Highway Engineering II ASSIGNMENT I

INDIVIDUAL ASSIGNMENT

Determine all the stress and strain values for the following condition below

Assumption using the Jones table

1. The top layer represents all bituminous layers taken all together

2. The second layer represents the base and the sub-base

3. The third layer represents the sub-grade

To determine the stresses in a three-layer system the following dimensionless

parameters has to be calculated:
Assume 1 E2=300Mpa
E1 300 E2 200
k1 = = =1 k2 = = =2. 67
E2 300 E3 75
a 150 h1 100
A= = =0⋅30 H= = =0⋅20
h2 500 h2 500
Assume 1 E2=150Mpa

E1 300 E2 150
k1 = = =2 k2 = = =2
E2 150 E3 75
a 150 h1 100
A= = =0⋅30 H= = =0⋅20
h2 500 h2 500

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 Highway Engineering II ASSIGNMENT I

and compare assumptions

Fatigue Cracking- Is due to the buildup of tensile strain at the bottom of Asphaltic
Concrete Layer

Pavement is considered failed if 20% of the surface has cracked

Rutting Failure- Is due to the buildup of excessive compressive strain at the top of
sub-grade layer

Pavement is considered failed if it exhibits a rut depth of 20 mm

In multilayered pavement system (Yoder and Witczak,1975), the locations of

the various stresses in a three layered pavement system are as shown in
Figure 1.
The horizontal tensile strain at the bottom of the asphalt concrete layer

σ r −νσ r 1 −νσ z1
1
εr =
1 E1

Vertical compressive strain at the top of the sub-grade

σ z 2−σ r 3
εz =
1 E3

Where;

σz1= vertical stress at interface 1 (bottom of asphalt concrete layer)

σz2= vertical stress at interface 2

σr1= horizontal stress at the bottom of layer 1

σr2= horizontal stress at the bottom of layer 2

σr3= horizontal stress at the top of layer 3

E1 and E3 are Modulus of elasticity of layer 1 and 3 receptively.

 = Poisson’s ratio of the layer

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1. Figure Q1 shows a pavement structure composed of the following three layers:

5.75mm HMA with an elastic modulus of 400,000MPa, 23mm granular base with
an elastic modulus of 20,000Mpa, and a subgrade with an elastic modulus of
10,000MPa. All layers are assumed to have a Poisson ratio of 0.5. Calculate the
maximum horizontal tensile strain at the bottom of HMA and the maximum
vertical compressive strain on the top of subgrade under a 40,000N wheel load
and 150KPa contact pressure, assuming that the contact area is a circle.

Solution:
Given:

 Concentrated load (P) = 40,000N

 Uniform pressure(q)=150KPa
 Elastic modulus of layer 1, E1 = 400GPa
 Elastic modulus of layer 2, E2 = 20GPa
 Elastic modulus of layer 3, E3 = 10GPa
 Poisson ratio of three layer 1, layer 2 and layer 3 = 0.5
 Thickness of layer 1 (h1) = 5.75 mm
 Thickness of layer 2 (h2) = 23 mm
To determine the radius(a) contact area

P P
q= = 2
A πa

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 Highway Engineering II ASSIGNMENT I

P 40 , 000
a=
√ √
=
πq π ×150×103
=291. 35 mm

To determine the stresses in a three-layer system the following dimensionless

parameters has to be calculated:
E1 400 E2 20
k1 = = =20 k2 = = =2
E2 20 E3 10
a 291⋅35
A= = =12⋅67≻3⋅2 ( take value of 3 . 2 )
h2 23
h1 5⋅75
H= = =0⋅25
h2 23
Using the above parameters and Table 3.1, the stress factors, ZZ1, ZZ2,
ZZ1-RR1, and ZZ2-RR2, can

Note: Since the ratio A=radius/ tickness of layer2 greater than 3.2 from jones(1962)
table, we take value of row 3.2

ZZ1=1. 00064 ZZ1-RR1=1 . 97494

ZZ2=0 . 91258 ZZ2-RR2=0 . 93254
The product of these factors and the contact pressure gives the stresses as:
σ z 1 = q ( ZZ 1 )=150×1⋅00064=150⋅096 Kpa
σ z 2 = q ( ZZ 2 )=150×0 . 91258=136⋅887 Kpa
σ z 1 − σ r 1 = q ( ZZ 1 −RR1 ) =150×1 . 97494=296⋅24 Kpa
σ r 1 =−146⋅144 KPa
σ z 2 − σ r 2 = q ( ZZ 2 −RR 2 )=150×0. 93254=139⋅88 Kpa
σ r 2 =−2⋅993 Kpa

From the continuity of horizontal displacement at the interfaces, ’r1 and ’r2 can be
computed from
σ z 1 − σr 1 296⋅24
σ ' r1 = σ z1 −
k1
=150 . 096 − ( 20 )=135⋅284 Kpa

σ z 2 − σr 2 139⋅88
σ ' r2 = σ z2 −
k2
=136⋅887−
2 (
=66⋅947 Kpa )
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 Highway Engineering II ASSIGNMENT I

The maximum horizontal tensile strain at bottom of asphalt that causes failure of
pavements

1 1 (−146⋅114 −150⋅096 )
εr 1= ( σ r 1−σ z1 ) = =−3⋅703×10−4
2 E1 400 ,000 2

Fatigue cracking is due to the buildup of tensile strain at the bottom of Asphaltic Concrete
Layer. Pavement is considered failed if 20% of the surface has cracked

The maximum vertical compression strain at top of sub-grade that causes failure

σ z 2−σ r
ε z 2= 2
=
[ 136⋅887×103 −( −2⋅993×103 ) ] =1⋅3988×10−3
E3 10 , 000

Rutting failure is due to the buildup of excessive compressive strain at the top of subgrade layer. Pavement is
considered failed if it exhibits a rut depth of 20 mm.

