TO

33
· A5R3
No . 4

1959 DEVELOPING A SET OF

CBR DESIGN CURVES
IVY
ANNEX

INSTRUCTION REPORT 4

November 1959

University of Virginia Library neer Waterways Experiment Station

design
A823

TC23 A523 1959NO . 4 asetof CBR design

1950

PS

Developing
OF ENGINEERS
cer
set

SEL noping
of
a

Vicksburg Mississippi
,

001 029 735

CX

50
$
0
.
 DEVELOPING A SET OF
CBR DESIGN CURVES

INSTRUCTION REPORT 4

November 1959

U . S. Army Engineer Waterways Experiment Station

CORPS OF ENGINEERS
Vicksburg , Mississippi
ARMY -MRC VICKSBURG , MISS .
,
Тc
23
A52 3
3 4

1959
 Preface

This report was prepared in Office , Chief of

connection with the
Engineers , " Long Range Program for Engineering Criteria , Investigations ,
and Studies , " and describes procedures for developing flexible pavement
design curves that utilize California Bearing Ratio (CBR ) test results as
a design variable . These procedures are currently used by the U . S . Army

Corps of Engineers .
Engineers of the Soils Division , U . S . Army Engineer Waterways Ex
periment Station , who were actively concerned with the planning , testing ,
and analysis phases of the study that led to the preparation of this report
were Messrs . W . J . Turnbull , C . R . Foster , A . A . Maxwell , and R . G . Ahlvin .
The report was written by Mr . Ahlvin .
Director of the Waterways Experiment Station during the preparation
of this report was Col . Edmund H . Lang , CE . Mr . J. B . Tiffany was Tech
nical Director .

iii
 Contents

· · · Page

iii
Preface
Summary
. . . .

. . . . . . . . . . . . . .
. . . . . . . . .

· ·· ·· vii
Purpose and Scope of Report . . . . . . . . .
· ·
Curve Construction

The
.
The CBR equation
. . . . . . . . . . . .
. . . . .
curve . . . . . . . . . . . .
combined CBR
. . . . . . . . . . . . .
. . . . . . .
·
. . . .

Extending curves into the high CBR range . . . .

Equivalent single - wheel loads for multiple - wheel assemblies .
Coverage parameter . . . . . . . . . . . . . . . . . . . . .
Example of Construction of a Set of Curves . . . . . . . . . . . .
References . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plates 1 - 7

Appendix A : Example of the Computation of Equivalent

Single - Wheel Load . . . . . . . . . . . . . . . . . . Al
Plates Al - A2
 DEVELOPING A SET OF CBR DESIGN CURVES

Purpose and Scope of Report

1 . Although the CBR method of design of flexible pavements is es

sentially empirical , developments have led to the establishment of a dis
tinct pattern
for design relations . From this pattern , standard proce
dures have been evolved for constructing any desired set of CBR design

curves . It is the purpose of this report to explain in detail how this

is accomplished .

CBR
. The CBR pattern is portrayed by either the equation

or
2 the
Either presents single relation equation

or
combined CBR curve curve

)
.'

a
that essentially of all empirically developed design
is

combination CBR
a

criteria resulting from Corps of Engineers research Studies have shown

.
that either portrayal truly presents the CBR pattern the low CBR range

in
for single wheel loads This report shows how beginning with the pattern
,
-

in

by
for the low CBR range the combined CBR curve supplemented related
,

formation judgment be used extend single wheel relations into

to

and can
,

the high by the use of equivalent single

It

CBR range also shows how

,
.

single wheel design criteria can be extended any

to
wheel loads the
,

multiple wheel configuration Finally means are indicated for further

,
.
-

extending either single multiple wheel design criteria criteria for

or

to
-

intense usage of limited usage based repeti

or

for various levels

on

load
tions coverages
(

)
.

Curve Construction

The CBR equation

of
is

construction with the

of

The set CBR curves begun CBR

3

a
.

equation
(
)1

Raised numbers refer similarly items the list of Refer

to

numbered
in
*

ences at end of this report

.
where t = design thickness of pavement structure in inches , P = total
wheel (or equivalent wheel ) load in pounds , and A = tire contact area in

square inches . The equation may also be stated as

ta /p ( .2

CBR

2
(
)
-
)A
where tire pressure pounds per square inch Tire contact pressure

in
=
p

.
and internal air pressure are used interchangeably and are considered

to
relate the tire contact area the simple fashion of Both

in
to

=
p
X

A
P

.
of
equations and interrelate the variables material strength load mag

,
1

nitude wheel configuration and the required design thickness The equa
,

.
tions pertain single loadings give the pattern basic

or of
wheel
to

and
-

strength requirements throughout the entire strength CBR SS

thickness

)
range They also represent any current relations other than the

in
CBR
.

range high With equation

ºs
of

CBR values and selected value for the

!

