Pavement Design

ROAD ENGINEERING
2019
Presented by:
Dr Estimé Mukandila
 Outline of Presentations
 Aim and Learning outcomes
1. Pavement Materials
2. Pavement design: Introduction and flexible pavement
3. Rigid pavement design
4. Seal design
5. Pavement rehabilitation

2
Pavement design- Aim and Learning outcomes

● Aim :
Pavement Design is the subject area dealing with the
design and analysis of pavements. It is a relatively modern
field of study in engineering. It combines concepts of
materials, vehicles, analysis and evaluation and
management.
● Learning outcomes
To provide the student with the required background
knowledge and reference data to perform basic pavement
design and analysis tasks in practice:

3
2. Pavement design: Introduction and flexible
pavement

4
 Flexible Pavement Materials Outline
 2.1. Introduction to pavement design
2.2. Pavement Design: Flexible Pavement
 2.2.1. The dynamic cone penetrometer (DCP) method
 2.2.2. CBR design method
 2.2.3. AASHTO Method
 2.2.4. TRH4:1996
 2.2.5. Other Methods

5
2.1. Introduction to pavement design
 Pavement design Introduction

● Components of Pavement Design

 Pavement design life
 Function the of the pavement deterioration
 Traffic
 Axles load, traffic growth
 Condition of in-situ material
 Class of the road needed
 Riding quality, Level of Service, Design reliability
 Environment (Climate)
● Characterisation of elastic properties

• Resilient Modulus Test:

– The resilient modulus MR : dynamic test response = the
ratio of the repeated axial deviator stress σd to the
recoverable axial strain ϵa.
• MR = σd/ ϵa
• MR = K1σ3K2 (granular materials)
• MR = K2+K3[K1-(σ1-σ3)] for K1>(σ1-σ3) (fine soils)
• MR = K2+K4[(σ1-σ3)-K1] for K1<(σ1-σ3) (fine soils)
– G1: MR= 400 - 800MPa
– Concrete: MR= 30000MPa
– Asphalt @ 25°C: MR= 3000MPa
– C3: MR= 3000 - 6000MPa
● Characterisation of elastic properties
• Complex (Dynamic) Modulus: E*
– Test for determination of both linear visco-elastic and
elastic properties of pavement
– E*=E’+iE”
• E’= elastic component
• E”= viscous component
• |E*|=(E’2+E”2)2 is the Dynamic modulus
• Modulus of Subgrade Reaction (k)
– Measured in field with Plate-loading test
– k= p/Δ
• (p= unit of load on the plate, Δ=plate deflection )
 Characterisation of elastic properties

• Poissons ratio: μ= ϵH/ϵV

σ
ϵV

ϵH

– Concrete: μ=0.2
– Asphalt: μ=0.44
– Stabilised mat.: μ=0.35
– Natural Mat.: μ=0.44
Mechanistic Design Method (SAMDM)
SAMDM transfert function
Traffic Loading and Equivalent Standard axle load

• Traffic Loading
2m 9.0 t
7.7 t: steering axle
8.0 t: none steering Single axle /Dual Wheels
Single axle /single Wheel

1.35m 18.0 t 1.35m

24.0 t
1.35m
Tandem/Dual Wheels
Tridem /Dual Wheels
Traffic Loading and Equivalent Standard axle load

• Equivalent Standard (80KN) Axle Load (ESA or

E80)
• Load equivalency factor (F)
– Is the number of repetitions of a given axle load
(P) to the equivalent number of E80, in term of
pavement damage.
– F= (P/80)n,
• n= relative damage exponent (n=4 or 4.2)
• Average is base on F=((Plower limit/80)n+(Pupper limit/80)n)/2
 Pavement design methods

1. DCP
2. CBR
3. AASHTO
4. Mechanistic design (TRH4)
5. Other Methods
6. Concrete
Structural Design: Pavement Behaviour

1. Balanced pavements
Gradual decrease in material quality with increasing depth
Avoid strength concentrations
Deep and shallow pavements
Excellent performance from deep, well balanced granular
pavements
Structural Design: Pavement Behaviour

