Unit 7 - Pavement Design Information PDF

3.
Information for Pavement Design
1. The road environment

2. Pavement Materials
3. Sub-grade
4. Traffic and traffic mix
Dr.Eng.Trần Thị Kim Đăng

The Road Environment
ROAD SAFETY
TERRAIN REGIME
CONSTRUCTION
MATERIALS
HYDROLOGY
Appropriate CONSTRUCTION
Designs REGIME
SUB-GRADE
MAINTENANCE
REGIME
CLIMATE
TRAFFIC
AXLE LOADS

Specific alignment topography and gradients on

TERRAIN existing road and those to be encountered on any
pavement options for specific section
Specific data on flood levels, history and likely

HYDROLOGY
occurrence – likely moisture condition within pavement
Actual sub-grade conditions and their variability

SUB-GRADE along the alignment. Data on soft or difficult zones.
Sub-grade data is main input for pavement analysis
Update climate data with available information on

variations within project area, such as temperature
CLIMATE variation, rainfall or storm intensity and those to be
encountered on pavement options and pavement
materials

Specific traffic count data for roads together with maximum

TRAFFIC
design axle loads and “design vehicles”. They are also main
AXLE LOADS
input of pavement analysis process
Amounts, costs, sources and quality of materials to be

CONSTRUCTION
used. Relevant geotechnical test data. They are main input
MATERIALS
of pavement analysis
Data on design adjustments required to
ROAD SAFETY
reduce likely accident “black spots”. For pavement design,
REGIME
it is selection of surfacing material for high skid resistance
Capability of specific contractors or organizations likely to
CONSTRUCTION undertake works. Is the selected pavement “buildable” in
REGIME the construction regime
Specific arrangements for management of completed road;
MAINTENANCE managing authority (Owner) and sources of funding. Will
REGIME the proposed option be suitable for the amount
maintenance available?

Pavement Design Information

3. Sub-grade

Pavement Materials
The nature, engineering character and location of construction

materials are key aspects of the road environment assessment for
pavement design

Pavement Materials
Base/Sub-base Materials Testing

- Grading
Input data for pavement
- Plasticity design is various based
- Particle strength on designing method:
- Mass strength elastic modulus/ CBR
- Durability verse layer coefficient
Cement Concrete Testing They are used directly in

- Compression Strength concrete pavement
- Flexural Strength design using both
- Elastic Modulus mechanistic and
empirical

Pavement Materials
Bituminous Materials Testing

Marshall method is usually used in Mix Design
- Bulk specific gravity (BSG)
- Voids in aggregate (VMA)
- Air voids in mix (VIM) Input data for
pavement design is
- Voids in aggregate filled with bitumen
various based on
- Stability designing method:
- Flow. elastic modulus/ CBR
Other tests for strength of asphalt mix verse layer coefficient
- Modulus (elastic/resilient/dynamic)
- Shearing Strength
- Flexural Strength

Pavement Materials
CBR Testing in Lab for subgrade strength Compression Strength of Concrete
Flexural Strength
of Concrete

Materials Testing
Using pavement materials data in available documents/

standards :
• Be suitable with project level/ designing stage,
• Be suitable with local materials condition,
Define pavement materials data by testing:

• Clear well designed testing programme,
• Appropriate to materials and propposed pavement design,
• An approved laboratory
• Good Quality Control
• Cross check between laboratories


3. Sub-grade

Subgrade
The sub-grade is essentially the foundation layer for the pavement and
as such the assessment of its condition is fundamental to an
appreciation of the road environment and a sustainable pavement design
• Resilient Modulus
• In Situ – Plate bearing test
• California Bearing Ratio (CBR%) – relates to a nominal
standard of 100% for good crushed stone aggregate
• Laboratory compaction
• Field – in situ CBR (not usual)
• Dynamic Cone Penetration- DC

Modulus of Elasticity (Static Elastic Modulus)
In-lab test for static elastic modulus
 p.D(1 −  2 )
1 Etn = .
2
4  dh
3
 dh - rebound deflection corresponds to applied

in-lab test for static elastic modulus
stress of 0.20.25 MPa
p – applied stress (MPa)
1 – dial gauge; 2 – static plate
D – diameter of static plate (m)
3 – sample of soil
 - Poisson ratio, is 0.35 as per Vietnamese
Specification for soil.
Source: 22TCN – 211 – 06 Dr.Eng.Trần Thị Kim Đăng

Modulus of subgrade reaction – Plate Load Test
Plate Load Test

Modulus of subgrade reaction – Plate Load Test
 dh
Source: AASHTO Designation: T 222-81 (2008) Dr.Eng.Trần Thị Kim Đăng

