PT.

TRIPATRA ENGINEERING ASSET INTEGRITY PROGRAM

ENGINEERING DESIGN REVIEW
PROJECT : NORTH CORRIDOR PROJECT DATE : FEBRUARY 21, 2014
DISCIPLINE : CIVIL & STRUCTURAL WO No.# : AIP-WO-02
WBS : TRACK PAVEMENT DESIGN CALCULATION Related Doc No : AIP-NCP-CIV-CAL-TPE-00006-00
Prepared by : RSP

CPI Comments TPE Response

Noted and already revised as per AIP-BBC-

CIV-CAL-TPE-00006-00.

Noted and already revised as per AIP-BBC-

CIV-CAL-TPE-00006-00.
Change Log

REV. SECTION CHANGE DESCRIPTION

H03 All Revised as per AIP-BBC-CIV-CAL-TPE-00006-00.

Document Holds

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 TABLE OF CONTENTS

1. INTRODUCTION ………………………………………………………………… 4
1.1. Overview …………………………………………………………………… 4
1.2. Scope ……………………………………………………………………… 5
1.3. References ………………………………………………………………… 5
1.4. Unit of Measurement …………………………………………………… 6
1.5. Quality of Materials ……………………………………………………… 6
2. DESIGN ANALYSIS …………………………………………………………… 7
2.1. Design Life ………………………………………………………………… 7
2.2. Design Criteria …………………………………………………………… 8
2.3. Structural Design ………………………………………………………… 8
3. TRACK PAVEMENT DESIGN CONCLUSION ……………………………… 9
Attachment A - Track Pavement Calculation with Subgrade CBR = 3 %
Attachment B - Track Pavement Calculation with Subgrade CBR = 6 %

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1. INTRODUCTION

1.1. Overview
PT Chevron Pacific Indonesia is presently working on development phase for North
Corridor Project (NCP). The NCP is a project which has been established for the
purpose of improving safety, security and future operability & maintainability of
pipeline, powerline and communication infrastructure within the main shipping
corridors of Chevron’s Sumatra Operations. Figure-1 below shows the project
location.

Presently, COMPANY is utilizing two parallel main export pipelines 36” and 30”
diameter to transport Sumatra Light Crude (SLC) and Duri Crude (DC) from Duri to
Dumai respectively. SLC pipeline conveys SLC oil from Duri CPS to SLC tanks at
Dumai Tank Farm, and DC pipeline transports DC oil from Duri field to DC tanks at
Dumai Tank Farm. There is also SLC export pipeline (20” and 30” diameter) which
carries SLC oil from Bangko GS and other gathering stations to Dumai. All the above
pipelines are near to the end of their useful life.
COMPANY plans to replace the above pipelines with two new 24” pipelines (SLC and
DC) from Duri to Dumai via Batang, and another new 16” pipeline from Bangko GS to
Batang as shown in Figure-1. The 16” SLC pipeline from Bangko will be tied-in with
SLC pipeline from Duri CPS at Batang. The pipelines will be installed underground
with minimum 1.0 m depth and vary in different location. The approximate length is
63,400 m (Duri – Dumai) and 45,000 m (Bangko – Batang). Shipping line from Benar
GS will be replaced with a new 6” above ground pipeline (about 9,600 m) and will be
tied-in to the 16” SLC pipeline at Bangko Tie-in area.

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 COMPANY also plans to replace Duri – Dumai 44 kV transmission line with a new 44
kV line and to install new Duri Cogen – Bangko 115 kV transmission line, and to
install fiber optic cable too. The new 44 kV transmission line will be tied-in to new 115
kV / 44 kV Sub Station (S/S) at Batang and connect to the existing 44 kV Dumai S/S.
The new 115 kV transmission line will be connected to the existing Cogen S/S,
Sintong S/S, Bangko S/S and new Batang S/S. The unused facilities will be
demolished after new facilities put in service.

1.2. Scope
This document presents calculation of track pavement design for North Corridor
Project. The scope include: maintenance access track, public access track and track
crossing.

1.3. References
The subject facilities will be designed in accordance with, but not limited to the
following codes, standards and project document.
1) Chevron Engineering Standard for Specifications
a) AIP-GEN-CIV-SPC-TPE-00004-00 Project Addendum for SP-CI-
RL-002 Pavement
Specification.
2) International Codes and Standards
a) AASHTO Guide for Design of Pavement Structure, 1993.
3) Project Documents
a) AIP-NCP-CIV-BOD-TPE-00001-00 Civil and Structure Basis of
Design NCP.
4) Sukirman, Silvia, "Perencanaan Tebal Struktur Perkerasan Lentur", Nova,
2000.

