TRANSPORTATION RESEARCH RECORD 1207 69

Application of Equivalent-Layer-Thickness
Concept in a Mechanistic Rehabilitation
Design Procedure
EMILE HORAK

The South African mechanistic rehabilitation design procedure I. PAVEMENT CLASS

is well established and has been verified with the help of a fleet
of heavy vehicle simulators. Surface deflection basins can be A, B, c
measured with the road surface deflectometer or the National
Institute for Transport and Road Research deflectograph.
Typical South African pavement structures were analyzed, and
various deflection basin parameters were calculated. The
,.
equivalent-layer-thickness (ELT) concept was investigated for 2. PAVEMENT TYPE
its applicability to this analysis procedure and was found to
be useful in representing the structural capacity of a pavement. GRANULAR BASE
The basis for the calculation of the EL T is the effective elastic
modulus of the subgrade. Deflection points measured on the BITUMINOUS BASE
extremes of the deflection basin are used to calculate the subgrade
effective elastic modulus. Various deflection basin parameters CEMENTED BASE
can be used to calculate pavement EL T, which can be related
CONCRETE
to typical distress determinants or directly to remaining life in

'
a design-curve approach.

Odemark's (J) equivalent-layer-thickness (ELT) concept is 3. PAVEMENT STATE

often used as a simple method of approximation in pavement
VERY STIFF
structural analysis, since it permits the conversion of a mul-
tilayered system into a single layer with equivalent thickness. STIFF
It is based on the principle that the equivalent layer has the FLEXIBLE
same stiffness as the original layer, so as to give the same
pressure distribution beneath the layer. This concept of clas- VERY FLEXIBLE
sifying a pavement by means of one number that represents
the approximate bearing capacity of that pavement has been
clearly illustrated by Molenaar and Van Gurp (2) and Mole-
naar (3). In these cases the investigated pavement structures 4. PAVEMENT LAYER STATE
were mainly three-layered structures with different loading
WET, DRY, CRACKED
conditions.
Typical South African pavement structures found in the
TRH4 catalog (4) were analyzed and converted into the ELT.
5. DESIGN
+
INPUTS
In that catalog, various pavement structures are suggested for
various traffic classes and categories of pavement. Pavement LAYER THICKNESS
types are generally grouped together as bitumen, granular,
ELASTIC MODULI
cemented, or concrete base (Figure 1). Most of the typical
flexible pavement structures analyzed, such as the granular-
and the cemented-base pavements, have thin asphalt surfac-
ings (30 to 50 mm). The calculated ELT values were then 6. EVALUATION
related to various distress determinants and fatigue life in
order to evaluate this concept as a possible aid in the mechan- LINEAR ELASTIC
istic rehabilitation design procedure (5). MODELS USED IN
This study is part of an investigation in which various deflec-
MECHANISTIC ANALYSIS

National Institute for Transport and Road Research, CSIR, P.O . FIGURE 1 Flow diagram of mechanistic
Box 395, Pretoria 0001, Republic of South Africa. pavement rehabilitation design method (5).
70 TRANSPORTATION RESEARCH RECORD 1207

TABLE 1 SUMMARY OF DEFLECTION BASIN PARAMETERS

Porometer Formula

I. Maximum deflection 80

2. Radius of curvoture R . r2
2 80 ( 80 I 8 r - 11 '
r • 127 mm

( ( 80•81• 0 2 + 83)/SJ 100 81 ··· 83 space

3 . Spreodability s ~
'
80 305mm
4. Are o A . 6[ I+ 2 ( 01 /80) + 2(82/ 80 + 83/ 80]
5 Shope factors F = (80-82)/81 F 2 = ( 8 1- 83 ) I 8 2
6. Sur face c urvoture index SCI . Bo - Or ;
'
r = 305 or 500 mm

7. Bose curvature index SCI = 8s10- 0 s1s

8 Bose domoge index SDI = 8305 -8s10

9 Deflection rotio Or . 8r/ 8 o i where Sr~ 8o/2

10. Bending index BI = 8 0 /o i where o =deflection bosin length

11. Slope of deflection SD = ton- 1 (8 0 -Srl/r ; where r • 610mm

12. Tangen I slope ST = (8o-8rl/r; where r = distance to

inflection point
13 Radius of influence RI = R'/80 where R' is the distance from
'
80 to where basin is tangent
Io horizontal

