PAVEMENT DESIGN REPORT 1.0 INTRODUCTION This report outlines the design process for the pavements for Project R803, The Global Village and the conclusions and recommendations developed from the process. The Global Village will be developed in two phases. Construction of Phase 2 is planned immediately after Phase 7 is completed, The pavement design wil account for tratfic from both phases operating. The project location plan is shown in figure A variety of pavements with varying traffic use are required for the site. The following pavernents have been identified: * Temporary entry ond exit ramps ftom the Emirates Road (311). Ramps identified as femporcry have been designed for a § year life on the basis that an interchange will be constructed in future: Permanent entry and exit roads Large bus parking area and access roads Circulating roads serving car parking areas Circulating Roads serving car parking areas, garbage trucks and pavilion and restaurant service vehicles * Circulating road for shuttle buses and garbage trucks + Intemal pavements for vehicles serving the pavilion, restaurant and fun park areas + Fun park area pavement Three stages of use of the pavements have been identified: * Stage 1 affer construction when traffic delivers materials for erection of pavilion, bathrooms restaurants and fun park structures * Stage 2. after erection of structures, when traffic will deliver the materials and stock for furnishing of the pavilions, and restaurants * Stage 3, the operational stage, when traffic will service the various areas on site and the fun park equipment will apply live loading to the pavement.' 2.0 GEOTECHNICAL INVESTIGATION The geoiechnical investigation for R803 has been completed. Refer to Appendix | for a copy of the reporl. Nine test pits were excavated fo Getermine insitu material properties. 2.1 Ground Water Ground water was not found in the test pits excavated to 2 metres depth. 2.2 Materials and Classification The nine test pits revealed materials that range from slightly silty to silty sands with geotechnical classification for the materials of A-2 and A-3, ‘The materials encountered were non-plastic. 23 Natural Moisture Content Natural moisture content, at 0.6 metres depth, ranged from 1.1 to 4.2%, 2.4 Dry Density - Moisture Content Relationship For samples token at 0.5 metres depth, the maximum dry density was determined as 1.70 to 1.75 tonne/m® at optimum water contents for compaction ranging from 15 to 19%. These results indicate that when wet compaction is specified significant addition of water to the insitu materials will be required to comply with compattion to Contract Specification requirements. 2.5 California Bearing Ratio CBR% for samples from 0.6 metres depth and compacted to 95% of maximum dry density and sooked for 4 days is in the range 10 to 37% with an average of 17%. The Dubai Municipality General Specifications refer to two subgrade materials * Suitable material for earthworks that has a minimurn CBR value of 18% * Subgrade improvement material that has a minimum CBR value of 30% SweThe project Particular Specifications have permitted fill material of minimum CBR 8% to 0.5 m below subgrade level and minimum CBR 16% for the top 0.5 m of subgrade. These values will ensure the tight programme for earthwork construction is relatively easily achieved. Variations in subgrade strength can be expected due to the difference between the design subgrade levels, the level of the material sourced for the CBR tests and the difference between laboratory and field conditions. Laboratory CBR tests are determined in a confined mould with a high sttength base. During construction the materials are not confined to the sane extent nor do they have the high strength base of the mould. Lower CBR values may be expected in construction, it is assumed that the material thot will be used for embankment and subgrade construction will have a compacted CER value that Iles between 8% aind 20% with better material reserved for the top 0.5 metre of pavement subgrade and formation areas. The AASHTO pavement design methodology requires that a single layer subgrade strength is selected. The subgrade depth that has an influence ‘on pavement behaviour will be greater than one or two 180 mm thick layers of subgrade Improvement material. The suitable fill material will also influence subgrade strength and pavement behaviour. The actual subgrade strength will be a combination of the strengths of the materials used for suitable fill and/or subgrade improvement. On the basis of the range of CBR values Cetermined in the laboratory (10% to 37%), the General Specifications (CBR 18%) and allowing for some variation in material sirength found on site, an assumed design CBR of 18% has been selected. The drawings will detail the pavement subgrade requirements where existing materials encountered in cut or used for filing have CBR values of less than 15% within 0.8 m of subgrade or formation level or less than 8% below this level. Refer to Figure PR:3:_ * Sullable material for earthworks that has a minimum CBR value of 8% Is shown at levels greater than 0.5 metre from subgrade or formation level. * Suitatle material for earthworks that has a minimurn CBR value of 15% is shown for the top 0.5 metre of subgrade or formation layer. * If the materials on site used for fill or encountered in cut provide a compacted strength of between CBR 10 and 15% for the top 0.8 metre of subgrade or formation then it will be necessary fo use a 180 mm thick subgrade improvement layer of CBR 30% minimum (e.g. subbase aggregate). The material strength and determination of whethersubgrade improvement material is requied will need to be checked and advised by the Engineer on site during construction. In the situation that materials of less than CBR 10% are encountered in the top 0.8 metre of subgrade or formation a thicker layer of subgrade improvement material (800 mm or greater) will be used to provide an equivalent subgrade strength of minimum CBR 15%, The decision on the thickness of the subgrade Improvernent layer will need to be mace on site by the Engineer. 