1.4. Unit of Measurement

All units are in SI unit, unless noted otherwise.

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1.5. Quality of Materials
1) Track Subgrade
a) Material
The subgrade material shall be free of organic or vegetation matter and
lumps or ball of clay. The subgrade surface shall be compacted to not
less than ninety percent (95 %) of maximum dry density modified proctor
test at optimum moisture content as determined by ASTM D1557.
b) Strength
Track subgrade can be of fill (embankment) or cut (excavation) material.
The strength of subgrade for the track design shall be expressed as CBR
value. The CBR value for fill material or excavated soil shall not be less
than six percent (6 %) when compacted to not less than ninety-five
percent (95 %) of maximum dry density modified proctor test.
c) Width
The track subgrade shall be extended on both sides of the track sub base
layer by a minimum of two hundred (200) mm.
d) There are two types of subgrade in this project, namely:
1) Subgrade type A
Subgrade which is built on top of peat soil. For this kind of
subgrade, it is assumed that the CBR is 3 %. This CBR value is
adopted to maximize the possibility of acceptance for existing
borrow pit soil in the remote area condition.
2) Subgrade type B
Subgrade which is non peat soil (usually the subgrade will not be
soaked, by the surrounding water because non peat soil is usually
at an elevation which is higher).
For this kind of subgrade, it is assumed that the CBR is 6 %. This
CBR value is adopted to maximize the possibility of acceptance for
existing ground surface soil.

2) Track Sub Base Course

a) Material
The sub base material shall be free of organic or vegetation matter and
lumps or ball of clay and consists of mixtures of varying amounts of clay,
silt, sand and fine gravel. Maximum LL (Liquid Limit) sub base material is
forty (40) with PI (Plasticity Index) smaller than ten (10).

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 b) Strength
Track sub base CBR value shall be not less than twenty percent (20 %)
when compacted to not less than ninety-five percent (95 %) of maximum
dry density modified proctor test at optimum moisture content as
determined by ASTM D1557. Loose lift thickness of fill material spread in
horizontal layers shall not be thicker than two hundred (200) mm for each
layer (for clayey soils). For sandy soils, the prescribed loose lift thickness
is between three hundred (300) to five hundred (500) mm for each layer.

3) Pavement Specification III (Class C Roads)

a) This pavement is made from compacted soil and designed only for low
traffic load. The base material shall be free of organic or vegetation
matter and lumps or balls of clay and consists of mixtures of varying
amount of clay, silt, sand, fine gravel and coarse gravel. Maximum LL for
base soil material is thirty five (35) with PI between ten (10) and twenty
(20).
b) Track base CBR value shall not be less than twenty-five percent (25 %)
when compacted to not less than ninety-five percent (95 %) of maximum
dry density modified proctor test at optimum moisture content as
determined by ASTM D1557. Compact track base every one hundred to
one hundred and fifty (100-150) mm thick of loose lifts.
c) Surface aggregate material shall conform to ASTM D1241 gradation C
requirement.

2. DESIGN ANALYSIS

2.1. Design Life

The minimum design life will be 5 years, refer to Project Addendum for SP-CI-RL-002
Pavement Specification and another 25 years (according to AIP-NCP-CIV-BOD-TPE-
00001-00 Civil and Structure Basis of Design NCP, design life will be 30 years) will be
in maintenance scope and incorporated into applicable design criteria of civil and
structure.
Track lifetime is defined from the cumulative number of equivalent single axle loads
(ESAL) to pass through on top of the track from its initial condition to its expected
failure. The track lifetime shall be calculated from traffic count result, including traffic
growth estimation during its lifetime, including pavement material modulus, subgrade
condition, and drainage system factors.
Standard ESAL of eighteen (18) kips shall be used as repetitive traffic axle load to
calculate the flexible pavement thickness requirement. All various daily traffic axle
loads, counted during the initial year traffic survey shall be converted the ESAL. The
total amount of initial ESAL per day shall then be projected with traffic growth factor of
two percent (2 %) per year to get the total number of designed ESAL applications per
design lifetime. Different values of traffic growth factor could be used with
COMPANY’s approval, considering the track usage.

