YILDIZ TEKNİK ÜNİVERSİTESİ İNŞAAT FAKÜLTESİ İNŞAAT MÜHENDİSLİĞİ BÖLÜMÜ

PAVEMENT DESING

DOÇ. DR. HALİT ÖZEN

22/04/2015 İstanbul

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YILDIZ TEKNİK ÜNİVERSİTESİ İNŞAAT FAKÜLTESİ İNŞAAT MÜHENDİSLİĞİ BÖLÜMÜ

Pavemet Structure
Functions of the pavement
o Reduce and distribute the traffic
Wearing (Surface) Course
Surface Course loading so as not to damage the
Binder Course subgrade
Bounded Base o Provide vehicle access between
Base two points under all-weather
Unbounded Base conditions
Subbase o Provide safe, smooth and
comfortable ride to road users
Subgrade without undue delays and
excessive wear & tear
o Meet environmental and
aesthetics requirement
o Limited noise and air pollution
o Reasonable economy

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 Types of Pavements
Surface Course

Flexible Base Course

Subbase Course

Subgrade

AC Layer

PCC Surface
Pavement Composite
Base Course

Subgrade

PCC Surface

Rigid Base / Leveling

Course

Subgrade

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 Types of Pavements

Flexible

Partial depth Full depth Other(CRAM)

Surface Course Surface Course

Dense graded HMA
Binder Course
Dense graded agg.Asphalt base Course
Base Course
Subbase CourseOpen graded agg.
Compacted subgrade
Modified Dense Graded HMA
Improved subgrade
Natural soil subgrade subgrade

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 Types of Pavements

Rigid

JPCP JRCP CRCP PCP

Steel reinforcement • Steel reinforcement •Pre-applied compressive

• Closely spaced joints
• No joints Stress
• With/out Dowels Longer joint spacing
• Prone to transverse •Less prone to cracks
Dowels required
cracks •Less maintenance
•Longer life

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YILDIZ TEKNİK ÜNİVERSİTESİ İNŞAAT FAKÜLTESİ İNŞAAT MÜHENDİSLİĞİ BÖLÜMÜ

Pavemet Structure

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 Pavement Design Phases

• Highway design consists of three stages

o Geometric design (route selection or alignment design)
o Capacity design (number of lanes to meet traffic demand)
o Structural design to withstand loads and environment

• Structural design consists of 3 steps

o Selection of materials (types of pavement)
o Proportioning of materials
o Layer thickness design

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 Pavement Design Methods
• Basic classification of design methods
o Experience based design
o Empirical-mechanistic methods
o Purely mechanistic design

• Common methods
o OPAC2000
o AASHTO
o Asphalt Institute
o Agency specific methods

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 AASHTO Design Method
 SYI 
Log  
LogW8.2  Z R xS o  9,36 x log( SN  1)  0,20   4,2  1,5   2,32 xLogM  8,07
R
1094
0,40 
( SN  1)5,19

W18 = predicted number of 18-kip eequivalent single axle load applications,

ZR = standard normal deviation,
S0 = combined standard error of the traffic prediction and performance
prediction
APSI = difference between the initial design serviceability index, po, and the
design terminal serviceability index, pt,
Mr = resilient modulus (psi)
SN = Structural Number (in)

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 Structural Performance (Serviceability Index)
The primary measure of serviceability is the Present Serviceability Index
(PSI), which ranges from 0 (impossible road) to 5 (perfect road)

p0
Serviceability (PSI)

p0 - pt

pt

Time

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 AASHTO Design Method
Analysis Period: This refers to the period of time for which the analysis is to be
conducted, i e , the length of time that any design strategy must cover The
analysis period is analogous to the term “design life” used by designers in the past.

Highway Conditions Analysis Period (years)

High Volume Urban 30-50

High Volume Rural 20-50
Low Volume Paved 15-25
Low Volume Aggregate Surface 10-20

Performance Period: This refers to the period of time that an initial pavement
structure will last before it needs rehabilitation. It also refers to the
performance time between rehabilitation operations. Turkey that period is 20
years.

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 AASHTO Design Method
Traffic The design procedures for both highways and low- volume roads
are all based on cumulative expected 18-kip equivalent single
axle loads (ESAL) during the analysis period (w18)

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 Canadian legal axle loads & veh. dimensions

overall length (max 23 m)

box length (max 14.65 m)

Interaxle
spacing
Tandem (min. 3 m)
Tridem
1.2 m - 1.85 m
2.4 m -3.7 m Tractor wheelbase
(max 6.2 m)
Single Axle:
9,100 kg Single Axle:
Tandem Axle: Maximum Gross Weights 9,100 kg
Steering Axle:
17,000 kg 3 axles.…. 23,700 kg Tandem Axle:
5,500 kg
Tridem Axle: 4 axles….. 31,600 kg 17,000 kg
24,000 kg 5 axles….. 39,500 kg
6 axles….. 46,500 kg