TYPICAL DEFLECTION BASIN

a or R' Applied load

Deflection basin length

Deflected /
shope of
road surface

Positive
curvature

tion basin parameters were calculated for these pavement
structures (6) and related to typical distress determinants. In
Table 1 the most significant of these deflection basin param-
eters are iisted with their formuias reiaied io the road surface
deflectometer (RSD). The RSD is a modernized, automated
Benkelman beam (7) which is used with the accelerated testing
facilities, i.e., the heavy-vehicle simulators (HVSs). The
National Institute for Transport and Road Research (NITRR)
deflectograph has also been modernized and can measure the
deflections on the deflection basin, thus enabling the calcu-
lation of the deflection basin parameters as listed in Table 1.
An attempt is made in this paper to show how the mechan-
istic design procedure (5, 8) can be enhanced with the aid of
these nondestructive deflection measuring devices. These
measurements can then also be used to calculate the ELT
with a minimum of information. The purpose is to establish
typical design curves whereby flexible pavements can be ana-
lyzed without the need for detailed calculations typical of
fundamental linear elastic analysis. Such an approach can
greatly enhance the South African mechanistic rehabilitation
design procedure, which is well established and has been ver-
ified with the HVS testing program (8, 9).
MECHANISTIC DESIGN PROCEDURE
The mechanistic pavement rehabilitation design procedure (5)
is summarized in the flow diagram of Figure 1. The pavement
classes identified as A, B, or C in step 1 can be broadly defined
as freeways, major highways, or lightly trafficked roads,
respectively (4). Pavement types (step 2) in the present study
are restricted to granular, bituminous, and cemented bases,
since the focus is on flexible pavements.
Pavement behavior states (step 3) are defined as very stiff,
stiff, flexible, and very flexible (5). From data on deflection
basins measured under accelerated tests (6), the ranges of
Horak 71

TABLE 2 BEHAVIOR STATES DEFINED BY

FLEXIBLE PAVEMENTS
DEFLECTION BASIN PARAMETERS 500

Deflection basin parameter ranges

Behaviour
state Max. deft. SD SCI BDI BCI
(mm) ( x 10- 6 ) (mm) (mm) (mm)

Very stiff < 0,2 < 50 <0,01 < 0,01 <0,01 zoo

Stiff 0,2 - 0,4 50-400 0,01 - 0,2 0,01 - 0,1 0,01-0,05

-E
::I..
Flexible 0,4 - 0,6 400-750 0,2 - 0,4 0,1 - 0,15 0,05 -0,08 z
~ 100
f-
Very u
> 0,6 >750 > 0,4 > 0,15 >0,08 LU
flexible
...
...J
LU
D 50