1. Balanced pavements
2. Inverted pavements
Unbound, granular base on lightly cemented subbase
Confinement of unbound base
Prevent moisture ingress
DCP design method

1. Introduction
2. Description
3. Operation
4. Data inputs
5. Automated analysis and outputs
Introduction
Non-destructive testing device
Measures bearing capacity of pavements
by measuring the in-situ shear strength of
pavement layers
Max penetration depth
• 800mm
Used for unbound granular and cemented
layers
• (UCS < 4 MPa)
Operation

3 man operation
Dropping load forces cone to penetrate pavement layers
Record penetration depth after x amount of blows (5)
Data recording to a depth of 800mm
Data inputs

1. Location data
2. Visual condition data
Pavement condition
Estimation of the granular moisture content
3. Base type
4. Design traffic & Road category
5. Design layer thicknesses
6. Penetration depth vs number of blows
Data analysis

1. Shear strength of whole structure

2. Remaining life
3. Determination of true structural layer
thickness
design vs true
4. Pavement design parameters
Strength ( CBR / UCS)
Stiffness (E-values)
Penetration rates (DN)
5. Pavement Balance
Classification of pavements – deep or shallow
DCP Field Curve
DCP curve
• Pavement strength
– DSN800 = Number of blows to
penetrate 800mm
• Layer strength
– DN number (mm/blow) =
Slope of DCP curve
 Minimum requirements of DSN800
values for various moisture regimes

BASE CATEGORY OF ROAD

MOISTURE
PARAMETER COURSE A B C
REGIME
MATERIAL X Y X Y X Y
- M1 350 155 230 110 155 70
DCP
- M2 430 190 290 130 190 90
measurements
- M3 540 240 360 160 240 110
(DSN800)*
- M4 670 300 440 200 300 140
Layer Strength

1. Individual Layer strengths = f(penetration rate /

layer) or DN number
Low penetration rates = strong layers
High penetration rates = weak layers

2. Identification of layers with different strengths

3. Good correlations between shear strength (DN
values) and CBR/UCS and E-values
DCP Layer strength (DN number)

Number of Blows
0 20 40 60 80 100 120 140 160 180
0
L1: DN=2.0 mm/blow
Depth of Penetration (mm)

100
200
300
L2: DN = 5.3 mm/blow
400
500
600
L3: DN = 25.0 mm/blow
700
800
DSN800= 155
900
Layer Strength Diagram (LSD)

Identification of material
thickness of similar strength
DN Num ber (m m /blow )
Quantification of layer 0
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30

strength Layer 1: DN=2mm/blow

100

• DN vs depth 200

–User defined layers

Pavement Depth (mm)

300

–Redefined layers 400 Layer 2: DN =

5.3mm/blow

500

600
Layer 3:
DN = 25mm/blow
700

800
Layer Strength Diagram
Correlations between DN, CBR and
UCS
Design Master Curves
Master curve vs true DN values

DN Num ber (m m /blow )

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
0
Required pen rate
(Master curve)
100
Recorded
pen rate
200
Required DN <
Recorded :
Pavement Depth (mm) 300 Inadequate