2. In problem 1 if the base and subgrade are combined as one layer, as shown in Figure
Q2a, what should be the equivalent elastic modulus of this combined layer so
that the same tensile strain at the bottom of HMA can be obtained? If the HMA and
base are combined as one layer with the same total thickness of 28.75mm, as
shown in Figure Q2b, what should be the equivalent elastic modulus of this
combined layer so that the same compressive strain on the top of sub-grade can be
obtained?

Solution
a) The same tensile strain at the bottom of HMA
−4
ε r 1 =−3⋅703×10

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 Highway Engineering II ASSIGNMENT I

σ z1 =σ c=150⋅096Kpa
q
ε r =e= F
E1 e
ε r E 1 3⋅703×10−4 ×400 , 000
F e= = =0⋅9875
q 150
h1 5⋅75
= =0⋅02
a 291⋅35 we cannot calculate value of E1/E2 using table of Strain factor
for single wheel (Haung, 1973), but to extrapolate it is cumbersome, hence
σ z 1=σ c=150⋅096 Kpa
Z 5⋅75 σ c 150⋅096
= =0⋅02 = ≈1⋅00
a 291⋅35 q 150

From graph of Vertical stress distribution in a two-layer system (Burmister, 1958) a)

E1
=1 ⇒ E 2=E 1=400 , 000 MPa
E2
b) The same compressive strain on the top of sub-grade

ε z 2=1⋅3988×10−3
h1=28.75mm, 10,000MPa

Z 28⋅75 σ c 136⋅887
= =0⋅0987 = =0⋅90
a 291⋅35 q 150
From the chart
E1
=10 ⇒ E1 =10 E2 =100,000MPa
E2
3. A two layer pavement structure is subjected to single wheel load having a contact radius
of 115 mm and a contact pressure 500kPa. The subgrade soil (layer two) has an elastic
modulus of 70MPa and the allowable compressive strength of 150KPa. If there are two
material options to be used as a top pavement layer (which has 30km length and 6m
width) with the following properties:
 HMA layer with Modulus of Elasticity of 3,500MPa and construction cost of
3,500 Birr/ m3
 Double Surface Dressing layer with Modulus of Elasticity of 700MPa
and construction cost of 1,850 Birr/ m3

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 Highway Engineering II ASSIGNMENT I

Determine the thickness of the top layer of the pavement structure (for the
two material types) and choose the economical top layer pavement material type.

Solution
Given

 Contact radius (a) = 115mm

 Contact pressure(q)=500KPa
 Allowable compressive strength (σc)= 150KPa
 Elastic modulus of HMA, E1 = 3,500MPa, Cost=3,500Birr/m3
 Elastic modulus of DSD, E’1 = 700MPa ,Cost=1850Birr/m3
 Elastic modulus of layer 2, E2 = 70MPa
 Total area=30103*6=1.8105 m2
For Hot Mix Asphalt (HMA)
r 0 E1 3500
= =0 = =50
a 115 E2 70
If both materials have equal vertical deflections ()

qa qa
w= F 1 = F 2 ⇒ F 1=F 2 =F
E2 E2

σ c 150 a
= =0⋅3 =?
q 500 h1

Thickness of HMA

E1 σ a
From the graph =50 and c =0 . 3 , =1. 8
E2 q h1

115mm
h1 = =63 . 89 mm
1 .8

Total volume asphalt =A×h 1=1⋅8×105 m2 ×0⋅06388 m=11 , 500 m3

3 3 6
Total cost =3,500 Birr /m ×11,500m =40⋅25×10 Birr=40.25 million Eth⋅ Birr

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For Double Surface dressing (DSD)

r 0 E '1 700
= =0 = =10
a 115 E 2 70
If both materials have equal vertical deflections ()

qa qa
w= F 1 = F 2 ⇒ F 1=F 2 =F
E2 E2

σ c 150 a
= =0⋅3 =?
q 500 h1

Thickness of DSD

E'1 σ a
From the graph =10 and c =0 . 3 , =1. 0
E2 q h1

115mm
h1 = =115mm
1 .0

5 2 3
Total volume DSD =A×h1 =1⋅8×10 m ×0⋅115 m=20 ,700 m

Total cost DSD =1,850 Birr/m3 ×20,700m 3=38⋅295×10 6 Birr=38 .295 million Eth⋅ Birr

Therefore; Double surface dressing is economical as thickness of the top layer

4. A flexible pavement is to be designed for two lane trunk road by the ERA
method which has initial traffic volumes in terms of AADTs have been established
for 2008 for a section of a trunk road under study and the anticipated traffic growth rate
for each class of vehicles are, as follows:

Vehicle classification 2008 AADT Traffic growth rate (%)

Car 200 7
Bus 75 6
Truck 110 5.5
Truck-trailer 180 5
The opening of the road is scheduled for 2013. Assume a design period of 20 years for this
trunk road. In addition, an axle load survey has been conducted, giving
representative axle loads for the various classes of vehicles, and it is assumed that the

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 Highway Engineering II ASSIGNMENT I

loads are equally representative for each direction of traffic. The axle loads for the various
classes of vehicles are as follows:

Vehicle no. Cars Buses

Axle Load (Kg) Axle Load (Kg
Axle 1 Axle 2 Axle 1 Axle 2
1 3682.5 5340.5 5319 7714
2 3772.5 5271 5449 7613.5
3 3750 5246 5416.5 7577.5
4 3511.5 5086.5 5072 7347
5 3645 4191.5 5264.5 6054.5
6 3695 5200.5 5337.5 7511.5
7 3474.5 4896.5 5019 7073
8 1686.5 3792.5 2436.5 5478.5
9 1651 4150.5 2384.5 5995.5
10 1845 4122 2665 5954

Vehicle Trucks Truck-trailers

Axle Load (Kg) Axle Load (Kg
no.
Axle 1 Axle 2 Axle 3 Axle 1 Axle 2 Axle 3 Axle 4
10612.
1 6968 12496 8101 8475 10363 8370.4
8
2 6932 11927 8304 7825 9690 10113 9940
3 6864 11852 8469 7938 9750 10613 9340
4 6241 11491 8086 6850 9360 9925 9470.4
5 7124 8946 7004 8063 6660 7863 10160
6 6446 11464 8696 6938 9180 10688 10150.4
7 6245 10985 7850 6875 8865 9550 9420
10447.
8 3970 10990 2582 5713
3400 2410.4
8
9 3694 12026 2884 5238 11475 3888 2450.4
10 4335 11925 2790 6175 11295 3600 2800
The subgrade CBR has taken at regular interval and the load penetration data are
given in table below. Determine the CBR value for all tests and use the 90 percentile value
as design subgrade CBR.

