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Pavement Design
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What will you learn?
You will learn about types of pavement structure,
asphalt pavement design method, rigid pavementdesign method
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What competency do you want to expect?
Knowledge competency: You will recognize types
of pavement structure, asphalt pavement designmethod, rigid pavement design method.
Skill competency: you are able to bridge
communication between community and
engineering service provider (roadplanner/designer/contractor) in regards with
suitable pavement structure to support
development of community and region according
to cost availability and site condition
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Contents
Types of pavement structures
Asphalt pavement design method
Rigid pavement design method
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Cross section of roman road
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Types of pavement: roman road pavement
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Types of pavement: early modern road pavement
(Tresaguet, Telford, McAdam)
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Types of pavement: early modern road pavement
(Tresaguet, Telford, McAdam)
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Types of pavement: modern road pavement
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Details of rigid pavement joints
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Types of rigid pavement
(b) Jointed reinforced concretepavement (JRCP) (max. length
of 30 m per slab)
(max. length of 6 m per slab)
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Road construction on swamp and wetland area
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Haul road
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Asphalt pavement design method
Load distribution in asphalt pavement
Properties of flexible pavements Design objectives and constraints
AASHTO, 1993 Design Method
Pavement damage
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Load distribution in asphalt pavement
Asphalt pav. is designed to provide sufficient
thickness to distribute the applied load with
depth
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Properties of flexible pavements
Fast Deterioration with Time
Repeated Loads Variable Load Configuration
Variable Load Magnitude
Variable Tyre Pressure
Traffic Growth
Change of Material Properties with Environmental Conditions
Change of Subgrade Properties with Distance
Channelized Traffic Load
Multi-Layer System
Unconventional Failure Definition
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Design objectives
The objectives of pavement design can be listed as
follow Maximum economy, safety, and serviceability over
the design period
Maximum or adequate load-carrying capacity in
terms of load magnitude and repetitions Minimum or limited deteriorations over the design
period
Minimum or limited noise or air pollution during
construction Minimum or limited disruption of adjoining land use
Maximum or good aesthetics
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The constraints
The pavement designer typically faces several economic,
physical, and technical design constraints such as, Availability of time and fund for design and construction
Minimum allowable level of serviceability before rehabilitation
Availability of materials
Minimum and maximum layer thickness
Capabilities of construction and maintenance personnel andequipment
Testing capabilities
Capabilities of structural and economic models available
Quality and extent of the design data available
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AASHTO, 1993 Design Method
Equivalent Single Axle Load (ESAL)
Design Procedure
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Equivalent Single Axle Load (ESAL)
Traffic loads applied on the pavement surface range from light passenger cars to heavytrucks. To design a pavement section the damage caused by all axle loads that will be
applied on the pavement during its designed life has to be considered. Different magnitudes and different numbers of repetitions are converted to an equivalent
number of repetitions of a standard axle load that causes the same damage to thepavement. A standard axle load was selected as 18000 Lb (80 kN) applied on a singleaxle with a dual wheel at each end.
The ESAL is the equivalent number of repetitions of the 18-kip (80 kN) standard axleload that causes the same damage to the pavement caused by one-pass of the axle
load in question. Equivalent Axle Load Factors (EALF) to relate the damage caused by different load
magnitudes and axle configurations to the standard axle load as shown in Equationbelow
where Wt18 is the number of 18-kip (80-kN) single-axle load applications to time t(failure) and Wtx is the number of x-axle load applications to time t (failure).
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Equivalent Axle Load Factors, Single axles
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Equivalent Axle Load Factors, tandem axles
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Equivalent Axle Load Factors, triple axles
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Equations to calculate pavement thickness
Lx is the load in kips on one single axle, one set of tandem axles, or
one set of triple axles;
L2 is the axle code (1 for single, 2 for tandem axles, and 3 for tripleaxles);
pt is the terminal serviceability index
b18 is the value of bx when Lx is equal to 18 and L2 is equal to one.
SN is the structural numbers, which is an index that combines theeffect of material properties, layer thicknesses and drainage quality
ESAL at first day and cumulatif ESAL during design
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ESAL at first day and cumulatif ESAL during design
life
ESAL at first day may be calculated as follow
Cumulatif ESAL during design life can be calculated as follow
where
Ni is the number of repetitions of axle group i,
EALFi is the equivalency factor for axle group
m is number of axle groups
n is the designed life of the pavement in years i is the expected annual traffic growth rate.
