Determination of Equivalent Axle Load Factor of Trailer With Multiple Axles On Flexible Pavement Structures

DETERMINATION OF EQUIVALENT AXLE LOAD FACTOR OF
TRAILER WITH MULTIPLE AXLES ON FLEXIBLE PAVEMENT

STRUCTURES

Aloysius TJAN
Associate Professor
Civil Engineering School
Parahyangan Catholic University
Jl. Ciumbuleuit 94
Bandung 40141
Indonesia
Fax: +62-22-423-8985
E-mail: [email protected]
Chai FUNG
Alumnus of Civil Engineering School
Parahyangan Catholic University
Jl. Ciumbuleuit 94
Bandung 40141
Indonesia

Abstract: The paper shows how to develop EALF of ten axles 80 tires trailer on flexible
pavement structures, which is used to transport segmented concrete girder from fabricator site
to project site. Total maximum weight is 175 tons. Trailer is operated between 10 pm 4.30
am to minimize traffic obstruction. EALF analysis is based on mechanistic empirical method.
As air temperature affects modulus of surface layer, Bandungs average minimum
temperature is used. The result shows fatigue criterion determined its failure on pavement
with high subgrade modulus, otherwise its failure criterion is based on permanent
deformation. Thicker pavement has higher EALF when its failure is permanent deformation,
otherwise EALF is lower. In general, EALF is within a range of 3.28 to 78.44. The higher the
subgrade modulus, the lower trailers EALF. Trailers EALFs for subgrade modulus of 50
MPa is higher than subgrade moduli of 100 150 MPa. The difference is apparent with
surface thickness of 150 200 mm.

Keywords: EALF, flexible pavement, mechanistic empirical method, multiple axle

1. INTRODUCTION

Total number of standard axle loads is a parameter used for design of a new pavement
structure, or showing its remaining life of in service pavement structures. During the life of
pavement, various traffic loadings will pass on design lane. The passage of those vehicles on
the design lane will deteriorate pavement structure. It is design that the lanes of pavement
structure should not fail before total number of vehicles is reached its designed number of
standard axle loads. There are various type of vehicles, total vehicle loads, axle types, and
axle loads will pass on the pavement. Damaging effect of those axles on the pavement
structure will be different from one to the others. In order to make pavement design simpler,
damaging effect of those various axles are converted into of standard axle load. Ratio of
damaging effect of non standard axle load to standard axle load is called Equivalent Axle
Load Factor (EALF). It is common to define standard axle load as a single axle dual wheels
with 80 kN (18 kips, 8.16 ton) such as in Asphalt Institute (1991), Shell (1978), AASHTO
(1993), Austroads (1992), and SNI (1989). In each of those design methods, EALF for
Journal of the Eastern Asia Society for Transportation Studies, Vol. 6, pp. 1194 - 1206, 2005
1194
various load levels of different axle types such as single axle, tandem, or tridem are usually
available.

In Bandung, capital of West Jawa province, there is an elevated highway project above
existing pavement structure. One segment of the project which cross a valley is a cable-stayed
bridge. The other is concrete structure above existing road with heavy traffic. Construction of
elevated highway is prefabricated segmental hollow portland cement concrete. The elevated
highway construction is built by assembly those concrete segments with prestressed wire
strands. The concrete segments are fabricated outside of the city. Later the concrete segments
are transported to the project site. The weight of the segments are vary. It depends on
geometry of its cross section. The maximum weight is 158 tons. A special trailer is built for
transporting the segments. It is a 10 axles trailer with 8 tires on each axle (as shown in Figure
1). The purpose of this special trailer is to enable transporting those concrete segments
through existing culverts and bridges. It is an interesting study to know damaging effect of
this fully loaded trailer compared to standard axle load on the current flexible pavement
structure.

Figure 1. Trailer Loaded with a Typical Portland Concrete Segment

2. OBJECTIVE

The objective of this paper is to evaluate damaging effect of fully loaded trailer (175 tons
including the weight of trailer bed) of 10 axles with 8 tires on each axle on flexible pavements
compared to standard single axle dual wheel of 80 kN with mechanistic empirical method.