CBR (California Bearing Ratio)
AASHTO T 193 & · ASTM D 1883 : The California Bearing Ratio Dr.Eng.Trần Thị Kim Đăng
Typical CBR Ranges
General Soil Type USC Soil Type CBR Range

GW 40 - 80
GP 30 - 60
GM - 20 - 60
GC 20 - 40
Coarse-grained soils
SW 20 - 40
SP 10 - 40
SM 10 - 40
SC 5 - 20
ML 15 or less
CL LL < 50% 15 or less
OL 5 or less
Fine-grained soils
MH 10 or less
CH LL > 50% 15 or less
OH 5 or less

Resistance Value (R-value)
 
 
 100 
R = 100 −  
     
   − 1 + 1
2.5 Pv
  D   Ph   
R = resistance value
Pv = applied vertical pressure (160 psi)
Ph = transmitted horizontal pressure at Pv = 160 psi
D = displacement of stabilometer fluid necessary to increase horizontal
pressure from 5 to 100 psi.
Well-graded (dense gradation) crushed stone base course: 80+

MH silts: 15-30
Source: AASHTO T 190 and ASTM D 2844 Dr.Eng.Trần Thị Kim Đăng
Resilient Modulus
MR (or ESG) = roadbed soil (subgrade) resilient modulus
d
M R (or E R ) =
r
MR = resilient modulus (or elastic modulus since resilient modulus is just

(or ER) an estimate of elastic modulus)
σd = stress (applied load / sample cross sectional area)
εr = recoverable axial strain = D L/L
L = gauge length over which the sample deformation is measured
D L = change in sample length due to applied load

Resilient Modulus
Scyclic
MR =
r
MR - Resilient Modulus
Scyclic – Cycle Axial Stress
r – Resilient Axial Strain
AASHTO T 292: Resilient Modulus of Subgrade Soils and Untreated Base/Subbase Materials Dr.Eng.Trần Thị Kim Đăng
Dynamic Cone Penetration Test - DCP
Define thickness and CBR of layers

DCPI Correlations between DCP MR and CBR
Log10(CBR) = 2.48 – 1.057 Log10(DCPI)
CBR DCPI (mm/blow)
Theo Powell
MR = 17.6 (CBR)0.64 (MPa)
MR
Theo Heukelom và Klomp (22TCN274-01)
MR(psi) = 1500 x CBR (1 psi – 6.9KPa)


Correlations
Some correlations between DCP and CBR.
Kleyn and Van Heerden (60o Cone):

Log10(CBR) = 2.632 – 1.28 Log10(mm/blow)
Smith and Pratt (30o Cone):

Van Vuuren (30o Cone):

TRL, Road Note 8 (60o Cone):


CBR Profile

CBR estimation


3. Sub-grade

Traffic input into design
The pavement design should be based on the cumulative number of

standard axles in the most heavily trafficked lane of the road.
Normally, for two-lane roads with two-way traffic and no significant
difference between the two traffic streams, the design number of
standard axles is assumed to be 0.55 of the total in the two directions.
22TCN – 211 - 06
Single Lane Road – fl = 1.0
Two lane road without median – fl = 0,55
Four lane road with median - fl = 0,35
Six lane road (or more) with median - fl = 0,30
Merging or diverting lane of intersection fl = 0,50

Standard Axle
An axle load of 80kN is used as the standard in most design methods,

but care is needed since some methods use other values. For example,
100kN and 120kN is required for flexible pavement design in Vietnam
Standard
Standard Diameter of
Standard Axle, P
Pressure, p Equivalent Circle
(kN)
(Mpa) Loading, D (cm)
100 0.6 33
120 0.6 36
Current Vietnam Standard for rigid pavement required for different

wheeling load though standard axles: 9.5 ton, 10 ton and 12 ton. Other
wheeling load of heavy truck and special vehicle are considered in rigid
pavement design

Standard Axle
A tandem axle may do slightly more or slightly less damage than two
separate axles, depending on the spacing of the two axles in the tandem
set, the suspension system of the truck and the structure of the road.
Formula in 22TCN – 211 – 06 for equivalent load converting

k
Pi 4, 4
N =  C1.C2 .ni .( )
i =1 Ptt
N – equivalent axles
ni – number of i axle
Pi – i axle load, kN
Ptt – standard axle load, kN
C1 – axle number factor
C2 – wheel number factor

Determination of Traffic Loading for Design
Estimate Traffic Volume Estimate Mean Equivalent

Select Design
(initial AADT) Axle Load (ESA)
Period
per vehicle class per Class of Vehicle
Estimate Cumulative ESAs

Estimate Traffic
Over Design Period
Growth
(in one lane)
Determine Design Use Appropriate Traffic

Traffic Volume For Pavement Design

Determination of Traffic Loading for Design
Classification of traffic – an area of potential confusion:

AADT – Annual average daily traffic – but what is a “vehicle” ?
PCUs – Passenger carrying units – measure of capacity to
move people (used for planning)
Equivalent Standard Axles – ESA – engineering applications
(used for pavement design)
A clear classification of vehicles is imperative not

only for building to the correct geometry but for the
pavement design.