deflection basin parameters in each behavior state , as shown

in Table 2, can be used to define the behavior state accurately.
Previously, this distinction of behavior states was based on
maximum deflection only, but it is now suggested that at least
two of the other deflection basin parameters listed in Table
2 be used for this purpose. Steps 4, 5, and 6 of Figure 1 form
part of the normal mechanistic design procedure whereby the
design inputs in terms of moisture condition, state of cracking
of treated materials, layer thicknesses and elastic moduli are
needed before the typical linear elastic models can be used
for the analysis.
A design-curve approach is suggested , where with the use
of relations established through prior analyses of the typical
pavement types in the flexible state, steps 4, 5, and 6, can be
greatly simplified . This design-curve approach will also render
superfluous detailed knowledge of the design inputs (as shown
in step 5) that is required for a fundamental linear elastic
analysis. Instead, the evaluation phase follows from the meas-
urement phase of the deflection basins. The purpose is there-
fore to make use of the ELT to simplify this analysis procedure
by determining ELT directly from measured deflection basin
parameters.
DETERMINATION OF ELT
The ELT, as developed further by Molenaar and Van Gurp
(2), is calculated as follows:
L - 1 [ Ei(l _vJ)] 113
ELT = aL h.1 E, (l - vf)
where
a 0.9 for flexible pavements,
=
h; thickness of layer i (m),
E; elastic modulus of layer i (N/m2 ),
Es = elastic modulus of subgrade (N/m 2 ),
v; = Poisson ratio of layer i,
vs = Poisson ratio of subgrade layer with value equal to
0.35, and
L = number of layers.
The general formula for the ELT is related to the effective
elastic modulus of the subgrade. This means that the latter
has to be determined before the ELT can be determined.
Molenaar and Van Gurp (2) established a relationship between
deflection measured at 2 m and subgrade elastic moduli as
measured under the falling-weight deflectometer (FWD) for
20
SUBGRAOE MO OULU S I MPo I
FIGURE 2 Relation of subgrade elastic modulus to deflection
in four- and five-layered flexible pavements.
bitumen-base pavements. This same procedure can be used
to determine the subgrade effective elastic modulus for the
typical South African flexible pavements analyzed (6). Rela-
tionships were also established between deflection measured
at offsets of 915, 610, and 500 mm and subgrade elastic mod-
uli. In Figure 2, these relations are shown for four- or five-
layered flexible pavement structures.
By thus measuring deflections with the RSD or even the
NITRR deflectograph at those offsets on the deflection basin,
it is possible to determine the subgrade modulus. It is rec-
ommended that at least three of these relations (as illustrated
in Figure 2) be used to arrive at an average value of subgrade
effective elastic modulus.
By measuring deflections with the RSD or even the NITRR
deflectograph at those offsets on the deflection basin , it is
possible to determine the subgrade modulus. It is recom-
mended that at least three of these relations be used to arrive
at an average value of subgrade effective elastic moduli .
Three subgrade effective elastic moduli (50, 70, and 150
MPa), which are typical of the subgrades of South African
pavements, were selected as a basis to determine the equiv-
alent thickness for the typical flexible multilayered pavements
that were analyzed. In Figure 3, however, it is shown that the
deflection basin parameter F1 (shape factor, see Table 1), if
related to ELT, cannot be used to discern such a difference
in subgrade effective elastic modulus . In Figure 4, on the other
hand, it is shown how the deflection basin parameter SD
(slope of deflection, see Table 1) can be used to discern the
difference in effective elastic moduli of the subgrade for mul-
tilayered flexible pavement structures.
Nevertheless, with the deflection basin parameter SCI (sur-
face curvature index, see Table 1) it was possible to subdivide
these flexible pavements into two separate sets of relations .
Those with granular bases had a greater sensitivity to ELT
than bitumen-base pavements. This is illustrated in Figure 5,
72 TRANSPORTATION RESEARCH RECORD 1207

BITUMEN BASE I '

1- - - - - - -GRAN ULAR BASES -
2

L;:: E 5 = 50,70,150 MPa

a:
0 MEASURED Fl
I-
u ----
Lt 0,5 -E
w E
Q..
ct "'0 100
J:
(/) "'
0,2
<t
-E
u ::I..
0,1...__ __.__ _ __.__ __.'-'----'----~--~
0,1 0,2 0,5 2 5 10 tJV1
EQUIVALENT LAYER THICKNESS ( ELTl (ml
Es =5 0 M Pa 1--+.--\I-~"\
FIGURE 3 Relation of equivalent layer thickness to Es= 70 MP a l=:l=::::::l~=11tt-:---I
deflection basin shape factor. E 5 =I !50 MPa +-+---

E5 = 150 70 50 MPa

500

100,3 I 2
EQUIVALENT LAYER THICKNESS IELTI \ml
0
200 MEASURED SO
V'I - - -- FIGURE 5 Relation of equivalent layer
z thickness to surface curvature index.
0
i'.= 100
u
w
..J
"- In Figure 6 it is shown how it is possible to relate ELT
w
a 50
directly to subgrade vertical strain ( ev,) for the various subgrade
~I
"-
0
support conditions for flexible pavements. When the ELT is
w
related to maximum horizontal asphalt strain (eHA), it is appli-
~I
Q..
0
..J
(/) 20 cable only to flexible bitumen-base pavements. The relations
for the various subgrade support conditions are illustrated in
Figure 7. This means that the granular-base pavements, which
10.___ __._ _ _ _.1.-c----'-L-----:~-----=~-----:'..
have relatively thin asphalt surfacings (on average 30-50 mm
0,1 0,2 0,5 I 2 5 10
EQUIVALENT LAYER THICKNESS lELTI (m I in the dry regions of South Africa), cannot be analyzed in
this fashion. This emphasizes the fact that the ELT concept
FIGURE 4 Relation of equivalent layer thickness to slope of was developed to calculate compressive strain in the subgrade
deflection. and does not necessarily give a good indication of horizontal
strain in the asphalt layers (10) . The ELT determined earlier
in which the three subgrade effective elastic moduli of the using Figures 3, 4, or 5 is now used in Figures 6 and 7 to
two base types in the flexible behavior state are shown. determine the sub grade vertical strain ( evs) or the maximum
The subgrade effective elastic 1no<lulus l:an therefore be horizontai asphait strain (eHA).
determined from Figure 2. Using that subgrade effective elas- Remaining life can be determined for subgrade vertical
tic modulus, it is thus possible to use the measured deflection strain ( ev,) by using the typical fatigue life curves of the South
basin parameters in Figures 3, 4, or 5 to calculate the ELT. African mechanistic design procedure (5, 9). In Figure 8 these
curves are shown for the typical road categories according to
the NITRR design traffic classes (4). The subgrade vertical
ANALYTICAL PROCEDURE strain (ev,), as determined from Figure 6, can therefore directly
be used as input with Figure 8 to calculate the remaining life.
In the mechanistic design procedure (5), permanent defor- All that is needed is to establish the road category. In the
mation is related to subgrade vertical strain (e"), and fatigue calculation of the remaining life of bitumen bases, Figure 9
cracking in the bitumen bases is related to the maximum can be used as in the South African mechanistic design pro-
horizontal asphalt strain (eHA). As stated earlier, the purpose cedure (5, 9). In this case, however, it is necessary to know
is to use a design-curve approach in order to simplify the the stiffness of the base layer.
analysis procedure. This is achieved by relating the previously Stiffness can be determined by using typical tabulated val-
determined ELT directly to these strains. ues (5) or by using the typical nomograph approach to deter-
Horak 73

