increase in depth from the
surface.
⚫ The maximum horizontal stress also occurs directly
under the wheel load but can be either tensile or
compressive.
⚫ When the load and pavement thickness are within
certain ranges, horizontal compressive stresses will
occur above the neutral axis, whereas horizontal
tensile stresses will occur below the neutral axis.
⚫ The temperature distribution within the pavement
structure will also have an effect on the magnitude of
the stresses (see Fig. 20.2).
 Figure 20.2 Typical stresses and temperature
distribution in flexible pavements under wheel load
Principles of Flexible Pavement
Design
⚫ The design of the pavement is therefore
generally based on on strain criteria that limit
both horizontal and vertical strain below those
that will cause excessive cracking and
permanent deformation.
⚫ These criteria are considered in terms of
repeated load applications.
⚫ Most commonly used methods:
⚫ Asphalt Institute Method
⚫ AASHTO method
⚫ California method
Elements of Thickness Design

1. Traffic Loading
2. Climate or Environment
3. Material Characteristics
4. Others: Cost, Construction,
Maintenance, Design period.
 Traffic Loading
⚫ Pavement must withstand the large umber of
repeated loads of variable magnitudes
⚫ Primary loading factors:
1. Magnitude of axle loads (controlled by legal load limits).
2. Volume & composition of axle load (Traffic survey, load
meters, & growth rate).
3. Tire pressure & contact area.

⚫ Equivalent Standard Axle Load ESAL (80 kN

(18,000 lb or 18 kips) single axle load.
⚫ The total no. of ESAL is used as a traffic loading
input in the design of pavement structure.
 Climate or Environment

⚫ Climate or environment affect the behavior &

performance of materials used in pavements
1. Temperature: high temp. cause asphalt to
loose stability, low temp. cause asphalt to
become hard & stiff, and frost heave.
2. Moisture: Frost related damage, volume
changes due to saturation, chemical stability
problems with moisture existence (Stripping).
 Material Characteristics
⚫ Required materials characteristics:
1. Asphalt surface: Material should be strong & stable
to resist repeated loading (fatigue).
2. Granular base & subbase: gradation, stable & strong
to resist shears from repeated loading.
3. Subgrade: soil classification, strong & stable.
⚫ Various standard tests are available for
determination of desired properties.
⚫ CBR, Marshal stability, Resilient Modulus, Shear
strength.
⚫ Mr (psi) = 1500 CBR or Mr (Mpa) = 10.3 CBR
Figure 20.3 Spread of wheel load pressure through
pavement structure
Figure 20.4 Tensile and compressive stresses in
pavement structure
AASHTO Method/ Introduction
⚫ Based on the results of AASHTO road test conducted on Ottawa,
Illinois.
⚫ It is an effort that was carried out with the cooperation of all states
and several industry groups.
⚫ Many types of test section were prepared and tested.
⚫ Rigid & flexible
⚫ A-6 subgrade
⚫ Four lane divided highway loops.
⚫ Tangents sections with different lengths (> 100 ft).
⚫ Flexible: HMA surface (1 - 6 “), well-graded crushed limestone
base (0 - 9”), and uniformly graded sand-gravel subbase (0 - 6”).
⚫ Vehicles were driven for thousand repetitions (single axle ( 2,000
– 30, 000 lb) and tandem (24,000 – 48,000 lb).
AASHTO Method/ Introduction
⚫ Data were collected from pavement with respect to
extent of cracking and amount of patching required to
maintain the section in service.
⚫ Longitudinal and transverse profiles were obtained to
determine extent of rutting, surface deflection caused
by loaded vehicles moving at very low speeds,
⚫ Pavement curvature at different speeds, stress
imposed on the subgrade and temperature distribution
in the pavement layers.
⚫ Data were thoroughly analyzed and the results formed
the basis for the AASHTO method
⚫ ِِInterim guide was published in 1961, revised in
1972, further edition 1986, then 1993
AASHTO Design Method/ Design
Considerations
⚫ This method Incorporates various design
inputs including :
⚫ Pavement Performance (Loss of serviceability).
⚫ Traffic
⚫ Subgrade soil properties
⚫ Materials of construction
⚫ Environmental effects
⚫ Drainage
⚫ Reliability
 Pavement Performance
⚫ Structural and functional performances.
⚫ Structural performance: related to the physical
condition of the pavement with respect to the
factors that have negative impact on the
capability of the pavement to carry the traffic
load.
⚫ These factors include: cracking, faulting, raveling,
and so forth.
⚫ Functional performance: is an indication of
how effectively the pavement serves the user.
⚫ The main factor considered under functional
performance is riding quality.
 Functional Performance
⚫ To quantify pavement performance, a concept known
as the serviceability performance was developed.
⚫ Procedure was developed to determine the present
serviceability index (PSI) of the pavement based on its
roughness and distress which were measured in terms
of extent of cracking, patching, and rut depth for
flexible pavements.
⚫ PSI is a surrogate measure for PSR (present
serviceability rating)
⚫ PSR is based on panel of engineers rating (subjective)
⚫ PSI is based on physical measurement of pavement
roughness using special equipments (objective)
 Serviceability
⚫ Pavement ability to serve traffic at some
instances during its life.
⚫ Initial & terminal serviceability indices must be
established to compute the change in
serviceability ( DPSI) in the design equation.
⚫ Initial PSI = F( Pavement type & construction
quality) [ 4.2 for flexible & 4.5 for rigid].
⚫ Terminal PSI = Lowest index that is tolerable
for a pavement before it require rehabilitation
[2.5 for major highways & 2.0 for other roads].
Pavement Serviceability Concept
⚫ It involves the measurement of the behavior of the
pavement under traffic and its ability to serve traffic at
some instance during its life.
⚫ The evaluation is systematic but subjective.
⚫ Evaluated by rating of the riding surface by individuals
who travel over it.
⚫ Can be evaluated also by means of certain
measurements made on the surface.
⚫ Scale: 0 (very poor) to 5 (very good).
⚫ PSI = F ( Roughness or slope variance in the two
wheel paths, the extent & type of cracking or patching,
and the pavement rutting displayed at the surface].
 Traffic Characteristics