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Legal axle loads & veh. Dimensions in Turkey

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AASHTO Design Method
n
 P   P 
n

LEF      
 
 P8.2ton   P18 kip 

n= 3,5 – 4,9  4,4

P= Axel Load
P8.2= Standart Equavelant Axel Load

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Typical AASHTO Load Equivalency Factors Single Axles

Axle Load (lbs) LEF (SN=5, pt=3.0)

2,000 0.0002
10,000 0.101
18,000 1.00
20,000 1.44
30,000 5.1
40,000 13.1
50,000 30.0

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Typical Vehicle Equivalency Factors in Turkey

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 Cumulative 18-kip ESAL
W18 = Dd * DL * w18
Dd = a directional distribution factor,
DL = a lane distribution factor,
w18 = a cumulative two-directional 18-kip ESAL

Lane distribution factors Dd , directional distribution factor is

generally 0 5 (50 percent) for most
Number of Percent of 18-kip
roadways, there are instances where more
Lanes in Each ESAL
weight may be moving in one direction than
Direction in Design Lane
the other Thus, the side with heavier
1 100 vehicles should be designed for a greater
2 80-100 number of ESAL units Experi ence has
shown that Dd may vary from 0 3 to 0 7,
3 60-80 depending on which irection is “loaded”
4 or more 50-75 and which is “unloaded”

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Cumulative 18-kip ESAL

 (1  r ) n  1 
W18  W0 *  r 
 

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 Reliability
The reliability design factor accounts for chance variations in both traffic prediction
and the performance prediction , and therefore provides a redetermined level of
assurance (R) that pavement sections will survive the period for which
they were designed

Suggested Levels of Reliability for

Various Functional Classifications (R)

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 Reliability
Standard Normal
Reliablity Deviatıon
(R) (Zr)
50 -0,00
60 -0,253
70 -0,524
75 -0,674
80 -0,841 combined standard error of the
85 -1,037 traffic prediction and
90 -1,282 performance prediction (S0)
91 -1,340
92 -1,405
93 -1,476 Rijit Kaplamalar 0,25
91 -1,555 Esnek Kaplamalar 0,35
95 -1,645
96 -1,751
97 -1,881
98 -2,054
99 -2,327
99,9 -3,090
99,99 -3,750

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Performance Criteria (Serviceability)
Terminal serviceability index (pt)

Highway Condition Pt
High Volume Highway 2,5 – 3,0
Low Volume Highway 2,0
Less Important Highways 1,5

Initial Serviceability (p0),

Pavement Type Po
Flexible 4,2
Rigid 4,5
Freeway Pavement 4,4 – 4,5

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 Resilient Modulus (Mr)
The procedure for determination of Mr is given in AASHTO Test
Method T 274 (Triaxle Test)
The resilient modulus is defined by;
d
MR   = Birim uzama

 d  1 3

AASHTO Conversion

M R  1500 * CBR 
NCHRP 1-37A Conversion

M R  2555 * CBR 
0.64

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 Resilient Modulus (Mr)

Some Typical Values

Classification CBR MR (psi) Typical Description

Gravels, crushed stone and sandy
Good ≥ 10 20,000 soils. GW, GP, GM, SW, SP, SM
soils are often in this category.
Clayey gravel and clayey sand,
Fair 5–9 10,000 fine silt soils. GM, GC, SM, SC
soils are often in this category.
Fine silty sands, clays, silts,
organic soils. CL, CH, ML, MH,
Poor 3–5 5,000
CM, OL, OH soils are often in this
category.

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Resilient Modulus Based On General Director of Highway

Mr : Resilient Modulus (psi)\

Dbsk : Total Thickness for Bituminuous Layers (cm)
CBR : Californiao Bearing Ratio (%)
Wopt : Optimum Water Content (%)
ymaks : Bulk Specific Gravity (g/cm3)
LL : Licid Limit (%)
Pl : Plastic Limit (%)
No200 : Percentage of agrregate passing No200 sieve (%)
No4 : Percentage of agrregate passing No4 sieve (%)
k : Thickness Adjestment Factor (cm)

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Resilient Modulus Based On General Director of Highway

Thickness Adjestment Factor (k)

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 Seasonal Variation of subgrade modulus
• Being a granular material subgrade strength varies with season due to varying
levels of free moisture to which it is exposed to. Examples of typical ranges
are shown in Table

Season (& Moisture) Length Subgrade

(months) Modulus (psi)
Fall (wet) 3-6 5,000
Winter (frozen) 1-3 20,000
Spring (thawing) 0.5 - 1 4,000
Summer (dry) 3-5 6,500

• Effective Subgrade Modulus

For design purposes, a weighted-average subgrade resilient
modulus (MR) is used. This is based on Relative Damage
sustained by the pavement during a given season, given by:

Uf = 1.18 x 108 (MR)-2.32

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 Seasonal Variation of subgrade modulus
Example Calculation: Effective subgrade modulus

•Method: Calculate annual weighted mean Uf and convert to MR

Seasons Months Modulus Damage Wgt-Damage

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Wet 5 5000 Uf = 0.3092 0.1288 (  Uf  )
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Dry 5.5 6500 0.1682 0.0771
Spring-Thaw 0.5 4000 0.5189 0.0216
Frozen 1 20000 0.0124 0.0010
Mean Uf 0.2286
Mean MR 5695.3

 1

U  1.18 x 10 8  M 2.32 MR   Uf  2.32
8 
f R  1.18 x10 

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Seasonal Variation of subgrade modulus
AASHTO Monograph

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 Structural Number
Determination of SN from Monograph

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 Structural Number (SN)
Strength of pavement is represented by SN which is a function
of layer thickness, layer coefficient and drainage coefficient.

• The total pavement structural number is given by:

SN   a D mj
i i

SN3 SN2 SN1

Surface: AC D1
Base Course D2
Subbase D3
Roadbed or Subgrade

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 Structural Number (SN)
 Typical equation

SN  a1D1  a2 D2 m2  a3 D3m3

 ai is the layer coefficient- pavement relative quality as a

structural unit – related to MR ( from AASHTO charts)
 mi drainage coefficient – drainage ability (Table 11.20)
 Depends on time required for drainage
 % time moisture level approaches saturation
 SN equation solved from equation or nomograph (chart)

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 Layer Coefficient for Surface Course
Asphalt Concrete Surface Course. Figure provides a chart that may be
used to estimate the structural layer coefficient of a dense-graded asphalt con-
crete surface course based on its elastic (resilient) modulus (Eac) at 68 °F

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 Layer Coefficient for Granular Base Layers
Granular base resilient modulus (EB ) and layer coefficient ( a2 )
stress state or sum of principal
stresses

Surface Course Resilient Modulus for
Resilient Modulus EB = k1 x k2
Thickness Subgrade
(in) 3000 7500 15000 Layer Coefficient
<2 20 25 30
2-4 10 15 20 a2 = 0,249x (log ET ) – 0,977
4-6 5 10 15
>6 5 5 5

AASHTO
Road Test
Moisture
k1 k2 k1 k2
Condition
Dry 6000-10.000 0,5-0,7 8000 0,6
Damp 4000-6000 0,5-0,7 4000 0,6
Wet 2000-4000 0,5-0,7 3200 0,6

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Layer Coefficient for Granular Base Layers
Variation in Granular Base Layer Coefficient (a2) with Various
Base Strength Parameters

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Layer Coefficient for Granular Subbase Layers
Granular subbase resilient modulus (ESB ) and layer coefficient ( a2 )
stress state or sum of principal
stresses
Surface Course 
Thickness (in) (psi) Resilient Modulus ESB = k1 x k2
<2 10
2-4 7.5 Layer Coefficient
>4 5
a2 = 0,227x (log ESB ) – 0,839

Moisture
k1 k2
Condition
Dry 6000-8000 0,4-0,6
Damp 4000-6000 0,4-0,6
Wet 1500-4000 0,4-0,6

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Layer Coefficient for Granular Base Layers
Variation in Granular Base Layer Coefficient (a3) with Various
subbase Strength Parameters

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 Drainage Coefficient
To account for loss of strength of pavement layers under moisture
effects AASHTO uses drainage layer coefficients

 m1, m2, m3 ….

 Depends on :
 Quality of drainage (time required to remove most of
the water)
 % of time the pavement is exposed to moisture levels
approaching saturation

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 Drainage Coefficient

Quality of drainage is rated by the time of standing water or

saturated conditions

Quality Water drained within

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

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 Drainage Coefficient
Recommended m-values for Bases and Subbases
Quality of % of time pavement is saturated
Drainage <1% 1-5% 5-25% >25%
Excellent 1.40-1.35 1.35-1.30 1.30-1.20 1.20
Good 1.35-1.25 1.25-1.15 1.15-1.00 1.00
Fair 1.25-1.15 1.15-1.05 1.00-0.80 0.80
Poor 1.15-1.05 1.05-0.80 0.80-0.60 0.60
Very Poor 1.05-0.95 0.95-0.75 0.75-0.40 0.40

Example: Pavement designed with fair drainage (moisture drains

within one week) and 2 months per year are likely to be saturated
conditions.
m2 = m3 = 0.8 -1.0

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 AASHTO DESIGN PROCEDURE

Structural Number (SN)

Step 1
SN1 SN1
SN2 D1
D *
1
D2 a1
SN3
SN1*  a1 D*1  SN1
D3

SN  SN *

SN1*  SN 2*  SN 2 Step 2 D*2  2 1

a2 m2
Step 3 D3
* SN 3  SN *
1  SN 2
*

a3 m3

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