I I I I I ! I soo.--------------~

F LEXIBLE PAV EMEN TS

I'I
I0 0 0
I 1\
I
IIi
'\l-'lot --+--+--+-.,.._- - - --1
t----t---w-t-

'"\. ~ "'
z
\ \ \ I
\.
'
<t
0:: 500 ~ 1001-----.---i-T----Jf-~------l
<(
I- er
(/)
\" 1-
Vl

::l.. I
:1_
"'
> <(
I.II I
\jJ

E 5 • 150 MPo ~
I\ E 5 •70MPa

100'---...__,__~_._ .......__._....__ _ _ _ ~
BITUMEN BASES

0,3 I 2
EQUIVALENT LAYER THICKNESS !ELTl !ml
FIGURE 6 Relation of subgrade vertical strain
to equivalent layer thickness for flexible
pavements.
mine stiffness modulus values of bituminous mixes (2, 11).
By using the previously determined maximum horizontal strain
(EHA) as input, the equivalent traffic can be determined for
the related bitumen base stiffness. The recommended shift
factors shown in Table 3 should be applied to the calculated
remaining fatigue life.
ELT can, however, be related directly to fatigue life
(3) as calculated above. It was shown previously how deflec-
tion basin parameters can be used to identify the pavement
behavior state accurately. ELT can be used to indicate whether
a pavement structure with cemented subbases or bases is in
the flexible behavior state. According to the definition given
by Freeme (5), such flexible pavements with the cemented
layers are in the cracked phase, exhibiting equivalent granular
behavior. In Figure 10, ELT for the precracked life of pave-
ments with cemented subbases and bases is shown in terms
of standard 80-kN axle repetitions. A distinction can be made
on the basis of the variance of the elastic modulus of the
subgrade. However, an ELT value of at least 1. 1 m is required
for a subgrade modulus of 70 MPa to have any significant
precracked life for the cemented layers. Although the
mechanistic rehabilitation procedure (5) makes provision for
the application of crack growth factors, this does not change
the fact that the major portion of the structural life of typical
South African pavement structures with cemented layers is
in the cracked phase.
In flexible pavement structures, typical fatigue life curves,
such as those shown in Figure 11, can be used. In this figure
the subgrade support condition applies for a subgrade effec-
tive elastic modulus(£,) of70 MPa. The relation for subgrade
vertical strain (Evs) holds good for all flexible pavements, but
the relation for maximum horizontal asphalt strain ( EHA) holds
only for flexible bitumen-base pavements.
I
f0'---'---'--1.--'--'-- - -- ---'---'
0 ,3 2
EQUIVALENT LAYER THICKNESS I ELT l lm l
FIGURE 7 Relation of equivalent layer
thickness to maximum horizontal asphalt
strain for bitumen-base pavements.
CONCLUSIONS AND RECOMMENDATIONS
Deflection basin parameters, as measured with the RSD or
the NITRR deflectograph, can be used to enhance and sim-
plify the South African mechanistic design procedure. The
mechanistic design procedure can be simplified by using a
design-curve approach, achieved in this instance by using the
ELT concept.
The deflections, as measured on the reverse curvature of
the deflection basin, correlate well with subgrade effective
elastic modulus. The subgrade effective elastic modulus deter-
mined using such relations forms the basis for calculation of
the ELT. It also has intrinsic significance in terms of identi-
fying statistically uniform sections of subgrade support con-
ditions in a typical initial assessment of a pavement length.
The ELT concept is applicable to the approximation of
structural capacity of flexible pavements. Deflection basin
parameters correlate well with a value such as ELT in general,
as calculated for flexible pavements. For some deflection basin
parameters it is even possible to discern between granular-
and bitumen-base pavements. Using such measured deflection
basin parameters, it is possible to determine ELT for the
previously determined subgrade effective elastic moduli.
ELT correlates well with sub grade vertical strain (Ev,) for
flexible pavement structures and can be used to discern the
effect of variance of subgrade elastic moduli. On the other
hand , clear relations between maximum horizontal asphalt
strain ( EHA) and ELT do not exist for granular-base pavements
as they do for bitumen-base pavements. This is due to the
thin asphalt layer typically used on granular-base pavements
74 TRANSPORTATION RESEARCH RECORD 1207

