Guidelines for Flexible Pavement Design in Alabama-2021

Based on: “AASHTO Guide for Design of Pavement Structure (1993)”

Basic Design Equation

The basic design equation to be used for flexible pavement is as follows:

Equation 1

𝑙𝑙𝑙𝑙𝑙𝑙10 (𝑊𝑊18 ) = 𝑍𝑍𝑅𝑅 (𝑆𝑆𝑂𝑂 ) + 9.36[ 𝑙𝑙𝑙𝑙𝑙𝑙10 (𝑆𝑆𝑆𝑆 + 1)] − 0.20 +

∆𝑃𝑃𝑃𝑃𝑃𝑃
𝑙𝑙𝑙𝑙𝑙𝑙10 � �
4.2 − 1.5 + 2.32[𝑙𝑙𝑙𝑙𝑙𝑙 (𝑀𝑀 )] − 8.07
1094 10 𝑅𝑅
0.40 +
(𝑆𝑆𝑆𝑆 + 1)5.19
Where:

𝑊𝑊18 predicted number of 18-kip equivalent single axle load applications

𝑍𝑍𝑅𝑅 standard normal deviate

𝑆𝑆𝑂𝑂 combined standard error of the traffic prediction and performance prediction

∆𝑃𝑃𝑃𝑃𝑃𝑃 difference between the initial design serviceability index, 𝑝𝑝𝑂𝑂 , and the design terminal
serviceability index, 𝑝𝑝𝑡𝑡

𝑀𝑀𝑅𝑅 resilient modulus(psi)

𝑆𝑆𝑆𝑆 structural number of the total pavement thickness required

Guidelines for each of the inputs in the design equation are given in the following sections. Inputs
required for the AASHTO Computer Program DARWin 3.1 will be marked by ** and will have the same
terminology in these guidelines as used in the program itself.

𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺 𝟏𝟏 − 𝑾𝑾𝟏𝟏𝟏𝟏
The input, 𝑊𝑊18 , is the predicted number of 18-kip equivalent single axle load applications
expected over the performance period of the pavement.

Equation 2

𝑊𝑊18 𝐼𝐼𝐼𝐼 = 365(𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴)[𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇(𝑇𝑇𝑇𝑇𝑇𝑇) + 0.0002(1 − 𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇)]

Where:

𝑊𝑊18 𝐼𝐼𝐼𝐼 18-kip equivalent single axle load applications in both directions and all lanes
during first year of performance period

𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴** average annual daily traffic in first year of performance period. Available from
Traffic Monitoring Section of the Maintenance Bureau.

𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇𝑇** percent commercial vehicles expressed as a decimal. Available from Traffic

Monitoring Section of the Maintenance Bureau.

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 Guidelines for Flexible Pavement Design in Alabama-2021

𝑇𝑇𝑇𝑇𝑇𝑇** truck distribution factor or average number of 18-kip equivalent single axle
loads applied per truck. See Table 1.1 located in Appendix A.

Note: 𝑇𝑇𝑇𝑇𝑇𝑇** varies with structural number (𝑆𝑆𝑆𝑆) and terminal serviceability (𝑝𝑝𝑡𝑡 **).
Guidelines for 𝑝𝑝𝑡𝑡 ** are given under the heading of ∆𝑃𝑃𝑃𝑃𝑃𝑃. Since the required 𝑆𝑆𝑆𝑆 is not known at
this point in the calculations, it must be estimated. If the estimated 𝑆𝑆𝑆𝑆 is not equal to the
Calculated SN rounded to the nearest whole number, the calculations should be repeated.

Equation 3

𝑇𝑇𝑇𝑇𝑇𝑇 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃
�1 + 100 � −1
𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 = 𝑊𝑊18 𝐼𝐼𝐼𝐼 � �
𝑇𝑇𝑇𝑇𝑇𝑇
100
Where:

𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 accumulated 18-kip equivalent single axle load applications in both directions
and all lanes during performance period.

𝑇𝑇𝑇𝑇𝑇𝑇** traffic growth rate in percent per year. Available from Traffic Monitoring
Section of the Maintenance Bureau.

𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃** desired pavement performance period in years. For initial construction use 12
years. For resurfacing use 8 years.

Other variables previously defined.

Equation 4
𝐹𝐹𝐹𝐹𝐹𝐹 𝐹𝐹𝐹𝐹𝐹𝐹
𝑊𝑊18 = 𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 � �� �
100 100
Where:

𝐹𝐹𝐹𝐹𝐹𝐹** directional distribution factor in percent. In absence of other data, use 50.
Available from Traffic Monitoring Section of the Maintenance Bureau.

𝐹𝐹𝐹𝐹𝐹𝐹** lane distribution factor in percent. Ise appropriate 𝐹𝐹𝐹𝐹𝐹𝐹** from Table 1.2.

