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Flexible Pavement Design

The document provides guidelines for flexible pavement design in Malaysia. It outlines the key inputs needed for pavement design, including traffic volume data, subgrade strength, and material properties. The design methodology uses vertical strain on the subgrade and horizontal strain at the bottom of the pavement layers as the controlling factors. Design traffic volume is converted to equivalent standard axle loads (ESALs) using load equivalence factors. Example designs are provided for different traffic categories using conceptual pavement structures from tables that specify layer thicknesses based on subgrade strength and traffic levels. Minimum thickness requirements are also noted.

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Wan Syazwan
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66 views35 pages

Flexible Pavement Design

The document provides guidelines for flexible pavement design in Malaysia. It outlines the key inputs needed for pavement design, including traffic volume data, subgrade strength, and material properties. The design methodology uses vertical strain on the subgrade and horizontal strain at the bottom of the pavement layers as the controlling factors. Design traffic volume is converted to equivalent standard axle loads (ESALs) using load equivalence factors. Example designs are provided for different traffic categories using conceptual pavement structures from tables that specify layer thicknesses based on subgrade strength and traffic levels. Minimum thickness requirements are also noted.

Uploaded by

Wan Syazwan
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PPTX, PDF, TXT or read online on Scribd
You are on page 1/ 35

FLEXIBLE PAVEMENT

DESIGN
ATJ 5/85 (Pindaan 2013)

1
Information needed as Input for Pavement Design

2
Pavement Design Methodology (Pg.5 ATJ 2013)
• The design procedures used is based on assumption that
the following two strains are critical to pavement
performance (refer Figure 2.1):
• Vertical strain Z on the top of the sub grade.
• Horizontal strain t at the bottom of the lowest bound
pavement course.
• Vertical Compressive Strain on sub grade is adopted as a
design criterion to control accumulation of permanent
deformation (rutting) of the subgrade.
• Subgrade deformation (strain) is primary a function of sub
grade stiffness and strength, traffic (design load and
Figure 2.1: Typical Flexible Pavement Structure
cumulative traffic volume over design period), and the
thickness and stiffness of the pavement structure above
the subgrade.
• Horizontal Tensile Strain at the bottom of the layer
(bituminous or cement treated material) is used to control
fatigue damage due to repeated traffic load.
• Both of these strain (vertical and horizontal) values are 3
expressed as a function of traffic volume. Figure 2.1a: Vertical strain Z on the top of the sub grade.
• The allowable design strain is that which occurs under a
single pass of an Equivalent Standard Axle Load (ESAL).
• Allowable strain values decreases with increasing traffic
volume. Strain caused by a single pass of the design
wheel load must be smaller for a pavement designed for
high volumes of traffic than for low traffic volumes.
Figure 2.1b: Horizontal strain t at the bottom of the lowest
bound pavement course.
4
Table 2.1: Axle Configuration and Load Equivalent Factors (LEF) based
on Traffic Categories used by HPU

5
6
7
r

8
9
10
11
Figure 2.3: Summary of Materials used in
Pavement Structures in Malaysia
(Page 19-20 ATJ 2013)

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13
14
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EXAMPLE

19
EXAMPLE 1 (page 34 ATJ 2013)

Refer Table 2.2 (Page 10 ATJ 2013)

Refer Table 2.3 (Page 11 ATJ 2013)

20
Step 2: Determine Design Traffic (Traffic Category)

ESALY1 (Base Year) = ADT x 365 x PCV x LEF x L x T


= 1350 x 365 x 16/100 x 3.7 x 1.0 x 1.1
= 0.321 million
Table 2.1: Axle Configuration and Load Equivalent Factors (LEF)
Design Traffic over 20 years; based on Traffic Categories used by HPU (Page 8 ATJ 2013)
ESALDES = ESALY1 x TGF Vehicle Load Equivalent
Factor (LEF)
= 0.321 million x 29.78 HPU Class Designation Class

= 9.56 million
Cars and Taxis C 0
= Traffic Category T3
Small Lorries & Vans CV1 0.1
(2 Axles)

Large Lorries CV2 4.0


(2 to 4 Axles)
Articulated Lorries CV3 4.4
(3 or more Axles)

Buses (2 or 3 Axles) CV4 1.8


Motorcycles MC 0
Commercial Traffic (Mixed) CV% 3.7
*Page 12-13 ATJ 2013
EXAMPLE 1 Traditional Pavement with Granular Base
Figure 3.3: Pavement Structures for Traffic
Category T3: 2.0 to 10.0 million ESALs (80kN)
Table 3.1: Conceptual Outline
of Pavement Structures
Traffic Category
(Based on million
ESALs @ 80kN)
180mm

150mm
CHECK MINIMUM THICKNESS!

Pg.22 ATJ 2013

23
1 2

Traffic Category

Page (27 ATJ 2013)

24
EXAMPLE 2 (page 35 ATJ 2013)

Initial ADT: the average should be based


on a minimum of 3 days, 24 hours per
day. If traffic count covers a time period
of 0600 to 2200 hors, multiply the traffic
count reported by HPU with a factor of
1.2 (page 9 ATJ 2013)

Need to refer Equation (2) page 10


(ATJ 2013) because site specific
distribution of traffic by vehicle type
is available (CV1, CV2, CV3 &
CV4).

Refer Table 2.2 (Page 10 ATJ 2013)

Refer Table 2.3 (Page 11 ATJ 2013)

25
Refer equation page 10
(ATJ 2013)

Table 2.1: Axle Configuration and Load Equivalent Factors (LEF) based
on Traffic Categories used by HPU

Refer page 9 (ATJ 2013)

26
*Page 12-13 ATJ 2013

27
CHECK MINIMUM THICKNESS!

28
Pg.22 ATJ 2013
Combined Thickness of
bituminous Layers = 24 cm

Crushed Aggregate Road Base


+ Sub Base for Sub Grade CBR
(20.1 to 30) = 20 cm + 15 cm

29
Combined Thickness of
bituminous Layers = 24 cm

Crushed Aggregate Road Base


+ Sub Base for Sub Grade CBR
(20.1 to 30) = 20 cm + 15 cm

30
31
EXAMPLE 3 (page 38 ATJ 2013)

OPTION 1: Select from Table 4.1:

• Bituminous Surface Course


(AC 10 or AC 14): 50mm
• Crushed Aggregate Road
Base: 200 mm
• Granular Sub-Base: 150mm

32
CHECK MINIMUM THICKNESS!

33
Pg.22 ATJ 2013
34
35

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