⚫ Determined in terms of number of

repetitions of an 18,000 lb (80)kN single
axle load applied to the pavement on two
sets of dual tires (Equivalent Single
Axle Load (ESAL)).
⚫ See next slides for the determination of
the ESAL.
 Traffic Analysis

1. Estimate the number of vehicles of

different types (Passenger cars, single
unit trucks, multi unit trucks of various
sizes) expected to use the pavement
over the design period.
In case data are not available, estimates
can be made from Table 20.4 in text
which gives representative values for
the united states.
 Traffic Analysis Cont.
2. Estimate the (%) of total truck traffic expected
to use the design lane.
Design lane: Lane expected to receive the
severe service.
⚫ % of trucks is found by observation.

⚫ In case data are not available, estimates can

be made from Table 20.4 which gives
representative values for truck distribution in
the united states.
Table 20.4 Distribution of Trucks
 Traffic Analysis Cont.
3. When the axle load of each vehicle type is known,
these can be converted to ESAL using the equivalency
factors given in Table 20.3 in text.

If the axle load is unknown, the ESAL can also be

found from the vehicle types by using a truck factor for
that vehicle type.

Truck Factor (TF): The no. of ESALs contributed by

passage of a vehicle.

For each weight class, determine the truck factor.

 Traffic Analysis Cont.

TF = [SUM (No. of axles in each wt. class X EALF)] / Total No. of

vehicles

⚫ Truck factor can be estimated Using Table 20.5 in text.

⚫ Equivalent Axle Load factor or Load equivalency factor (EALF)
presented in Table 20.3 in text.
⚫ EALF: Defines the damage per pass to a pavement by the axle of
question relative to the damage per pass of a standard axle load
(80 kN or 18-kip).
⚫ EALF depends on type of pavement, thickness or structural
capacity, and failure conditions (based on experience).
⚫ See Truck Factor Example provided in Table 20.8 in text.
 Axle & Wheel Configurations
Single Axle
Tandem Axles with
with Single
Dual Tires
Tire

Single Axle with

Tridem Axles with
Dual Tires
Dual Tires
Truck Factor Example
 Traffic Analysis Cont.