400

500 Required DN >

Recorded :
Adequate
600

700

800
Average penetration rates “DN”(DCP penetration Number )

 The simple arithmetic average is not always representative if

the effective penetration rate differs through the layer and
ideally, a weighted average penetration should be determined
 When the top 50 mm of a 150 mm base layer for instance has
a penetration rate of 1.1 mm/blow and the lower 100 mm has a
value of 4.0 mm/blow,
 the simple arithmetic average would be 2.55 mm/blow (1.1
+ 4.0)/2)
 the weighted average would be 3.03 mm/blow
(((1.1*50)+(4.0*100)/150))
 For at TLC 0.7 (DN=2.6)
 DN & DSN
• Dynamic Cone Penetrometer (DCP) Design
method
– DCP Number (DN) = rate of penetration: mm/blow
• Gives indication of insitu shear strength of material
– DCP structure Number (DSN) : function of the
thickness (h) of a layer or zone of material and DN
• DSN= h/DN (number of blow to penetrate a certain
thickness or a considered pavement).
– Pavement DSN= ∑ hi/DNi
 Graphic representation of DCP data
 It is useful to view the DCP data in terms of :
 (DN) as a function of depth, i.e. in specific layers (Strength Profile)
 Number of blows
 DSN800 and DSN450
 A full DCP penetration profile should be obtained to a depth of
800 mm, bearing in mind that the starting reading is seldom
exactly zero.
 The DCP structural numbers (DSN800) is the number of blows
required to reach a depth of 800 mm.
 Typically, when a depth of 800 mm is not attained, the
penetration profile can be extrapolated either based on the last
few readings or using a specified or expected penetration rate.
 Note that recent observations indicated that “DSN450” (i.e. top
450 mm of a LVR) might be very useful, in addition to “DSN800”.
 Percentage DSN800
DSN800=100
layer1 150mm: 30 blows =30% DSN800
layer2 150mm: 25 blows =25% DSN800
layer3 150mm: 20 blows = 20% DSN800
layer4 150mm: 15 blows = 15% DSN800

layer5 200mm: 10 blows = 10% DSN800

Example: Layer 1 stronger then layer 2

 Percentage DSN800 (BNDepth)

 The number of blows of the DCP required to reach a certain

depth for a balanced pavement expressed as % of DSN800 is
the Balance Number (BN) at that depth.

 For example, the BN100 in the figure is the number of blows as

% of the DSN800 required to penetrate to a depth of 100 mm,
i.e. 40 at 12.5% (100/800 = 12.5%)
 What is Pavement Balance?

1. Optimum structure to provide strength in the right areas of

the pavement – contours.
2. Optimum structure to avoid localised stress concentrations,
i.e. each pavement layer is stressed to same level of its max
bearing capacity without overstressing.

 Generally an Optimum / Durable pavement should be well

balanced
 In a Balanced pavement, the strength should decrease
progressively with depth from the surface
 What is Pavement Balance?

B 0 40 70 -70
70
% DSN800
Tickness (mm) x y z t
0 0 0 0 0 40 x
50 6.25 26.63 68.16 0.21 y
150 18.5 55.68 88.11 0.71
300 37.5 76.56 95.1 1.83
z
450 56.25 87.5 97.64 3.85 0 t
600 75.6 94.23 98.97 8.54
750 93.75 99.79 99.793 31.84
800 100 100 100 100

-70
 What is Pavement Balance?

 The pavement balance at any depth can be determined from

the following formula:

 Where: DSN = pavement structure number (%)

 B = parameter defining the standard pavement balance curve (SPBC)
 D = pavement depth (%)
4
0
Standard Pavement Structural Balance
4
1
Well Balanced versus poor Balanced
 Shallow versus Deep Pavements

Shallow Pavement Structure Deep Pavement Structure

 Pavement DCP Classification
 The pavement strength balance curves have been used to develop a
pavement classification system in which any pavement is classified in
terms of the Balance Curve (B) which is the balance curve of the pavement
and the deviation (A) between the SPBC and the measured balance curve
which represents a “goodness of fit” parameter for the pavement. This
deviation from a SPBC represents the state of imbalance in the structure

 B-Value:
 Shallow Pavements: B ≥ 40
 Deep Pavements: 0 ≤ B < 40
 Inverted Pavements: B<0
 A-Value:
 Well Balanced: 0 ≤ A ≤ 1200
 Averagely Balanced: 1200 < A ≤ 3000
 Poorly Balanced: A > 3000
4
4 Pavement DCP Classification

Total area of deviation from SPBC (A)

A-value range and description

A-Value
0 - 1200 1200 - 3000 > 3000
Well Averagely Poorly
B-Value Balanced Balanced Balanced
Best Fit SPBC (B)

> 40 Category I: Category II: Category III:

B-Value range and description

Shallow Well-Balanced Averagely-Balanced Poorly-Balanced

(S) Shallow Shallow Shallow
(WBS) (ABS) (PBS)
0 – 40 Category IV: Category V: Category VI:
Deep (D) Well-Balanced Averagely-Balanced Poorly-Balanced
Deep Deep Deep
(WBD) (ABD) (PBD)
<0 Category VII: Category VIII: Category IX:
Inverted Well-Balanced Averagely-Balanced Poorly-Balanced
(I) Inverted Inverted Inverted
(WBI) (ABI) (PBI)
Pavement Balance Classification and Numbers
Dynamic Cone Penetrometer (DCP)
Design method

Determine layer
Choose pavement contribution in % of
Strength-balance DSN800
PS100
Convert % of DSN800
Determine load for each layer to
sensitivity “n” layer DSN

Determine total
traffic E80 Convert layer DSN to
layer strength
parameter DN,
Determine drainage using layer thickness
condition

Convert layer DN to
Determine DSN800 strength parameters
such as CBR or UCS
Determine if desired.
pavement layer
thickness
Dynamic Cone Penetrometer (DCP)
Design method
DCP Analysis: Pavement strength

1. Total # blows to penetrate 800mm

2. Remaining life (# 80kN axle loads to cause
a 20mm Rut) = f(DSN800)
3. DSN800 = f(material strength,density,
moisture content)
DCP analysis: Pavement Strength
Remaining Life =
f(DSN800) for
various moisture
regimes
through an
empirical equation
 MATERIAL DCP: DNDCP
MATERIAL DCP DERIVED E-
ACCORDING TO (mm/blow)
SPECIFICATIONS VALUES* (MPa)
TRH 14 [25]
G1: Crushed stone 86 - 88 % SD 1,4 - 1,1 780 - 1 000
G2: Crusher run 100 - 102 % 1,8 - 1,4 600 - 780
G3: Crusher run 98 % MOD.AASHTO < 2,0 >535
G4: Natural gravel CBR > 80 < 3,7 > 278
G5: Natural gravel CBR > 45 < 5,7 > 176
G6: Natural gravel CBR > 25 < 9,1 > 107
G7: Natural gravel CBR > 15 < 14 > 68
G8: Natural gravel CBR > 10 < 19 > 50
G9: Natural gravel CBR > 7 < 25 > 37
G10: Natural gravel CBR > 3 < 48 > 18
C3: Cemented
1,5 - 3,0 MPa 1,8 - 0,6 600 - 2000
(stabilised) ravel
C4: Cemented
0,75 - 1,5 MPa 3,4 - 1,8 300 - 600
(stabilised) gravel
DCP analysis: Example calculation

1. Data
DSN800 = 230 – refer to total number of blows from DCP field curve in
example
Wet environment – therefore Cm = 14

2. Calculation of remaining life

Remaining life = Cm * 10-9 * (DSN800)3.5
Remaining life = 14 * 10-9 * (230)3.5
Remaining life = 2.58 million E80s or MISA

If dry environment then

Remaining life = 64 * 10-9 * (230)3.5
Remaining life = 11.81 million E80s or MISA
51
1st Pavement design example

1. Data provided
3 layer pavement
200 mm x G3; 150 mm x G5; 450 mm x G7
Wet environment
Calculate life

2. Calculation
Determine DSN800
From previous table
200 mm / 2.0 mm/blow = 100 blows
150 mm / 5.7 mm/blow = 26 blows
450 mm / 14 mm/blow = 32 blows
Therefore DSN800 = 100 + 26 + 32 = 158 blows
1st Pavement design example

1. Calculation
From previous slide
DSN800 = 100 + 26 + 32 = 158 blows

Remaining life = Cm * 10-9 * (DSN800)3.5

Remaining life = 14 * 10-9 * (158)3.5
Remaining life = 0.50 million E80s or MISA
2nd Pavement design example

1. Data provided
3 layer pavement
Three layers (200 mm; 150 mm; 450 mm)
Wet environment
Design pavement B = 40
Traffic 0.7 MISA
DCP analysis: Pavement Strength
Table indicating the required DN values for the different TRH14
material categories

