Chapter 6

Addis Ababa University
Addis Ababa Institute of Technology
Highway Engineering II
Chapter 6
Structural Design of
Pavements
Instructor: Fitsum Nigussie

f.nigussie@gmail.com
1
Structural Design of Pavements
AASHTO Method for Flexible Pavement
 Based on various design inputs includes traffic, reliability, sub
grade soil property, environmental effect, and performance
criteria into the design equation and design chart.
TRAFFIC
 The total load applications due to all the mixed traffic within the
design period are converted to the 18-kip (80KN) ESAL
(Equivalent single axle load), W 18 (traffic load), using the axle
load equivalency factors for each axle weight.
2
AASHTO Method for Flexible Pavement (Con’t)
W18 = DD x DL x W18’
Where, DD = a directional distribution factor
DL = a lane distribution factor
W18’= the cumulative two-direction 18 -kip ESAL
Typical percentage of ESAL in design lane
No of lanes in Each Direction Percent 80KN ESAL in Design

lane
1 100
2 80 - 100
3 60 - 50
4 50 - 75
3
Reliability
 This factor provides a predetermined level of assurance (R %)
that pavement sections will survive the period for which they
were designed.
Recommended levels of reliability

Class of highway Urban Rural
Interstate freeways 85 – 99.9 80 – 99.9
Principal airfields 80 – 99 75 – 99
Collectors 80 – 95 75 – 95
Local 58 - 80 50 - 80
4
 A reliability factor is defined as:
Log10FR=-ZR.S0
Where, FR = Reliability Factor
ZR = Standard normal variance for a given reliability
S0 = 0.45 for flexible pavement
S0 = 0.35 for rigid pavement
Environmental Effects
If the effects of swell clay and frost heave of a sub grade soil on the
performance of the pavement in a specific region are significant,
the loss of serviceability over the design period should be
estimated and added to that due to traffic loads.
5
Serviceability
 Serviceability of a pavement is defined as its ability to serve the
type of traffic which use the facility, denoted by Serviceability
loss (ΔPSI )
ΔPSI = po − pt
PSI = Pavement Serviceability Index, 1 < PSI < 5
po = Initial Serviceability Index(ISI)
For Flexible pavements: 4.2, Rigid pavement: 4.5
pt = Terminal Serviceability Index(TSI)
6
Roadbed Resilient Modulus
The basis for sub grade soil property is Resilient Modulus (MR).
Determination Procedures (Refer Fig 6.2)
 A year is divided into 12 periods, and the resilient modulus of the
roadbed soil in each period is determined and entered in the second
column in the figure.
 The corresponding relative damage value from the resilient modulus is
determined from the scale or the formula:
Uf = 1.8 x 108 x MR-2.32
 The averaged Uf is then used to determine the effective resilient

modulus of the road bed soil, again in the same procedure stated in No.
7
Fig 6.2 Chart for estimating effective roadbed soil resilient
modulus for flexible pavements design using the serviceability
criteria
8
Structural Number (SN)
The monographs used for determining the design structural number required for the specific
input conditions, Shown in Fig 6.1 .The inputs required areW18, R, S0, Mr and PSI.
9
Selection Pavement thickness Designs

The required thickness of the various layers in a flexible pavement
is determined using the following equation:
SN=a1D1+a2D2m2+a3D3m3
Where, ai = layer coefficient of layer i

Di = thickness of layer i
mi = drainage modifying factor for layer i
 Layer coefficient (ai)

It is a measure of the relative effectiveness of a given material to
function as a structural component of the pavement.
10
 Drainage modifying factor (mi):This coefficient depends on the
quality of drainage and percentage of time the pavement structure
is saturated.
11
General Procedures for Selection of Layer Thickness.
1. Using E2 as Mr and Fig 6.1, determine the structural number SN1 required to
protect the base and compute the thickness of layer 1 (D1)
D1  SN1/a1
2. Using E3 as Mr and Fig 6.1, determine the structural number SN2 required
protecting the sub base and computing the thickness of layer 2 (D2):
D2  (SN2 – a1 D1)/a2 m2
3. Using the soil road bed resilient modulus and Figure 6.1, determine the
structural number SN3 required protecting the road bed soil.
D3  (SN3 – a1 D1-a2m2D2)/a3 m3
12
TRL Method of Flexible Pavement Design
• The design of flexible pavements presented here (ERA) is

based on the catalog of pavement structures of TRL Road
Note 31.
• Before the catalog is used, the elements described regarding
traffic and subgrade should be considered.
• Simultaneously, the information regarding availability, costs

and past experience with materials should be gathered.
• The various charts correspond to distinct combinations of

surfacing and road base materials.
13
Use of the Catalog
• The choice of chart will depend on a variety of factors but
should be based on minimizing total costs.
• Factors that will need to be taken into account in a full