4. Multiply (Tf) by the no. of vehicles in

each group and get the sum for all
groups.
ESAL = Sum (TF X No. of vehicles) all
groups.
See Example provided in next slides.
Example on Computation of ESAL
 Total ESAL Calculation
⚫ The total ESAL applied on the highway during its
design period can be determined only if the following
are known:
⚫ Design period
⚫ Traffic growth factor
⚫ Traffic growth factor is estimated using historical
records or comparable facilities or obtained from
studies made by specialized agencies.
⚫ It is advisable to determine annual growth rates for
trucks and passenger cars separately.
⚫ Design period: Number of years the pavement will
effectively continue to carry the traffic load without
requiring an overlay. (usually 20 years).
Expected Traffic Volume During
Design Period
See Table 20.6 for growth factors, or
calculate it using:
Gjt = ( (1 + j)t -1)/ j )

j: Rate of growth.
t: Design period (yrs).
Table 20.6 for growth factors
Computing Design ESAL (Projected)
Total ESAL Calculation Cont.
⚫ the portion of the ESAL acting on the design lane is
used in the determination of pavement thickness.
⚫ Either lane of a two-lane highway is a design lane.
⚫ In multilane highways the outer lane is the design
lane.
⚫ See Table 20.7 for percentage of total truck traffic on
design lane.
⚫ The initial daily traffic is in two directions over all traffic
lanes.
⚫ Must be multiplied by direction distribution & Lane
distribution to obtain initial traffic on design lane.
⚫ Traffic to be used in design is the average traffic
during design period (i.e. multiply by growth factor).
Table 20.7 for percentage of total
truck traffic on design lane
Total ESAL Calculation Cont.
ESALi = (AADTi) (Fd) (Gjt) (Ni) (FEi) (365)

ESALi : ESAL for axle category i

AADTi: First year annual average daily traffic for axle
category i.
(Fd): Design lane factor
(Gjt): growth rate factor for a given growth rate j and
design period t.
(Ni): number of axles on each vehicle in category i.
(FEi): load equivalency factor for axle category i.
Total ESAL Calculation Cont.
When truck factors are used

ESALi = (AADTi) (Fd) (Gjt) (fi) (365)

ESALi : ESAL for axle category i

AADT: First year annual average daily traffic for axle
category i.
(Fd): Design lane factor
(Gjt): growth rate factor for a given growth rate j and
design period t.
(fi): Truck factor for vehicle in truck category i.
Total ESAL Calculation Cont.
When truck factors are used

ESAL = SUM [ESALi ]

from i =1 to n
n= number of truck categories

ESAL : ESAL for all vehicles during the design

period.
 ESAL Example
⚫ An 8-lane divided highway is to be constructed
on a new alignment. Traffic volume forecast
indicates that AADT in both direction during
the first year of operation will be 12,000 with
the following vehicle mix:
⚫ Passenger cars (1000 lb/axle) = 50%
⚫ 2-axle single unit trucks (6000 lb/axle) = 33%
⚫ 3-axle single unit trucks (10,000 lb/axle) = 17%
If the expected annual traffic growth rate is 4% for all
vehicles,
Determine the design ESAL for a design period of 20
years.
 ESAL Example

Solution
⚫ Growth Factor = Gjt = [(1 + j)t - 1]/ j = [(1 + 0.04)20 - 1]/ 0.04
= 29.78 (or see Table 20.6)
⚫ % truck volume on design lane = 45 ( assumed,
Table 20.7)
⚫ Load equivalency Factors (Table 20.3)
⚫ Passenger cars (1000 lb/axle) = 0.00002
(negligible)
⚫ 2-axle single unit trucks (6000 lb/axle) = 0.01043

⚫ 3-axle single unit trucks (10,000 lb/axle) = 0.0877

 ESAL Example
⚫ Solution
ESALi = (AADTi) (Fd) (Gjt) (Ni) (FEi) (365)
For passenger cars…… ESAL = 0 or negligible

For 2-axle single unit trucks

ESAL = (12,000 X 0.33) X 0.45 X 29.78 X 2 X 0.01043 X 365
= 0.4041 X 106

For 3-axle single unit trucks

ESAL = (12,000 X 0.17) X 0.45 X 29.78 X 3 X 0.0877 X 365
= 0.2.6253 X 106

Total ESAL = 3.0294 X 106

 Traffic
⚫ Treatment of traffic load in AASHTO is similar to that presented
in the Asphalt Institute method.
⚫ The total load applications due to all mixed traffic within the
design period are converted to 18-kip ESAL using the EALF.