3.0 TRAFFIC 3.1 Traffic Volumes Forecasted design traffic volumes for Phase 1 of the Global Village are presented in the report Project R803, Dubal Global Village Grounds and Access, Preliminary Traffic Assessment. Traffic data from the existing Global Village in Garhoud was obtained. Traffic and parking estimation for the new Global Village was carried out using hwo methods: + Method 1 - Comparison of the Pavilion Areas * Method 2 - Trio Generation and Parking Rates Manual Both methods yielded similar results for the in bound peak hour volume, 6200 vehicles per hour. This figure was selected for the peak in and out bound voiume. The two methods yielded different results for the parking requirements. The highest figure was faken. A summary of the traffic assessment results Is: * Peak hour in and out bound voiume fer Phase 1 6,200 vehicles + Total peak hour volume in and out 12,400 vehicles * Percent of peak hour volume from daily volume 15% * Dally in and out bound volume for Phase 1 41,333 vehicles * Total daily volume in and out 82,666 vehicles e Parking requirement for Phase 1 18,000 spaces It is assumed that the site Is fully developed when Phase 1 and 2 are constructed and no further traffic growth occurs throughout the design lite apart from heavy vehicles arriving for the purpose of reconstructing pavilions. The pavement design must allow for both Phase 1 and Phase 2traffic. Phase 1 traffic is 65% of the tofal traffic. A summary for Phase 1 and Phase 2 is: * Peak hour in and out bound volume 9840 vehicles * Total peak hour volume in and out 19,080 vehicles + Percent of peak hour volume from daily volume 15% + Daily in and out bound volume 63,600 vehicles + Total daily volume in and out 127,200 vehicles © Parking requirement 27,700 spaces 3.2 Heavy Vehicle Assessment Heavy vehicles are usually the dominant loading for pavement design. The assessnent of heavy vehicle numbers for the various roadways will vary depending on the area the roadway serves and the period of time considered in the pavements life. A conventional heavy vehicle assessment used for highway design, estimating the percentage of heavy vehicles and classification in the total traffic stream, is not appropriate for this site. Area specific heavy vehicle assessment is required. For some pavernents such as car parking access roads the dominant vehicles influencing pavement design will be coms. A synopsis of the area specific predicted vehicle usage Is as follows: * It ls assumed that construction traffic for the pavement platforms will not be loading the pavements themselves and that separate contractor access points will be used, different #o the design main access roads from Emirates Road + Initially the finished pavements will be exposed to trucks delivering materials for pavilion construction and fun park equipment establishment. * After establishment of the above ground pavilion structures the heavy vehicle usage will be trucks delivering equipment for the pavilion displays. + Affer establishment and provisioning of pavilion structures the heavy vehicle use for the remaining pavement design life will be service vehicles and the occasional truck during periods where structures are alteted, moved or refurbished * Some pavement areas, such as car parks and their access roads, may only be exposed to light vehicles and very rarely used by a heavy vehicle. * Other pavements in the fun park orea may be exposed to repeat loading from equipment wheels or supports resting on the pavement surface. * The shuttle bus ting road will have a consistent loading of one vehicle type.«Large buses will park in c dedicated bus park crea. « The main access routes will cater for a variety of vehicles with destinations within The Global Village. * Sewage removal trucks will access the dedicated area for the holding tonk * Cars, taxis and mini ouses are predicted in sufficient numbers to warrant inclusion in the pavement ESAL determination. DCOL has had to make estimates to establish design figures for the heavy vehicle loads, the various vehicle type numbers expected, at various stages in the pavernents life. The estimates are as follows: * In pavilion and washroom areas, during construction average 10 trucks required per building, number of buildings is 130 in Phase 7 and 80 in Phase 2. * Assume 30 pavilions get modified/relocated during the 20-year design life and § trucks per pavilion are required, * During furnishing of pavilion areas assume & light tucks per building * During operation assume service vehicle at 1 per day per pavilion. * Restaurant areas assume 4 trucks per restaurant, 65 restaurants during construction. © Assume for furnishing 4 light trucks per restaurant. * Service vehicles for 65 food outlets, average 4 vehicies per outlet per day, but one vehicle assumed to serve outlets. + At the fun park assume 1 truck per m? plan arec for establishment of equioment. = Assume the equipment applies the equivalent of 1 standard axle per minute for 8 hours, 8 months and 20 years (at any location), + Shutile buses operating, 20 minutes per lap, 4 buses is equivalent to 12 per hour passing a point for 8 hours per day. + Buses arriving peak hour 28 buses, equivatent to 18% of daily tratfic, gives 185 per day. * Cars, taxis and mini buses, 63,600 design vehicles. Assume mini bus is 1% of fotal. The above assumptions are based on no vehicle wander occurring. Vehicle wander is the geographic tracking of vehicles from a single wheel path. Assuming no wander is a conservative approach due to the geographic spread of buildings, equigment and parking. However, It is likely that there will be areas in the pavement near entrance points where vehicles are confined io a narrow wheel track, therefore for the purposes of pavement design it is appropriate to take the conservative approach of assuming no wander.4.0 ESTIMATE OF ESALS The following parameters were used