1195
3. EVALUATION METHOD

The analysis of equivalent axle load is based on mechanistic empirical method as used in the
Asphalt Institute. Equivalent axle load is defined as the ratio of number of repetitions of non
standard axle load to the standard axle load up to failure. Failure is defined as the minimum
number of repetitions that cause of 20 percent fatigue cracking on pavement surface or 13 mm
rut depth on the wheel track. Number of repetitions of any axle load to develop cracks or rut
depth depends on strains in the pavement structure. Computer program Everstress 5.11 for
Windows (developed by N. Sivaneswaran, L.M. Pierce, and J.P. Mahoney for Washington
State Department of Transportation) is used to analyze strains in the pavement structures.
Three layers of flexible pavement structures are analyzed with surface thickness of 100, 150,
and 200 mm, untreated granular base 150, 250, and 350 mm, and subgrade resilient modulus
of 50, 100, and 150 MPa. The concrete segments are transporting from the fabrication site to
the project between 10 pm to 4.30 am. The average air temperature at this period is 18.6 C.
Stiffness modulus of bituminous mixture is evaluated based on this air temperature.

4. THEORETICAL BACKGROUND

Mechanistic empirical method in pavement design is a powerful method compared to
empirical method. This method uses correlation between strains in the pavement structures to
the number of load repetitions which cause distress in pavement structure. Two types of
distress are used to define pavement failure, i.e. at least 20% cracks on pavement surface, or
13 mm rut depth on the wheel tracks. The minimum number of repetitions that produces one
of those criteria is number of repetitions to the pavement. Maximum horizontal tensile strain
at the bottom of the surface layer due to axle load determines number of load repetitions to
produce cracks. This number of load repetitions is called fatigue life of the pavement. This
part is called as mechanistic method. Fatigue cracking and tensile strain correlation is based
on bituminous material properties obtained from laboratory experiments. Load applied to the
specimens in laboratory are controlled with a consistent loading mode during the test (either
strain controlled or stress controlled). In reality, pavement loading is random in load level,
load level sequence, and the time between the loadings. As the result, relationship of fatigue
cracking and tensile strain in laboratory requires adjustment in order to obtain similar result to
the actual fatigue life in the field. Adjusting laboratory result to the field is the part of
empirical method. Similar procedure is applied to number of load repetitions that produces rut
depth. Equations to predict fatigue life and life based on deformation are as Equations 1 and
2. These equations are defined by Finn, et al. (1977) and also used by AI (1982). Factor M is
used when the bituminous mixture characteristics differs than the one used while developing
the equation.

) E )( 004325 . 0 )( 10 ( 4 . 18 N
854 . 0
1
291 . 3
t
M
f

= .....(1)
|
|
.
|
\
|
|
|
.
|
\
|
+
= 69 . 0
V V
V
84 . 4 M
b v
b

4.477
c
0.8 -
d
1
e 0.1365 N
(
= .....(2)

1196
Pavement life is either based on fatigue criterion or deformation. It requires state of strains
occur in the pavement layers. Information about moduli of each pavement layers are
indispensable. Stiffness modulus of the surface layer made of bituminous mixture can be
predicted based on Equation 3 (AI, 1982). As the modulus depends on temperature of
bituminous layer, the pavement temperature is predicted from the air temperature. It is used
Equation 4 for this purpose. Subgrade resilient modulus can be obtained from its CBR value.
For this purpose, Equations 5a or 5b is used. Base course resilient modulus which made of
untreated granular material is a function of state of the stress in that particular layer.
Prediction of resilient modulus of base course requires iteration procedures. Witczak and
Smith (1981) found that resilient modulus can be predicted by using Equation 6 in order to
simplify the procedure.

