8 e Sultanate of Oman | Highway Design Standards 2017 Pavement Design‘TABLE OF CONTENT 10.1 INTRODUCTION 10.1.1 General ‘SUBGRADE EVALUATION. General Subsurface Investigation “Measures of Subgrade Support Factors to be Considered in Subgrade Support Fiald Determination of Subgrade CBR Laboratory Determination of Subgrade CBR 103 TRAFFIC 103.1 Inoduetion 30.22 Teffe Forecasting 103. Taff Coun 1034 Standard Axles 30:35 Determination of Cumulative Standard Axles 104 PAVEMENT MATERIALS 10.41 Introduction 10.4.2 Unbound (Granular Materials 10.4.3. Cement Tested Base Materials 10.44 Asphalt Materials 30.45 Concrete Pavement Materials 10.48 Inerlooting Block Pavement Matarisle 101 101 101 104 101 102 102 102 103 102 104 105 105 105 105 108 107 1054 1082 1054 1055 1056 1057 105 DESIGN OF PAVEMENT STRUCTURES. Inrodvetion Planned Stage Construction of Asphalt Concrete Pavernent Pevement Selection Factors Fi Figid Pavement Interlocking Block Pavements ‘Gravel Surfacing Pavements ible Pavernent REFERENCES 107 107 108 rou 017 10-19LIST OF FIGURES. Figure 108.41: Chart for Estimating Structural Layer CCoetcient (1) of Dange-Graded Agphalt Concrete Based ‘on the Elastic Modulus 108 Figure 105.42: Estimation of Aggregate Base Layer CCooticiont (a) for Various Base Strength Parameters 103 Figure 105.43: Estimation of Granular Sub-Base Layer Costiciont (a3) fr Various Sub-Base Strength Parameters 10:3 Figure 105.44; Design Char for Flexible Pavement Design 10.11 Figure 105.45; Layorad Elastic Inputs 1012 Figure 10.548: Cris! Analysis Locations in 2 Pavement Struc ro Figure 1055.1: Chart fr Estimating Composite Modulus of Suberade Reaction k,, Assuming ® Seminfnte Subgrade Depth so45 Figure 10.552: Chart to Modify Modulus of Subgrade Reaction to Consider Effecte of Rigid Foundation Near Surface (within rm) 1015, Figuro 1055.3: Design Chartfor Rigid Pavements (1) ‘matoh line connects ta Figure 1055.4 1018 Figure 1055.4: Design Chart for Rigid Pavements (2) ratoh line connected from Figure 1055.3 1016 Figure 1056.1: Typical Interlocking Block Pavement Cross Section 1019 UST OF TABLES Table 105.41; Suggosted Lovols of Rlibilty for Various Functional Clasifeations (tom AASHTO, 1993) Toble 105.42; Z, versus Retabity Table 105.43: aPSI Values Corresponding to Various oad Classes Flexible Pavement Table 105.4: Minimum Flexible Pavement Thickness Table 105.45; Critical Analysis Locations ina Pavement streture Table 1055.1: APS! Values Corresponding to Various FRoad Classes Rigid Pavement Tobe 1056.1: Concrete Block Thickness by Type of Apelication abe 105.62: Interlocking Conerete Block Pavement Categories Taba 1056.2: Required Interlocking Black Pavement “Thickness by Categories Tabe 10584: Required Aggregste Base Course “Thickness (in mm) According to the Expected Traffic ‘abs 10565: Structural Design for Be and Surfacing “ebie 1055.21: Minimum Gravel Wearing Course Thickness D1 im) course 10-10 10-10 10-10 10-0 to 10 rom wo 10-18 10-18 w-19 1019 1088 DRAWINGS {60 10-01; Typics! Flsibie Pavement Structure, El ‘and Joining Details (Seale: NS) 1021 {GD 10-02; Typical Rigid Pavement Structure and “Typizal Conorete Layout and Joining Details (Scale: N-TS) 10-22»0806680 dar 10.1 INTRODUCTION 10.1.1 General 10.1.1.1 Rost pavements should intl bo designed using the empires prose adooted nthe AASHTO Guide or Design of Pavement Sactrs, 1603 eon. Te empirical derign methods sovidalzbe compared with he layered late design mathods slo Known es mechanistic design appromh Guidance onthe ve of the combined AASHTO/Mochanstie Pavement Design Approuch i presented und Cause 105.415 of this Sexton 10112 The design of new pavemantsvuctures shoul He based on the achal subgrade strength and formation properties ebtained fom geotechnical Inventignion. This shoud be cared ov along each spec oad design action and tho cumulat watfloadig resulting tom orcs wf studies foreach pce projec. vers daft design ie. AZ.yen design Ife ie rcommendes sx standard desig efor siload pavements. Alternative mulpe stage senaros can be considered, rast, wth a minimum es ‘togsdsgn perio of 10 years subject othe approval ofthe Ovesesng Author. 