MATERIAL DCP: DNDCP

MATERIAL DCP DERIVED E-
ACCORDING TO (mm/blow)
SPECIFICATIONS VALUES* (MPa)
TRH 14 [25]
G1: Crushed stone 86 - 88 % SD 1,4 - 1,1 780 - 1 000
G2: Crusher run 100 - 102 % 1,8 - 1,4 600 - 780
G3: Crusher run 98 % MOD.AASHTO < 2,0 >535
G4: Natural gravel CBR > 80 < 3,7 > 278
G5: Natural gravel CBR > 45 < 5,7 > 176
G6: Natural gravel CBR > 25 < 9,1 > 107
G7: Natural gravel CBR > 15 < 14 > 68
G8: Natural gravel CBR > 10 < 19 > 50
G9: Natural gravel CBR > 7 < 25 > 37
G10: Natural gravel CBR > 3 < 48 > 18
C3: Cemented
1,5 - 3,0 MPa 1,8 - 0,6 600 - 2000
(stabilised) ravel
C4: Cemented
0,75 - 1,5 MPa 3,4 - 1,8 300 - 600
(stabilised) gravel
 Standard Pavement Balance Curves

B 40
Traffic 0.7 MISA
Cm 14
DSN 158

thck % thck % cum thck % DSN (B=40) # Cum blows # blows DN Class Mat
L1 200 25% 25% 65% 103 103 1.9 G3
L2 150 19% 44% 83% 131 29 5.3 G5
L3 450 56% 100% 100% 158 27 16.7 G7
total 800
 Pavement design: CBR

● The thickness of different elements is determined by the CBR

value
● Simple but empirical
● Test were performed on a large number of typical base-course,
the average of these test results give CBR at 100%
● Samples of soil from failed and satisfactory pavement were
tested and design curved were developed.
● The thickness value given in the graph are those required above
a material with a certain CBR.
 Pavement design: CBR

Principle of CBR Design Method

-Determine the minimum cover thickness to protect the subgrade or under-layer.
-Use the California Bearing Ratio (CBR) test
If Subgrade CBR = 9.7
Design index function of Traffic
=2
Required cover on top of
subgrade is 7.5 in (190mm)
CBR design method

1. Thickness design curves developed from 12 years of CBR tests

both failed and good performing pavements on California highway system
Curves "A" and "B"
minimum pavement thicknesses for light and medium-heavy traffic
additional curves added by U.S. Army Corps of Engineers
design of flexible airfield pavements
Tire inflation pressure - 400 kPa
Design curves embody assumption of the pavement structure lying on
compacted soils (at least 300 mm of compacted subgrade)
Limitations such as the fact that the CBR test is only performed on the minus
19 mm material is incorporated into this method
 AASHTO Pavement design
• AASHO Flexible Pavement Design
– Introduce the road user pavement failure (PSI) rather than one
based upon strict structural failure (cracking, deformation).
– Design based on:
• Analysis of structural design (layer thicknesses, material type)
• Loading (magnitude and frequency of axles loads)
– Design in function of number of loads (Wt18) required to reach
the minimum serviceability (pt), for a given structure number
(SN) that can be convert to thickness, taking in account regional
factor (R) and soil support value (S) or (CBR).
– Basic equations:
• PSI=pt=5,03-1,91 log (1+SV)-1,38 RD2-0,01 (c+p) ½
• Log Wt18=9.36 log (SN+1)-0.20+(log[(4.2-pt)/(4.2-1.5)]/(0.40 +[1094/
(SN+1)5.19]))+log(1/R)+klogCBR/3
• SN= a1D1 +a2 D2+ a3D3
 AASTHO Pavement design

• Step 1: Develop Equivalent Single Axles Load,

W18:
– Traffic
Vehicle
breakdown of
20 years traffic Vehicle Equivalency W18
vehicles
Factor
598,366,671.30 0.4%Heavy Truck 6.5 16,613,144
1.3%Medium Truck 1 7,667,605
8%Ligth Truck 0.25 12,652,596
90%Automobile 0.0008 430,026
Total W18 3.736.E+07
• Step 2: Develop soil resilient Modulus, MR
– Function of CBR
 AASTHO Pavement design