DESIGN TRAFFIC CLASS EO El E2 E3 I E4

-~ 10 4
~
~ _ I 111 11111 I 11111111 I 1111111
<1
a: LIGHTLY TRAFFICKED ROADS ICJ
I-
V1

lJJ
10
3 1 n111 111 1111
I I
"'
I
- MAJOR ROADS IB>
Cl
<t
a: FREEWAYS IA>
<..?
CD I
::i
V1
10
2 I
_J
<t
u
I I I I
I-
a: I ' ' I 11 I
lJJ
>
10
I 11 I 11 II 111. .
I I I
10 4 10 5 10 6
EQUIVALENT TRAFFIC, E80

FIGURE 8 Recommended subgrade vertical strain criteria for

different road categories.

DESIGN
TRAFFIC
CLASS - E a El EZ E3 E4
1000
<t
:>oo
0:
w • ! •
'' '
oo
z <t
::i 0
- _J

"
:l ..J
-w 100
zW
- :z:
<t 3:
0: 50
I-
(/)
z
.J< I'

WO
_J '3" I:
u;
z
w
I-
10
105
I 11 106
:I
10 7 108
EQUIVALENT TRAFFIC ,EBO
(Use equivalency coeff1cienr n'41

FIGURE 9 Recommended fatigue life criteria for thick bitumen bases.

in South Africa. There are other design curves (6) whereby
the maximum horizontal asphalt strain ( EHA) can be calculated
by using deflection basin parameters. These distress deter-
minant strains can be calculated from previously determined
ELT values.
The value of ELT can be used in a mechanistic design or
an analytical procedure to establish the structural life of a
TABLE 3 SHIFT FACTORS FOR BITUMINOUS BASES
Road category
A B
(Lightly traf- (Major roads) (Freeways)
ficked roads)
flexible pavement with regard to the distress determinants (Evs
and eHA) . Use is made of the typical fatigue-life relations of
these two distress determinants.
A design-curve approach can also be followed whereby
ELT, as determined from deflection basin measurements, is
directly related to remaining life. The precrack life of cemented
subbase::s and base::s can aisu be:: determined using such a design
curve.
Overlays are important rehabilitation options. Although
the ELT concept does not allow for the analysis of individual
layers, the design-curve approach lends itself ideally to use
with overlay-design curves developed for these types of pave-
ments (6) . Apart from that, the concept of the ELT can be
used in the initial assessment of rehabilitation investigations.
c
ACKNOWLEDGMENT

The author thanks the Chief Director of the National Institute

2 5 10 for Transport and Road Research for permission to publish
this paper.
Horak 75

roB

.::= Evs FOR

.I

·-
10 6
·-- -
r--c
- , ~ ,_.. --
----'-

- FLEXI BL E
- PAVEMENTS I
I 0
<V '
~
TRH41N!TRR 198501 </')
TR AFFIC CL A SSES z
0

V1
z
0
f::
10 7 -
- E4

~ E3
' I f:::
I-
w
Q.
w
a:: 105
w
_J
I -
I -
Es
50 MPo
70 MPo
150MPo- I
.I
>= x
w <I I I 11 : 1
Cl.
w z I I I • 11
Ct:

w
.' I '
,,
~

0
<V
I

...J
I • Cl
I l
x
<I ! : I'
a::
<I
I I i I
>-E2 I
Cl I
0
' I
a:
<I
0
10 6 I '
1 ~s • 70 MPo z
<t
1- I I ! II
z </'I 10 4
<I
>-
V1 "u
<I
! a:
I u
-El
I !I .. ;• w
a::
' !
Q.
;, ' I I