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2.2. Design Criteria
According to Project Addendum for SP-CI-RL-002 Pavement Specification, access
track to minor operating/process facilities (pig launcher/receiver) and maintenance
access for pipe corridor, canal and power line use Class C road. Class C road is for
light traffic that has less than 200 ESAL/day.

The recommended layer usage for Class C are as below table:

Table 2.1 Recommended Layer Usage for Class C

Track Class Pavement Layer Type of Pavement
Surface Round Aggregate or Stabilization
C
Base Compacted Subgrade

2.3. Structural Design

Structural pavement design consists of track sub base and base courses. Pavement
structural design for Class C road is using pavement specification III (compacted soil
base and surface treatment with aggregate).
The subgrade is the natural soil (whether embankment or excavation) on which the
pavement rests and to which the entire load of the structure as well as that of traffic
plying on the surface above is ultimately transferred.
Track subgrade on swampy area or across peat formation shall be improved before
placing any fill material for embankment for the sub base by providing geotextile to
reduce the embankment displacements during construction, thus reducing fill
requirements.
The track base shall be constructed above the designed flood water level. Therefore
the design elevation for the track base shall be minimum two hundred (200) mm
above the designed flood level from the nearest ditch or canal.
Structural design of track pavement layers should be done using AASHTO Guide for
Design of Pavement Structures (Empirical).

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3. TRACK PAVEMENT DESIGN CONCLUSION
Track pavement design for subgrade type A (minimum CBR = 3 %) is presented
below. Please refer to Attachment A for detailed calculation.

Figure 3.1 Design Sketch for Track Pavement with Subgrade CBR = 3 %

Design Sketch For Track Pavement

Base Course (Aggregate Gradation C as
per ASTM D1241), CBR min. 25 %, max.
LL 35, PI between 10 and 20.
t min = 20 cm
Sub Base Course, compacted soil, CBR
min. 20 %, max. LL 40, PI smaller than 10.
t min = 80 cm
Subgrade CBR min. 3 %.

Track pavement design for subgrade type B (minimum CBR = 6 %) is presented

below. Please refer to Attachment B for detailed calculation.

Figure 3.2 Design Sketch for Track Pavement with Subgrade CBR = 6 %

Design Sketch For Track Pavement

Base Course (Aggregate Gradation C as
per ASTM D1241), CBR min. 25 %, max.
LL 35, PI between 10 and 20.
t min = 20 cm
Sub Base Course, compacted soil, CBR
min. 20 %, max. LL 40, PI smaller than 10.
t min = 60 cm
Subgrade CBR min. 6 %.

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 Attachment A - Track Pavement Calculation with Subgrade CBR = 3 %

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1. DESIGN DATA

1.1. Track Pavement and Geometry

Track class = C (CPI Classification) (ref. 3a)

Type of pavement = round aggregate or stabilization (ref. 1a chapter 2.2.)

Number of lane = 2 lanes

Width of track = 4 m (ref. 3a)

Width of shoulder = 0.5 m (ref. 3a)

Pavement slope = 4 % (ref. 1a chapter 2.4.1.)

Shoulder slope = 6 % (ref. 1a chapter 2.4.1.)

1.2. Road Specification

CBR for Subgrade = 3 % (CBR subgrade min. 3 %)

This 3 % value of CBR is adopted to accommodate the existing

borrow pit soil.

CBR for Sub Base = 20 % (ref. 1a chapter 2.5.2.)

CBR for Base = 25 % (ref. 1a chapter 2.5.5.)

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1.3. Assumed Design Traffic Data

Operational period for Class C = 5 years (ref. 1a chapter 2.1.)

road

Equivalent traffic load = 200 ESAL/day (ref. 1a chapter 2.2.3.)

= 73000 ESAL/year
Using traffic growth factor of two percent (2 %) per year (ref. 1a chapter 2.1.), equivalent
traffic load forecasting shall be:

Table 1.3 Equivalent Traffic Load Forecasting

Equivalent Traffic Load
Year
(ESAL)
st
1 73000
nd
2 74460
3rd 75949
4th 77468
th
5 79018
Total 379895

Traffic load forecasting also can use table below (ref. 2a Appendix D page D-24):

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 Analysis Period Years (n) = 5

Annual Growth Rate (g) = 2

Traffic Growth Factors = 5.2

Traffic load during analysis period = Traffic Growth Factors * Equivalent Traffic Load
= 379600 ESAL

We will use equivalent traffic load = 379895 ESAL

2. DESIGN VARIABLES

2.1. Traffic

w18, traffic in the design lane, determine by:

a) 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. (ref. 2a).

