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ECV 5606
Saeed Badeli
INTRODUCTION
The essential difference between the two types of pavements, flexible and rigid, is the manner
in which they distribute the load over the subgrade. Rigid pavement, because of concretes
rigidity and stiffness, tends to distribute the load over a relatively wide area of subgrade. The
concrete slab itself supplies a major portion of a rigid pavement's structural capacity. Flexible
pavement, inherently built with weaker and less stiff material, does not spread loads as well
as concrete. Therefore flexible pavements usually require more layers and greater thickness
for optimally transmitting load to the subgrade.
The major factor considered in the design of rigid pavements is the structural strength of the
concrete. For this reason, minor variations in subgrade strength have little influence upon the
structural capacity of the pavement. The major factor considered in the design of flexible
pavements is the combined strength of the layers.
One further practical distinction between concrete pavement and asphalt pavement is that
concrete pavement provides opportunities to reinforce, texture, color and otherwise enhance a
pavement, that is not possible with asphalt. These opportunities allow concrete to be made
exceedingly strong, long lasting, safe, quiet, and architecturally beautiful. Concrete
pavements on average outlast asphalt pavements by 10-15 years before needing
rehabilitation.
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,repetitions applied, such as single, tandem, tridem and quad axle trucks
buses, tractor trailers and equipment. A properly designed pavement
structure will take into account the applied loading
A typical flexible-pavement structure is shown in Figure bellow. It illustrates the terms used in this
manual that refer to the various layers. All the layers shown in Figure bellow are not present in every
flexible pavement.
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A new 6-lane expressway is proposed to be built from Bandar A to Bandar B. The length of the
expressway is approximately 25 km.
For estimating the thickness base on the AASHTO design method procedure we need to
determine the SN ( structural number ) from the design chart for flexible pavement or using
the equation as the above indicate :
In this project we have decided use the chart instead of equation so before using the chart we
need to have some parameters for using it :
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Traffic analysis :
Overview
Pavement is designed based on the traffic loadings expected in the highways design lane,
the lane expected to experience the greatest number of 18,000 pound equivalent single axle
loads (18K ESALs) over the design period (usually 20 years). The traffic data required to
calculate the ESALS include:
percentage trucks, including dual-rear-tire pickups and buses, for each classification
category
percentage trucks, including dual-rear-tire pickups and buses, for each classification
category
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Traffic Data
ADT
% Trucks
1ffic growth factor
Design period
Directional distribution
Lane distribution
Slow lane
Middle lane
Fast lane
Lane width
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Determine ESAL :
ESAL initial = ADT * %T * Gi * N * 365 * Y
ESAL final = ESAL ini * Dd * Ld
Determine N :
In terms of the table 6.4 the EALF can be found so :
Cars, pickups, light vans
2 * 0.00018 = 0.00036
0.00036 * 0.4 = 0.000144
Single-unit truck
0.0343*0.15=0.00514
2.18*0.15=0.327
Tractor semi-trailer truck
0.0877*0.1=0.00877
0.0472*0.1*2 =0.00944
0.723*0.1*3 = 0.2169
N = 0.000144 + 0.00514+0.327+0.00877+0.00944+0.2169
N= 0.567
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Determine MR :
Resilient Modulus (Mr) is a fundamental material property used to characterize unbound
pavement materials. It is a measure of material stiffness and provides a mean to analyze
stiffness of materials under different conditions, such as moisture, density and stress level. It
is also a required input parameter to mechanistic-empirical pavement design method. Mr is
typically determined through laboratory tests by measuring stiffness of a cylinder specimen
subject to a cyclic axle load. Mr is defined as a ratio of applied axle deviator stress and axle
recoverable strain.
Resilient modulus is determined using the triaxial test. The test applies a repeated axial cyclic
stress of fixed magnitude, load duration and cycle duration to a cylindrical test specimen.
While the specimen is subjected to this dynamic cyclic stress, it is also subjected to a static
confining stress provided by a triaxial pressure chamber. It is essentially a cyclic version of a
triaxial compression test; the cyclic load application is thought to more accurately simulate
actual traffic loading.
In this project we have resilient modulus for 3 different layers this means that we do not need
to find the resilient modulus base on AASHTO design method.
Resilient modulus properties :
SMA, MR=3104 Mpa (450,000 psi)
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As the above chart indicates we have 3 different Structural Number by 3 different roadbed
Resilient modulus,
Base resilient modulus = 35000 psi
SN 1 = 2.30
SN 2 = 3.30
SN 3 = 4.00
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In which a1 , a2 and a3 are the layer coefficients of the asphalt, base and subbase layers
which be given in this project
D1 , D2 and D3 are the thicknesses of the different layers
,m2 is the drainage coefficient for the base layer and m3 for the subbase layer.
D3 = 11.147
D3 = 11.50 inch = 29.21 cm
SN* 3 = 11.50*0.75*0.10
SN* 3 = 0.8625
SN*3 + SN*2 + SN*1 SN3
0.8625+0.90+2.42=4.183
4.00
OK
So the layer thickness for the asphalt , base and subbase are :
D1=5.50 inch = 13.97 cm
D2=8.00 inch = 20.32 cm
D3=11.50 inch = 29.21 cm
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This manual is to be used for the design of flexible pavements for roads. It comprises of
details for the thickness design,materials specification and the mix design requirements.