⚫ ESALi = (AADTi) (Fd) (Gjt) (Ni) (FEi) (365)

Or
⚫ ESALi = (AADTi) (Fd) (Gjt) (fi) (365)
⚫ Gjt = ( (1 + j)t -1)/ j )

ESAL = SUM [ESALi ]

from i =1 to n
n= number of truck categories
ESAL : ESAL for all vehicles during the design period.
Roadbed Soils (Subgrade Materials)

⚫ AASHTO method used the subgrade Mr to define its property.

⚫ Mr (psi) = 1500 CBR ( for fine-grained soil with CBR <10)
⚫ Mr (psi) = 1000 + 555 (R value) (for R <=20)

⚫ Normal Mr (During summer and fall) for materials susceptible to

frost action can reduce by (50 – 80%) during the thaw period.
⚫ Also Mr of subgrade can vary through the year even when there
is no thaw period/
⚫ In order to take these variations into consideration it is to
determine and effective annual roadbed soil resilience modulus.
⚫ An effective roadbed (Mr) should be found that is equivalent to
combined effect of the subgrade (Mr) of all the seasonal (Mr).
⚫ See Fig. 20.18 in text and Fig. 16.12 in upcoming slides.
 Effective Roadbed Resilient
Modulus
1. Find (Mr) for subgrade once/twice a month
during the whole year.
2. Compute Relative damage using equation or
scale. See Fig. 20.18 in text.
3. Compute the average relative damage value.
4. Use the average relative damage value to
determine the effective roadbed (Mr) using
the formula or the scale.
 Materials of Construction
⚫ Subbase Construction Materials
⚫ Quality of the material is determined in terms of the layer coefficient,
(a3).
⚫ See Figure 20.15 in text.
⚫ Base Course Construction Materials
⚫ Materials should satisfy general requirements for base course.
⚫ Quality of the material is determined in terms of the layer coefficient,
(a2).
⚫ See Figure 20.16.
⚫ Surface Course Construction Materials
⚫ Usually HMA with dense-graded aggregate and max size of 1”.
⚫ Quality of the material is determined in terms of the layer coefficient,
(a1).
⚫ See Figure 20.17.
 Layer Coefficient (ai)
⚫ Is a measure of the relative effectiveness of a
given material to function as a structural
component of the pavement.
⚫ See Figures in next slides:
⚫ 16.13 : Asphalt concrete surface course (a1)
⚫ 16.14 : Bituminous treated base (a2)
⚫ 16.15 : Granular base (a2)
⚫ 16.16 : Granular subbase (a3)
⚫ 16.17 : Cement treated bases (a2).
 Environment
⚫ Temperature and Rainfall are the two main
environmental factors used in evaluating pavement
performance in the AASHTO method.
⚫ Effect of temperature includes:
⚫ Stresses induced by thermal action
⚫ Changes in creep properties
⚫ Effect of freezing and thawing on subgrade soil.
⚫ Effect of rainfall is due mainly to penetration of the
surface water to the underlying material.
⚫ If penetration occur the properties of the underlying
material will significantly altered.
 Environment
⚫ Normal Mr (During summer and fall) for materials
susceptible to frost action can reduce by (50 – 80%)
during the thaw period.
⚫ Also Mr of subgrade can vary through the year even
when there is no thaw period/
⚫ In order to take these variations into consideration is to
determine and effective annual roadbed soil resilience
modulus.
⚫ This was discussed earlier in the roadbed soil section.
⚫ Effect of moisture, temperature, and material aging
should be accounted for by adding it to the loss of
serviceability over the design period along with
serviceability loss due to traffic.
Subgrade Mr Seasonal Variation