in the estimation of design ESALs: + The Global Village operates for 8 months of the year + No growth in the traffic (foods operating at capacity from opening) Axle types assumed in the generation of ESALs are: + Tandem rear axle with dual tyres (e.g. on 3 axle truck) + Single rear axle with dual tyres (.g. on c heavy 2 axie tuck, bus or shuttle bus) + Single rear axle with single tyres (e.g. on a light 2 axle truck, mini bus, van or ca) + Single front axle with single tyres (a steering axle for all vehicles) Multi axle vehicles have not been assumed for the pavilion, bathroom and restaurant construction periods because fandem rear axle trucks generally give higher ESAL numbers overall. The axle loads assumed are as follows: «Pavilion, restaurant and fun park establishment trucks 12 tonne tandem rear, dual tyre axles, and 4 tonne steering axle + Sewage and garbage collection trucks, 13 tonne tandem rear, dual tyre axles, and 4 tonne steering axie * Pavilion and restaurant initial furnishing trucks 7 tonne single rear, dual tyre axle, and 4 tonne steering axle * Pavilion and restaurant operational servicing trucks 2 tonne single rear, single tyre axle, and 2 tonne steering axle Fun park equipment operational loads equivalent to 1 ESAL Shuttle buses 3 tonne single rear, dual tyre axle and 2 tonne steering oxle * Large buses 5 tonne single rear, dual tyre axle and 3 tonne steering axle * Mini buses 1.5 tonne single rear, single tyre axle, and 1.5 tonne steering axle * Cars 0.75 tonne single rear, single tyre axle, and 0.75 tonne steering oxle Equivalent Single Axie Load Factors are determined by using fwo methods: « Method 1 - A power factor of four applied to the ratio of assumed axle load divided by the standard load to give one ESAL for eachaxle type. This is an appropriate factor for empirical design methods «Method 2 - For the tandem rear and single rear axles with dual tyres the axle load factor is taken from Table D.4 and D.$ of Appendix D in the AASHTO Guide for Design of Pavement Structures. An estimate of pavement sttuctural number is made to determine the axle load factor. For single rear and front axles with single tyres the fourth power method is used because these axle types are not represented in Appendix D of the AASHTO Guide. The full list of design ESALs generated for all pavernent sections using the iwo methods described above §s included in Appendix 2, The highest figure for each area generated by the methods has been used for design. 5.0 PAVEMENT DESIGN Two generic types of pavement will be used in The Global Village: + Asphaltic concrete surfaced pavement + Concrete paving block surfaced pavement The asphaitic concrete surfaced pavement section layers were designed using the AASHTO pavement design procedure. Design parameters (@ctual and assumed) associated with the AASHTO design procedure are shown in Table 6.1, AASHTO pavement designs and supporting data used in the selection of design parameters are included in Appendix 2. Table 5.1 - Pavement Design Parameters layer Modulus | Material | Drainage (psi) Coeficient | Coefficient ‘AC Wearing Course 450,000) 0.44 - AC Binder Course 450,000 0.44 = | AC Base Course 450,000 0.44 = Wei-mix Macadam Road Base |" 30,000 0.14 1.2 30% CBR Subbose 15,000 o 1.2 15% CBR Subgrade 12,500 = I < Parameter Value Selected Initial Design Serviceability, Po 42 Design Terminal Serviceabllity Index, Pr I 25 Standard Normal Deviation, “1.645 Combined Standard Error, So 0.45 “ayA drainage coefficient of 1.2 has been assumed based on the particle size distibution of the Insitu subgrade material ond the anticipated percentage of time the granular pavement matericis will be wet. A concrete paving block pavement has been selected for the access ways between the pavilions, This pavement will readily allow patterned walkways to be created. The pavement from_ ihe gsphattic concrete surfaced “arees taf the pavillons wil be constructed | onby | layer 0 mm thick paving blocks) is considered to be equivalent to a | cement ireated base with an unconfined compressive strength of 7 MPa and a structural coefficient of 0.25, To avoid having too many pavement types and to maintain construction expediency the ESAL determination for the various pavement areas has been grouped into the types shown in Taole 6.2: Table 5.2 - Pavement Area Grouping Pavement Area Generated Pavement ESALs Type. Fun Park 2,308,000. Type 1 Long Term Main Access from Abu Dhabi 376,000 Type 2a Long Term Main Access from Dubai 326,000. and 2b Sewage Tank Road 290,000 Bus Park 252,000 Car Parking Roads and Pavilion Areas 199,000 with Garbage Truck and Service Vehicles Car Parking Roads without heavy vehicle. 143,000 Type 3 Temporary Access from Adu Dhabi 98,000. Temporary Access from Dubai 82,000 Shuttle Road 75,000. Pavilion Areas without heavy vehicles 44,000 Type 4a, and 4p Restaurant Areas without heavy vehicles 10,600 Type 4a and 4b Table §.3 summarizes the design pavement layers for each pavement type and design ESALs. Appendix 2 contains the pavement cesign details, LA| | | Table §.3 - Pavement Sections | | . Ne X s Type | Type Type | Type | Pavementlayers | Type} | "Ze ye | pes] uy iS 1] AC. Wearing Cais 45 40 : 50 40 21 AC, Base Course 0. 0) zi : 0 5 3] Concrete Paving Block c i fy : : oo 4| Bedding Sand = 20 - : 20. | Wet-mixMacadam | 160 [130 | 130_| 130 - 7 6] Read Base iz : 7 : 150 760 Aggregate 7 | 20% CBR Subbase. 