For determining the thickness JKR recommend to use the bellow nomograph
So in terms of the above nomograph we require to find the CBR of the subgrade and also
Equivalent Axle Load.
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FHWA Class 9 five-axle tractor semi trailer (18 tires total). A typical tire load is 18.9 kN (4,250 lbs) with an inflation pressure of 689 kPa
100 psi
Traffic Estimation
Vo = ADTT*Dd*Ld*365*Pc/100
ADTT = ADT * T%
ADTT = 25500*0.15
ADTT = 3'825.00
Determine Pc :
In terms of the table 6.4 the EALF can be found so :
Cars, pickups, light vans
2 * 0.00018 = 0.00036
0.00036 * 0.4 = 0.000144
Single-unit truck
0.0343*0.15=0.00514
2.18*0.15=0.327
Tractor semi-trailer truck
0.0877*0.1=0.00877
0.0472*0.1*2 =0.00944
0.723*0.1*3 = 0.2169
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Pc = 0.000144 + 0.00514+0.327+0.00877+0.00944+0.2169
Pc= 0.567
Vo=3825*0.60*0.65*365*0.567
Vo = 308'725.1213
In which Vo is the initial annual commercial traffic for one direction .
The total number of commercial vehicles for one direction Vc is obtained by :
Vc = (Vo*(((1+r)^x) 1 )) / r
Vc = Vo * Gi
Vc= 308725.1213 * 12.58
Vc = 3883762.026 psi
Vc = 3.9 * 10^6
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T= 100/(100+15)
T= 0.87
C= 6000 * 1 * 0.87
C= 5220 veh/hour/lane
C reflects 10% of the 24 hours , then the one way daily capacity is as follows:
C= 10 * c
C = 52200 veh/day/lane
V = ( ADT * (1+r)^x) / 2
Gi=12.58
For finding r ,we can use the 6.13,
r=0.05
V= ( 25500 * (1+0.05)^10 ) / 2
V = 20768.41 veh/day/lane
Hence capacity has not been reached after 10 years .
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From the above nomograph, the chart shows that for ESA of 8.30*10^6
,the required TA is 24.70 cm
Determine the Structural Layer Coefficient :
For estimating this number for each layers we can use the Table 3.5
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a1=1.00
a2=0.32
a3=0.23
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24.
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Cost considerations :
Cost of Materials and construction (includes transportation cost)
Crusher-run Base
Sand Subbase
Stone Mastic Asphalt
Cost of construction
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= RM 22.00 tonne
= RM 15.00 per tonne
= RM 330.00 per tonne
RM 15.50 per sq meter
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Layer
Cost of
Material
(RM/ton)
Required
Density
(ton/m)
No.
of
Lane
Lane
Width
(m)
Road
Length
(m)
Thickness
(m)
Construction
cost (m)
Project Cost
(RM)
SMA
330.00
2.35
3.7
25000
0.1397
15.50
68'729'729
Base
22.00
2.25
3.7
25000
0.2032
15.50
14'184'912
Subbase
15.00
2.3
3.7
25000
0.2921
15.50
14'195'485
Total =
97'110'126
RM
The above table is indicated that the sum of cost will be more than 97 million RM which is
effected from the Stone Matric Asphalt layer which is more than 68 million RM.
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ECV 5606
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Determining the total cost by using the JKR method and thickness :
Layer
Cost of
Material
(RM/ton)
Required
Density
(ton/m)
No.
of
Lane
Lane
Width
(m)
Road
Length
(m)
Thickness
(m)
Construction
cost (m)
Project Cost
(RM)
SMA
330.00
2.35
3.7
25000
0.15
15.50
73'162'875
Base
22.00
2.25
3.7
25000
0.18
15.50
13'547'550
Subbase
15.00
2.3
3.7
25000
0.18
15.50
12'049'050
Total =
98'759'475
RM
The above table is indicated that the sum of cost will be more than 98 million RM which is
affected from the Stone Matric Asphalt layer which is more than 73million RM.
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ECV 5606
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RECOMMENDATIONS :
The above tables is indicated the different cost for constructing the roadway.
The first table shows that the cost of AASHTO method is more than 108 million RM with
0.1651 m asphalt layer thickness.
The second table shows that the cost of using the JKR method of design is more than 101
million RM with 0.158 m asphalt layer thickness.
The JKR method gives a higher cost than the AASHTO .
The layer thickness of AASHTO method is thinner compare to the JKR method.
So the AASHTO method in this case is cost-effectiveness than the JKR method so the
authorities should use the AASHTO method . Many project in the U.S.A and many other
countries design by AASHTO method.
The most important factor that effects the cost is the asphalt thickness
We require to have a minimum thickness of asphalt layer for have a cost-effective design so
try to use the minimum thickness and finding the base and subbase based on the minimum
thickness of asphalt layer.
Maximize crushed stone thickness and sand subbase thickness minimize AC thickness Can
also stabilize base to use less HMA
Use gravel only for fill or frost
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