Freeze Time
Recovery
Time
 Drainage
⚫ Water affect the strength of base and roadbed soil.
⚫ The approach is to provide a suitable drainage layer
(see Fig. 20.19) , and by modifying the structural layer
coefficient by incorporating the factor (mi) for the base
and subbase layer coefficients (a2 & a3).
⚫ The coefficient depends on:
1. Quality of drainage: measured by the length of time it
takes water to be removed from base or subbase up to
(50% of saturation). see Table 20.14 in text for
definitions of drainage quality.
2. Percent of time the pavement structure is saturated.
⚫ See Table 20.15 in text and Table 16.7 in upcoming
slide For recommended (m) values for different levels
of drainage quality.
Definition of Drainage Quality*
* time required to drain base layer to 50% saturation

Quality of drainage Water removed within

Excellent 2 hours

Good 1 Day

Fair 1 week

Poor 1 Month

Very poor Water will not drain

 Reliability
⚫ It provides a predetermined level of assurance (R) that
the pavement section will survive the period for which
they were designed.
⚫ Reliability Design Factor: Accounts for chance
variations in both traffic prediction & performance
prediction.
⚫ (R) is a mean of incorporating some degree of
certainty into the design to ensure that the various
design alternatives will last the analysis periods.
⚫ (R) is a function of the overall standard deviation (So).
⚫ See Table 20.16 in text or Table 16.6 in next slide
for suggested levels of Reliability for various functional
classifications.
 Overall So
⚫ So: Overall standard deviation that accounts for
standard deviation (or variation) in materials &
construction, chance variation in traffic prediction, and
normal variation in pavement performance.
⚫ So = 0.45 for flexible pavement (0.40 - 0.50)
⚫ So = 0.35 for rigid pavements (0.30 -0.40).
⚫ Reliability Factor (Fr >= 1.0)
⚫ Log (Fr) = - (Zr) (So)
⚫ Zr = Standard Normal Variate for a given reliability
(R%).
⚫ See Table 20.17 in text for Zr values for different
Reliability levels.
 Structural Design
⚫ The objective of the AASHTO method is to
determine a flexible pavement structural
number (SN) adequate to carry the projected
design ESAL.
⚫ It is left to the designer to select the type of
surface used, which can be either asphalt
concrete, a single surface treatment, or a
double surface treatment.
⚫ The design procedure is used for
ESAL>50,000 for the performance period.
Basic Design Equation
 Structural Number (SN)

⚫ SN = F (pavement layer thickness, layer

coefficient, & drainage coefficient)
⚫ Required Inputs (See Fig.20.20 in text
and 16.11 in next slide):
⚫ ESAL
⚫ Reliability
⚫ So
⚫ Effective roadbed (Mr)
⚫ DPSI
Selection of Pavement Thickness
Design
⚫ Once SN is determined, it is necessary
to determine the thickness of various
Layers.
SN = a1 D1 + a2 D2 m2 + a3 D3 m3

ai : Coefficient of layer i
Di : Thickness of layer i
mi : Drainage Modifying Factor for layer i.
General Procedure for Selection
Layer Thickness
General Procedure for Selection
Layer Thickness Cont.
1. Using (E2) as Mr and (Fig. 20.20 or 16.11),
determine SN1 required to protect base. Then
compute thickness of Layer D1 as:

D1 >= SN1/ a1

2. The computed thickness D1 is usually rounded up to

the nearest one-half inch.
3. In addition for purpose of practicality and economy,
certain min. thicknesses are recommended (Table
20.18 in Text and 16.8 in next slide).
4. The rounded value of (D1) will be used in the
preceding calculations as (D1”).
General Procedure for Selection
Layer Thickness Cont.
1. Using (E3) as Mr and (Fig. 20.20 or 16.11) ,
determine (SN2) required to protect the
subbase. Then compute thickness of Layer
D2 as:

D2 >= (SN2 - a1 D1”)/ a2 m2

2. The computed thickness (D2) is also rounded

up to the nearest one-half inch.
3. The rounded value of (D2) will be used in the
preceding calculations as (D2 ”).
General Procedure for Selection
Layer Thickness Cont.
1. Using the roadbed soil (Mr) and (Fig. 20.20
or 16.11), determine SN3 required to protect
the roadbed soil (subgrade). Then compute
thickness of Layer D3 as:

D3 >= (SN3 - a1 D1” – a2 D2” m2 )/ a3 m3

2. The computed thickness (D3 ) is also

rounded up to the nearest one-half inch.
 Example 1 (20.8 in text)
⚫ A flexible pavement for an urban interstate highway.
⚫ ESAL = 2x 106
⚫ It takes about a week for water to be drained from
within the pavement.
⚫ The pavement structure will be exposed to moisture
levels approaching saturation for 30% of time.
⚫ Resilience modulus of asphalt concrete = 450,000 psi.
⚫ Base course: CBR = 100 , Mr = 31,000 psi
⚫ Subbase course: CBR = 22, Mr = 13,500 psi
⚫ Subgrade: CBR = 6
⚫ Determine a suitable pavement structure.
 Example 1/ Solution
⚫ The following assumption are made for an interstate
highway:
⚫ R = 99 (from 80 – 99.9 Table 20.16)
⚫ So = 0.49 ( range 0.4 – 0.5)
⚫ Initial PSI = 4.5
⚫ Terminal PSI = 2.5
⚫ DPSI = 2
⚫ Mr for subgrade = (1500 x 6 )= 9000 psi
⚫ From Figure 20. 17 with Mr = 450,000 psi find a1 = 0.44
⚫ From Fig. 20. 16 with CBR = 100 find a2 = 0.14
⚫ From Fig. 20. 15 with CBR = 22 find a3 = 0.10
⚫ From Table 20.14 find drainage quality = Fair
⚫ From Table 20.15 find mi = 0.80 ( for base and subbase).
 Example 1 Solution
⚫Using E2 as Mr & Fig. 20.20
SN1 = 2.6
D1>= SN1/a1 = 2.6/ 0.44 = 5.9 –in…. use 6 -in.

⚫ Using E3 as Mr & Fig. 20.20

SN2 = 3.8
D2>= [SN2 – (a1 D1”)] / (a2 m2)
D2>= [3.8 – (0.44 * 6)] / (0.14 * 0.80)
D2>= 10.36- in…….. use 12 -in
 Example 1 Solution

⚫ Using subgrade Mr & Fig. 20.20

SN3 = 4.4

D3>= [SN3 – (a1 D1”)- (a2 D2” m2)] / (a3 m3)

D3>= [4.4 – (0.44 * 6) – (0.14* 12* 0.80)]/ (.01 * 0.80)

D3>= 5.25 –in……. use 6 -in
The pavement has a 6-in surface, an 12 -in
base, and a 6 -in subbase.
 Example 2
Given:
⚫ Flexible pavement in Rural interstate highway.
⚫ Design ESAL 3000,000
⚫ Subbase exposed to moisture saturation 5% of time & drainage
quality is Fair.
⚫ Base saturation level 10% of time (Fair drainage quality).
⚫ Mr (HMA) = 420,000 psi …………..(a1 = 0.42 ).
⚫ Mr (base) = 24,000 psi ……………(a2 = 0.13).
⚫ Mr (subbase) = 10,000 psi ……….(a3 = 0.075).
⚫ CBR (Subgrade) = 1.0 …thus Mr =1500 (1) = 1500 psi
⚫ Reliability Level R = 85%
⚫ So = 0.45
⚫ DPSI = 2
⚫ Required: Design the pavement by the AASHTO method
 Example 2 Solution
⚫ Using E2 as Mr & Fig. 20.20
SN1 = 2.45
D1>= SN1/a1 = 2.45/ 0.42 = 5.8 -in use 6 -in.

⚫ Using E3 as Mr & Fig. 20.20

SN2 = 3.5
D2>= [SN2 – (a1 D1”)] / (a2 m2)
D2>= [3.5 – (0.42 * 6)] / (0.13 * 0.95)
D2>= 7.9- in use 8 -in
 Example 2 Solution

⚫ Using subgrade Mr & Fig. 20.20

SN3 = 6.5

D3>= [SN3 – (a1 D1”)- (a2 D2” m2)] / (a3 m3)

D3>= [6.5 – (0.42 * 6) – (0.13* 8* 0.95)]/ (0.075 * 0.90)

D2>= 44.44 -in use 44.5 -in
The pavement has a 6-in surface, an 8 -in base,
and a 44.5 -in subbase.