160 {150 180 150 = - Total Thickness 40mm | 380mm | 380mm | 330mm | 250mm | 260mm. Design ESAls 2.5x10° | 376,000 | 108,080 | 143,000 | 44,000 | 44,000 A summary of the pavement areas associated with each pavement type 's as follows: + Type 1 - Fun Park equipment foundation areas. + Type 28 Long term main access roads and ramps from Dubai and bu Dhabi, sewage tank road, large bus parking area and car parking toads that will provide access for service vehicles and garbage trucks + Typ8.26)- Concrete paving block surfaced areas within pavilion and restaurant areas suitable for garbage truck access, * Type 3 - Shuitie bus road, car parking roads without heavy vehicies, cor parking, and temporary ramps ftom Emirates Road, ype 4&- Asohaitic concrete surfaced areas within pavilion and restaurant areas. + SNreq =3.536 Summary Of Results : ‘AC Wearing Course mm ‘AC Base Course mm Wot-mix Macadam mm 30% CBR Subbase Dyy #150 mm R757-2\Pavement\Paverent Design 9107/2008DE LEUW CATHER INTERNATIONAL LIMITED SHEETNO. =: 4 SUBJECT ‘The Global Village - Type 2a Pavement CONTRACT: R803 DESIGNED BY : BC DATE : 30 June 2003 CHECKED BY : HIZ Pavement Design Using The AASHTO Guide For Design Of Paverient Structure The Following Parameters Are Assumed For Design 41) Pavement Serviceatilty Index Pyin42 Py S25 APSLSPg~P,APSI=L7 2) Standard Normal Deviation +1645 Equivalent to 95% Reliability Level 3) Combined Standard Error Sq i045 4) Average Compacted 98 % Subgiade CBR = 15% 5) Subgrede -»«MIR:= 12500 Modulus of Resistance 6). Pavement Design Leading Wi=376000 SAL. For The Design Life guess SN=3 Given > log! log(W)=| Z pS 9 +9.36-log(SN4 1)— 0.24 FOMR) = Find(SN) SNreq =2.584 Layer Thickness Calculation Layer Thickness Laver Coefficient, _Drsingoe Factor Layer Description on AC Wearing Course ‘AC Base Course Wetsmix Macadam 30% CBR Subbase > SN, =3372 > sNreq=2584 Summary Of Results : AC Wearing Course mam AG Base Course am Wetimix Macadam mm 20% CBR Subbase mam 107r2008 R757-2\Pavernent\Pavement DesignDE LEUW CATHER INTERNATIONAL LIMITED SHEETNO, =: 1 SUBJECT 2 The Globel Village - Type 2b Pavement Concrete Paving Block CONTRACT; R803 DESIGNED BY : BC DATE +30 June 2003 CHECKED BY : HIZ Pavement Design Using The AASHTO Guide For Design Of Pavement Structure The Following Parameters Are ‘Assumed For Design 1) Pavement Serviceability Index P APSU=Py-P, APSI=1.7 2) Standard Normal Deviation Equivalent to 95% Reliability Level 3) Combined Standard Error 8 4) Average Compacted 95 % Subgrade CBR = 18% 5) Suborade --MR=12500 Modulus of Resistance 6} Pavement Design Loading W:=108000 EAL For The Design Life guess SN:=3 Given log| log(WI5| Z 8.9 +9.36log( SN+ 1)- 02+. + 2.32og(MR)— 8.07 1094 O44 (sxe? FMR) :=Find(SN) SNreq =2.098, Layer Thickness Calculation Laver Thickness Lever Cosfficient, _Drainage Factor Layer Desorigtion Use Dig =80 mm as 1 150.25 Concrete Paving Block Do, i200 mm sg 8041 Bedding Sand Wet-mix Macadam 30% CBR Subbase SN jx =2513 > SNreq =2.098 Summary Of Results ; Concrete Paving Block Dy, =80 mm Bedding Sand 7 Wet-mix Macadam 30% CBR Subbase R757-2\Pavernent\Pavement Design 09/07/2008DE LEUW CATHER INTERNATIONAL LIMITED SHEETNO, =; 1 SUBJECT : The Global Village - Type 3 Pavement CONTRACT : Ra03 DESIGNED BY : BC DATE :30 June 2003 CHECKED BY : HIZ Pavement Design Using The AASHTO Guide For Design Of Pavement Structure The Foliowing Parameters Are ' ‘Assumed For Design ij 1) Pavement Serviceatilty Index. 25° APSISPo~P, APS = 17 Equivalent to 95% Reliability Level 2} Standard Normal Deviation 3} Combined Standerd Error 4) Average Compacted 95 % Subgrade CBR = 15% 5) Suborade 2500 Modulus of Resistance 6) Pavement Design Loading W:=143000 ESAL For The Design Life guess “y i Given legl 2°82 Sa log(W)=|Z,89+9.36-log(SN+ 1) - 0.24 — + 2.321og(MR) ~ 8.07 ode «sey SNreg i= FOMR) SNreq =2.199 Laver Thickness Layer Cosfficient, _Orainaae Factor Lever Descristion Use 4350 mm as 048 AC Wearing Course Do=0 mm as) 084 AC Base Course D5q 130 mm a3 my:F12 Wot-mix Macadam Dag 2150 mm a4 m3 #12 30% CBR Subbase > D D Ds D Ix 28 3x a SN chs ) + as 9+ a3 mg +— ays SN de goa Tas g BZN G5 GAS AE as yA MS 7 > SNieg =2.199 Summary Of Results AC Wearing Course Dyy=50 mm AG Base Course Dox mm Road Base Aggregate D3q 130 mm 30% CBR Subbase AA757-2\Pevement\Pavement Design 09/07/2003,DE LEUW CATHER INTERNATIONAL LIMITED SHEET NO. SUBJECT + The Global Village - Type 4a Pavernent CONTRACT R803 DESIGNED BY ; BC DATE ; 30 June 2003 CHECKED BY : HiZ Using The AASHTO Guide For Design Of Pavement Structure The Following Paremeters Are Assumed For Design 4) Pavement Serviceabilty Index. APSLISP9-P, APSI=1.7 2) Standard Normal Devistion Equivalent to 95% Reliability Level 3) Combined Standard Error 4) Average Compacted 95 % Subgrade CBR = 5) Subgrade MR:=12500 Modulus of Resistance 6) Pavernent Design Loading ESAL For The Design Life guess SN Given 32-13) logW)5| Z ,-S + 9.36:log(SN+ 1) 0.24 1084 + 2.324og(MR)~ 8.07 (SNL) (MR) :=Find(SN) SNreq = FMR) SNreq = 1.799 Layer Thickness Calculation Layer Thickness Layer Coefficient _Drainage Factor Laver Description os Dyi=40 mm as 5044 AC Wearing Course Dp,60 mm a5 5011 AC Base Course D5_ #150. mm 30% CBR Subbase Dog 220 mm SNag > sNreq = Summary Of Results AC Wearing Course AC Base Course Road Base Aggregate 30% CBR Subbase mm R757-2\Pavement\Pavement Design Road Base Aggregate os/ar!2003DE LEUW CATHER INTERNATIONAL LIMITED SHEETNO. : 1 SUBJECT The Global Village - Type 4b Concrete Paving Block CONTRACT : R803 DESIGNED BY : BC DATE : 30 June 2003 CHECKED BY : Hiz Pavement Dosign Using The AASHTO Guide For Design Of Pavement Structure The Following Parameters Are ‘Assumed For Design 1) Pevement Serviceabilty Index Pyis25 0 APSI=PQ-P, APSI=1.7 2) Standard Normal Deviation Equivalent to 95% Reliebility Level 3) Combined Standard Error s 4) Average Compacted 95 % Subgrade CBR = 15% 5) Subgrade MR:=12500 Modulus of Resistance 6) Pavement Design Loading 4000 -« ESAL For The Design Life guess SN ) Given toe! APSI ) log( We) Z 1S 9+ 9.36-104(SN+ 1)~ 02+ S221 _ 2.3209 MR) ~ 8.07 Cae (MR) '=Find(SN) ‘SNreq != (MR) SNreq = 1.799 Layer Thickness Calculation Laver Thickness ayer Coefficient. _Drainaae Factor Laver Descriotion Use Conerete Pai 1g Block 11 pphS my =12 Bedding Sand 0.14 694, 10° mg i12 Road Base Aggregate 24011 312 50% CBR Subbase > > esp oPasymy thay mye a ym SN yg #1883 seit ios eat asa Sie toga ae ee es > SNreq = 1.799 Summary Of Results quay =o wn Bedding Sand Dpq=20 mm Road Base Aggregate D3, =150 mm 30% CBR Subbase Dgg=d mm R757-2\Pavement\Pavement Design 9/07/2008@ Wearing f 50mm Surface (AC) Seep: Aggregate 150)/mm | Road Base Hee E[(CBR > 20%) Subgrade (CBR => 30%) %] | Wearing S| Surface (AC) Aggregate Road Base (CBR > 80%) Aggregate Subbase - It Needed (CBR = 30%) (CBR =>15%) £30% tal Wearing neenent Surface (AC) : design Aggregate Road Base (CBR > 80%) is required to determine the Aggregate Subbase (CBR >30%) Subgrade (CBR < 15%) Typical Pavernent Structure for Local Roads in Residential Areas(dnoss ape 6) Ze (wapun) oz qi DE SseD (wepuri) gy ‘Gi if pasoxa sjonny - 09 @BBus) 66 AL | (wopin) ¢z 6b (wopue) gf -\Hi (Bus) 5° st (wopuey) gy & a tr |_ Oras) 56 : uty %o os | (Papeo| Ayry) %t pur wopur (papeo} xn oper snoy pue ao.nyy - aiBins 6 6 | fuied 40 pepeojun) (wapue) gy Pe NOY pur samy, -| —— gz (1Suis) 96 (pepeoy % Ol Spe OM] SL (218418) 6g i syonn | SA Ig pue S129 saGuasse : ~ I “YP 35-0 srze a % aIQEA\ (003) peor | (409) peo sei ep uonduoseg, sor sxe | apy “xepy oueay, y Say SOE I Mri oe . epee EEE EEE EEE EEE ELE20 Design of Pavement Strwctures 0.20 ong 0.16 ons 7 tee ee - 20 i = 3s on ete 3 «0 : o.t0 te we Ts o.ce 2 9.06 Ee 0.08 0.02 ° I Seate desived by averaging corcelations obtained lrom itincis, Ta) Scate derives by averaging cowtelaiions obtained rom Calfornis, New Mesice ané Wyoming TB Seate desived by averaging corcelsions obiained from Tess, I) Seale derived on NCHAP project 2) 1009 psi Meduivs Figure 2.6. Veriation in granular base layer coeticient (3 | with various base strength paremeters (3)UBAI MUNICIPALITY l2/ozfo2(3[PE7/ TO ALL CONSULTANTS Dear Sirs, CIRCULAR# 22/95 SUBJECT : TYPICAL PAVEMENT STRUCTURE FOR COLLECTOR, ROADS IN RESIDENTIAL AREAS The pavement structure shown in the attached figure is recommended as a typi pavement cross section for Collector roads in residential areas, with no industrial activities. ‘The design service life of this pavement structure is 15 years. Truck types and frequencies allowed to use this type of roads are shown inthe attached Table. The pavement life will be reduced significantly if the truck traffic exceeded these limits This is for your information, guidance and implementation within Roads Projects where you consider such details to be appropriate. Yours faithfully, Encl. : As above ce : Director General Director of Roads Department Fil li General Loswsros) imta : O80TRUCK dastall duyell GlLe ll de> pos dyals Agha COTA: Sak LB AYN EIT glee SU ENV cial gs Wi Ge 20 May 1995 ®.0, BOK 6? DUBAL, FAX: 971-4-231795 TEL, No: 221141 - CABLE: BALADIVA - TELEX: 45688 BALDYA - EM, Dain§ _ Wearing Surface (AC) Aggregate Road Base (OBR > 80%) eet eet Wearing {00} mm oh) Surface (AC) Aggregate Road Base (CBR > 80%) Aggregate Subbase - I Needed (CBR = 30%) 180mm Hate | 150] mm Subgrade (CBR => 15%) < 30% Wearing Senet Surface (AC) design Aggregate Road B: is required to (CBR > 80%) determine the re Aggregate Subbase (CBR >30%) Subgrade (CBR < 15%) Typical Pavement Structure for Collector Roads in Residential Areas(wapin) cz (wapuri) gy 8 09 (lSus) 56 AL | (arapun) sz | op ‘wopuer) gf | (isu) 56 (papeoy Ayry) sap | (wopuer) gt %S pur wopue wri syomiy =| “zp rus) $6 | eb ’ | (papeo] Aqyensed 40 papeojun) syns ape smog pee sayy -| gz {pepeoy %0e Aqyng) yon apse on ~ st (a18us) 6 Ui yon uy ON | dp oid pue sie _seBuasseg - I % AIGA (uoi) peor | (u0}) peory ssui, wl uonduaseq ssoa “xupy | apcy xv} sajdwerg ome svory [enuapisay Ur SpHOY 10}99]]0;) 205 a1MyINAAg uanIaAva [HEAT 1 a1quI,SS ne eer ren CNN DUBAI MUNICIPALITY ESSE Kap et Dd et Sune 25, 1992 167/2/1/ 2 WE/G§8 I TO ALL CONSULTANTS @ECHNICAL CIRCULAR NO./5/92 Dear Sirs, subject : Design Manual for Axle Loading and Pavement We attach herewith a Draft of Axle Loadings and Pavement Design Procedures which we consider most applicable to Dubai conditions. We would appreciate receipt of any comments or queries which you may have on these procedures. We would request you to submit these by the loth July, 1992. We would anticipate issuing the finalised document during August 1992. Yours faithful: DIRECEOR ons DUBAL MUNTCTEREY a cc: All pnginsote i File Master Enclosure {st aed re weil bli - ee pel Raab LWA: Sb. Reale Lae AVN ETP IVAS Joel TOV Bl WO Se P.O.BOX 67 DUBAI, FAX974 - 4 - 234795 TELNO-221444 - CABLE. BALADIVA - TELEX:48688 BALDYA - EM.: wN DUBAI MUNICIPALITY AXLE LOADING AND PAVEMENT DESIGN TABLE OF CONTENTS i axle and Vehicle Loading. 1.2 Introduction 1.2 Traffic volumes : 1.2.1 Division of Road Network 1.2.2 Sources of Data 1.2.3 Frequency of counts 1.2.4 Classified Counts 12.5 Correction for Weekday and Monthly Variations 1.3. axle and Vehicle Loading 1.3.1 Equation for Equivalent’ Standard Axle (ESA) 1.3.2 Default values for Classified vehicles 2.3.3 Summation of ESA with Time 1.4 Default Values a 4.1 Minimum Values for Different Routeings Flexible Pavement Thickness Design. 2.1 Design Based on AASHTO 1972. 2.1.1 Introduction 2.1.2' Design Procedure 2.1.3 Design Example No.1 2.2 Design Based on AASHTO 1926 2.2.1 Determination of Required structural Number 2.2.2 Selection of Layer Thicknesses 2.2.3 Design Example No.2 Recommendations: 5 . : RRL eA AES Aad at DUBAI MUNICIPALITY Roads with three digit reference being Group. ! Roads within e Community which connect with the Group i roads and distribute traffic within the community are Group 2. Internal community roads being Group 3. Where any doubt does exist then reference should be nade to the Traffic and Transportation Unit. SOURCES OF DATR The following sources of data exist and may be referred to, to provide base data for determining treffic loadings. i, R400 Dubai Urban Area Transportation Plan (par Al Handasah) . Data ~ Projected traffic flows for the years 1996, 2001, 2006 and 2011. Dubai Urban Area Planning (Doxiades) Data - Designation o commercial, Indus reas as Residential, al, etc.. iii. Road Department Automatic Traffic Counts. Data - Traffic on main arterial routes are maintained on at minimum one week count in 4 weeks for traf WS on @ 24 hour basis. This is non classified end given in hourly columns of vehicles. iv. Roads Department PMS data showing: history of route where available. FREQUENCY OF COUNTS The Consultant shall carry out classified sixteen __ Of traffic on hour vehicle counts to determine volumes e roads under design. For Group i Roads this shall comp: classified counts. se 3 day For Group 2 Roads this shall comprise 2 day classified counts.DUBAI MUNICIPALITY For Group 3 Roads this shall comprise 2 aay peak hour counts. Counts shall be undertaken between Saturday and Wednesday inclusive of the same week at eacn location. Where classified counts show that commercial vehicle volumes exceed 20% of all vehicles at that location then the next higher group count frequency should be adopted. Counts shall not be taken during the Holy Month of Ramadan nor on Public or Government Holidays. CLASSIFIED counrs Vehicles shall be class. Figures 1 and 2. ed into the 11 groups shown For axle load purpases.cars, pickups, 4 wheel drives, eB ‘Tuded MONTHLY VARIATIONS Reference shall be made to Figure 3 and 4 for correction for da i monthly traffic flows to produce uniformity o: ta suitable for use on a yearly basis. AXLE AND VEHICLE LOADING bs EQUATION FOR EQUIVALENT A standard axle will be 8.2 metric tonne weight. STANDARD AXLE LOAD (ESAL) ined as a single axle of Equivalency will be based on the 4th power rule. N = (w/a.2)4 Where N is given in Nu axles. ESAL. equivalent standard Wis axle lodd found from actual weight or empirically.1.5.2 DEFAULY VALUES ¥ ‘ee <4 DUBAI MUNICIPALITY CLASSIFIED VERICLES In the event that individual axle weights or empirically derived values are not available then the following table may be used. ayy wed tou 7 TRUCK TYPE ESAL/TRUCK \y|2 axle axa, 1x2 2.94 5.89 21.04 Sl axle axas22 +69 18.77 ‘|S axle x2+222, 1x22+22 3.34 16.70 | | 3 axle 1x22, 1x242 / 3.68 i | i 6 axle 135 Table 1 fi - norss eee see Where a truck comprises @ tractor unit and a trailer then the following shall be used. aes pase cs ‘ f For the tractor unit it shall be classifi \ axle configurations Type 1 to 8. das per Axle values as per Table 1 shall be assigned. For the trailer unit t shall be considered as a separate loaded vehicle of equivalent number of axles and the value for this shail be taken from Table 1 as well. Example Classified Truck Group 9 1% 2+ 22 - 22 + 22 Truck 1% 2 + 22 Trailer 22 + 22 ESAL/Truck 18.77 18.77 Combined ESAL/Truck Group 9 37.54 +eee A DUBAI MUNICIPALITY SUMMATION OF ESAL HITE 32 Equivalent Standard Axle Loading having been derived For each type of truck the sum per day shall be derived. 2. This shall be corrected for the day of week to > give weekly figure. See Figure 3. , 3. Average weekly figure to be calculated. Average weekly figure to be growthed up for year. 48 x weekly figure x monthly corection (See figure 4). 5. Yearly figure to be crowthed up for design year and intermediate years. g)” = a4 ing (249) es over design period. Sun (Axles) = Traggic x{(1 sun = Traffic = Traffic flow in Unit time (per week, month, year). g = Growth rate (%) [given as 0.04 for 4%] > Number of me periods in life cycle. Example Group 1 Location vehicle for 3 days 16 hours. Number of axle per day = No. of vehicly for type x EASAL per type x Correction for day to week x Correction to 24 hour flow Number per Week = Rverage of 3 day counts. Number per Month = Number per week x correction to: monthly level. Number per Year Number per month x Correction to yearly level. Summation of Equivalent Stendard Axles = i) Number per year x[2 + 9)! ing (2 + 9)DUBAI MUNICIPALITY VALUES FOR DIF: OUTBINGS The following minimum values shall be ado} Group designation. 30 million ESAL. 0 million 3 millionDUBAI MUNICIPALITY CORRECTION FOR HEZRDAY FLOWS TO AVERAGE WEEKDAY i Plow duration per day Correction : 12 hour count to. 24 hour 2.427 i 26 hour count to 24 hour 21125 Flow per day to average vee! correction | saturday 0.942 sunday 2.010 Monday aloin Tuesday 202s Wednesday 3.018 ; uursdey 0.996 i Friday 1.626 Figure 3 CORRECTION FOR MONTHLY FLOW TO AVERAGE MONTHLY MONTH CORRECTION MONTH ‘CORRECTION | January 0.970 July 0.770 | February 1.004 august os | March 1.036 Septenber 0.982 April 0.927 october 1.099 May 0.944 November 2.218 June 0.945 Decenber 2.290 Figure 4 oeDUBAI MUNICIPALITY EXAMPLE: Given the following 16 hours counts for the month of January for a group 2 rea Assume ee Annual, Growth Rete and, 10 years Design period. a Ruesday Wednesday Class 1 324 210 class 2 2904 2802 Class 3 358 320 class 4 9 aa Class 5 298 323 Class 6 34 20 Class 7 201 120 Class 8 as 10 Class 9 6 7 Class 10 38 20 Solution We apply the factors shown in Figures 3 4 4 to get the annual number of vehicles from each class as shown in the following table. Then we apply the factar's in table 1 to get the ESAL for each class, which are added to get the total ESAL for each of the two days. Then the arithenatic average is calculated for the total ESAL. ~5 oi: i at Bla 4 From the attached calculation teble, we find:— * Based on Tuesday counts, Present Annual ESAL = 12,890,868 * Based on Wednesday Counts, Present Annual ESAL = 12,397,071ite At et DUBAI MUNICIPALITY qherefore Average Present BSAL = 12,643,970 per year Using the above Data, a )205 W (ESAL) = (Today) {(2+0.05 eas { in, (2.0 ( angeWEDNESDAY /JAUARY 26 (2)x1-125: Average = (3)x1-024: Average =: x12: Factor (5)x0.970: (8) x 32 : (6) cy 3,667 93,372 :1,120,46 1,202,469 9.35 31,402 8 : 8 : : 233: 2800: 87.54: 99,238 TOTAL: 12,397,072| ; 201 24 Bre. x 1.125 Daily Average = 0.976 TUESDAY / JANUARY Monthly : average = 1,031 annual x 12 11g, 940 5,634 20,899 5,037 TOTAL 12,890,868: ‘eo DUBAI MUNICIPALITY AVEME DHICENESS DESTGN SECTION 2 : FLEXIBLE 2.2 DESIGN BASEN ON AASHTO 1972 The following design pro for flexible pavement thicknesses is based on 1972 3 © Design Manual. Followin: this standard, the design procedure is devised to suit Duba Emirate conditions. It is else formated in such a manne? that provides a unified method of calculating the pavement thicknesses. 2.4.1. STANDARD PROCEDUR. 