1
.

a
tire contact area of pertinent aircraft the range de

of
CBR values and
,

sses can for each load curve

of

of
family
be

or
sign thicknesses computed curve set

a
load curves
.

The combined CBR curve

The CBR equation can be further rearranged the following form
in
4

:
.

3
(
) can
this yields basic parameters thA which
In

two and
it

form CBR
,

,
/p

be plotted give single combined curve relating repre

to

CBR the two and

a

hori
of

senting the pattern relations plot

It

customary
to
is

CBR CBR
.

zontally log scale plot thickness vertically arithmetic

on

on
to

an

and
a

scale this satisfactory for plotting the parameters

is

convention also
;

tha plate for example

an

of

CBR and See the combined CBR curve

/p

1
.

This curve be used just as the formula be used construct

to

can now can

(

set urv
of load curves for given contact are
area by plotting CBR versus the
a

design thickness for each curve

.

Extending curves in
the high CBR range
to

The CBR equation as stated equation and therefore the

5

,
.

1
(

)
combined CBR curve also , reflect the pattern of basic strength require
ments ; but at small thicknesses which are in the range of high CBR values ,
other requirements must be considered , based for stability

and
on the need
longevity
of
the pavement the past these extra requirements have

In

,
.'
carried directly into the construction

of
been individual CBR curves and

,
this will probably continue

be
desirable many future cases Although

to

in

.
expression has been developed portray these extra

to
no

mathematical
strength requirements the range high the requirements

of
CBR values
in

,
systematically

by
can be incorporated into CBR curve constructions use of
the combined rve this typical
do
curve one pavement thickness must
To

CBR те

1
S
,
..

first adequate design

be
be selected considered thickness

an
which could
for selected load the pavement placed

is
certain base course

on
when
a

a
of selected strength selecting this typical pavement thick
In

some CBR
.
(

placed experience and judgment

be

ness dependence must Once the one

on
,

.
point for other load magnitudes will
is

selected pavement thicknesses

so

automatically be provided consistent with the selected point the ab

In
,

.
sence of adequate individual experience the following tabulation repre
,

,
sentative of Corps Engineers experience will aid selecting the first
of

in
,

typical thickness
.

Pavement Thickness Guide

Single Equivalent Tire
or

Pavement Thickness

in
,

.
Single Wheel Load Pressure psi
80

CBR Base Base

lb

100 CBR
,
,

-
-

, , , , , 20

000 100
,

2
-

*
/
100
70 50 20 70 50

000
2

000 100
2
*

1
2
/
1

/
-
-
3

000 200
000 200
3

000 200
3

2
-
/
*

*
-

/
4

as specification limits these thicknesses may be increased

to

When used
*

the next larger full inch values

.

As example of this thickness selection consider that set of

an

,
6
.

design curves be constructed for pavement that will be sub

is
to

CBR
a

single wheel loads

sq

jected the range

of

contact area
in

in
to

100
,
-

-
.

this arbitrarily
be

within range must

10

to

25

000 load selected

lb

000
,

;
A
.

sq

say the load which with the 100 contact area

lb

000 wheel
20

in
,

,
-

-
-
.

would give 200 psi tire contact pressure Considering 100 CBR base
.
a

a
-

-
course strength and the selected load and tire pressure, a 2- in . pavement

thickness would be selected based on the preceding tabulation . - , 699 Thus ,

the selection of one significant point based on pavement thickness is not

The

can

be
difficult . point thus selected con
the parametersS

of
converted

to
plot

be
which then plotted the

on
CBR and can combined CBR

,
/p

A
/
t

.
a

smooth regular curve can be drawn extending the combined curve estab
,

,
by

point
of

as
lished the equation connect with the plotted

to
means CBR
plate
By
indicated use of this extension of the combined CBR curve
in

,
1
.

all high

of
urves the range
of

the pattern for the load curves CBR values can

can

in

S
by

merely determining the corresponding

be

constructed CBR and values

t
for tha parameters

at
each load curve from the CBR
/p and selected
points along the curve set of single
By

means of these extensions

,
a
.

be
wheel CBR design relations can easily constructed

.
Equivalent single wheel loads
-

for multiple wheel assemblies

-

The preceding paragraphs have described design

of
how set CBR
7

a
.