( )
| |
|
|
.
|
\
|
+
(
+
+
|
|
.
|
\
|
+ =
+ +
02774 . 0
1 . 1
5 . 0
) log 49825 . 0 3 . 1 ( 5 . 0 ) log 49825 . 0 3 . 1 (
6
70 17033 . 0
200
1
1
0.931757
0.00189 - 0.00005
10 , 0.070377 (Vv) 0.03476 - 0.028829 5.553833 E Log
f
f
P
t P t
f
P
ac
f
ac
f
F
p p
o
.....(3)
6
4
34
4
1
1 +
+
|
.
|
\
|
+
+ =
z z
MMAT MMPT .....(4)
( ) CBR 3 . 10 E
3
= for unit of E
3
in MPa ... (5a)
( ) CBR 1500 E
3
= for unit of E
3
in psi ...(5b)
) 868 . 0 k )( 287 . 0 E )( E )( h )( h ( 447 . 10 E
1 3
139 . 0
1
041 . 0
2
471 . 0
1 2

= .....(6)

In addition to the moduli of pavement layers, it also requires the Poissons ratio of each
layers. The Poissons ratio are not sensitive to the strains. In this particular analysis, the
Poissons ratio for surface and base course are 0.40 while for subgrade is 0.45.

EALF is the ratio of number of load repetitions of standard axle to the non standard axle.
Once the number of load repetitions are obtained for both standard axle (single axle dual
wheels) and non standard load (trailer with 10 axles and 80 tires), the EALF of that particular
non standard axle load can be calculated. There are 27 combinations of pavement structure
analyzed. The combinations are shown on Table 1.

There are two load levels applied to every pavement structure. For standard axle load, the 80
kN is distributed equally to the four tires. The contact pressure with uniform and circle shape
of tires to pavement surface is 483 kPa. The distance of dual wheels is 345 mm (center to
center). Configuration of trailer tires is shown on Figure 2. The maximum load of concrete
segment is 158 tons. In this analysis, total weight of loaded trailer is assumed to be 1715 kN
(175 tons), and equally distributed to each of 80 tires. The contact pressure of each tires to the
pavement surface is 627 kPa, and their shapes are all circles.

1197
Table 1. Combinations of Pavement Structure Analyzed
Thickness of Surface
Course (mm)
Surface Course Stiffness
Modulus (MPa)
*)

Thickness of Base
Course (mm)
Subgrade Resilient
Modulus (MPa)
100 3468.2 150 50
150 3565.0 250 100
200 3644.1 350 150
*
) Calculated by Eq. 3, with MMAT = 18.6C

150 cm 150 cm 150 cm 150 cm 150 cm 150 cm 150 cm 150 cm 150 cm
25
25
25
55
55
75

Figure 2. Configuration of Special Trailer with 10 Axles and 80 Tires

5. DETAIL PROCEDURE

The Everstress program is not developed to analyze 80 tires, as it can only handle 20 loaded
tires. In order to enable the program to calculate strains due to 80 tires, a quarter system of the
trailer is analyzed, i.e. 20 tires (as shown in Figure 2). Strains superposition process from this
quarter system is required to obtain strains of the whole system. In the quarter system, there
are 20 points evaluated for each of the five axles. The points lined up in a particular axle
analyzed. There are additional of 20 points as the mirror of the previous points for the purpose
of superposition analysis. Those points are shown in Figure 3.

As an example, it will be describe the process of strains calculation for pavement structure
with the thickness of surface and base course is 100 mm and 150 mm respectively, with
subgrade resilient modulus of 50 MPa. There are five axles in the quarter system (see Figure
2the upper right corner). This five axles will be numbered from the left to right as 1
st
, 2
nd
,
3
rd
, 4
th
, and 5
th
. For the 1
st
axle strains evaluation, there are 20 points to be evaluated coincide
with the axle, and also 20 additional points as the mirror of them. The results are shown in
Table 2. Strain values under X-axis (Positive) are 20 points evaluated under the 1
st
axle due to
the load of 20 tires in the quarter system, while the values under X-axis (Negative) are 20
points as the mirror of the 1
st
axle. Final horizontal strain
xx
at point 1 is 215.35 micro strain
as the superposition of 232.43 micro strain (due to the 20 tires in the quarter system), -14.93
micro strain (due to 20 tires on the upper left corner), -0.82 micro strain (due to 20 tires on the
lower right corner), and 1.33 micro strain (due to 20 tires on the lower left corner).