Although the DD factor is generally 0,5 (50

percent) for most roadways, there are
instances where more weight may 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" (ref. 2a).

For two lanes track, two directions, DD = 1 (ref. 2a part II chapter 2

section 2.1.2 page II-9)

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 b) 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 (ref. 2a).

For the DL factor, the following table (ref.

2a) may be used as a guide:
Table 2.1 Lane Distribution Factor

For two lanes track, two directions, each

direction has one lane, DL = 1 (ref. 2a part II chapter 2
section 2.1.2 page II-9)

c) ŵ18, the cumulative two directional 18-kip

ESAL units predicted, for a specific
section of highway during the analysis
period (ref. 2a) = 379895 ESAL

d) w18 = DD * DL * ŵ18 = 1 * 1 * 379895 (ref. 2a part II chapter 2

= 379895 ESAL section 2.1.2 page II-7)

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2.2. Realiability

The reliability of a pavement design-performance process is the probability that

a pavement section designed using the process will perform satisfactorily over
the traffic and environmental conditions for the design period (ref. 2a).

Functional classification for this track is local and rural condition exists.

Reliability level, according to table below (ref. 2a part II chapter 2 section 2.1.3
page II-9), track with local functional classification, recommend to use middle
value:
Reliability (R) = 75 %

According to table 4.1 Standard Normal Deviate (ZR) (ref. 2a part I

chapter 4 section 4.2.3 page I-62), for Reliability 75 %, ZR = -0.674

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2.3. Overall Standard Deviation

Adopted, overall standard deviations (So) for

the case where the variance of projected future
traffic is considered (along with the other
variances associated with the revised pavement
perfomance models, for flexible pavements (ref.
2a) = 0.49 (ref. 2a part I chapter 4
section 4.3 page I-62)

3. PERFORMANCE CRITERIA

3.1. Serviceability

The serviceability of a pavement is defined as its ability to serve the type of traffic which
use the facility. The primary measure of serviceability is the Present Serviceability Index
(PSI), which ranges from 0 (impossible road) to 5 (perfect road). The basic design
philosophy is the serviceability-performance concept, which provides a means of
designing a pavement based on a specific total traffic volume and a minimum level of
serviceability desired at the end of the performance period (ref. 2a).

The initial serviceability (pi) is an estimate by the user of what the PSI will be immediately
after construction (ref. 2a).

Adopted, the initial serviceability index for

flexible pavements = 4.2 (ref. 2a part I chapter 1
section 1.3 page I-8)

The terminal serviceability index (pt) is the lowest acceptable level before resurfacing or
reconstruction becomes necessary for the particular class of highway (ref. 2a).

Adopted, the terminal serviceability index for

highway with a lower classification = 2 (ref. 2a part I chapter 1
section 1.3 page I-8)

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 Once pi and pt are established, the following equation should be applied to define the
total change in serviceability index (ref. 2a).
∆PSI = pi - pt (ref. 2a part II chapter 2
section 2.2.1 page II-10)

The equation is applicable to flexible, rigid, and aggregate-surfaced roads (ref. 2a).

∆PSI = 2.2

4. MATERIAL PROPERTIES FOR STRUCTURAL DESIGN

4.1. Resilient Modulus

The definitive material property used to characterize roadbed soil for pavement design is
the resilient modulus (MR) (ref. 2a).

The resilient modulus is a measure of the elastic property of soil recognizing certain
nonlinear characteristics. The resilient modulus can be used directly for the design of
flexible pavements (ref. 2a).

Heukelom and Klomp have reported correlations between the Corps of Engineers CBR
value, using dynamic compaction, and the in situ modulus of soil. The correlation is given
by the following relationship (ref. 2a).

MR(psi) = 1500 * CBR (ref. 2a part I

chapter 1
section 1.5
page I-14)

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 This relationship has been used extensively by design agencies and researchers an is
considered reasonable for finegrained soil with a soaked CBR of 10 or less (ref. 2a).

MR, resilient modulus for subgrade = 1500 * CBR(sub grade)

= 4500 psi

4.2. Layer Coefficients

A method for estimating the AASHTO structural layer coefficients (ai values) required for
standard flexible pavement structural design shall be described. A value for this
coefficient is assigned to each layer material in the pavement structure on order to
convert actual layer thicknesses into structural number (SN). This layer coefficient
expresses the empirical relationship between SN and thickness and is a measure of the
relative ability of the material to function as as structural component of the pavement.
The following general equation for structural number reflects the relative impact of the
layer coefficients (ai) and thickness (Di) (ref. 2a).