curves can be constructed for single wheel loading CBR design curves
a

.
also be constructed for configuration of or

an
more wheels

in
can two
a

relating the effect the multiple wheels single equiva

by

assembly
of

to
a
”

lent loading as illustrated Appendix The results of relating

in

A
.

multiple and equivalent single wheel loadings can be plotted as curves

-

similar plate which presents equivalent single wheel

to

those shown
in

,
2

-
load relations for various current heavy military aircraft The curves
,

relate depth inches equivalent single wheel load percentage of as

in

in
to

sembly given depth or design thickness single wheel

at

load Thus any

to ,

,
a

-
.

alent given multiple wheel load be determined and with

a

can
,
;
a

the single wheel load established the methods explained paragraphs

in
,
-

3
-6

construct design
to

can be used CBR curves

.

Coverage parameter

the primary variables contact pressure

of

addition load
In

to

,
8
.

strength represented by the applications of the

of

the number
as

and CBR
,

load must be considered the Corps of Engineers method the coverage

In

,
.

parameter coverage represents sufficient passes of

of
is

used number
;
a

wheel load adjacent parallel wheel paths completely cover given

in

to
a

lane within pavement Thus coverages are determined from the number of
,
a

.
passes of the load by relating the number of passes to the width of the
lane under consideration , the number of wheels , the width of the tire con
tact area of the loading assembly , and the traffic distribution . For in
stance , it might be determined that about 75 per cent of the traffic of a

given aircraft having a tricycle - type landing gear with twin -wheel as
semblies , each main assembly having tire contact areas 12 in . wide , is
reasonably
reaso well distributed over the central third of a 75 - ft taxiway

Since all
four wheels of the two main gears (the nose gear generally car
ries only a fraction of the load carried on the main gear and may be ig
nored ) travel within the lane being considered 75 per cent of the time ,
and since each tire contact print is 12 in . wide , a total width of 4 ft
will be tracked on each pass of the aircraft . It follows that 6 - 1 / 4 passes
of the aircraft would be required to cover the 25 - ft width that represents
the central third of the taxiway . Since three - fourths of the traffic falls
within the central third of the taxiway , the 6 - 1 / 4 passes of the aircraft
required to cover the lane also represent three - fourths of the total traf
fic , the quotient of 6 - 1 / 4 divided by 3 /4 , or 8 - 1 / 3 , is the number of
esses of the aircraft required to produce one соуе
coverage on the central
third of the taxiway . By this means , the estimated number of aircraft
operations for the design life of an airfield can be converted to cover
ages for use with the design criteria .
9. Before the fairly recent requirement was made that pilots must
guide their planes along stripes painted down the center of airfield pave
ment facilities to insure wing - tip clearance of heavy aircraft , and before
nos
nose wheels on heavy aircraft were made steerable , the design life of an
airfield for heavy , bomber - type aircraft was coverages
was established as 5000 Cover

Even then lesser coverage levels were used for design of limited -use fa
cilities in overseas theaters . The intense channelization resulting from

planes being piloted along painted stripes has in some cases necessitated
adoption of coverage
V
levels of more than 5000 coverages
OV . rea
The increase in

cost and construction effort required to build a modern airfield for very
heavy aircraft has also made it desirable to recognize different levels of
operational intensity in different areas of a single airfield . For these
reasons , a means of handling the parameter of coverages is needed .
10 . The following levels of coverage operations are generally
recognized today , and still others will be needed in the future .
25 , 000 coverages for very intense channelization of traffic .
5000 coverages for normal " capacity operation . "
1000 coverages representing normal " full operation " for
several years in an overseas theater , where somewhat greater
maintenance requirements can be accepted than can be toler
ated in the zone of the interior .

d . 200 coverages representing " minimum operation " for several

months in an overseas theater .

lo.
e 40 coverages representing " emergency operations for a week
or two in an overseas theater .

8 coverages representing an " assault operation " for only one

or two days at a specific location in the military theater
of operations .

11 . In the Corps of Engineers CBR design method , these six levels

of coverage are treated in terms of percentage of the normal basic design
thicknesses for single wheels , which is the 5000 - coverage normal - capacity
operational design level . A plot of coverages versus the percentage of
design thickness ( taken from reference 4 ) is shown in plate 3 . Tocon
curves for single -wheel loads for
struct a set of CBR design Curves an operational
intensity other than 5000 coverages , it is merely necessary to make the de
terminations for the 5000 - coverage level as indicated in paragraphs 3 -6 and

apply the percentage of design thickness to give the desired coverage

level . If urves al
curves are desired for multiple -wheel assemblies , the percentage
of increase or reduction in design thickness be applied to the equiva
can

lent single - wheel loading to be used in determining the multiple -wheel as

sembly loading . The percentage of thickness modification for coverage
level cannot
IL
be applied directly to a 5000 -Cove urve for a
coverage CBR curve
multiple -wheel loading , since the relation of the equivalent single -wheel
load to the multiple - wheel load depends on the design thickness or depth ,

and the equivalency would be changed by the percentage change in thickness .