• Step 2: Develop soil resilient Modulus, MR

– MR=1500*CBR, AASHTO design guide (Heukelom
and Klomp 1962)
– MR=5409*CBR0.71, U.S. Army of Engineers (Green
and Hall 1975)
– MR=3000*CBR0.65, CSIR
– MR=2555*CBR0.64, Transport and Road Research
Laboratory (TRRL)
 AASTHO Pavement design
• Step 2: Develop soil resilient Modulus, MR
– CBR Results
CBR Soaked (%)
Trial Pit
Depth (m) Top Bottom
Number
2.5mm 5.0mm 2.5mm 5.0mm average
TP 1 1.5 – 3.0 14 14 16 17 15.25
TP 2 0.4 – 3.0 10 11 9 10 10
TP 3 0.4 – 3.0 10 11 9 10 10
TP 4 0.0 – 0.6 11 12 13 13 12.25
TP 5 1.0 – 2.7 11 10 11 12 11
TP 6 1.0 – 3.0 12 11 13 14 12.5
TP 7 0.0 – 1.4 12 13 13 14 13
TP 8 0.0 – 1.6 16 16 19 22 18.25
average 12.78
 AASTHO Pavement design

• Step 2: Develop soil resilient Modulus, MR

– Calculation of MR
MR
AASTHO 19,171.88psi
US ARMY 33,020.53psi
CSIR 15,717.88psi
TRRL 13,049.62psi

– Choose one MR: take out outlier, value close to

average: MR=15,717.88 psi
 AASTHO Pavement design
• Step 3: Determine the overall standard deviation, So
– So =0.45
• Step 4 : Select the level of reliability, R and ZR
– R and ZR are taken from table for “Main Road”.

• Step 5: Select design serviceability loss, ΔPSI

– ΔPSI= po-pt

– po 4.1 R 99
– pt 2.6 ZR -2.327
– ΔPSI 1.5
• Step 6: Solve for structural number, SN
– Calculated SN= 5.28

• Step 7: Determine Material Thickness

 AASTHO Pavement design

• Step 6: Solve for structural number, SN

–

– Calculated SN= 5.28

• Step 7: Determine Material Thickness

SN= a1t1+a2t2+a3t3+…+antn
 AASTHO Pavement design

• Step 7: Determine Material Thickness

SN= a1t1+a2t2+a3t3+…+antn

coef. ai [per
cm] thick. ti [cm]
Asphaltic concrete 0.17 2.7
Aggregate Base 0.05 20
cement subbase 0.1 30
Selected Subgrade 0.04 30
subgrade 0.03 15
AASTHO Pavement design
AASTHO Pavement design
 Pavement design: Flexible pavement

• TRH 4 (1996)
– Design Philosophy and Process
– Road category
– Pavement Design
– Design Traffic
– Materials
– Environment
– Practical considerations
– Pavement type selection and structural design
– Cost analysis
Pavement design: Flexible pavement- TRH4

• Design Philosophy and Process

– Service Objective (SO): responsible authority takes 2
decision when there is need of road or improvement.
• The Functional Service Level (FSL) of the road or facility
improvement: functional requirement
– Different to structure requirement
• The Analysis Period (AP) over which the service is
anticipated: usually equal to functional period for which
the road will have to deliver its functional service as
determined by management
– AP made with one or more Structural Design Periods (SDP) each
with its own Life Cycle Strategy (LCS)
Pavement design: Flexible pavement- TRH4
• Design Philosophy and Process (continued)
– Structural Design Period (SDP)
• Period during which it is predicted that no structural
improvements will be required
• This period may well be dictated by performance data
from pavement management systems (rate and quality of
maintenance)
• To selected an “optimum pavement” in terms of Present
Worth of Cost (PWC), is necessary to evaluate the life
cycle strategy of the different pavement structures
Pavement design: Flexible pavement- TRH4

• Design Philosophy and Process (continued)