SN =

1) Layer Design

Design Sketch For Track Pavement

a2 for Base Layers

a3 for Sub Base Layers

Subgrade CBR min. 3 %

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 2) Base Course

Base course using aggregate gradation C with min. CBR 25 %.

Hence using nomograph (ref. 2a) Figure 2.6 Variation in Granular Base Layer
Coefficient (a2) with CBR value, 25 %.

a2 = 0.083

EBS, resilient modulus for base course = 17700 psi

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 3) Sub Base Course

Sub base course using compacted soil with min. CBR 20 %.

Hence using nomograph (ref. 2a) Figure 2.7 Variation in Granular Sub Base Layer
Coefficient (a3) with CBR value, 20 %.

a3 = 0.094

ESB, resilient modulus for sub base course = 12714 psi

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5. PAVEMENT STRUCTURAL CHARACTERISTICS

5.1. Drainage

Level (or quality) of drainage is achieved under a specific set of drainage conditions. Below are
the general definitions corresponding to different drainage levels from the pavement structure
(ref. 2a).

Quality of Drainage Water Removed Within

Excellent 2 hours
Good 1 day
Fair 1 week
Poor 1 month
Very Poor (water will not drain)

For comparison purposes, the drainage conditions at the AASHO Road Test are considered to
be fair, i.e., free water was removed within 1 week (ref. 2a).

The treatment for the expected level of drainage for a flexible pavement is through the use of
modified layer coefficients (e.g., a higher effective layer coefficient would be used for improved
drainge conditions). The factor for modifying the layer coefficient is referred to as an mi value
and has been integrated into the structural number (SN) equation along with layer coefficient
(ai) and thickness (Di), thus

SN = a1.D1 + a2.m2.D2 + a3.m3.D3

The possible effect of drainage on the asphalt concrete surface course is not considered (ref.
2a).

According to Table 2.4 (ref. 2a part I chapter 2 section 2.4 page II-25) the recommended mi
values as a function of the quality of drainage and the percent of time during the year the
pavement structure would normally be exposed to moisture levels approaching saturation.

It is important to note that these values apply only to the effects of drainage on untreated base
and su base layers. Although improved drainage is certainly beneficial to stabilized or treated
materials, the effects on performance of flexible pavements are not as profound as those
quantified in Table 2.4 (ref. 2a).

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 Assumed rain fall duration = 24 hours, base layer almost never in submerged condition (less
than 1 %).

Base course using gradation C aggregate, hence adopted m2 = 1.25

Possibility, sub base layer in submerged condition, assumed rain fall duration = 24 hours.
For 1 week (168 hours): 24
* 100 % = 14%
168

For range 5 - 25 %, sub base course using compacted soil, hence

adopted m3 = 0.8

6. PAVEMENT STRUCTURAL DESIGN

6.1. Structural Number

Determined the design structural number (SN) required for specific condition using
nomograph or equation (ref. 2a part II chapter 3 section 3.1.1 page II-32):
log (w18) = ZR * So + (9,36 * log (SN+1)) - 0,2 + [ log (∆PSI/2,7) /
(0,4+1094/(SN+1)5,19) ] + (2,32 * log (MR)) - 8,07

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 Design structural number (SN) using nomograph below for
w18 = 379895 ESAL
R = 75 %
So = 0.49
MR = 4500 psi
ΔPSI = 2.2
Figure 6.1 Nomograph for SN

Design Structural Number (SN), approximately = 3.153

check :
log (W 18) = ZR * So + 9,36 * log (SN+1) - 0,2 + log (∆PSI/2,7) /
(0,4+1094/(SN+1)5,19) + 2,32 * log (MR) - 8,07
5.58 = 5.58 OK

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6.2. Selection of Layer Thicknesses

The following equation provides the basis for converting SN into actual thickness of
surfacing, base and sub base:

SN = a1.D1 + a2.m2.D2 + a3.m3.D3 (ref. 2a part I chapter 1

section 1.2 page I-6)
Where:
1) SN = structural number
2) ai = layer coefficient
3) Di = layer thickness in inches
4) mi = drainage coefficient