1198
The very similar process for other 19 evaluation points, and the results are shown in the last
three columns of Table 2. Finally, for the 1
st
axle, the maximum horizontal tensile strain is
282.18 micro strain, and vertical compressive strain is 783.76 micro strain. These maximum
strains are used to calculate maximum number of load repetitions, by using Eq. 1 for fatigue
and Eq. 2 for permanent deformation, to determine minimum number of load repetitions to
pavement failure. The results are N
f
= 1,008,565 and N
d
= 109,616, hence the pavement life
is 109,616 of 1
st
axle repetitions. For standard axle load, the same pavement structure has
67,068 load repetitions. Hence, EALF for the 1
st
axle is 0.61.

The same procedure is applied to the other 4 axles, i.e. 2
nd
, 3
rd
, 4
th
, and 5
th
axle and the results
are 0.65, 0.77, 0.00, and 0.00 respectively, which are also shown in Table 3. As one passage
of this particular trailer, there will be 10 axles passing a particular point of interest, then the
total EALFs for one passage of trailer is twice of the sum of each of five EALFs which equal
to 4.06. Other trailers EALFs for the other 26 pavement structures combinations are also
calculated. Finally, there are 27 values of trailers EALFs.

Table 3 shows only six combinations of the pavement structures. In order to make it easier to
see the results of all EALF calculations, Figures 4, 5, and 6 are provided. In general, EALF
depends on thickness of pavement structures, and subgrade moduli. The range of EALFs are
between 3.28 to 78.44. The criterion determined its pavement life depends on subgrade
modulus. The table and the rest of calculations (Fung, 2004) shows that failure on pavement
with high subgrade modulus (150 MPa) is determined by fatigue cracking. Pavement structure
with subgrade modulus of 50 and 100 MPa, its failure is determined by permanent
deformation criterion. EALF of pavement which failure is based on fatigue cracking, is lower
for thicker pavement structure. Its EALF is higher for thicker pavement structure when
permanent deformation criterion governed pavement life. EALF and subgrade modulus has a
negative correlation (except for thin pavement structure, i.e. 100 mm surface course), i.e.
higher EALF at lower subgrade modulus, no matter what failure criterion governed the
pavement life. Pavement with thicker surface course is more sensitive to its EALF value.

1199
9 x @ 1 .5 m
2 5 c m
5 5 c m
2 5 c m
3 7.5 cm
2 5 c m
5 5 c m
2 5 c m
3 7.5 cm
1
2
3
4
5
6
7
8
9
1 0
1 1
1 2
1 3
1 4
1 5
1 6
1 7
1 8
1 9
2 0
1
2
3
4
5
6
7
8
9
1 0
1 1
1 2
1 3
1 4
1 5
1 6
1 7
1 8
1 9
2 0