evaluation include:
 The likely level and timing of maintenance
 The probable behavior of the structure
 The experience and skill of contractors and the
availability of suitable equipment
 The cost of the different materials that might be used
 Other risk factors
14
Structural Design Pavements
Method of Flexible Pavement Design
15
18
 Design Example
Given
• The total ESAs over the design period = 20millions.
• The subgrade strength has been represented by CBRs of 5 to 7
Soln
 Traffic class T8
 Subgrade class to be assigned to this project is therefore S3
20
• Based on the above, and with the T8/S3 combination of traffic and
subgrade strength classes, the design charts 4 to 7 indicate the possible
alternate pavement structures as:
Design Example: Possible Pavement Structures
21 HIGHWAY II - Structural Design of Pavements

22
Design Gravel Surface Roads
• Design procedure presented here is based on the "Pavement and
Materials Design Manual" prepared by the United Republic of
Tanzania Ministry of Works 1999, and ERA manual.
• Gravel road pavements are generally utilized for roads where design
traffic flow AADT is less than 200.
• The standards for pavement design, and specification the materials

which may be used for gravel roads will be set out.
23
Tanzanian Design Standard (1999):
Required data:
• Traffic
• Material and geotechnical information
• Subgrade (classification, foundation for expansive soils)
• Materials design
• Thickness design (gravel wearing coarse thickness)
24 1/13/2020
Subgrade strength classes
25 1/13/2020
 Soils with CBR less that 3 (less than 2 in dry climatic zones) occurring
within the design depth should be improved with materials meeting the
following requirements
26 1/13/2020
• Materials requirement
for gravel wearing
course
• The CBR requirements
can be reduced to 15 %
for minor gravel roads
27 1/13/2020
 Pavement for major gravel roads
28 1/13/2020
 Pavement for minor gravel roads
29 1/13/2020
Design Method (ERA Manual)
The required gravel thickness shall be determined as follows:
 Determine the minimum thickness necessary to avoid excessive

compressive strain in the subgrade (D1).
 Determine the extra thickness needed to compensate for the

gravel loss under traffic during the period between regravelling
operations (D2).
 Determine the total gravel thickness required by adding the above

two thicknesses (D1+ D2).
30
Minimum Thickness Required
• It is necessary to limit the compressive strain in the subgrade
to prevent excessive permanent deformation at the surface of
the road.
• From the above figures determine the minimum gravel

thickness required for each traffic category with the required
thickness of improved subgrade materials for upper and lower
subgrade layers.
31
 Gravel Loss
According to TRL Laboratory Report 673, an estimate of the annual gravel loss
is given by the following equation:
GL = f T2 / (T2 + 50) (4.2 + 0.092 T + 3.50 R2 + 1.88V)
Where
GL = the annual gravel loss measured in mm
T = the total traffic volume in the first year in both directions, measured in thousands of vehicles
R = the average annual rainfall measured in m
V = the total (rise + fall ) as a percentage of the length of the road
f = 0.94 to 1.29 for lateritic gravels
= 1.1 to 1.51 for quartizitic gravels
= 0.7 to 0.96 for volcanic gravels (weathered lava or tuff)
= 1.5 for coral gravels
= 1.38 for sandstone gravels
32
Total Thickness Required
• The wearing course of a new gravel road shall have a
thickness D calculated from:
D = D1 + N. GL
Where
 D1 is the minimum thickness from table below
 N is the period between re-gravelling operations in years
 GL is the annual gravel loss never falls below the minimum
thickness D1.
33
Pavement and Improved Subgrade for Gravel Roads for ADDTs < 200
34
Design of Rigid Pavement
Rigid Pavement
 Rigid pavements are pavement structures constructed of cement
concrete slabs, which derive their capacity to withstand vehicle
loads from flexural strength or beam strength due to high modulus
of elasticity.
35
36

Chapter 6

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Chapter 6

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Addis Ababa University

Addis Ababa Institute of Technology

Instructor: Fitsum Nigussie

No of lanes in Each Direction Percent 80KN ESAL in Design

Recommended levels of reliability

Uf = 1.8 x 108 x MR-2.32

 The averaged Uf is then used to determine the effective resilient

Selection Pavement thickness Designs

Where, ai = layer coefficient of layer i

 Layer coefficient (ai)

• The design of flexible pavements presented here (ERA) is

• Simultaneously, the information regarding availability, costs

• The various charts correspond to distinct combinations of

• Factors that will need to be taken into account in a full

21 HIGHWAY II - Structural Design of Pavements

• The standards for pavement design, and specification the materials

 Determine the minimum thickness necessary to avoid excessive

 Determine the extra thickness needed to compensate for the

 Determine the total gravel thickness required by adding the above

• From the above figures determine the minimum gravel

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