Example of Construction of a Set of Curves

12 . Following the precepts of the referenced material and the de

scriptive material presented herein , a complete example of the construc
tion of a set of CBR curves is given in the following paragraphs .
 13 . Consider an aircraft having a load range from empty to maximum
, 165 , tricycle

000
weight of 70 000 to The aircraft has type landing

lb

-
a
.
gear with twin wheels spaced gear tires with

on
each main

30
and

in

-
.
c
c
deflection
-sq

contact area normal Design curves are desired

in

at
200
.

.
-

traffic
of
for 1000 coverages

.
the tricycle type aircraft

of
Since gear be con
14

each main can

.

-
of
carry per cent the total weight will vary
45

sidered the gear load

to

,
500

45
lb to
45

31

from 000 Load curves

lb

lb
70

74
250
,

,
165 000
=

=
x

x
, 0.

.
0
de
25

for are therefore chosen cover the

to
50

75

000 000 and 000

,

sired range
.

multiple wheel assembly

15

the next step

is

is
Since involved

to
,
.

establish equivalent single wheel load curve From the contact area of
an

.
the radius of equivalent circular area
sq

is
an
in

200
,

:
.

)
1200
97

(4
r
=

in
7
.
=

.
the spacing between wheels this spacing radii
is

is
Since
30

76
in

in
.,

3
.
.
Al

plate Appendix determine the following

in

From
,

:
A
1

(2

(3
(
)

x
)

)
(2

(3

(4
Deflection Factors
Beneath
Depth Beneath Center of
radii Radii Offset Radii Offset
76

88

Center One Wheel Dual

3

1
-

-
.

.
21

88 84
44 42

50 71
0
0
1

. . 0. . . .

0
. . . . . . . .

. . . . . . . .
. .

.
89 28
22 22 22
21 25 29 36 4767 06
1

0
0 0

0
. . . . . . .

40 80
0
0
0 0 0
.0 . . .

69 70
26 30 35
0

0
0 0

434957

21 60
0

0
17 18 20

40 46 52
0

0 0

23
0

0
.

0
. .

0
20

38
0
0
.

0
of

the last the preceding

16

The data columns tabulation are

in

two
.

plotted against depth plate Addition of the dashed curve plate

in

in
4

4
.

permits determination of maximum values of the deflection factor from

final equivalent single

is

the wheel load curve can be determined This

-

the following tabulation the plot plate more com

in

in

shown and
in

A
5
.

plete explanation Appendix

is

given
in

A
.
 Equivalent
Deflection Factor Single Wheel

-
Depth Load Per Cent

in
Maximum Maximum
radii in . Under Single Wheel Under Dual Wheels of Assembly Load

28 71
06 50
57

0
1
1 1

. . . . . . . .

. . .6 . . . . .
. . . . . . . .

60
79 82 85 88 91 94 97

3
7
. .
. . 15

67

72 90
67

1
0
FWNFO

47
23

89 83 76
6
0
0
. . . 31

60

21 25 29 36

4
0
0

40 46 52
39

0
0
47

95 92
0

0
0
von

55

0
0

3
plate

is

of
Next the equation plotted terms
17

CBR

in
CBR
,

6
.

/P
(

)
versus tNA for use determining values for drawing the final individ
in

Plotting the entire curve not necessary

is
ual load curves since the

,
.

equation be used directly but the right of the curve for

is
can end needed
;

the adjustment which will give data for the final curves the high

in
CBR

range
.

first selecting
by

The adjustment
18

made pavement thickness

is

a
.

for

and
for certain load and assembly load
50

example
lb
CBR
,

000 -
a

a
-sq
base course The 000 load two contact area
lb

in
50

on

CBR
,

100 200
-

.-

-
.

