The document discusses the components and design of asphalt and concrete pavements, including the surface, binder, base, and subgrade layers. It presents methods for determining traffic volumes as equivalent single axle loads and calculating the structural number to design layer thicknesses based on reliability, subgrade strength, and other factors. Formulas are provided to predict pavement performance and design life based on traffic and material properties.
The document discusses the components and design of asphalt and concrete pavements, including the surface, binder, base, and subgrade layers. It presents methods for determining traffic volumes as equivalent single axle loads and calculating the structural number to design layer thicknesses based on reliability, subgrade strength, and other factors. Formulas are provided to predict pavement performance and design life based on traffic and material properties.
The document discusses the components and design of asphalt and concrete pavements, including the surface, binder, base, and subgrade layers. It presents methods for determining traffic volumes as equivalent single axle loads and calculating the structural number to design layer thicknesses based on reliability, subgrade strength, and other factors. Formulas are provided to predict pavement performance and design life based on traffic and material properties.
The document discusses the components and design of asphalt and concrete pavements, including the surface, binder, base, and subgrade layers. It presents methods for determining traffic volumes as equivalent single axle loads and calculating the structural number to design layer thicknesses based on reliability, subgrade strength, and other factors. Formulas are provided to predict pavement performance and design life based on traffic and material properties.
Mechanical Stabilized Base Course Course Aggregate
Sub-base Course Crushed Rock
Subgrade t=100cm Pavement Structure
Pavement Structure • Traffic Load (W18)
•Design CBR on Subgrade
Equivalent Single Axle Load
The damage caused by a particular
load is roughly related to load by a power of four(4)
Axle Load Load Equivalency
Factor 18 kilo pound (8.1 ton) 1.000 Ｐ (ton) （Ｐ／ 8.1 ） 4 Equivalent Single Axle Load
Weight 2.3t ESAL 0.0008 LEF ＝ （Ｐ／ 8.1 ） 4 Front 1.15t Rear 1.15t N ＝ （ 1.15 ／ N ＝ （ 1.15 ／ ＝ 4 0.0004 8.1＝） 0.0004 4 8.1 ） Equivalent Single Axle Load
Weight 12.4t ESAL 1.0137
LEF ＝ （Ｐ／ 8.1 ）
Front 4.46t 4 Rear 7.94t N ＝ （ 4.46 ／ 8.1 ）N ＝ （ 7.94 ／ 8.1 ） 4 ＝ 0.0922 4 ＝ 0.9214 Equivalent Single Axle Load Equivalent Single Axle Load
Weight Front Rear 1 Rear 2
20 22 25 28 30 CBR Test Subgrade design
Survey point 2.5mm Load
CBR= Standard 2.5mm Load CBR Test Subgrade design Field CBR Test Survey Design formula
Log10(W18)=ZR x SO + 9.36 x Log10(SN+1)
-0.20+
+2.32 x log10(MR)-8.07 Design formula Where W18 ＝ Predicted number of 18-kip equivalent Single axle load applications,
ZR ＝ Standard normal deviate,
SO ＝ Combined standard error of the traffic
Prediction and performance prediction △PSI ＝ difference between the initial design serviceability index, Po, and the design Design formula SN is equal to the structural number indicative of the total pavement thickness required:
SN ＝ alDl ＋ a2D2m2 ＋ a3D3m3,
Where
ai ＝ ith1ayer coefficient, Di ＝ ith layer thickness （ inches ） ,and mi ＝ ith layer drainage coefficient. Course Thickness Dn
D1 : Surface Course Thickness
D2 : Base Course Thickness D3 : Sub-base Course Thickness
W18 ＝ DD x DL x 18, Where DD ＝ a directional distribution factor, expressed as a ratio, that accounts for the distribution of ESAL units by direction, e.g., east-west, north-South, etc., DL ＝ a lane distribution factor, expressed as a ratio, that accounts for distribution of traffic when two or more lanes are available in one direction, and 18 ＝ the cumulative two-directiona1 18-kip ESAL units predicted for a specific section of highway during the analysis period （ from the planning group ） . Traffic volume
Although the DD factor is generally 0.5 （ 50per-
cent ） for most roadways, there are instances Where more be moving in one direction than the other. Thus, the side with heavier vehicles should be designed for a greater number of ESAL units. Experience has shown that DD may vary from 0.3 to 0.7, depending on which direction is “loaded” and which is “unloaded.” For the DL factor, the fo1lowing table may be used as a guide: DL factor
Number of Lanes Percent of 18-kip ESAL in
in Each Direction Design Lane 1 100 2 80-100 90 3 60-80 4 50-75 Reliability Suggested Levels of Reliability for Various Functional Classifications Recommended Level of Reliability Functional Classifications Urban Rural Interstate and Other Freeways 85-99.9 80-99.9 Principal Arterials 80-99 75-95 Collectors 80-95 75-95 Local 50-80 50-80 NOTE: Results based on a survey of the AASHTO Pavement Design Task Force. Standard Normal Deviate
Standard Normal Deviate (ZR) Values Corresponding to
Selected Levels of Reliability Reliability, R(percent) Standard Normal Deviate, ZR 70 -0.524 75 -0.674 80 -0.841 85 -1.037 90 -1.282 91 -1.340 Serviceability Range 0: impossible road Range 5: perfect road. Terminal Serviceability Percent of People Level Stating Unacceptable 3.0 12 2.5 55 2.0 85 △PSI = Po-Pt =1.7 Po ： initial serviceability index 4.2 Pt : terminal serviceability index 2.5 Subgrade