Figure 3. Forty Points for Strains Evaluations

1200
Table 2. Strains Evaluation for 1
st
Axle

X-axis (Positive) X-axis (Negative) Total
Evaluation
Points
xx (10
-6
) yy (10
-6
) zz (10
-6
) xx (10
-6
) yy (10
-6
) zz (10
-6
) xx (10
-6
) yy (10
-6
) zz (10
-6
)
1 232.43 -11.56 -768.3 -14.93 2.3 36.26 215.35 -15.79 -710.61
2 168.99 -100.46 -643.5 -15.1 2.38 36.52 151.72 -105.27 -583.2
3 161.22 -107.36 -625.46 -15.12 2.39 36.55 143.91 -112.55 -563.78
4 192.37 -75.71 -693.36 -15.04 2.35 36.43 175.13 -81.78 -628.89
5 278.33 97.74 -851.28 -14.79 2.24 36.04 261.31 90.56 -783.76
6 297.1 201.22 -845.6 -12.68 1.23 32.89 282.18 187.62 -764.42
7 200.58 18.75 -611.34 -11.8 0.81 31.6 186.6 2.42 -525.28
8 111.16 -64.81 -369.7 -10.84 0.35 30.17 98.24 -84.39 -278.39
9 82.73 -73.98 -268.87 -10.33 0.11 29.38 70.42 -95.46 -174.81
10 48.39 -75.23 -126.12 -9.33 -0.35 27.82 37.37 -100.89 -26.87
11 1.86 -23 55.47 -3.55 -2.31 15.96 37.37 -100.89 -26.87
12 1.15 -19.24 50 -3.13 -2.35 14.68 70.42 -95.46 -174.81
13 0.86 -17.57 47.08 -2.94 -2.36 14.06 98.24 -84.39 -278.39
14 0.43 -14.79 41.56 -2.61 -2.35 12.9 186.6 2.42 -525.28
15 0.1 -12.51 36.42 -2.34 -2.32 11.87 282.18 187.62 -764.42
16 -0.55 -7.32 22.55 -1.68 -2.1 8.93 261.31 90.56 -783.76
17 -0.64 -6.4 19.77 -1.56 -2.02 8.27 175.13 -81.78 -628.89
18 -0.73 -5.64 17.46 -1.46 -1.94 7.67 143.91 -112.55 -563.78
19 -0.76 -5.29 16.38 -1.41 -1.9 7.4 151.72 -105.27 -583.2
20 -0.82 -4.71 14.54 -1.33 -1.82 6.89 215.35 -15.79 -710.61
Maximum 282.18 187.62 -783.76

1201
T
a
b
l
e

3
.

R
e
s
u
l
t
s

o
f

T
r
a
i
l
e
r
s

E
A
L
F

f
o
r

S
i
x

D
i
f
f
e
r
e
n
t

P
a
v
e
m
e
n
t

S
t
r
u
c
t
u
r
e
s

E
A
L
F

A
x
l
e

N
u
m
b
e
r

x
x
(
1
0
-
6
)

y
y
(
1
0
-
6
)

z
z
(
1
0
-
6
)