Load penetration data

Penetratio Load(N)
n
Test 1 Test 2 Test 3 Test 4 Test 5 Test 6 Test 7 Test 8 Test 9 Test 1 0
(mm)
0.64 860 520 610 695 765 745 400 345 575 650

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 Highway Engineering II ASSIGNMENT I

1.27 1245 745 827.5 947.5 1125 962.5 785 562.5 792.5 902.5

1.91 1520 990 1060 1120 1440 1195 1060 795 1025 1075

2.54 1867.5 1200 1335 1600 1735 1467.5 1200 1067.5 1335 1600

3.81 2117.5 1420 1555 1765 1930 1690 1460 1290 1520 1720

5.08 2545 1757.5 1810 2050 2305 1945 1685 1545 1775 2005

7.62 3020 2160 2220 2475 2680 2355 2560 1955 2185 2430
Solution

 Determination of AADT at opening year

 Determining one directional cumulative number of vehicles over design period

Vehicle 2008 AADT Traffic growth Cumulative no. of veh. in

classification rate (%) One-directional traffic one direction over 20
volume in 2013(AADTi) yrs(Ti)
Car 200 7.0 131 1,960,199
Bus 75 6.0 47 631,057
Truck 110 5.5 68 865,432
Truck-trailer 180 5.0 109 1,315,529

 Determination of EALF

4⋅5
Lx
EALF=
8160( ) for loads in kg

4⋅5
L
EALF= x
80 ( ) for loads in kN

Vehicl Cars Buses

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Axle Load (Kg)     Axle Load (Kg

e no. Total Total
Axle 1 Factor Axle 2 Factor Axle 1 Factor Axle 2 Factor
factor factor
3682. 5340.
1 0.028 0.148 0.176 5319 0.146 7714 0.777 0.923
5 5
3772. 7613.
2 0.031 5271 0.14 0.171 5449 0.162 0.732 0.894
5 5
5416. 7577.
3 3750 0.03 5246 0.137 0.167 0.158 0.717 0.875
5 5
3511. 5086.
4 0.022 0.119 0.141 5072 0.118 7347 0.624 0.742
5 5
4191. 5264. 6054.
5 3645 0.027 0.05 0.077 0.139 0.261 0.4
5 5 5
5200. 5337. 7511.
6 3695 0.028 0.132 0.16 0.148 0.689 0.837
5 5 5
3474. 4896.
7 0.021 0.1 0.121 5019 0.112 7073 0.526 0.638
5 5
1686. 3792. 2436. 5478.
8 0.001 0.032 0.033 0.004 0.166 0.17
5 5 5 5
4150. 2384. 5995.
9 1651 0.001 0.048 0.049 0.004 0.25 0.254
5 5 5
10 1845 0.001 4122 0.046 0.047 2665 0.007 5954 0.242 0.249
  Mean E.F 0.114         0.598

Trucks equivalent axil load factors

Trucks            
Vehicl
Axle Load (Kg)    
e no.
Axle 1 factor Axle 2 factor Axle 3 factor Total factor
1 6968 0.491 12496 6.806 8101 0.968 8.265
2 6932 0.480 11927 5.518 8304 1.082 7.080
3 6864 0.459 11852 5.364 8469 1.182 7.005
4 6241 0.299 11491 4.667 8086 0.960 5.926
5 7124 0.543 8946 1.513 7004 0.503 2.558
6 6446 0.346 11464 4.618 8696 1.331 6.295
7 6245 0.300 10985 3.811 7850 0.840 4.951
8 3970 0.039 10990 3.818 2582 0.006 3.863
9 3694 0.028 12026 5.727 2884 0.009 5.765
10 4335 0.058 11925 5.514 2790 0.008 5.580
     Mean E.F     5.729

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Trucks equivalent axil load factors

Trucks-Trailer
Vehicl
e no. Axle Load (Kg)        
Total
Axle 1 factor Axle 2 factor Axle 3 factor Axle 4 factor factor
1 8475 1.186 10613 3.263 10363 2.931 8370.4 1.121 8.502
2 7825 0.828 9690 2.167 10113 2.626 9940 2.430 8.052
3 7938 0.883 9750 2.228 10613 3.263 9340 1.836 8.211
4 6850 0.455 9360 1.854 9925 2.414 9470.4 1.955 6.677
5 8063 0.948 6660 0.401 7863 0.846 10160 2.682 4.877
6 6938 0.482 9180 1.699 10688 3.368 10150 2.670 8.220
7 6875 0.463 8865 1.452 9550 2.030 9420 1.908 5.852
8 5713 0.201 10448 3.041 3400 0.019 2410.4 0.004 3.266
9 5238 0.136 11475 4.637 3888 0.036 2450.4 0.004 4.814
10 6175 0.285 11295 4.319 3600 0.025 2800 0.008 4.638
                  6.311
Total Traffic Classes

Cummulative
Vehicle Equivalent
number of 106 ESAS
classification factors
vehicles
Car 1,960,199 0.114 0.224
Bus 630,057 0.598 0.377
Truck 865,432 5.729 4.958
Truck-Trailer 1,315,529 6.311 8.302
  Total ESAS 13.860
 Determination of traffic class