900

psi
of

tires represents contact pressure 125 Consideration

=

.
a

of this pressure the load and the currently valid CBR curves and the
,

,
”
of

engineering
to
.. of

exercise judgment lead the selection pavement

in
-
a

.
2
be

thickness
SS This selection could also the table given

in
on

made based
be

paragraph the plot plate that the

it

can determined
in

From
,
5

5
.

single wheel load

at

is of

equivalent the surface per cent the assembly

is
57
-

sq
or

57

load Since the contact area

50

28

000 500 200

lb

in
,

,
=
X
0
.

psi
28

500 interpolation
tire
By

pressure
,

the consider the

to

=-
is

one 143
in
.

200
of

table
or

paragraph pavement thickness

is

determined
in
in

,
5

2
.

.
a

for
or be

determined that thA

It
19

the pavement
in

can now
-
.

.
2

thickness For determining the equivalent

is

21200 1414 CBR

,
0
.

/P
the

single pressure must plate

be

wheel contact found curve

in

From
,
-

the equivalent single wheel load

of

, as

be per cent the

is

found
to

57
.7
-

50

577 000
24
be

X
9 0

depth
is

:.
at

sembly determined
to

load Thus
in

,
p
.

200
.
-
2
a
or

point
or
is

144 then 100 144 693 The 1414 versus

lb

CBR
,

,
/p

/
.2

.2

0
.

693 was next plotted plate and smooth curve was drawn extending
in
,

,
0

6
.

the equation curve pass through point representing the selected

to

CBR the
pavement thickness . The curve in plate 6 , with this adjustment , can now be

used to determine individual points for plotting the desired final CBR
curves .
20 . In making computations for plotting , it should be recognized
that the thickness ( or depth ) is affected by both the coverage level and
the equivalent single - wheel load factor . It is preferable , therefore , to
select specific thickness
SS values and determine the Cor
corresponding CBR
values . Other procedures are possible , but they involve a tedious trial
and - error process . The following tabulation shows computations leading to
data for plotting the desired CBR curves .
21 . The CBR values listed in columns ( 6 ) , ( 7 ) , and ( 8 ) of the fol
lowing tabulation were plotted against thickness values of column ( 1 )the
( 1000 coverages ) to get the desired final CBR curves shown in plate 7 .

(2 ) ( 3) (4 ) ( 5) (6) (7) 8 ( )
1000 -Cov 5000 - Cov Equivalent CBR for Load Shown
t' Single - Wheel
Thick . , * t Thick . , * * t ' +
CBR ++ 25 , 000 50 , 000 75 , 000
in . in . VĀ Load , 2 P 1b lb $ lb $ $
2 . 38 0 . 168 0 . 570 58 . 7 41 . 84 83 . 7 125 .6
5 . 95 0 . 421 0 . 264 59 . 3 19 . 58 39 . 1 58 . 7
11 . 91 0 . 843 0 . 120 61 . 7 9 . 25 18 . 52 27 . 8
17 . 86 1 . 263 0 . 065 66 . 2 5 . 38 10 . 77 16 . 13
23 . 82 1 . 686 0 . 039 72 . 0 3 . 51 7. 02 10 . 52
29 . 78 2 . 107 0 . 0255 77 . 4 2 . 47 4 . 93 7 . 40
35 . 7 2 . 528 0 . 0180 82 . 1 3. 69 5 . 54
41 . 7 2 . 95 0 . 0135 86 .2 2 . 91 4 . 36
47 . 6 3 . 37 0 . 0104 89 .4 3 . 49
53 6. 3 . 79 0 . 0082 91 . 2 2 . 80
59 . 5 4 . 21 0 . 0064 92 . 5

Thickness values are selected to facilitate plotting of the final curve .

Since the basic pattern of the CBR relations as portrayed by the CBR equation is for a
5000 - coverage level , the thicknesses selected for the desired coverage level must be con
verted to that for the 5000 - coverage level . This is done by first determining from the curve
in plate 3 that 1000 - coverage thicknesses are 84 per cent of those for 5000 coverages and
then dividing all
1000 - coverage thicknesses by 0 . 84 to get the 5000 - coverage thicknesses
indicated .
200
The

by

or
VĀ

5000 coverage thicknesses are next divided get the values

14

14

to

†
,

,
=
-

for listed
.

plate for
of

Values enter the curve lead the values

to

to

from column used CBR

#

6
t

(
)

listed
.

Equivalent single wheel load percentages were obtained the curve plate using the
#

from
in

5
,
-

thicknesses listed
in

column
1
(
)
.
for

values final plotting were determined the values and the

in

CBR from CBR column

4
(
)
*
*

CPR
CBR

and

equivalent single wheel load contact pressure

At

in
p

-
=

.
a
Å

2
=

*
(
)
.
-
25

.4h72

000
,

587 psi
0
x

depth
73

73

41
.