N
f

N
d

N

N
o
t
e

N
1
8

A
x
l
e

T
r
a
i
l
e
r

T
o
t
a
l

L
o
a
d

=

1
7
5

t
o
n
s
,

h
1

=

1
0
0

m
m
,

h
2

=

1
5
0

m
m
,

E
3

=

5
0

M
P
a

5

-
2
.
4
1

-
3
.
1
9

9
.
9
9

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

N
f

6
7
,
0
6
8

0
.
0
0

4

-
1
2
.
9
3

-
1
.
0
5

4
5
.
2
1

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

N
f

6
7
,
0
6
8

0
.
0
0

3

2
9
6
.
5
1

1
8
6
.
8
5

-
8
2
4
.
9
0

8
5
6
,
8
4
8

8
7
,
1
7
7

8
7
,
1
7
7

N
d

6
7
,
0
6
8

0
.
7
7

2

2
5
3
.
2
0

1
9
5
.
4
7

-
7
9
3
.
8
2

1
,
4
4
0
,
7
4
3

1
0
3
,
5
3
3

1
0
3
,
5
3
3

N
d

6
7
,
0
6
8

0
.
6
5

1

2
8
2
.
1
8

1
8
7
.
6
2

-
7
8
3
.
7
6

1
,
0
0
8
,
5
6
5

1
0
9
,
6
1
6

1
0
9
,
6
1
6

N
d

6
7
,
0
6
8

0
.
6
1

4
.
0
6

T
o
t
a
l

L
o
a
d

=

1
7
5

t
o
n
s
,

h
1

=

1
0
0

m
m
,

h
2

=

1
5
0

m
m
,

E
3

=

1
0
0

M
P
a

3

2
5
7
.
5
2

1
5
8
.
8
3

-
5
2
2
.
0
9

1
,
3
6
2
,
7
2
0

6
7
5
,
7
5
1

6
7
5
,
7
5
1

N
d

4
7
0
,
1
7
4

0
.
7
0

2

2
3
0
.
2
8

1
6
2
.
8
5

-
4
8
8
.
3
3

1
,
9
6
8
,
7
9
4

9
1
1
,
5
1
3

9
1
1
,
5
1
3

N
d

4
7
0
,
1
7
4

0
.
5
2

1

2
5
1
.
0
1

1
5
8
.
3
4

-
5
0
3
.
6
6

1
,
4
8
2
,
5
2
6

7
9
3
,
7
1
3

7
9
3
,
7
1
3

N
d

4
7
0
,
1
7
4

0
.
5
9

3
.
6
1

T
o
t
a
l

L
o
a
d

=

1
7
5

t
o
n
s
,

h
1

=

1
0
0

m
m
,

h
2

=

1
5
0

m
m
,

E
3

=

1
5
0

M
P
a

3

2
3
7
.
8
1

1
4
5
.
2
3

-
4
0
0
.
0
5

1
,
7
7
0
,
9
7
4

2
,
2
2
5
,
7
0
2

1
,
7
7
0
,
9
7
4

N
f

1
,
6
4
0
,
3
3
6

0
.
9
3

2

2
1
7
.
8
6

1
4
7
.
6
2

-
3
7
3
.
4
7

2
,
3
6
2
,
8
8
9

3
,
0
2
7
,
9
1
6

2
,
3
6
2
,
8
8
9

N
f

1
,
6
4
0
,
3
3
6

0
.
6
9

1

2
3
3
.
6
5

1
4
4
.
4
7

-
3
8
8
.
4
7

1
,
8
7
6
,
8
7
6

2
,
5
3
8
,
5
1
2

1
,
8
7
6
,
8
7
6

N
f

1
,
6
4
0
,
3
3
6

0
.
8
7

4
.
9
9

T
o
t
a
l

L
o
a
d

=

1
7
5

t
o
n
s
,

h
1

=

1
0
0

m
m
,

h
2

=

2
5
0

m
m
,

E
3

=

5
0

M
P
a

5

-
1
.
6
1

-
3
.
5
5

1
4
.
9
7

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

1
7
9
,
8
3
9

0
.
0
0

4

-
1
0
.
6
5

-
2
.
0
8

5
2
.
6
6

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

i
n
f
i
n
i
t
e

1
7
9
,
8
3
9

0
.
0
0

3

2
7
8
.
9
2

1
7
2
.
1
9

-
7
1
4
.
7
3

1
,
0
4
7
,
8
8
1

1
6
5
,
6
3
0

1
6
5
,
6
3
0

N
d

1
7
9
,
8
3
9

1
.
0
9

2

2
4
5
.
0
9

1
7
8
.
4
0

-
7
3
3
.
2
0

1
,
6
0
3
,
6
7
0

1
4
7
,
7
5
1

1
4
7
,
7
5
1

N
d

1
7
9
,
8
3
9

1
.
2
2

1

2
6
6
.
8
1

1
7
2
.
2
7

-
6
6
7
.
1
5

1
,
2
1
2
,
7
0
3

2
2
5
,
4
6
8

2
2
5
,
4
6
8

N
d