Table 10.5.ERA manual traffic classes of the pavement design

Traffic classes Range ESA (*106)
T1 < 0.3
T2 O.3 - 0.7
T3 O.7 - 1.5
T4 1.5 - 3
T5 3-6
T6 6 - 10
T7 10 - 17
T8 17 - 30
Since ESAS of our analysis is 13.86 , these round should be belong to traffic class T7
which ranges from 10 to 17.
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 Determine CBR Values

The California bearing ratio (CBR) is a penetration test for evaluation of the mechanical
strength of road subgrades and basecourses
Standard load for 2.54mm penetration =1370kg(13.2kN) for 5.08mm penetration
2055kg(20kN)
 The penetration at 2.54mm is used as design CBR which is greater than CBR at
penetration of 5.08mm.
 In some cases, CBR at penetration of 5.08mm is greater than CBR at penetration of
2.54mm,then take CBR of penetration5.08mm as design CBR.
Test load
CBR at penetration 2 .54mm= ×100
13 .20kN
Test load
CBR at penetration 5 . 08mm= ×100
20kN

Load(N)
Penetration
Test Test Test Test Test Test
(mm) Test 1 Test 2 3 4 5 Test 6 7 Test 8 9 10
1467.
2.54 1867.5 1200 1335 1600 1735 5 1200 1067.5 1335 1600
  14 9 10 12 13 11 9 8 10 12
5.08 2545 1757.5 1810 2050 2305 1945 1685 1545 1775 2005
  13 9 9 10 11 10 8 8 9 10
 CBR% at penetration 2.54mm
Mean CBR% at 2.54mm Penetration
14+ 2*9+ 2*10+2*12+13+11+8
C= =10⋅8
10
Standard deviation

[ ( 14−10⋅8 )2 +2 ( 9−10⋅8 )2 +2 ( 12−10⋅8 )2 + ( 13−10⋅8 )2 + ( 11−10⋅8 )2 + (10−10⋅8 )2 + ( 8−10⋅8 )2 ]

S=

S=1.83
√ 10

CBR%=C−K×S where, K=0. 5 for well drianed area

CBR%=10⋅8−0 .5×1 .83=9 . 88
Alternative methods
1. The CBR data of road to be constructed is tabulted as shown below. Calculte the design
CBR value for the given route.
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Cumulative Percentile
CBR Frequency
frequency values (%)
14 1 1 10
13 1 2 20
12 2 4 40
11 1 5 50
10 2 7 70
9 2 9 90
8 1 10 100
90%tile is 9
Hence, design CBR % at penetration 2.54mm = 9
 CBR% at penetration 5.08mm
Cumulative Percentile
CBR Frequency
frequency values (%)
13 1 1 10
11 1 2 20
10 3 5 50
9 3 8 80
8 2 10 100
By interpolation 90 percentile CBR % =8.5
The CBR at penetration 2.54mm  CBR at penetration 5.08mm, design CBR is 9.
ERA table

 The subgrade Class is S4

Using chart 7 from catalog T7,S4
200 Granular subbase,175 bituminous road base, 50 flexible bituminoud surface

5. A new road design is proposed to serve the following traffic with growth rate of 4.2 %
and total initial volumes (ADT) of 817 veh/day. The composition of the traffic is

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given. Assume the roadway has two ways having 2 lanes in each direction.
Compute design repetition for 25 years period equivalent to 80kN standard axle
load. Design details of flexible pavement by AASHTO method for the given traffic
loading. Assume a reasonable materials properties, drainage coefficients and traffic
factors

No of No of total
Description Wheel assembly Load(kN)
axles traffic
Two- axle single unit truck 2 2S 26/48 12.78
Two- axle single unit truck 2 1S-1D 28/76 11.84
Two- axle single unit bus 2 1S-1D 29/59 12.91
Three- axle single unit truck 3 1S-1DT 31/110 13.76
Three- axle single unit Container truck 3 1S-1DT 38/120 9.36
Four- axle single unit truck 4 1S-1D-1DT 59/82/156 10.48
Four- axle single unit Container truck 4 1S-1DT-1D 45/160/106 6.31
Five- axle sidle unit Container truck 5 1S-1DT-1DT 58/160/146 5.08
Five- axle double unit truck 5 1S-1DT-1D-1D 54/160/106/128 7.32
Six- axle double unit truck 6 1S-1DT-1D-1DT 52/154/100/130 5.35
Six- axle double unit container truck 6 1S-1DT-1D-1DT 52/164/110/138 4.81
Solution
 Determination of Equivalency factor
4⋅5
L
EALF= x
80 ( ) for loads in kN

Facto Facto Total

Axles As.1 Factor As.2 As.3 Factor As.4 Factor As.5 Factor As.6
r r Factor
2 26 0.006 48 0.100 0 0 0 0 0 0 0 0 0.107
2 28 0.009 76 0.794 0 0 0 0 0 0 0 0 0.803
2 29 0.010 59 0.254 0 0 0 0 0 0 0 0 0.264
3 31 0.014 55 0.185 55 0.185 0 0 0 0 0 0 0.385
3 38 0.035 60 0.274 60 0.274 0 0 0 0 0 0 0.583
4 59 0.254 82 1.118 78 0.892 78 0.892 0 0 0 0 3.156
4 45 0.075 80 1.000 80 1.000 106 3.548 0 0 0 0 5.623
5 58 0.235 80 1.000 80 1.000 73 0.662 73 0.662 0 0 3.560
5 54 0.171 80 1.000 80 1.000 106 3.548 128 8.290 0 0 14.008
6 52 0.144 77 0.842 77 0.842 100 2.730 65 0.393 65 0.393 5.343

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 Highway Engineering II ASSIGNMENT I