1. The initial step here is to define CBR values for the pavement layers below the Asphalt layers. The CBR values are either static or dynamic. The idesl requirement is t& acquire both values since they are both needed in the following step. However , if one of them is only available it can be assumed that both values lie on a horizonta straight line in the correlation graph in Figurel. It is so important to note that if the CBR velue determined 5) s esting is found to be less n the mininun values incluéec in the pavement specifications , the test valves shall be upgraded to the minimun specified values. This is considerec justifiable since , in practice , the layer’s material will be upgraded to meet the speci ions. Also, if the CBI test values for the subbase an e Road base layers are not available , the minimum values of the specifications can be used. 2. Once the dynamic and static CBR values are determined as described above , the attached Figure i monograph can be used to determine the Soil Support value (8). this graph is a soil support value correlation used by the Utah State Highway Department , and can be considered applicable tc Dubai Emirate Conditions until such @ tine when such grapt is produced to suit the Dubai Emirate actual conditions. Fron the above mentioned gr t is required to determine the soil support values for Dllowing three layers: $1 : Soil support value for the Road Base. $2: Soil support value for Sub-Base. $3: Soil support value for the subgradeDUBAI MUNICIPALITY 3. compute the total equiveient standard Axle Load (ESAL) Subjected to the pavement during the design life. Detailed calculation procedure of this value is covered in a Gedicated chapter in this text ( Chapter .... ) . It is alse important to note the AASHTO” design equation suggestio ditions due to the fact that there are no limits on * Woading and the aggressive climatic conditions. # fo, experience has indicated that most of the Dubai roads have required major repair works ziter 10 years have passed since heir construction. ore,it is considered more ealistic to design for a design life of 10 years only. Dubai climate it is applicable to assign a value to [1.0) to the regional factor (R). This is a Justitiable assumption since Dubdi climate fs considered very much similar to the cli the State of Arizona. 5. The terminal serviceabil follows: value (®t) can be defined as Por minor roads ( Locel and collector roads) : For major roads ( Expressways, Preeways and €. As known , the ideal initial serviceability value ( (Jo) is $.0. However , from performing the serviceability evaluation on all sectio a given road prior to trafficking , it was found the initial serviceability averaged 4.2 ( rather than 5.5, the ideal) . fherefore , the value thet should be used for (PQ)is 4.2. 7. As for the serviceability value (P) after the pavement has been subjected to an equi valent Standard Axle load equal to (#), practice indicated that the minimum acceptable serviceability (P) at the expiration o ( de the design life is 8. Having determined the veriables defined in the above steps , the following AASHTO design equation can be used to Getermine the structural number (SN) for each of the pavement layer Log W io where , »SS eo vba SERPS EOE ENS w eae DUBAI MUNICIPALITY / [0.44 1084/(SN + 1)5-49 c= Log 0 where , ( See figure 2 ) SN1 : is for the surfacing layer SN2 : is for the road Base Layer SN3: is for the Sub-base layer where each of the structure] numbers are associated with the following soil support values Sl: Soil support for Road Base $2: Soil support for sub Base $3: soil support for subgrade Values of W, R, Po, P , Pt were defined earlier. Having the above in hand , the design equation can be mathematically manipulated to determine the structural numbers associated with the three design layers. ¢. Assign layer Coefficient factors (a} to the three pavement layers. These factors are based on the strength of the layer itself which is determined by the common soil strength laboratory tests. for Dubai Emirate & conditions, the following coefficient factors are found to be common: * Por the surfacing ( Asphalt ) layer: - Asphaltic concrete al - DBM al = 0.42 * For Road Base Layer - Wet Mix Road Base a2 = 0.14‘ : 4 : : : DUBAE MUNICIPALITY - Aggregate Road Basé a2 = 0.12 * For the Sub-Base Layer: - Subkha aa - Subkha mixed with aa dune sand. > 20. Once the layer coefficients are defined , the following equation apply: SN (total) = al ti + a2t2 + a3t3 where : ti : thickness of Asphalt layer. t2 : thickness of Road Base layer t3.: thickness of sub-Base layer and al , a2 and a3 were defined earlier. order to solve for layer‘s thicknesses, the following athematical manipulation can be followed: 2) Apply SN2 = a1 ti > and solve for t1 and then round off the tl value to the nearest whole number, after converting from inches to mn. b) Recalculate SN1* using the rounded off ti value using the same equation in (a) above. ¢) Apply equation snz = aita + a2t2 and solve for t2 and then round off the t2 to the nearest whole number, after converting from inches to mm. @) Recalculate SN2* using the rounded off t2 value using the equation in a2t2. 2) Apply equation SN3:= alti + a2t2 + a3t3 then solve for t3 and round it off to the nearest whole number after converting the value from inches to mm. £) Recalculate sN3* usi g the rounded off +3 value using the equa ion a3 t2.: ee NN eT N AM MEN ENRON -sn3 where SN3° is the structural number calculated for the sub- pase layer in step (8) and used in step (e) above. Then, the resulting thicknesses ti , t2 and t3 are gensidered satisfactory. Otherwise the layer’s thicknesees should be increased till the above relationship is satisfied. NOTE «when recalculating SN values in (b) , (&) and ce) ghove the thickness values shall be converted back to inchea to produce correct results. 