=-

and CBR 570

=

=
,

.4

.8
x
# # =

.
[
P

200
but for
75 50
as

lb lb

Same 000 load

# #

- -

.
98

Same as but for 000 load

,

.
10

References

1 . Office , Chief of Engineers , Engineering and Design - -Air Force ; Flexible

Airfield Pavements . EM 1110 - 45 - 302 , 15 August 1958 .
Engineering and Design - - Army : Airfield - Heliport Flexible
Pavement Design . EM 1110 - 3 - 312 , August 1958 .

3. U. S . Army Engineer Waterways Experiment Station , CE , Investigations of

Pressures and Deflections for Flexible Pavements ; Homogeneous Clayey
Silt Test Section . Technical Memorandum No . 3 - 323 , Report No . l ,
Vicksburg , Miss . , March 1951 .

, Collection of Letter Reports on Flexible Pavement Design

Curves . Miscellaneous Paper No . 4 -61 , Vicksburg , Miss . , June 1951 .
, Design of Flexible Airfield Pavements for Multiple - Wheel
Landing Gear Assemblies ; Analysis of Existing Data . Technical Memoran
dum No . 3 - 349 , Report No . 2 , Vicksburg , Miss . , June 1955 .

, Mathematical Expression of the CBR Relations . Technical

Report No . 3 - 441 , Vicksburg , Miss . , November 1956 .

, Combined CBR Criteria . Technical Report No . 3 -495 ,

Vicksburg , Miss . , March 1959 .
 CBR
TIRE PRESSURE

.0
.0
.10

.
0
02
.
.

0
.0
04
.0 05
0
06
.0
2
08

.0
3
.
0
4
.0
5

01
.60
03 . 0
8
. 1
0

Boo
ooo

205
PRESSURE

204

203

002

5
0
. .01
THICKNESS
AREA CONTACT OF ROOT
SQUARE
20

LEGEND

BY
OF
CURVE ESTABLISHED MEANS CBR EQUATION
EXTENSION OF CBR CURVE CONNECT WITH SELECTED

TO
IN

(
)6

PLOTTED POINT SEE DISCUSSION PARAGRAPH

CURVE FROM

CBR FORMULA

PLATE
A

-R
-
052658
1
 B-
58
INCHES

IN
8 - C-
- - -
C 8 8
CONSTRUCTION

47

54
52
132 36

AND
B-
-
50
C
OVERLYING

OF 130

-
C
THICKNESS

124

80
20 40 60 80 100

EQUIVALENT SINGLE WHEEL LOAD

IN
-
OF

PER CENT ASSEMBLY LOAD

RELATIONS BETWEEN
MULTIPLE WHEEL
-

AND EQUIVALENT
SINGLE WHEEL LOADS
-

R022657
A
-

PLATE
2
 140

=
FCHANNELIZED

THICKNESS
CAPACITY

PAVEMENT
FULL

DESIGN
OF
MINIMUM

CENT
PER
-
EMERGENCY

100 1000
10
,
,

000 109 000

COVERAGES

COVERAGES VERSUS PER CENT

PLATE
OF DESIGN PAVEMENT THICKNESS

3
 DEFLECTION BENEATH
CENTER OF DUAL

DEFLECTION DIRECTLY BENEATH

ONE WHEEL OF DUAL

LIMITING CURVE REPRESENTS

MAXIMUM DEFLECTION BENEATH DUAL
RADIT

IN
DEPTH

160
80

60 100 120 140 180

DEFLECTION FACTOR

PLOT ASSIST
TO

IN

DETERMINING MAXIMUM
DEFLECTION FACTOR AT
VARIOUS DEPTHS FOR
PLOTTING PLATE
5

PLATE
4
 INCHES

IN
THICKNESS
PAVEMENT
SIGN

DE

OR
DEPTH

AO
20
50

40 60 70 80 90 100
OF

EQUIVALENT SINGLE WHEEL LOAD

IN

PER CENT ASSEMBLY LOAD

-

EQUIVALENT SINGLE WHEEL

-

LOAD CURVE
30

TWIN WHEEL SPACING

IN

C
-

-
.

TIRE CONTACT AREA

SQ

200
IN
.

PLATE
5
PLATE
6
0
5
.
1
5
.
:

NOTE PLOTTED FROM CBR EQUATION

SPA

V
)(
:C

0
2
.
5
.
2
0
.
3
1
0

Q3
0
8

Q2
.

.0
.05
6
.

0
4
.