6 52 0.144 82 1.118 82 1.118 110 4.191 69 0.514 69 0.514 7.598

 Determination of AADT at opening year

Initial traffic No of total

Total Average
Description volume(AADT traffic (%)
AADTo=817*T% AADTo
) T
Two- axle single unit truck 817 12.78 104.41
Two- axle single unit truck 817 11.84 96.73 102.21
Two- axle single unit bus 817 12.91 105.47
Three- axle single unit truck 817 13.76 112.42
94.45
Three- axle single unit Container truck 817 9.36 76.47
Four- axle single unit truck 817 10.48 85.65
68.59
Four- axle single unit Container truck 817 6.31 51.55
Five- axle single unit Container truck 817 5.08 41.50
50.65
Five- axle double unit truck 817 7.32 59.80
Six- axle double unit truck 817 5.35 43.71
41.50
Six- axle double unit container truck 817 4.81 39.30
Assume
2012- Construction starting time
2017-Openning year
Then, x=4
x
AADT 2 axle =AADT o (1+r )

AADT 2 axle =102⋅21 ( 1+0 . 042 )4 =120⋅49

AADT 3 axle=94⋅45 ( 1+0 .042 ) 4 =111⋅34

4
AADT 4 axle=68⋅59 ( 1+0 . 042 ) =80⋅24

AADT 5 axle=50⋅65 ( 1+0 .042 ) 4 =59⋅71

4
AADT6 axle =41⋅50 ( 1+0 . 042 ) =48⋅92
Equivalency factor
0⋅107+0⋅803+0⋅264
E . F 2 axle= =0⋅391
3
0⋅385+0⋅583
E . F 3 axle= =0⋅484
2
3⋅156+5⋅623
E . F 4 axle= =4⋅389
2

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 Highway Engineering II ASSIGNMENT I

3⋅560+14⋅008
E . F 5 axle= =8⋅784
2
5⋅343+7⋅598
E . F 6 axle= =6⋅4 71
2
 Determine number of vehicle in one direction

T i =365×P×D× AADT i
[ ( 1+r ) N −1 ]
r
N=25years
D=0.5
P=1

Total traffic (Ti)

Axles Average AADTi E.F ESAs x106
25 years
2 120.49 940,834.97 0.391 0.37
3 111.34 869,388.04 0.484 0.42
4 80.24 626,546.58 4.389 2.75
5 59.71 466,239.99 8.784 4.10
6 48.92 381,987.27 6.741 2.57
  ESAs   10.21
ESAs of our analysis is 10.21 , it is traffic class T7
6. A flexible pavement is to be designed for two lane link road, which has initial
traffic volumes in terms of AADTs have been established for 2009 as shown in Table
Q6.1. In addition, an axle load surveys result on the section of the road is presented in
Table Q6.2. The opening of the road is scheduled for 2014 and the anticipated traffic
growth rates for all class of vehicles are 6.5%. Assume a design period of 20 years for
this link road. It is assumed that the loads are equally representative for each
direction of traffic.
Table Q6.1 Initial volume of traffic
Vehicle classification 2009 AADT
Car 350
Bus 150
Truck 120
Truck-trailer 210

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The subgrade CBR values are given in Table Q6.3. Use the 90 percentile value as
design subgrade CBR.
Table Q6.3 Subgrade CBR values

Test No 1 2 3 4 5 6 7 8 9 10
CBR Value 5 8 5 7 9 11 10 7 5 6

Based on traffic and subgrade data above and assume a thickness of 50mm for
surface dressing layers, determine the possible combinations of pavement layers
from the structural catalogue of ERA flexible pavement design standard and select the
best alternative using unit cost for different types of pavement layers from Table Q6.4.

Layer type Construction /m3

Double surface dressing 2100
Flexible bitumen surface 3450
Bituminous surface 3300
Bituminous road base 2700
Granular road base 1350
Granular sub base 1050

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Granular capping 525

Cement/lime stabilized sub base 1170
cement/lime stabilized sub base 1 1335
cement/lime stabilized sub base 1 1215
Solution
 Determine number of vehicle in one direction
2009- Construction starting time
2014-Openning year
Then, x=4
x
AADT i =AADT o ( 1+r )

[ ( 1+r ) N −1 ]
T =365×P×D× AADT ×
i i
r
N=20year
D=0.5
P=0.9
From AASHTO manual Green book (3, 4) lane distribution factor for traffic class 9
Single lane roadways in one direction (P) = 1.0
Two lane roadways in one direction (P) = 0.9
Three lane roadways in one direction (P) = 0.6
Four lane roadways in one direction (P) = 0.45

Vehicle 2009 AADT Traffic growth Cumulative no. of veh. in

classification rate (%) One-directional traffic one direction over 20
volume in 2014(AADTi) yrs(Ti)
Car 350 6.5 225 2,869,676
Bus 150 6.5 96 1,230,580
Truck 120 6.5 77 984,464
Truck-
210 6.5 135 1,722,813
trailer
 Determination of EALF

  Axle Load (Kg)        

Vehicle Total
type Axle 1 factor Axle 2 factor Axle 3 factor Axle 4 factor factor
Truck-
 
Trailer                
1.10
1 4.390
5334 0.148 10483 3.087 4108 0.046 8350 9
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1.12
2 4.249
5418 0.158 10282 2.830 5242 0.136 8375 4
1.21
3 6.925
4662 0.081 11701 5.063 7182 0.563 8526 8
Truck Mean equivalent factor   5.188
0.07
1 0.499
5124 0.123 3780 0.031 6090 0.268 4603 6
0.68
2 1.394
4368 0.060 5460 0.164 6938 0.482 7510 8
0.00
3 0.464
3520 0.023 6770 0.432 2612 0.006 2357 4
Bus Mean equivalent factor   0.631
1 4200 0.050 5376 0.153         0.203
2 1764 0.001 2604 0.006         0.007
3 3852 0.034 4200 0.050         0.084
Car Mean equivalent factor   0.098
1 1764 0.001 3528 0.023         0.024
2 2520 0.005 4200 0.050         0.055
  Mean equivalent factor   0.040
 Determine ESAs