2.1.2.DESIGN EXAMPLE NO.L ENPUT DATA: - Testing shows thet the su less Specification requires that the sub-base has a CBR of not than 25% , and the Base not less then @08. ~ Design traffic (W) is 25 million ESAL ~ Surfacing is made out of Asphaltic concrete 7 Road Base is wet Mix Mecadan - Sub Base is subkha DESIGN 1) Find the soil support values (s) for 2 CBR (Dynamic) of each layer from figur CBR (DYNAMIC) S& SUBGRADE 7 4.7 SUBBASE 25 6.5 ROADBASE 80 8.5DUBAI MUNICIPALITY , Pow 4.2, Pt = 2-5 , R= 1.0 25,000,000 ESAL n@ SN1 for Road Base: 7.3979 A = Log(1) + 0:372 ( 8.5 - 3) B= 9.36 log ( SNL +1) ~ 0.2 Cc = 0.2009 / [ 0.4 + 2094/ (SN1 +1 ) +294 7.3979 =A +BHC solve Bab principle but by using s = 6.5 3. Find the thickness of each layer : a su 3 : Asphalt 0.44 3.2 e Road Base o.14 4.1 : Sub Base o.l1 5.2 Asphalt Thickness (tl) + ai t1 o.44 ta 7.05 IN-=189 mm , Road Base thickness (t2) + 12t2 + O.26t2| | te dl DUBAI MUNICIPALITY £2 = 7.0 in = 178 mm SN2 * = 0.14 x 180/25.4 = 0.99 Sub-Base thickness (t3) SN3 = alt] + a2t2 + a3t3 mm SN3* = 0.11 x 260/25.4 = 1.13 22 + 0.99 + 1.13 5.24 $.20, Design OKDesign of Povement Seruci SN; Bats Se, © & Subbase Course °F. Roacbéd Course a) a, Land SN are a8 defined in the tex snd are minimum required vaives. 2) An asterisk with "SN indicates that it represents the vatue actually used, which, must be equal 0 or greater than the required valve. Figure 2. Procedure for determining thicknesses of layers using @ layored analysis approach,asuip dae DUBAI MUNICIPALITY 167/1/3/ dune 4, 1982 BASED ON (AASHTO 1986) Design procedure using the AASHTO Guide for Design of Pavement Structures, 1986 is as follows: 2.2.1 DETERMINE THE REQUIRED STRUCTURAL m1 o Estimate the total number of 18 kip equivalent single axle loads (ESAL) W for the design period. © Determine the reliability design factor (R) and from Table determine the value Zp. For stage construction, R = (Ro) i/P i Where, R o= Indiviau: for each ' design stage : Ro = Overall de: > n = Number o © Determine the overall standard deviation (So). The range of values are from 0.40 to 0.50. o Calculate the change in. serviceability index (PST): original serviceability index taken as 4. Pt terminal serviceability index = 2.5 for major highways = 2.0 for local roads o Obtain the resilient modulus of roadbed materials (MR) by AASHTO 1274 tests or estimated from Fig. 2.6 and 2.7.TILL C reer e ree eee eee e etree DUBAI MUNICIPALITY calculate egy of = wnere, A= SN, SN SN3 the structural number (SN) for the initial pavement from Fig.3.2 or the equation: +BHC logyg Logyg (SNF1) - 0.20 4 - Logyg (MR) - 8.07 determined using MR of base material. determined using MR of subbase material. determined using MR of r d soil. 2.2.2 SELECT LAYER THICKNESSES After obtaining the structural’ numbers of each thicknesses are determined as follows:- layer, SN ay, Dy + 8 Dy My Mp, ° ° ae Coefficients "a" can be taken from Fig. 2.6 to D3 m5 Coefficients of asphalt surface, base course and subbase. Actual thickness of surface base course and subbase. Drainage coefficient for base and subbase layer 2.7 and GG.7. Coefficients "m" can be taken from Table 2.4 * Dy. sn, * > SNL ea ay Dyi ‘ | : \ : wed DUBAI MUNICIPALITY + sN,* 2 SN, SN3 - (SN)* + SNQ") a3 By See Fig. 2 for notations. DESIGN EXAMPLE 2 ENPUT DATA : Ww Standard Deviataion (So) = 0.45 Po = 4.6 PE = 2.5 Asphalt wearing sw u Stability = 900 Kg 1980 1b Base CBR = Subbase CBR Subgrade CBR SOLUTEON R = (Ro) = (0.90)1/2 = 0.95 = 95% PSI = 4.6 - 2.5 = 2-2 Wearing Surface a 400,000 psi a. Base : = 26,000 psi a, = 0.14 Subbase = 15,000 psi a, = 0.22 My =m = 1,30 subgrade : 13,000 psi; DUBAI MUNICIPALITY From Fig. 3 SN, = 4.0 SN, = 4.8 Sz = 5.0 THICKNESSES 4.0 2 9.52 inches 0.42 mn = 9.84 inches = 0.42 (9.84) = 4.13 68 inches 4.87 4. ay my 0.14(2.30) -91 inches o Use D2* = 150 mn = 4.13 40.83 40.65 = 5.61 > 5.0 O.K.DUBAI MUNICIPALITY OF STRUCTURAL NUMBER (SN) USING EQUATION ABC -aA-c ogy, (40 * 208) = 7.60 ~ 1.645 so = 0.45 Bg So = (= 2.645) (0.45) + ~ 0.740 2.52 leggy (Mg) — 8-07 = 2.32 Log: (26000) ~ 8.07 = 10.243 - 8.07 = 2.273. B= 7.60 + 0.74 ~ 2.273 = i oN, = 4.0 asa trial. fein i B = 9.36 logy, (SNq + = 9.36 logyg (4 42SN3 A SN, = 0.74 7.60 DUBAI MUNICIPALITY 0.74 - 1.619 = 4.8 as a trial. y 9.36 logyg (4.8 + 4) - 20 + 7.186 = 620 ~ 210 = 6.736 O.K. oo 0.74 cates 2.32 logy.9 (23000) ~ 8.07 474 7.60 + .74 = = 6.866 5.0 as a trial. > 9.36 logyo, (5 #1) ~ .20 7.283 - .20 ~ .218 = j162 able 4.1. Standardnofmal deviate (2) values: corresponding to selected levels of reliability, Reliability ‘Standard Normal Riperceatl Deviate 2, so 0.000 0 0.253 *0524 0.874 0.381 11.037 211282 o380 t1803 ca7e 1 o'643 c1751 211881 "21054 ss “2327 928 *3080, 3.780 43 CRITERIA FOR SELECTION OF OVERALL STANDARD DEVIATIONne Design of Pavement Strvetures | 020 0.8 1000 pst Moduivs 8 0.02 1 Scale derived by averaging conelations obtained from iis 2). Seale eniived by averaging correlations obtained irom California, New Mexice ad Wioring. GI} Seale cerived by averaging comeiations obisined trom Texas, (2) Scale derived on NCHRP project (3). Figure 2.5, Variation in granular base layer coefficient (8 2 ) with various base strength parameters (3h. eeScale derived trom correlations tom thine Mexico and Wyoming, Scale derived from corelaions obtained trom Texas ale derived on NCHAP project (S Figure 2.7, Veriation in granular subbase layer coetficient (q) wit varios subbase strength porameters (2, "Scale desived {com eareelasions ebisined lor The Asphalt Insitute, Celitoria, NewTeble2.4 Recommended m, valves tor moditying struct ral layer coetficients of untreatad base and sub-bese materials in flexible pa ‘Quality of Pareant of Time Pavement Structure is Exposed Drainage to Moisture Levels approaching Sateration tess Then Gronter Then 1% 5 25% Excellent 1.40 - 1.28 - 1.30 1.30 - 1.20) 1.20 Good 1.38 4.25 oa 15 = 1.00 1.00 Fair 1.28 = 145 = es: 1.09 -'0.80 oso Poor 418 = 1.08 - 080 280 - 0.60 0.60 Very Poor 1.05 - 0.85 oss - 078 + 0.40 40£99Relesionships Berween Resitie Figure 69.7 as!S syndy yove 10} sonjea uaow Bish Uo poseg quoionyd oyqIxe[; 20) HYD UCHSOG "1°E NDE + cro ~ (fess loorse Tet Highway Povement Seruesurl Samos wcand Sail Support Resilient Modulus ®