3
COMBINED CBR CURVE USED

.0

50
..
08

05
06
. 0
1

03
.0
.0

01
.0
.0
002 04
IN

DEVELOPING CURVES
CBR
7

IN

SHOWN PLATE
 LOAD

LB

.
-,
000

25
LÓAS

INCHES
Lé
IN
20
006 LOAD

50
- LB
-, ,000
75

THICKNESS
PAVEMENT
30
40
50
60
70
80
90

10
15 20

5
6
7
8
9
503 100
CBR

CBR DESIGN CURVES

FOR FLEXIBLE PAVEMENTS

FOR AIRFIELDS
30
IN
C
C

-
.-
-

TWIN WHEEL SPACING

IN
.

TIRE CONTACT AREA 200 SQ EACH

OPERATIONAL LEVEL 1000 COVERAGES

PLATE
7
 Al

Appendix A : Example of the Computation of

Equivalent Single - Wheel Load

1 . This appendix provides a detailed example of the method by which

theoretical maximum deflections are developed for single - and multiple

wheel assemblies and combined to establish a relation between multiple - and
equivalent single - wheel loads .
Assume : A dual assembly , 40 - in . c - c spacing , and a 314 - sq - in . contact
area ( A ) for each wheel .

Then :
,r -
324
radius A

10

in
=

.
–
spacing radii radii between duals
in

=
=

gives deflections for single

is

Plate
Al

which taken from reference

3

a
(

deflection factor
of

load terms such that

in

,
F

Deflection PrF
==
W
w
,,
"

where

load intensity
=
p

elasticity
of
Em

modulus
=

following tabulation directly

of

deflection factors
is

The taken from

plate
Al
:

Table Al

Deflection Factors Offset From Center of Single Load

Depth Beneath Center Radii or 20 Radii or 40
in

in
2

4
.

.
06 50

4139

20 20 19
o

1
.

0
. 0.

. . . . . . .

or
6050 4030 20 10
in

0
or5r 4r3r 2r r

. . . . . .

. . . . . .

0
oror oror or

67
in in in

38
0

0
. . . . .

47
19 20 20
22 25 29 34
0

0
0
25 29 36

0
0
in in

17
0

0
0

By the principle of superposition the deflection beneath one

,
2
.

of the dual loading equal that beneath of single

is

wheel the center

to

a
A2

load plus that at 40 in . (4 radii ) offset . Also , deflection beneath the

center of the dual assembly is twice that at 20 in . ( 2 radii ) offset be
neath the single wheel . Thus , by adding the corresponding deflection
factor values shown in columns 2 and 4 (numbered left to right ) , table Al ,
and by doubling the values listed in column 3 , the following table of de
flection factors is established :
Table A2

Deflection Factors
Depth Beneath One Beneath
in . Wheel of Dual Center of Dual
1 .69 0 . 78
1 . 26 0 . 82
0 . 87 0 . 76
0 .67 0 . 68
0 . 56 0 . 58
0 . 48 0 . 50
0 . 42 0 . 44

3 . The maximum deflection beneath one wheel of the dual assembly

represents the maximum deflection anywhere beneath the dual loading for
shallow depths . Similarly , the deflection midway between the dual
maximum

wheels represents the maximum deflection anywhere beneath the dual loading
for deep depths . The maximum deflection beneath the dual wheels in the
transition zone is most easily determined by plotting curves from the data
in table A2 on a single plot and visually adding a limiting , or transition ,
curve .
11
It ore nearly
could be determined more ne exactly by superposing deflec
tions beneath the individual wheels of the duals for all offsets between

the wheels and selecting the maximum , but the increase in accuracy does not
justify the increased effort . Table Al lists deflection factors beneath
the center of a single - wheel load . These are the maximum deflection

factors for a single load . Plate A2 gives maximum deflection factors for
the dual load .
4 . The load on a single wheel of the same contact area as one wheel
of the dual assembly that produces a maximum deflection equal to that be
neath the dual assembly is assumed to be equivalent to the dual loading
( refer Part IV of reference 5 listed at end of main report ) . Therefore ,
to

deflections from table Al and plate A2 may be equated . These are expressed
 A3

as deflection factors such that w = D . By using subscripts S and d

m

to denote single and dual , the following may be written .