Cumulative number of Equivalent

Vehicle classification ESAS*106
vehicles factors
Car 2,869,676 0.04 0.11
Bus 1,230,580 0.098 0.12
Truck 984,464 0.631 0.62
Truck-Trailer 1,722,813 5.188 8.94
  Total ESAS 9.79
The traffic class is T6
 Determine CBR% Value
Mean CBR%
3×5+8+ 2*7+9+11 +10+6
C= =7⋅3
10
Standard deviation

3 [ ( 5−7⋅3 )2 + ( 8−7⋅3 )2 +2 ( 7−7⋅3 )2 + ( 9−7⋅3 )2 + ( 11−7⋅3 )2 + ( 10−7⋅3 )2 + ( 6−7⋅3 )2 ]

S=
10
=2.053
√ S

Design CBR%=C−K ×S where, K=0 .5 for well drianed area

CBR%=7⋅3−0 .5×2. 053=5. 30
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Alternative methods
2. The CBR data of road to be constructed is tabulted as shown below. Calculte the design
CBR value for the given route.

Cumulative Percentile
CBR Frequency
frequency values (%)
11 1 1 10
10 1 2 20
9 1 3 30
8 1 4 40
7 2 6 60
6 1 7 70
5 3 10 100
90%tile is
Hence, design CBR % at penetrationby interpolation = 5.33
The subgrade class is S3

Compering Chart 4 and Chart7 for T6 and S3

Chart 1:- Granular Roadbase/ Surface dresing

Materials Unit cost/m3 Depth(m) Unit Cost/m3 Total cost/total
per depth depth
Double surfce dressing 2,100 0.05 105
Granular road base 1,350 0.225 303.75 776.25 Birr
Granular subbase 1,050 0.35 367.50

Chart 2:- Composite Roadbase/(Unbounded and Cemented) /Surface dressing

Materials Unit cost/m3 Depth(m) Unit Cost/m3 Total cost/total
per depth depth
Double surfce dressing 2,100 0.05 105 684.375 Birr
Granular road base 1,350 0.15 202.5
Cement/lime stabilized
1,335 0.125 166.875
road base 1
Granular subbase 1,050 0.125 131.25

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Capping layer 525 0.15 78.75

Chart 3:- Granular Roadbase/Semi-Structural Surface

Materials Unit cost/m3 Depth(m) Unit Cost/m3 Total cost/total
per depth depth
Flexible Bitumnious 3,450 0.05 172.50
Bitumnious road base 2,700 0.20 540 1,080Birr
Granular subbase 1,050 0.35 367.5

Chart 4:- Composite Roadbase/Semi-Structural Surface

Materials Unit cost/m3 Depth(m) Unit Cost/m3 Total cost/total
per depth depth
Flexible bitumnious 3,450 0.05 172.50
Granular road base 1,350 0.15 202.5
716 Birr
Granular subbase 1,050 0.25 262.50
Capping layer 525 0.15 78.75

Chart 5:- Composite Roadbase/Semi-Structural Surface

Materials Unit cost/m3 Depth(m) Unit Cost/m3 Total cost/total
per depth depth
Bitumnious road-base 2,700 0.1 270
Granular road base 1,350 0.20 270 802.50 Birr
Granular subbase 1,050 0.25 262.50
Chart 6:- Composite Roadbase/Semi-Structural Surface
Materials Unit cost/m3 Depth(m) Unit Cost/m3 Total cost/total
per depth depth
Bitumnious roadbase 2,700 0.10 270
Granular road base 1,350 0.15 202.5 721.875Birr
Granular subbase 1,050 0.175 183.75
Capping layer 525 0.125 65.625
Chart 7:- Bituminous Roadbase/Semi-Structural Surface
Materials Unit cost/m3 Depth(m) Unit Cost/m3 Total cost/total
per depth depth
Flexible Bitumnious 3,450 0.05 172.50
Bitumnious road base 2,700 0.15 405 866.25Birr
Granular subbase 1,050 0.275 288.75
Chart 8:- Cement Roadbase/ Surface dressing

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Materials Unit Depth(m) Unit Cost/m3 Total cost/total

cost/m3 per depth depth
Double surface dressing 2,100 0.05 105
Cement/lime stabilized
1,215 0.20 243
road base 2 742.5Birr
Cement/lime stabilized
1,170 0.225 263.25
road base subbase
Granular subbase 1,050 0.125 131.25

 Chart 2 is the best economic wise but availability of materals in place is not
mentioned.

7. Design the pavement consisting of an asphalt concrete surface, crushed stone base, and
a granular sub base using AASHTO Design Method. Initial traffic volumes in terms of
AADTs have been established for 2002 for a section of two way two lane trunk road
under study as shown in Table 7.1. The anticipated traffic growth rate for each class of
vehicle is constant and is 5% increase per year based on GDP. The opening of the road is
scheduled at the Middle of 2006. It is assumed that the loads are equally distributed for
each direction of traffic. The area has excellent drainage quality with 30 % of the time
the moisture level is approaching saturation. The effective Roadbed Soil Resilient
Modulus is 10 ksi, the Resilient Modulus of the base is 40 ksi, and the Resilient
Modulus of asphalt concrete is 4.5 x 10 5psi. Assume a reliability level of 90%, Standard
Deviation, So of 0.40, and Serviceability Loss of 1.6.
In addition, the material to be used as Sub base Course was taken from different Quarry
sites and the CBR test result for each Quarry material is shown in Table 7.2. An axle
load survey has also been conducted during traffic counting time, giving representative
axle loads for the various classes of vehicles and is shown in Table 7.3.
NOTE: Use ERA’s EALF Determination Method.
Table 7.1.Initial traffic volume in terms of AADT
Vehicle
Car Bus Truck Truck-Trailer
classification
AADT@2002 211 122 88 62