Traffic Counting (Manually)

Traffic Counting (Simple Tube Counter)

Axle Load Survey (Manually)

Axle Load Survey (WIM)

Traffic Growth
In order to forecast traffic growth it is necessary to separate traffic into

the following three categories:
• Normal traffic.
• Diverted traffic
• Generated traffic
It is essential to take into account traffic growth in pavement design –

particularly in a rapidly developing country such as Vietnam.
For example, say a traffic survey in 2010 gives an EAS of 1 million
standard axles for a 10 year design life road. With 10% growth the
actual achieved ESA by 2020 would be nearly 2 million ESA – resulting
in an under-designed road that may well fail before pavement design
life is reached

Traffic Growth
Nt = N1 (1 + q) n−1
[(1 + q)t − 1] [(1 + q) t − 1]

Ne = .365.N1 Ne = t −1
365.N t
q q(1 + q)
N1 – traffic volume (ADT) at the 1st year of design period

Nt – traffic volule (ADT) at the last year (tth year) of design period
Ne – accumulate traffic during design period
q – traffic growth factor, %/year

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3.

Information for Pavement Design

1. The road environment

Dr.Eng.Trần Thị Kim Đăng

Dr.Eng.Trần Thị Kim Đăng

Specific alignment topography and gradients on

Specific data on flood levels, history and likely

Actual sub-grade conditions and their variability

Update climate data with available information on

Dr.Eng.Trần Thị Kim Đăng

Specific traffic count data for roads together with maximum

Amounts, costs, sources and quality of materials to be

Dr.Eng.Trần Thị Kim Đăng

1. The road environment

Dr.Eng.Trần Thị Kim Đăng

The nature, engineering character and location of construction

Dr.Eng.Trần Thị Kim Đăng

Base/Sub-base Materials Testing

Cement Concrete Testing They are used directly in

Dr.Eng.Trần Thị Kim Đăng

Bituminous Materials Testing

Dr.Eng.Trần Thị Kim Đăng

CBR Testing in Lab for subgrade strength Compression Strength of Concrete

Dr.Eng.Trần Thị Kim Đăng

Using pavement materials data in available documents/

Define pavement materials data by testing:

Dr.Eng.Trần Thị Kim Đăng

1. The road environment

Dr.Eng.Trần Thị Kim Đăng

Dr.Eng.Trần Thị Kim Đăng

In-lab test for static elastic modulus

 dh - rebound deflection corresponds to applied

Source: 22TCN – 211 – 06 Dr.Eng.Trần Thị Kim Đăng

Plate Load Test

Dr.Eng.Trần Thị Kim Đăng

Source: AASHTO Designation: T 222-81 (2008) Dr.Eng.Trần Thị Kim Đăng

General Soil Type USC Soil Type CBR Range

Dr.Eng.Trần Thị Kim Đăng

Well-graded (dense gradation) crushed stone base course: 80+

MR (or ESG) = roadbed soil (subgrade) resilient modulus

MR = resilient modulus (or elastic modulus since resilient modulus is just

Dr.Eng.Trần Thị Kim Đăng

Define thickness and CBR of layers

Dr.Eng.Trần Thị Kim Đăng

DCPI Correlations between DCP MR and CBR

Log10(CBR) = 2.48 – 1.057 Log10(DCPI)

CBR DCPI (mm/blow)

Dr.Eng.Trần Thị Kim Đăng

Dr.Eng.Trần Thị Kim Đăng

Some correlations between DCP and CBR.

Kleyn and Van Heerden (60o Cone):

Smith and Pratt (30o Cone):

Van Vuuren (30o Cone):

TRL, Road Note 8 (60o Cone):

Dr.Eng.Trần Thị Kim Đăng

Dr.Eng.Trần Thị Kim Đăng

Dr.Eng.Trần Thị Kim Đăng

1. The road environment

Dr.Eng.Trần Thị Kim Đăng

The pavement design should be based on the cumulative number of

Dr.Eng.Trần Thị Kim Đăng

An axle load of 80kN is used as the standard in most design methods,