6.3. Layered Design Analysis

Procedure for determining thicknesses of layers using empirical methods:

SN1 = structural number for surface layer = 0 (not provided)

SN*1 = actual structural number for surface layer = 0 (not provided)

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 SN2 = structural number for base layer
SN2 = 0.80 (determined the assumed design)
D*2 = actual structural number for base layer

D*2 ≥ SN2 - SN*1 = 0.80 = 7.71 inch = 19.59 cm

a2m2 0.10

SN*2 = actual structural number for base layer

SN*2 = a2m2D*2 = 0.80

SN*1 + SN*2 ≥ SN2

0.80 ≥ 0.80

SN3 = structural number for sub base layer (design structural number)
SN3 = 3.153
D*3 = actual structural number for sub base layer

D*3 ≥ SN3 - (SN*1 + SN*2)

a3m3

≥ 2.35 = 31.29 inch

0.08
= 79.48 cm

SN*3 = actual structural number for sub base layer

SN*3 = a3m3D*3 = 2.35

SN*1 + SN*2 + SN*3 ≥ SN3

3.153 ≥ 3.153

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 Based on the calculation above, the adopted thickness are:

Base Course = 19.59 cm

Sub Base Course = 79.48 cm

For working at site, thickness of layers shall be:

Base Course = 20.00 cm

Sub Base Course = 80.00 cm

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 Attachment B - Track Pavement Calculation with Subgrade CBR = 6 %

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1. DESIGN DATA

1.1. Track Pavement and Geometry

Track class = C (CPI Classification) (ref. 3a)

Type of pavement = round aggregate or stabilization (ref. 1a chapter 2.2.)

Number of lane = 2 lanes

Width of track = 4 m (ref. 3a)

Width of shoulder = 0.5 m (ref. 3a)

Pavement slope = 4 % (ref. 1a chapter 2.4.1.)

Shoulder slope = 6 % (ref. 1a chapter 2.4.1.)

1.2. Road Specification

CBR for Subgrade = 6 % (CBR subgrade min. 6 %)

CBR for Sub Base = 20 % (ref. 1a chapter 2.5.2.)

CBR for Base = 25 % (ref. 1a chapter 2.5.5.)

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1.3. Assumed Design Traffic Data

Operational period for Class C = 5 years (ref. 1a chapter 2.1.)

road

Equivalent traffic load = 200 ESAL/day (ref. 1a chapter 2.2.3.)

= 73000 ESAL/year
Using traffic growth factor of two percent (2 %) per year (ref. 1a chapter 2.1.), equivalent
traffic load forecasting shall be:

Table 1.3 Equivalent Traffic Load Forecasting

Equivalent Traffic Load
Year
(ESAL)
st
1 73000
nd
2 74460
3rd 75949
4th 77468
th
5 79018
Total 379895

Traffic load forecasting also can use table below (ref. 2a Appendix D page D-24):

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 Analysis Period Years (n) = 5

Annual Growth Rate (g) = 2

Traffic Growth Factors = 5.2

Traffic load during analysis period = Traffic Growth Factors * Equivalent Traffic Load
= 379600 ESAL

We will use equivalent traffic load = 379895 ESAL

2. DESIGN VARIABLES

2.1. Traffic

w18, traffic in the design lane, determine by:

a) 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. (ref. 2a).

Although the DD factor is generally 0,5 (50

percent) for most roadways, there are
instances where more weight may 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" (ref. 2a).

For two lanes track, two directions, DD = 1 (ref. 2a part II chapter 2

section 2.1.2 page II-9)

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 b) 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 (ref. 2a).

For the DL factor, the following table (ref.

2a) may be used as a guide:
Table 2.1 Lane Distribution Factor

For two lanes track, two directions, each

direction has one lane, DL = 1 (ref. 2a part II chapter 2
section 2.1.2 page II-9)

c) ŵ18, the cumulative two directional 18-kip

ESAL units predicted, for a specific
section of highway during the analysis
period (ref. 2a) = 379895 ESAL

d) w18 = DD * DL * ŵ18 = 1 * 1 * 379895 (ref. 2a part II chapter 2

= 379895 ESAL section 2.1.2 page II-7)

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2.2. Realiability

The reliability of a pavement design-performance process is the probability that

a pavement section designed using the process will perform satisfactorily over
the traffic and environmental conditions for the design period (ref. 2a).

Functional classification for this track is local and rural condition exists.