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Since the EALFs are not very sensitive to SN, a SN value of 5 maybe assumed in most cases. Unless the design thickness issignificantly different, no iterations will be needed
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Design Procedure
Step 1 Reliability
Step 2
Overall Standard Deviation Step 3 Cumulative Equivalent Single Axle Load
Step 4 Effective Roadbed Soil Resilient Modulus
Step 5 Resilient Moduli of Pavement Layers
Step 6 Serviceability Loss
Step 7
Structural Numbers
Step 8 Structural Layer Coefficients
Step 9 Drainage Coefficients
Step 10 Layer Thicknesses
Step 11
Freeze or Thaw and Swelling (additional) Step 12 Life-Cycle Cost (additional)
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Step 1 Reliability
A reliability level (R) is selected depending on the
functional classification of the road and whether theroad is in urban or rural area. The reliability is thechance that pavement will last for the design period
without failure. A larger reliability value will ensure
better performance, but it will require larger layerthicknesses.
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Step 2 Overall Standard Deviation
The overall standard deviation So takes into
consideration the variability of all input data. The1993 design guide recommends an approximaterange of 0.4 to 0.5 for flexile pavements
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Step 3 Cumulative Equivalent Single Axle Load
In this step, the designer assumes a designed life, typically in the range of 10
to 20 years. The cumulative expected 18-kip (80-kN) ESAL (W18) during the
designed life in the design lane is then determined as discussed earlier. If thecumulative two-directional 18-kip ESAL is known, the designer must factor
the design traffic by directions by multiplying by the directional distribution
factor (D) to get the ESAL in the predominate direction. For example, if the
traffic split during the peak hour is 70 30%, D is taken as 0.7.
To get the ESAL in the design (right) lane, the design traffic in the
predominant direction is multiplied by the lane distribution factor (L)
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Step 4 Effective Roadbed Soil Resilient Modulus
Worksheet for
estimating effectiveroadbed soil resilient
modulus
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Step 5 Resilient Moduli of Pavement Layers
The resilient moduli MR of the surface, base,
and subbase layers are either determined usinglaboratory testing or estimated using previouslydeveloped correlations
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Step 6 Serviceability Loss
The serviceability loss is the difference between the
initial serviceability index (po) and the terminalserviceability index (pt). The typical Po value for anew pavement is 4.6 or 4.5. The recommended
values of pt are 3.0, 2.5 or 2.0 for major roads,
intermediate roads and secondary roads,respectively
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Step 7 Structural Numbers
The required structural number above the
subgrade (SN3) is determined using followingequation (that also can be described using thefigure).
Figure 8.22
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Step 8 Structural Layer Coefficients
The structural layer coefficient is a measure of the relativeability of a unit thickness of a given material to function as astructural component of the pavement.
Three structural layer coefficients (a1, a2 and a3) are requiredfor the surface, base and subbase, respectively.
Chart for estimating structural
layer
coefficient of dense-graded
asphalt concrete based on
the elastic (resilient) modulus
(a1)
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Chart for estimating structural
layercoefficient of base course (a2)
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Chart for estimating structural layer coefficient of sub
base (a3)
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Step 9 Drainage Coefficients
Drainage coefficients are measures of the quality of
drainage and the availability of moistures in thegranular base and subbase
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Step 10 Layer Thicknesses
Minimum Thickness (in.) (AASHTO, 1993)
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Sample Problem 1
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Solution
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Solution (continued)
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Solution (continued)
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Rigid pavement design method
Characteristics and Load Transmission of
Rigid Pavements Considerations for Structural Design of
Rigid Pavement
Computation of Design Traffic Loading
Material Properties for Design of Rigid
AASHTO Procedure for Thickness Design of
Concrete Pavement
Reinforcement Design of Rigid Pavement
Joints and Load Transfer Design
Characteristics and Load Transmission of Rigid
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Characteristics and Load Transmission of Rigid
Pavements
The rigid pavement relies on rigid slab action anddesigned to spread the load over a large area
Considerations for Structural Design of Rigid
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Considerations for Structural Design of Rigid
Pavement
(a) Determination of soil properties, design traffic
loadings and environmental parameters
(b) Selection of materials for various pavement layers
(c) Structural thickness design of pavement layers
(d) Drainage design for the pavement system(e) Safety and geometric design
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Computation of Design Traffic Loading
The computation of design traffic loading involves the followingsteps:
(a) Estimation of the initial year traffic volume and composition
(b) Estimation of the annual traffic growth rate by vehicle type
(c) Estimation of directional split of design traffic
(d) Estimation of design lane traffic
(e) Estimation of the magnitudes of wheel loads by vehicle type(f) Computation of the number of applications of wheel loads in
the design lane
Information concerning (a) and (b) can be obtained fromtraffic survey and forecast based on historical trends orprediction using transportation models.