Table 7.2.Sub base CBR Values taken at different stations

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44+880

56+600

67+720

79+000
10+260

16+020

23+000

33+540

92+000
0+000
Quarry
station
CBR% 38 33 29 30 30 39 33 35 36 31

Table 7.3.Axle Load Survey Data (KN

Vehicle Vehicle
type Number Axle 1 Axle 2 Axle 3 Axle 4
1 34.750 48.960 0 0
Car 2 30.020 37.930 0 0
3 36.825 53.405 0 0
1 54.165 75.775 0 0
Bus 2 50.720 73.470 0 0
3 62.645 68.545 0 0
1 33.350 89.250 42.379 0
Truck 2 61.240 79.460 60.040 0
3 59.680 114.960 71.010 0
1 79.750 101.128 98.630 78.704
Truck-
2 69.380 91.800 106.880 101.504
Trailer
3 74.380 92.500 101.130 79.600

Solution
 Determine number of vehicle in one direction
2002- Construction starting time
2006-Openning year
Then, x=3
x
AADT i =AADT o ( 1+r )
AADT i =211 ( 1+0⋅05 )3 =244
 Determine cummulative traffic volume after 20 years

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[ ( 1+r ) N −1 ]
T =365×P×D× AADT ×
i i
r
N=20 year , D=50%, P=100%

[ ( 1+0⋅05 )20−1 ]
T =365×1×0⋅5×122×
i =1 , 472 , 427
0⋅05
Vehicle classification Car Bus Truck Truck-Trailer
AADT@2002 211 122 88 62
Traffic growth rate (%) 5% 5% 5% 5%
Traffic volume in 2006(AADT i) 244 142 102 72
Cumulative no. of veh. in one
1,472,427 856,904 615,523 434,487
direction over 20 yrs(Ti)

 Determine EALF
Vehicle
Vehicle Axle facto facto facto facto Total Av.
Numbe Axle 2 Axle 3 Axle 4
type 1 r r r r factor Factor
r
34.75 0.02 0.11 0.00 0.00
1 48.960 0.133
0 3 0 0 0 0 0
30.02 0.01 0.03 0.00 0.00
Car 2 37.930 0.047
0 2 5 0 0 0 0
36.82 0.03 0.16 0.00 0.00
3 53.405 0.193
5 0 2 0 0 0 0 0.124
54.16 0.17 0.78 0.00 0.00
1 75.775 0.956
5 3 3 0 0 0 0
50.72 0.12 0.68 0.00 0.00
Bus 2 73.470 0.810
0 9 2 0 0 0 0
62.64 0.33 0.49 0.00 0.00
3 68.545 0.832
5 3 9 0 0 0 0 0.866
33.35 0.01 1.63 0.05 0.00
1 89.250 42.379 1.713
0 9 6 7 0 0
61.24 0.30 0.97 0.27 0.00
Truck 2 79.460 60.040 1.545
0 0 0 5 0 0
59.68 0.26 114.96 5.11 0.58 0.00
3 71.010 5.964
0 8 0 2 5 0 0 3.074
79.75 0.98 101.12 2.87 2.56 0.92
1 98.630 78.704 7.351
0 6 8 1 5 9
Truck- 69.38 0.52 1.85 106.88 3.68 101.50 2.91
2 91.800 8.986
Trailer 0 7 7 0 2 4 9
74.38 0.72 1.92 101.13 2.87 0.97
3 92.500 6.491
0 1 2 0 1 79.600 8 7.609

 Determine EALF

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Vehicle Cumulative number Equivalent

106 ESAs
classification of vehicles factors

Car 1,472,427 0.124 0.18

Bus 856,904 0.866 0.74

Truck 615,523 3.074 1.89

Truck-Trailer 434,487 7.609 3.31

6.
Total ESAs 12
The traffic class is T6
 Determine CBR% Value
The CBR data of road to be constructed is tabulted as shown below. Calculte the design CBR value for
the given route.

Cumulative Percentile
CBR Frequency
frequency values (%)
39 1 1 10
38 1 2 20
36 1 3 30
35 1 4 40
33 2 6 60
31 1 7 70
30 2 9 90
29 1 10 100
90%tile is
Hence, design CBR % at penetrationby interpolation = 30
The subgrade class is S6
Flexible Pavement Design (AASHTO Method)
1St step: Reliability(calibration factor)
The reliability is the chance that the pavement will last for the design period without failure. A
larger reliability value will ensure better performance, but it will require larger layer thicknesses
R = 90% ( Given)
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2nd step: Overall standard deviation

The overall standard deviation [So] = 0.4 ( Given)
3rd step: CESAL determination
Cumulative one directional ESAL=6.12106
4th step:- Effective roadbed soil resilient modulus determination
Determine the resilient modulus [MR] of the roadbed soil in the laboratory according to AASHTO
T307 method.
Effective roadbed soil resilient modulus = 10 ksi ( Given)
5th step:- Determination of MR of the Pavement layers
The resilient moduli of the surface, base and sub-base layers are either determined using laboratory
testing or estimated using previously developed correlations
Resilient Modulus of the Sub-base = 15 ksi, (From fig 5.5 )

Resilient Modulus of the base = 40 ksi, ( Given)

Resilient Modulus of asphalt concrete = 450ksi. ( Given)
Figure 5.5 Correlation chart for estimating resilient modulus of sub-bases

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6th Step: Serviceability Loss Determination