Reliability level, according to table below (ref. 2a part II chapter 2 section 2.1.3
page II-9), track with local functional classification, recommend to use middle
value:
Reliability (R) = 75 %

According to table 4.1 Standard Normal Deviate (ZR) (ref. 2a part I

chapter 4 section 4.2.3 page I-62), for Reliability 75 %, ZR = -0.674

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2.3. Overall Standard Deviation

Adopted, overall standard deviations (So) for

the case where the variance of projected future
traffic is considered (along with the other
variances associated with the revised pavement
perfomance models, for flexible pavements (ref.
2a) = 0.49 (ref. 2a part I chapter 4
section 4.3 page I-62)

3. PERFORMANCE CRITERIA

3.1. Serviceability

The serviceability of a pavement is defined as its ability to serve the type of traffic which
use the facility. The primary measure of serviceability is the Present Serviceability Index
(PSI), which ranges from 0 (impossible road) to 5 (perfect road). The basic design
philosophy is the serviceability-performance concept, which provides a means of
designing a pavement based on a specific total traffic volume and a minimum level of
serviceability desired at the end of the performance period (ref. 2a).

The initial serviceability (pi) is an estimate by the user of what the PSI will be immediately
after construction (ref. 2a).

Adopted, the initial serviceability index for

flexible pavements = 4.2 (ref. 2a part I chapter 1
section 1.3 page I-8)

The terminal serviceability index (pt) is the lowest acceptable level before resurfacing or
reconstruction becomes necessary for the particular class of highway (ref. 2a).

Adopted, the terminal serviceability index for

highway with a lower classification = 2 (ref. 2a part I chapter 1
section 1.3 page I-8)

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 Once pi and pt are established, the following equation should be applied to define the
total change in serviceability index (ref. 2a).
∆PSI = pi - pt (ref. 2a part II chapter 2
section 2.2.1 page II-10)

The equation is applicable to flexible, rigid, and aggregate-surfaced roads (ref. 2a).

∆PSI = 2.2

4. MATERIAL PROPERTIES FOR STRUCTURAL DESIGN

4.1. Resilient Modulus

The definitive material property used to characterize roadbed soil for pavement design is
the resilient modulus (MR) (ref. 2a).

The resilient modulus is a measure of the elastic property of soil recognizing certain
nonlinear characteristics. The resilient modulus can be used directly for the design of
flexible pavements (ref. 2a).

Heukelom and Klomp have reported correlations between the Corps of Engineers CBR
value, using dynamic compaction, and the in situ modulus of soil. The correlation is given
by the following relationship (ref. 2a).

MR(psi) = 1500 * CBR (ref. 2a part I

chapter 1
section 1.5
page I-14)

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 This relationship has been used extensively by design agencies and researchers an is
considered reasonable for finegrained soil with a soaked CBR of 10 or less (ref. 2a).

MR, resilient modulus for subgrade = 1500 * CBR(sub grade)

= 9000 psi

4.2. Layer Coefficients

A method for estimating the AASHTO structural layer coefficients (ai values) required for
standard flexible pavement structural design shall be described. A value for this
coefficient is assigned to each layer material in the pavement structure on order to
convert actual layer thicknesses into structural number (SN). This layer coefficient
expresses the empirical relationship between SN and thickness and is a measure of the
relative ability of the material to function as as structural component of the pavement.
The following general equation for structural number reflects the relative impact of the
layer coefficients (ai) and thickness (Di) (ref. 2a).

SN =

1) Layer Design

Design Sketch For Track Pavement

a2 for Base Layers

a3 for Sub Base Layers

Subgrade CBR min. 6 %

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 2) Base Course

Base course using aggregate gradation C with min. CBR 25 %.

Hence using nomograph (ref. 2a) Figure 2.6 Variation in Granular Base Layer
Coefficient (a2) with CBR value, 25 %.

a2 = 0.083

EBS, resilient modulus for base course = 17700 psi

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 3) Sub Base Course

Sub base course using compacted soil with min. CBR 20 %.

Hence using nomograph (ref. 2a) Figure 2.7 Variation in Granular Sub Base Layer
Coefficient (a3) with CBR value, 20 %.

a3 = 0.094

ESB, resilient modulus for sub base course = 12714 psi

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5. PAVEMENT STRUCTURAL CHARACTERISTICS

5.1. Drainage

Level (or quality) of drainage is achieved under a specific set of drainage conditions. Below are
the general definitions corresponding to different drainage levels from the pavement structure
(ref. 2a).