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Computation of Design Traffic Loading
Directional Split and Design Lane Traffic Loading
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Computation of Design Traffic Loading
Traffic Loading Computation:
Structural analysis and design of pavement requires the knowledge
of (a) the magnitudes of axle loads in the design traffic, and (b) thenumber of times each of these loads will be applied on the design
lane during the design life of the pavement.
Two forms of field survey are required to obtain the required
information from similar highway type within the same region.
First, traffic count surveys must be conducted to determine thenumber of vehicle types in the design traffic. For pavement design, it
is necessary to classify vehicles by size and axle configuration, such
as cars, buses, single-unit trucks, and different types of multiple-unit
trucks.
Second, a survey to measure the axle or wheel loads of each vehicle
type. Such axle or wheel load survey can be performed at weighingstations or using weigh-in-motion devices. Data collected from the
two forms of survey enable one to compute the number of
repetitions by axle type
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Vehicle Classification for Pavement Design
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Example of Axle Load Data for Pavement Design
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ESAL factor in rigid pavement design
AASHTO Load Equivalency Factors for Rigid Pavements Based on
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q y g
Terminal Serviceability Index of 2.5 for Tandem Axles and pt of 2.5
AASHTO Load Equivalency Factors for Rigid Pavements Based on
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q y g
Terminal Serviceability Index of 2.5 for Tandem Axles and pt of 2.5
AASHTO Load Equivalency Factors for Rigid Pavements Based on Terminal
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AASHTO Load Equivalency Factors for Rigid Pavements Based on Terminal
Serviceability Index of 2.5Triple Axles (i.e., Tridem Axles) and pt of 2.5
AASHTO Load Equivalency Factors for Rigid Pavements Based on Terminal
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AASHTO Load Equivalency Factors for Rigid Pavements Based on Terminal
Serviceability Index of 2.5Triple Axles (i.e., Tridem Axles) and pt of 2.5
S l bl 2
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Sample problem 2
S l bl 3
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Sample problem 3
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F l f C i T l D i L di
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Formula for Computing Total Design Loading
S l bl 4
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Sample problem 4
M i l P i f D i f Ri id P
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Material Properties for Design of Rigid Pavement
roce ure or c ness es gnof Concrete Pavement: Procedure
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of Concrete Pavement: Procedure
Reliability
Pavement Material Properties Load Transfer Coefficient
Drainage Coefficient
Slab Thickness Requirement
Reliability
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Reliability
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Chart for estimating composite k
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Chart for estimating composite k
Chart for k as a function of bedrock depth
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Chart for k as a function of bedrock depth
Ch t f ti ti l ti d t i id t
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Chart for estimating relative damage to rigid pavements
Correction of effective modulus of subgrade reaction for
t ti l l f bb t
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potential loss of subbase support
Values for Loss of Support Factor LS
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Values for Loss of Support Factor LS
Sample problem 5 and 6
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Sample problem 5 and 6
Sample problem 5
Sample problem 6
Load Transfer Coefficient
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Load Transfer Coefficient
Drainage Coefficient
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Drainage Coefficient
Slab Thickness Requirement and sample problem 7
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Slab Thickness Requirement and sample problem 7
Sample problem 7
Rigid pavement thickness design chart
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Rigid pavement thickness design chart
Reinforcement Design of Rigid Pavement
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Reinforcement Design of Rigid Pavement
Reinforcement Design for JRCP
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Reinforcement Design for JRCP
Sample problem 8
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Sample problem 8