– Life Cycle Strategy (LCS)
• For any pavement design incorporates the predicted
maintenance and rehabilitation programme for that
pavement based on its anticipated behaviour under the
prevailing conditions (including funding programme)
• Design process, the first step in the life cycle of pavement
(it also dictated the maintenability -frequency and type)
• The LCS considers the overall performance of the
pavement structurally and economically over its SDP or
AP
Pavement design: Flexible pavement- TRH4

– Structural Objective (STO)

• When pavement it design or re-design, the design
should agree with Service objective and the life cycle
strategy.
• The aim is to produce a structurally balance pavement
structure of sufficient bearing capacity under prevailing
environmental conditions to fulfil the need of FSL, LCS,
SDP, SO.
– Pavement design Process (see Table below)
Pavement design: Flexible pavement- TRH4
Pavement design: Flexible pavement- TRH4
Pavement design: Flexible pavement- TRH4
• Bearing Capacity:
– load to be withstand by PVT is the traffic spectrum
– Standard axle load 80kN, legally permissible 88kN
• Selection of Analyse Period
Design Traffic: traffic classes
 Pavement Design : TRH 4
• Converting traffic Loading information to design
E80s
– F=(P/80)n
» F: equivalent factor
» n= relative damage exponent
» F= load equivalency factor
» P=axle load, in kN

– For average F=(Plower limit/80)n+ (Pupper limit/80))n/2

• Find in table 7
– n= 4 but for Pvt sensitive to overloading can exceed, less
sensitive Pvt can be less.
 Pavement Design : TRH 4

• Average Daily E80 (ADE):

– Determined by multiplying the number of axle loads (tj) in each load
group of the entire load spectrum by the relevant equivalency factor
(Fj)
• ADE=∑tj*Fj
– ADE is computed from the annual average daily E80 (AADE)
 Pavement Design : TRH 4

• Projection of traffic loading over the structural

design period.
– Projection to initial base year
• The AADE obtained at a time earlier than the start of the
design period may be projected to the initial design year by
multiplying by a compound growth factor (gx)
– gx= (1+0.01 i)x
» i= growth rate in % of E80s
» X= time in years between determination of axle load data and
start of design period
– AADE initial=AADE*gx
 Pavement Design : TRH 4

• Projection of traffic loading over the structural

design period (continued)
– Computation of cumulative E80s
• Cumulative E80s over a period (e.g. SDP) is calculated from
AADEinitial and E80 growth rate over the period
– E80total= AADEinitial *fy
» Y : structural design period
» fy: cumulative factor
» fy= 365(1+0.01i).[(1+0.01i)y-1]/(0.01i)
– The growth rate fy can vary for different part of the AP
 TRH 4 – Traffic: Example

• Number of vehicle per day per lane

(v.p.d/lane)=200.
• Heavy vehicles = 10% of vpd per lane
• 1.2 E80 per Heavy vehicle
• Grow rate in E80=4% over a design period of 20
years
• Calculated the bearing capacity of the pavement
over 20years.
• Give the traffic class of this pavement
 TRH 4 – Traffic: Solution

• Traffic growth factor for 4% and 20 years (from

table)= 113003
• Thus the bearing capacity =
– 200 X 0.1 X 1.2 X 11 303= 271 272 E80s
– This is between 0.1 and 0.3 million standard axles, so
the pavement class is ES 0.3.
TRH 4 – Environment: Climate Region
 TRH 4 – Environment

• Material depth
 Pavement Design : TRH 4
Structural Design and Pavement selection
 Pavement Design : TRH 4
Preparation of subgrade and selected layers
 Pavement Design : TRH 4
Example of Catalogue
 Pavement Design : TRH 4

• Cost Analysis
– Alternative pavement design should be compared on basis of
Present Worth Of life cycle Costs (PWOC) for decision
making. (optimum design)
– PWOC= C+(M1(1+r)-X1+ …+Mj(1+r)-Xj)-S(1+r)-Z
• C= present cost of initial construction
• Mj= cost of the jth maintenance measure expressed in terms of
current costs
• r= real discount rate
• Xj= number of years from the present to the jth maintenance
measure, with the analysis period (where Xj =1 to Z)
• Z = analysis period
• S= salvage value of pavement at the end of the analysis period
expressed in terms of present values.
Flexible pavement: Example of Design TRH4
• See example in TRH 4
 Others pavement design methods