Table 1.2 Lane Distribution Factor, 𝐹𝐹𝐹𝐹𝐹𝐹**

Number of lanes in 1 Direction Rural Urban
1 100 100
2 95 85
>2 70 70

𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺 𝟐𝟐 − 𝒁𝒁𝑹𝑹
𝑍𝑍𝑅𝑅 is the normal standard deviate and is directly related to the desired overall percent Reliability
(𝑅𝑅𝑅𝑅**). The Reliability used should be selected from the following table based on the number
of equivalent single axle loads (𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸).

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 Guidelines for Flexible Pavement Design in Alabama-2021

Table 2.1 Overall Percent Reliability, 𝑅𝑅𝑅𝑅**

𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸/Day Both Directions 𝑊𝑊18 𝐼𝐼𝐼𝐼 Reliability to be used, 𝑅𝑅𝑅𝑅**(%)
<500 <182500 85
500-1750 182500-638750 90
>1750 >638750 95

Knowing the desired Reliability and the Number of Construction Stages will determine 𝑍𝑍𝑅𝑅 . The
number of stages is determined by the original pavement as 1 stage plus the number of overlays
expected during the design analysis period (𝐴𝐴𝐴𝐴**). It is recommended that the analysis period
for initial construction be 28 years. Then, if the initial 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃** is 12 years, followed by two
overlays designed with a 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃** of 8 years each, there will be 3 stages in the 28-year analysis
period. It is recommended that resurfacings have an analysis period of 8 years so there will only
be 1 construction stage. 𝑍𝑍𝑅𝑅 is calculated internally inside the DARWin 3.1 software. For any
hand calculations performed outside of DARWin 3.1, please use the following table.

Table 2.2 Standard Normal Deviate, 𝑍𝑍𝑅𝑅 & Number of Construction Stages**
Reliability to be used, Standard Normal Deviate, 𝑍𝑍𝑅𝑅
𝑅𝑅𝑅𝑅**(%) 1 Stage 2 Stage 3 Stage
85 -1.036 -1.419 -1.62
90 -1.282 -1.633 -1.819
95 -1.645 -1.955 -2.121

𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺 𝟑𝟑 − 𝑺𝑺𝑶𝑶
𝑆𝑆𝑂𝑂 is equal to 𝑆𝑆𝑂𝑂 𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹**. In DARWin 3.1 this is shown as the Overall Standard Deviation. In the
absence of other data, use 𝑆𝑆𝑂𝑂 = 𝑆𝑆𝑂𝑂 𝐹𝐹𝐹𝐹𝐹𝐹𝐹𝐹** = 0.49.

𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺 𝟒𝟒 − ∆𝑷𝑷𝑷𝑷𝑷𝑷
∆𝑃𝑃𝑃𝑃𝑃𝑃 is the change in the serviceability index during the performance period (𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃**).

Equation 5

∆𝑃𝑃𝑃𝑃𝑃𝑃 = 𝑝𝑝𝑜𝑜 − 𝑝𝑝𝑡𝑡

Where:

𝑝𝑝𝑜𝑜 ** initial design serviceability index or the expected serviceability index after
construction. In the absence of other data, use 𝑝𝑝𝑜𝑜 = 4.2

𝑝𝑝𝑡𝑡 ** terminal serviceability index or expected serviceability index at end of the

performance period. Select the appropriate value of 𝑝𝑝𝑡𝑡 ** from the following
table.

Table 4.1 Terminal Serviceability, 𝑝𝑝𝑡𝑡 **

𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸/Day Both Directions 𝑊𝑊18 𝐼𝐼𝐼𝐼 Terminal Serviceability, 𝑝𝑝𝑡𝑡 **
<500 <182500 2.5
500-1750 182500-638750 3.0
>1750 >638750 3.5
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𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺 𝟓𝟓 − 𝑴𝑴𝑹𝑹
The subgrade resilient modulus is a measure of the strength of the subgrade material. In the
absence of data to the contrary, the subgrade resilient modulus is assumed not to vary with
season. 𝑀𝑀𝑅𝑅 ** can be obtained through soil testing or by back-calculation from the Pavement
Management Division of the Materials & Tests Bureau.

𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺𝑺 𝟔𝟔 − 𝑺𝑺𝑺𝑺
𝑆𝑆𝑆𝑆 is the required structural number and is indicative of the total pavement thickness required.
With the inputs previously described, the design equation can be solved for structural number
(𝑆𝑆𝑆𝑆) by computer program, nomograph, or trial and error hand analysis. The required
structural number (𝑆𝑆𝑆𝑆) is related to layer design by the following equation:

Equation 6

𝑆𝑆𝑆𝑆 = �[(𝐴𝐴𝐴𝐴)(𝐷𝐷𝐷𝐷)(𝑀𝑀𝑀𝑀)]

Where:

𝐴𝐴𝐴𝐴** ith layer coefficient

𝐷𝐷𝐷𝐷** ith layer thickness

𝑀𝑀𝑀𝑀** ith drainage coefficient

The default values of layer coefficients (𝐴𝐴**) for materials commonly used in Alabama are
shown in Table 6.1 located in Appendix A.