1
7
9
,
8
3
9

0
.
8
0

6
.
2
0

T
o
t
a
l

L
o
a
d

=

1
7
5

t
o
n
s
,

h
1

=

1
0
0

m
m
,

h
2

=

2
5
0

m
m
,

E
3

=

1
0
0

M
P
a

3

2
4
9
.
0
0

1
5
1
.
5
2

-
4
1
6
.
9
8

1
,
5
2
2
,
2
7
6

1
,
8
4
8
,
7
4
4

1
,
5
2
2
,
2
7
6

N
f

1
,
2
5
1
,
6
1
9

0
.
8
2

2

2
2
5
.
5
8

1
5
4
.
5
0

-
4
0
3
.
1
0

2
,
1
0
7
,
0
4
2

2
,
1
5
1
,
2
9
3

2
,
1
0
7
,
0
4
2

N
f

1
,
2
5
1
,
6
1
9

0
.
5
9

1

2
4
3
.
3
2

1
5
0
.
6
7

-
3
9
3
.
2
3

1
,
6
4
2
,
3
8
3

2
,
4
0
3
,
8
0
7

1
,
6
4
2
,
3
8
3

N
f

1
,
2
5
1
,
6
1
9

0
.
7
6

4
.
3
6

T
o
t
a
l

L
o
a
d

=

1
7
5

t
o
n
s
,

h
1

=

1
0
0

m
m
,

h
2

=

2
5
0

m
m
,

E
3

=

1
5
0

M
P
a

3

2
3
3
.
7
2

1
4
1
.
5
4

-
3
0
0
.
2
0

1
,
8
7
5
,
0
2
6

8
,
0
4
9
,
4
2
8

1
,
8
7
5
,
0
2
6

N
f

2
,
4
8
6
,
5
1
8

1
.
3
3

2

2
1
5
.
4
7

1
4
3
.
4
0

-
2
8
2
.
5
0

2
,
4
5
0
,
2
4
5

1
0
,
5
6
6
,
3
0
3

2
,
4
5
0
,
2
4
5

N
f

2
,
4
8
6
,
5
1
8

1
.
0
1

1

2
3
0
.
0
1

1
4
0
.
5
4

-
2
8
4
.
9
6

1
,
9
7
6
,
4
1
0

1
0
,
1
6
4
,
0
1
1

1
,
9
7
6
,
4
1
0

N
f

2
,
4
8
6
,
5
1
8

1
.
2
6

7
.
2
0

1202
0
10
20
30
40
50
60
70
40 50 60 70 80 90 100 110 120 130 140 150 160
E
3
(MPa)
T
r
a
i
l
e
r
'
s

E
A
L
F
100
150
h
1
=200 mm
Total Load = 175 tons, h
2
= 150 mm

Figure 4. Trailers EALF at Flexible Pavement with 150 mm Untreated Granular Base Course

0
10
20
30
40
50
60
70
80
40 50 60 70 80 90 100 110 120 130 140 150 160
E
3
(MPa)
T
r
a
i
l
e
r
'
s

E
A
L
F
100
150
h
1
=200 mm
2
= 250 mm

1203
0
10
20
30
40
50
60
70
80
40 50 60 70 80 90 100 110 120 130 140 150 160
E
3
(MPa)
T
r
a
i
l
e
r
'
s

E
A
L
F
100
150
h
1
=200 mm
2
= 350 mm


6. CONCLUSIONS

Failure on pavement structure with high subgrade modulus (i.e. 150 MPa), is determined
by fatigue criterion, while pavement with lower subgrade modulus (i.e. 50 or 100 MPa) is
determined by permanent deformation (rutting).
Thicker pavement structure will have lower EALF when its failure is based on fatigue
cracking, otherwise, its EALF will be higher.
Figures 4, 5 and 6 show the effect of subgrade modulus to the trailers EALF. The higher
the subgrade modulus, the lower the trailers EALF. Trailers EALFs for subgrade
modulus of 50 MPa is higher than for subgrade moduli 100 150 MPa and extremely true
for surface course thickness 150 200 mm.
175 tons of trailers EALF depends on thickness of pavement layers and subgrade
modulus. Trailers EALF for the analyzed pavement structures has a range from 3.28 to
78.44.