The serviceability loss [ΔPSI] is the difference b/n the initial serviceability index [p o] and the terminal
serviceability index [pt].
Δ PSI=Po−Pt =1.6 (Given)
Where typical Po value for new pavement is 4.6 or 4.5 and the recommended value of P t are 3.0, 2.5
or 2.0 for major roads, intermediate roads and secondary roads, respectively .
Assume initial serviceability index =4.6
Final serviceability index =3.0
7th Step: Structural Number Determination
The structural number [SN] is an index value that combines layer thicknesses, structural layer coefficients and
drainage coefficients.
SN =a1 D1 +a2 D2 m2 +a3 D3 m3
Where:
 a1,a2 and a3 are structural layer coefficients
 D1,D2 and D3 are thicknesses of surface, base and sub-base respectively
 m2 and m3 are drainage coefficients
 But structural number of 5 is used most commonly
The required structural number above the subgrade (SN 3), above the sub-base (SN 2), and above the base
(SN1) is determined first using either AASHTO equation or Figure.
 To obtain SN3– Use MR value of the subgrade
 To obtain SN2– Use MR value of the sub-base
 To obtain SN1- Use MR of the base
1993 AASHTO Flexible Equation

log 10 ( W 18 ) =Z R×So +9 .36 log 10 ( SN+1 )−0 .20+

log 10 (ΔPSI
4 . 5−1 . 5 )
+2. 32 log ( M R ) −8 .07
10
1094
0 . 40+
Where:- ( SN +1 )5. 19

W18 = Cumulative expected 18-kip ESAL during the designed life in the design lane
ZR = Normal deviate for a given reliability R (3)
So = Standard deviation
MR = Effective roadbed soil resilient modulus (step 4)
ZR = standard normal deviate (See 1993 AASHTO Guide, Table 4.1, page 62)
Table 4.1 Standard Normal Deviate (ZR) Corresponding to Selected
Levels of Reliability

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Reliability Standard Normal Reliability Standard Normal

R(percent) Deviate, ZR R(percent) Deviate, ZR

50 0.000 93 -1.476
60 -0.253 94 -1.555
70 -0.524 95 -1.645
75 -0.674 96 -1.751
80 -0.841 97 -1.881
85 -1.037 98 -2.054
90 -1.282 99 -2.327
91 -1.340 99.9 -3.090
92 -1.405 99.99 -3.750

log 10 ( W 18 ) =Z R ×So +9 .36 log 10 ( SN+1 )−0 .20+

log 10 (ΔPSI
4 . 5−1 . 5 )
+2. 32 log ( M R ) −8 .07 Equation(7 . 1)
10
1094
0 . 40+
( SN +1 )5. 19

1⋅6
log 10 6⋅12×10 6 =−1⋅282×0⋅4 +9 .36 log 10 ( SN+1 )−0 .20+
log 10 ( 4 . 5−1 .5)
+2. 32 log ( M R ) −8 .07
10
1094
0 . 40+
( SN +1 )5. 19
0⋅227238
15⋅56955=9 .36 log 10 (SN+1 ) − +2. 32 log 10 ( M R )
1094
0 . 40+
( SN+1 )5. 19
By trial and error with replacing values of MR layers or from fig 8.22 AASHTO 1993
SN3=4.15 (Use MR=10ksi value of the subgrade)
SN2=3.55 (Use MR=15ksi value of the sub-base)
log 10 ( W 18 ) =Z R×So +9 .36 log 10 ( SN+1 )−0 .20+
10log (ΔPSI )
4 . 5−1 . 5
+2. 32 log 10 ( M R ) −8 .07
SN1=2.42(Use MR=40ksi of the base) 1094
0 . 40+
( SN +1 )5. 19

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Note: Values from AASHTO 1993 is SN+1

8th step: Determination of Structural Layer Coefficients
The structural layer coefficient is a measure of the relative ability of a unit thickness of
a given material to function as a structural component of the pavement. Three structural layer
coefficients (a1, a2 and a3) are required for the surface, base and sub-base, respectively.
Structural layer coefficients of surface (a1) =0.44 (Figure 5.3)
Structural layer coefficients base (a2) =0.17 (Figure 5.4)
Structural layer coefficients sub-base (a3) =0.11 (Figure 5.5)
Step 9 — Drainage Coefficients
Two equal drainage coefficients (m 2 and m3) are needed for the base and sub-base,
respectively.
The area has excellent drainage quality with 30 % of the time the moisture level is
approaching saturation.
recommended by the AASHTO 1993 design guide are shown in Table 5.4.
m2=m3 =1 .2
Step 10 — Layer Thicknesses
Using the structural numbers required above the base, sub-base and the subgrade
(SN1, SN2 and SN3) obtained in Step 7, the layer thicknesses of the surface, base and
sub-base (D , D and D ) can be obtained from Equation, respectively
1 2 3

SN 1≤a1 D1 .....................eq(1)

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SN1 2⋅42
D1 ≥ = =5⋅50 in≻Dmin =3⋅5 in, ∴ Use D1 = 5 .5 in
a1 0⋅44
SN 2 ≤a 1 D1 +a2 D 2 m2 . . .. .. . .. .. .. . .. .. . .. eq(2)
SN 2−a1 D1 3⋅55-0 . 44×5⋅5
D2 ≥ = =5⋅60 in ≺Dmin =6 in, ∵ Use D min=6 in
a2 m2 0⋅17×1⋅2

SN 3 ≤a1 D1 +a2 D2 m2 +a3 D3 m3 ... ..... ...... .. ... ..eq(3)

SN 2−a1 D 1 −a2 D 2 m 2 4⋅15−0⋅44×5⋅5−0⋅17×6×1⋅2
D3 ≥ = =3⋅80 ≺D min =20 in ∴ Use D3 =20 in
a3 m3 0⋅11×1⋅2
TABLE 5.5 Minimum Thicknesses (in.) (AASHTO, 1993)

11th Step: Considering Freeze and Swelling

If the pavement is located in an area where freeze or thaw and soil swelling exists.
No information given on Freeze – thaw or swelling
12th Step: Life-Cycle Cost
 No information given on costs

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