The conversion between laydown rate (lb/sy) to layer thickness (𝐷𝐷**) is shown in the table
below:

Table 6.2 Conversion from Laydown Rate (lb/sy) to Layer Thickness, 𝐷𝐷**(inches)
Plant Mix Surface Course (High Stability) Divide laydown rate by 111.1111
Plant Mix Binder Course (High Stability) Divide laydown rate by 111.1111
Plant Mix Base Course (High Stability) Divide laydown rate by 108
Permeable Asphalt Treated Base (PATB) Divide laydown rate by 100
Open Graded Friction Course (OGFC) Divide laydown rate by 90

In absence of better data, it is recommended that layer drainage coefficients (𝑀𝑀**) of 1.00 be
used for pavement structures without edge drains and 1.20 for pavement structures with edge
drains. The 𝑀𝑀** values apply only to untreated base and subbase layers.

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Guidelines for Flexible Pavement Design in Alabama-2021

APPENDIX A
Table 1.1 Truck Distribution Factor, 𝑇𝑇𝑇𝑇𝑇𝑇**
Table 6.1 Layer Coefficients, 𝐴𝐴**
Overlay Design Memo
Layer Coefficient Memos

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 Guidelines for Flexible Pavement Design in Alabama-2021

Table 1.1 Truck Distribution Factor, 𝑇𝑇𝑇𝑇𝑇𝑇**

Terminal Serviceability, 𝑝𝑝𝑡𝑡 ** Structural Number, 𝑆𝑆𝑆𝑆 𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸/Truck
2 1 0.9801
2 2 0.9985
2 3 1.0070
2 4 0.9923
2 5 0.9801
2 6 0.9759
2 7 0.9750
2 8 0.9750
2 9 0.9751
2 10 0.9752
2.5 1 0.9864
2.5 2 1.0326
2.5 3 1.0596
2.5 4 1.0223
2.5 5 0.9896
2.5 6 0.9778
2.5 7 0.9750
2.5 8 0.9746
2.5 9 0.9748
2.5 10 0.9750
3 1 0.9955
3 2 1.0925
3 3 1.1589
3 4 1.0794
3 5 1.0088
3 6 0.9826
3 7 0.9757
3 8 0.9744
3 9 0.9744
3 10 0.9747
3.5 1 1.0117
3.5 2 1.2299
3.5 3 1.4042
3.5 4 1.2117
3.5 5 1.0529
3.5 6 0.9947
3.5 7 0.9783
3.5 8 0.9745

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 Guidelines for Flexible Pavement Design in Alabama-2021

3.5 9 0.9740
3.5 10 0.9743
Table 6.1 Layer Coefficients, 𝐴𝐴**
Pavement Component a1 a2 a3
Surface and Binder Course
Plant Mix (High Stability) (2011 and After) 0.54
Plant Mix (High Stability) (2010 and Before) 0.44
Open Graded Friction Course (OGFC) 0
Open Graded Crack Relief Interlayer (OGI) 0
Sand Asphalt 0.4
Concrete Slab (Pavement) (Equivalent Build-up) 0.4
Concrete Slab (Pavement) (Overlay with asphalt) 0.32
Roadmix (Low Stability) 0.2
L Treatment 0.23
Double Bituminous Surface Treatment 0.22
Single Bituminous Surface Treatment 0.2
Base Course
Plant Mix (High Stablity) 0.3
Crack/Seated of Broken/Seated Concrete Pavement 0.27
Permeable Asphalt Treated Base (PATB) 0.23
Permeable Cement Treated Base (PCTB) 0.23
Rubblized Concrete Pavement 0.22
Full Depth Reclamation (FDR) 0.15
Crushed Aggregate Base (Limestone) 0.14
Crushed Aggregate Base (Slag) 0.14
Crushed Aggregate Base (Sandstone) 0.13
Crushed Aggregate Base (Granite) 0.12
Soil Aggregate Base
Lime Stabilized Soil Aggregate 0.15
Soil/Limestone 0.09
Soil/Slag 0.09
Soil/Oyster Shells 0.08
Soil/Sandstone 0.08
Soil/Granite 0.08
Soil/Ocala Limestone 0.08
Soil/Gravel 0.07
Sand & Chert 0.07
Granular Soil Base
Lime Stabilized Granular Soil 0.1
Granular Soil 0.05
Cement Treated (No Soil Cement)
>650 PSI or More Crushed Aggregate 0.23
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 Guidelines for Flexible Pavement Design in Alabama-2021

400 PSI to 650 PSI Soil Aggregate 0.2

<400 PSI or Less Granular Soil 0.15
Subbase Course
Sand Clay & Gravel 0.11
Sand Clay & Limestone 0.11
Sand Clay & Reef Shell 0.11
Chert (Low Plasticity) 0.1
Float Gravel 0.09
Industrial Waste 0.09
Conglomerate 0.08
Sandy Clay 0.05
Soft Sand Rock 0.05
Chert (High Plasticity) 0.05
Top Soil 0.05
Improved Roadbed
Soil Cement 0.14
Improve Roadbed (Stabilized with Aggregate) 0.11
Lime Stabilized Finished Roadbed 0.1
Improved Roadbed (All Materials) 0.05
Finished Roadbed Stabilization 0.05

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