NOTATIONS

6 o
10 , F 70
= Absolute viscosity of the bitumen used at 70
o
F (poises x 10
6
). It can be
predicted from penetration value ( )
1939 . 2
F 77
o
pen 2 . 29508
= . In this case is
1.52 million poise
10
M
= Adjustment factor due to mixture characteristics
CBR = California Bearing Ratio of the subgrade (%)
1204
E
1
= Stiffness modulus of bituminous mixture (psi)
E
2
= Resilient Modulus of base layer made of untreated granular material (psi)
E
3
= Subgrade resilient modulus (psi)
f = Loading frequency (Hz). In this case f is 10 Hz
h
1
= Thickness of surface layer (inch)
h
2
= Thickness of base layer (inch)
K
1
= A constant depends on the quality of untreated granular material used. Its
value within the range of 4,000 to 9,000
MMAT = Mean monthly air temperature (F)
MMPT = Mean monthly pavement temperature (F) and equal to t
p

N
d
= The total number of load repetitions to produce rut depth on the wheel tracks
N
f
= Total number of load repetition to produce at least 20 percent fatigue cracking
on the surface of pavement
P
200
= The percentage in weight of aggregate passing sieve number 200 to the total
mix. In this case P
200
is 5%.
P
ac
= The percentage in weight of bitumen to total mix (%). P
ac
can be calculated as
P
ac
= 0.483 V
be
or P
ac
= 0.434 V
b

t
p
= Average temperature of surface layer (
o
F) and equal to MMPT
V
b
= The percentage of volume of bitumen to the total volume of the mixture. In
this case V
b
is 11%
V
be
= The percentage in volume of effective bitumen to total mix (%)
V
v
= The percentage of voids volume to total volume of the mixture. In this case
V
v
is 4%.

= The position where the average temperature of surface layer,
1
/
3
h
1
(in)
c
= Vertical compression strain at the surface of subgrade layer
t
= Maximum horizontal strain at the bottom of surface layer due to a particular
load level

REFERENCES

AASHTO (1993) AASHTO Guide for Design of Pavement Structures. American
Association of State Highway and Transportation Officials, Washington, DC
Asphalt Institute (1982) Research and Development of The Asphalt Institutes Thickness
Design Manual (MS-1) 9
th
Edition. The Asphalt Institute, College Park, MA.
Asphalt Institute. 1991. Thickness Design Aphalt Pavements for Highways and Streets,
Manual Series No. 1. Lexington, KY.
Austroads (1992) Pavement Design A Guide to the Structural Design of Road
Pavements. Austroads, Sydney, Australia.
Fung, C. (2004) Angka Ekivalen Kendaraan dengan 10 Sumbu dan 80 Roda Pada Proyek
Pasupati Bandung. Undergraduate Thesis. Fakultas Teknik Program Studi Teknik
Sipil, Universitas Katolik Parahyangan. Bandung.
Finn, F.N., C. Saraf, R. Kulkarni, K. Nair, W. Smith, and A. Abdullah (1977) The Use of
Distress Prediction Subsystems for the Design of Pavement Structures, Proceedings of
Fourth International Conference on the Structural Design of Asphalt Pavements
Vol. I. University of Michigan, Ann Arbor, MI.
Shell (1978) Shell Pavement Design Manual Asphalt Pavements and Overlays for Road
Traffic. Shell International Petroleum Company Limited, London, UK.
1205
SNI (1989) Petunjuk Perencanaan Tebal Perkerasan Lentur Jalan Raya dengan Metode
Analisa Komponen. SNI-No. 1732-1989F. Departemen Pekerjaan Umum, Jakarta,
Indonesia.
Witczak, M.W. and B.E. Smith. 1981. Prediction of Equivalent Granular Base Moduli
Incorporating Stress Dependent Behavior in Flexible Pavements, Journal of
Transportation. American Society of Civil Engineers.

1206

Determination of Equivalent Axle Load Factor of Trailer With Multiple Axles On Flexible Pavement Structures

Uploaded by

Copyright:

Available Formats

Determination of Equivalent Axle Load Factor of Trailer With Multiple Axles On Flexible Pavement Structures

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Determination of Equivalent Axle Load Factor of Trailer With Multiple Axles On Flexible Pavement Structures

Uploaded by

Copyright:

Available Formats

DETERMINATION OF EQUIVALENT AXLE LOAD FACTOR OF

TRAILER WITH MULTIPLE AXLES ON FLEXIBLE PAVEMENT

You might also like