And since ws is to equal wg , the r is to equal ra (this is truee

since Ag is to equal Aq ),
ro
F =

Since contact area of a single wheel is the same as that of one of a pair
of dual wheels , the ratio of total load must be the same as that for unit
ARE

pressure . Therefore , Thus the ratio of the equivalent single

,
.

the inverse of
of

is
the dual assembly
on

wheel load the load one wheel

to

the ratio of the deflection factors the following table the

In

maximum
.

ratios of dual and equivalent single wheel loads are shown for various
-

depths
:

A3

Table

Load Ratio
Depth Single Wheel Dual Wheel Single One Single Dual
to

to
-

Deflection Factor Deflection Factor Wheel of Dual Assembly

in
.

69

49 33 20 13

565
06 50

1
. . 1. . 1. 1. .

0 0
1

1
.
. . . . . . .

. . . . . . .

27 600
1

1
. . . . . .
4450 58 70 89

67 665
0

0
47

745
1
0

0
0

61
36

805
0

0 0
76 72

29 860
0

1
0
25

880
0

1
0

the two right hand columns applied

A3
of

be

ratios listed table

in

The can
-

directly one wheel of the assembly

or

the load the dual assembly

to

on

on
(

determine the equivalent single wheel load for the assembly for the
to

pertinent depth that the dual assembly

is

For example assume loaded

,
.

of
A3

kips and
is
of

with depth involved table the ratio

in
50

20

From
.

.
a
single - to dual - assembly loads is 0 .665 ; therefore , the equivalent single
wheel load is 50 x 0 .665 = 33 . 3 kips . Or , the load on one wheel of the
dual , which is 25 kips , may be used . From table A3 the ratio of single

load to the load on one wheel of the dual is 1 . 33 . The equivalent single

wheel load is , therefore , . 3 kips . The ratios used to relate

25 x 1 . 33 = 33

the 50 - kip dual to its equivalent 33 . 3 - kip single - wheel load are valid for
all loadings on this dual assembly . Thus , the equivalent single -wheel load
for the 20 - in . depth for any load can be established .
5 . From the 33 . 3-kip equivalent single - wheel load and the single
wheel CBR curves , the CBR required at a depth of 20 in . to support the

50 - kip dual -wheel load can be determined . The CBR value for the 100 - psi
tire - pressure CBR curves would be 8 .2 , and in the same way the CBR values
for other loads can be established . By repeating this procedure for var
ious depths , the relation of CBR , thickness of pavement and base , and load
can be established Urve
and curves wn
drawn for the dual loading selected as CIL
an

example . This operation can then be repeated for other dual loadings and

for other configurations as well .

 2.00

1.80

170

10

1.30

F
VALUEOFDEFLECTIONFACTOR

OFFSET 0001
-

HOFFSET 0251
+

OFFSET 501
- 0
.
:

= 75

OFFSET
0

TTT
r
.

70 OFFSET 100
,
0
.

25

OFFSET
=

p
1
.

OFFSET 50!
=
.1

40
0
.

OFFSET 2001
=
30

OFFSET 2501
H

=
0
.

OFFSET 000
3
-
.

20
0
.

FOFFSET 4007 OFFSET 500

=

:
-

OFFSET 00r
10

=
6
.
0
.

OFFSET 800
=

00
0
.

21
3
r

DEPTH

we pre
Em
IN

VERTICAL DEFLECTION INCHES

= = = == -

IN

RADIUS OF LOADED CIRCULAR AREA INCHES

1

PSI
IN

Em ELASTIC MODULUS
DEFLECTION FACTOR
P 2 F

IN

DEPTH INCHES
PSI
IN

SURFACE CONTACT PRESSURE

NOTE FOR POINTS BENEATH THE CENTER OF
FEB
:

01

p2

THE CIRCULAR AREA OFFSET

=
0
(

- +
)
.

X ²
/

OFFSETS MEASURED FROM ORIGIN ALONG AXIS

.

DEFLECTION FACTOR
F
- OF

FOR UNIFORM CIRCULAR LOAD RADIUS

,

AT POINTS BENEATH THE AXIS

.5 X

950955 POISSONS RATIO

=
0
B

PLATE AI
 DEFLECTION FACTOR

PLATE
75
DEFLECTION 100 125 150 200

125
FACTOR

150
175

050 955 A

A2
MAXIMUM DEFLECTION
BENEATH CENTER

OF
ASSEMBLY

MAXIMUM DEFLECTION
BENEATH ASSEMBLY

INCHES
MAXIMUM DEFLECTION
BENEATH ONE
IN
WHEEL OF ASSEMBLY

DEPTH
C

NOTE DUAL SPACING

C .I-N
40 3
':/ 4
--

SQ CONTACT AREA

MAXIMUM DEFLECTION

BENEATH DUAL WHEEL LOAD

 PUL

NOV
iy
tu
DE
CX 001 029 735