• Design of Urban areas

• Industrial floor on ground
• Design of airfields
Urban roads design
Pavement catalogue design for low volume in wet regions

Design Traffic Class MESA / Lane over structural design Period

Road Category 0.001 - 0.003 MESA 0.003 - 0.01 MESA 0.01 - 0.03 MESA 0.03 - 0.1MESA 0.1 - 0.3 MESA 0.3 - 0.1MESA Foundation
District and local S
distributors, minor 150CR 80
arterials and 150C 4
collectors, S
industrial roads, 150CR 80
goods-area and
200NG 45
bus routes 150NG 15
S S S 150NG 7
Residential access 100NG 45 125NG 45 125CR 80 NG 3
collectors, car 125C 4 125 C 4 150C 4
parks and lightly S S S
trafficked bus 125NG 80 150NG 80 150 CR 80
routes 125NG 25 150 NG 45
150 NG 25

S1 S S
100NG 80 125NG 80 150NG 80
Local access roads, S1 S1 S1 125NG 25 125NG 25 150 NG 25
loops, -ways, - 100NG 45 100NG 45 100NG 80 150NG 7
courts, -strips and 100NG 15 125NG 15 125NG 15 S1 S NG 3
S
culs de sac 100NG 45 100NG 45 125NG 80
100C 4 125C 4 150 C 4

S: Doubl e s urfa ce trea tment (s ea l or combi na tions of s ea l a nd s l urry)

S1: Si ngl e s ea l
C4: Cemented s tabi l i s ed l a yer wi th unconfi ned compres s i ve s trength (UCS) between 750 kPa a nd 1500 kPa , a nd mi ni mum i ndi rect tens i l e s trength (ITS) of 200 kPa
NG x : Na tura l gra vel cl a s s i fi ca tion a ccordi ng to CBR where "x " i s the mi ni mum requi red CBR
CR x :Crus hed rock cl a s s i fi ca tion a ccordi ng to CBR where "x " i s the mi ni mum requi red CBR
MESA: Mi l l i on Equi va l ent Standa rd Axl es
Mos t l i kel y combi na tions of roa d ca tegory a nd des i gn tra ffi c cl a s s
Paving block Pavement catalogue design for low volume road
including parking areas
Design Traffic Class MESA / Lane over structural design Period
Road Category 0.001 - 0.003 MESA 0.003 - 0.01 MESA 0.01 - 0.03 MESA 0.03 - 0.1MESA 0.1 - 0.3 MESA 0.3 - 0.1MESA Foundation

60S-A S-B
District and local or S-C
distributors, minor 20SND
arterials and 150NG 45
collectors,
industrial roads, 60 S-A S-B
goods-area and or S-C
bus routes 20SND
150C 4

60S-A S-B 60S-A S-B

or S-C or S-C
20SND 20SND
Residential access 100-125 100-150
collectors, car NG45 NG45
parks and lightly
60S-A S-B
trafficked bus 60S-A S-B
or S-C
routes or S-C
20SND
100C 4 20SND
100-150C 4

60S-A S-B
Local access roads, or S-C
loops, -ways, - 20SND 150NG 7
courts, -strips and NG 3
culs de sac

S-A, S-B a nd S-C : s ta nda rd pa vi ng bl ocks s ha pes

SND: Beddi ng s a nd (a s defi ned by Dra ft UTG2)

C4: Cemented s ta bi l i s ed l a yer wi th unconfi ned compres s i ve s trength (UCS) between 750 kPa a nd 1500 kPa , a nd mi ni mum i ndi rect tens i l e s trength (ITS) of 200 kPa
NG x : Na tura l gra vel cl a s s i fi ca ti on a ccordi ng to CBR where "x " i s the mi ni mum requi red CBR
MESA: Mi l l i on Equi va l ent Sta nda rd Axl es
Mos t l i kel y combi na ti ons of roa d ca tegory a nd des i gn tra ffi c cl a s s