Quality of Drainage Water Removed Within

Excellent 2 hours
Good 1 day
Fair 1 week
Poor 1 month
Very Poor (water will not drain)

For comparison purposes, the drainage conditions at the AASHO Road Test are considered to
be fair, i.e., free water was removed within 1 week (ref. 2a).

The treatment for the expected level of drainage for a flexible pavement is through the use of
modified layer coefficients (e.g., a higher effective layer coefficient would be used for improved
drainge conditions). The factor for modifying the layer coefficient is referred to as an mi value
and has been integrated into the structural number (SN) equation along with layer coefficient
(ai) and thickness (Di), thus

SN = a1.D1 + a2.m2.D2 + a3.m3.D3

The possible effect of drainage on the asphalt concrete surface course is not considered (ref.
2a).

According to Table 2.4 (ref. 2a part I chapter 2 section 2.4 page II-25) the recommended mi
values as a function of the quality of drainage and the percent of time during the year the
pavement structure would normally be exposed to moisture levels approaching saturation.

It is important to note that these values apply only to the effects of drainage on untreated base
and su base layers. Although improved drainage is certainly beneficial to stabilized or treated
materials, the effects on performance of flexible pavements are not as profound as those
quantified in Table 2.4 (ref. 2a).

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 Assumed rain fall duration = 24 hours, base layer almost never in submerged condition (less
than 1 %).

Base course using gradation C aggregate, hence adopted m2 = 1.25

Possibility, sub base layer in submerged condition, assumed rain fall duration = 24 hours.
For 1 week (168 hours): 24
* 100 % = 14%
168

For range 5 - 25 %, sub base course using compacted soil, hence

adopted m3 = 0.8

6. PAVEMENT STRUCTURAL DESIGN

6.1. Structural Number

Determined the design structural number (SN) required for specific condition using
nomograph or equation (ref. 2a part II chapter 3 section 3.1.1 page II-32):
log (w18) = ZR * So + (9,36 * log (SN+1)) - 0,2 + [ log (∆PSI/2,7) /
(0,4+1094/(SN+1)5,19) ] + (2,32 * log (MR)) - 8,07

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 Design structural number (SN) using nomograph below for
w18 = 379895 ESAL
R = 75 %
So = 0.49
MR = 9000 psi
ΔPSI = 2.2
Figure 6.1 Nomograph for SN

Design Structural Number (SN), approximately = 2.465

check :
log (W 18) = ZR * So + 9,36 * log (SN+1) - 0,2 + log (∆PSI/2,7) /
(0,4+1094/(SN+1)5,19) + 2,32 * log (MR) - 8,07
5.58 = 5.58 OK

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6.2. Selection of Layer Thicknesses

The following equation provides the basis for converting SN into actual thickness of
surfacing, base and sub base:

SN = a1.D1 + a2.m2.D2 + a3.m3.D3 (ref. 2a part I chapter 1

section 1.2 page I-6)
Where:
1) SN = structural number
2) ai = layer coefficient
3) Di = layer thickness in inches
4) mi = drainage coefficient

6.3. Layered Design Analysis

Procedure for determining thicknesses of layers using empirical methods:

SN1 = structural number for surface layer = 0 (not provided)

SN*1 = actual structural number for surface layer = 0 (not provided)

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 SN2 = structural number for base layer
SN2 = 0.80 (determined the assumed design)
D*2 = actual structural number for base layer

D*2 ≥ SN2 - SN*1 = 0.80 = 7.71 inch = 19.59 cm

a2m2 0.10

SN*2 = actual structural number for base layer

SN*2 = a2m2D*2 = 0.80

SN*1 + SN*2 ≥ SN2

0.80 ≥ 0.80

SN3 = structural number for sub base layer (design structural number)
SN3 = 2.465
D*3 = actual structural number for sub base layer

D*3 ≥ SN3 - (SN*1 + SN*2)

a3m3

≥ 1.67 = 22.14 inch

0.08
= 56.24 cm

SN*3 = actual structural number for sub base layer

SN*3 = a3m3D*3 = 1.67

SN*1 + SN*2 + SN*3 ≥ SN3

2.465 ≥ 2.465

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 Based on the calculation above, the adopted thickness are:

Base Course = 19.59 cm

Sub Base Course = 56.24 cm

For working at site, thickness of layers shall be:

Base Course = 20.00 cm

Sub Base Course = 60.00 cm

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