I I I ~EHA F O R_ i I I I
I 1 I ' BITUMEN
: j I i !
EO ! BASE !
I:iI I PAVEMENTS
!
I !II !
10 5
~I
EQUIVALENT LAYER THICKNESS IELT I lml
IP
10 3
I
I I 11 ! I1 I .. i
0 ,20 1,0 5, 0
EQUIVALENT LAYER THICKNESS IELTJ(m)
FIGURE 10 Initiation of cracking of
cemented bases and subbases in terms of FIGURE 11 Pavement life for maximum
equivalent layer thickness. horizontal asphalt strain and subgrade
vertical strain criteria in terms of
equivalent thickness.

REFERENCES
J. N. Odemark . ln vestigatio11s on the Elastic Propertie. of Soils and
tlte Design of Pm1eme11ts A ccording 10 the Theory of Elasticity.
Sta tcns Vaeginsliture , Stockholm , Sweden 1949.
2. A. A . A . Mole naar and Van Gurp. Optimizatio11 of the 711ick11ess
D esign of Asphalt Co11crete. Proc., 10th Au tralian Road Research
Board Confe rence. Vol. 10 No. 2, 1980, pp. 31-44 .
3. A. A. A. Molenaa r. Str11c111ral Performance and Design of Flex-
ible Road Constructioris and Asphalt Concrete O verlays. D . Tech.
Sc. thcsi , TechnischcHogeschool. Delft, The Netherlands , 1983.
4. Stn1ct11ral Design of.l11terurba11 and R11ml.Road Pavem ents. T Rl-14 ,
National Jnstitute for T {ansport and Road R esearch, CSIR , Pr -
tori a, South Africa, 1985. . .
5. C. R. Freeme. Ev<1l11ntio11 of Pavem ent Belravwur f or Ma1or
Rehabilitation of Roads. NlT RR Technical Report RP/19/83, CSIR,
Pretoria, Re public of South Africa, 1983 .
6. E. Horak . T he U se of Surface Dcfiec1ion Basin Measurements
in tbc Mccba11istic An aly: is of Flexible Pave me nt . Proc., 6th
/memational C.Onfere11ce 011 the Structural Design of A sphalt
Pavements, Ann Arb r, Mich . Vol. l 1987, pp. 990-
1001.
7. Horak E. Metisurem ent and Data Processing of Deflection Basins.
NrrRR Technical Report RP/23, CSIR, Pretoria, Re public of
South Africa , 1986.
8. C . R. Freeme, M. De Beere, and A . W. Viljoen. The Behaviour
and Mechanistic Design of Asphalt Pavements. Proc., 6th Inter-
national Conference on the Structural Desigri of Asphalt Pave-
ments, Ann Arbor, Mich., Vol. 1, 1987, pp. 333-343.
9. C. R . Freeme , J. H . Maree , and A. W . Viljoen. Mechanistic
Design of Asphalt Pave menr~ and Verification of Designs Using
the Heavy Vehicl e Simulator. Proc., 5th Jmem(ltional Conference
011 tlie Strucwral Design of Asvhalt Pavem ent. , Pretoria, Repub-
lic of South Africa, Vol. 1, CSIR Reprint RR362, 1982,
pp. 156- 173.
10. G. J. Jordaan . An Assessment of the Pavement Arialytical and
Rehabilitation Desigri Methods: A Method Based on the FWD
M easurements arid the Equivalent Layer Concept (The Nether-
lands) . NITRR Technical Note T045/85, CSIR, Pretoria, Republic
of South Africa , 1985.
11. F . Bonnaure, G . Gest, A . Gravious, and 0. Uge. A New Method
of Predicting the Stiffness of Asphalt Paving Mixtures. Proc.,
Association of Asphalt Paving Techriologists, Dallas, Texas,
Vol. 46, 1977, pp. 64-97.
Publication of this paper sponsored by Committee on Flexible Pave-
ment Design.