101113 Al mates, maths of construction and tolerances used for road pavements must be in sccordance with te ltet revision ofthe Sutanate of Oman Stendard Spcfiwions for Rosd and rane Construction ed ey spacial spelicaton spproved for we in specif rad projet by way otheiesue of Varton Acceptance Netc by the Oversesing Authority 102 SUBGRADE EVALUATION 102.1 General 50211 The subgrade provides the foundation for he suppor ofthe pavement tuctre, As @ eeu, he required peveretthictnas end pavement performance uring the rod sere te wll depend IBY upon the avength and unfernity ofthe subgrade, Therefore, naar a x economically fabs» thorough Invemignion of he aubarade should be rade so thatthe design ad constucton wal ens union ‘of support forth paverantsractreandeeslaion of he raximum strength potential or hepatica subgrade sol type. 10.22 Subsurface Investigation 1022.1 The charactors of eubgrado sol and he poral feature of @ sits must be knawn inorder to pradct paverant performance. Subsurface Inesigations, by means of al ts andi shor boreholes (wherever deemed necssany), should determine the gonealsutabilty ofthe suborad sol best on Cassifestion ae so, Aterber init, Moistre Desi reltion,Dagreeto which sll canbe Compact, Expansion charctvitis, Suscapibilty to Pumping, Pasence of problematic soil such a8 SoBe, GYPSUM, Sand Ouncs, Compressible Clays, et. Such facors ab ground water, surface ifitration, sal cpilaty, ‘epoerephy, snl, an arinage condton azo wil fect the fre suppor ended bythe eubgr by increasing its moisture content ané thereby reducing its sength All inst sols should be cassifed storing to he AASHTO Casatestion Standard MUS. io Pavement Design 1 10.2.3 Measures of Subgrade Support 2023.1 Tha mestrae af subgrade suppor, that should be considered inthe paveant design raced _pulted inthis Highway Design Standard, are main the Califia Bearing ato (CBR), the Modul of ‘Subgrade Resction (the Mads of Eletty andthe Poisons reo (ofthe sal underyng the 10.2.4 Factors to be Considered in Subgrade Support 10.241 Factoreto be considered in determining te design super condition inde Subgratevaribtty: “Terpt compaction eos contrt and achieve ld dens Subssrtce drainage and he dept othe water ble anc esign subgrade as. 10242 Subgrade Varabilty: Subgrades ce Inhorenty variable in nature and eetlect the changes In ‘opoaraphy, sll ype, and drainage constons that ganecally eur slong en existing or proposed road allenment Hoes, the selection of subgrade design value requires adequate consierston ofthe degre of ‘ait within a paral projec ection, andthe quantity and quality af dats on subade prope thet 1 saiele othe pavement detigne.Acorsingy te design CER value should be the BE percent ofl ni subarade CBR vale, rcevad rom thesis invesigation fora rad, or slic sections fhe od 10243 Sequence of Earthen Constucton: Preconstruction panning often allows the wea of elec subgrade mtr that esutin ignfcant conan savings Te paverant design can often be bese on 1 CER of slected sured materiale at ere moire and Gans conditions, Whace marl section not feasible, orwhar neerny ests, a praiminary evlustion of subgrade mata may ba necatary. This should thon be confmad tthe time of construction. Allowances must ba made for any hanges In Even whete the sign carmot be based on aeected subgrade mei goed management af the erhaors ‘ring contruction wil aur tat the bast valle mal used. The corel eolection of exbgrede titers ding preconstruction wal eeu in a more controled suborade, “The minimum ticknoss of he subgrae layer undeyng the pavement structure shouldbe 201mm In Bom ‘ut an fil soctons. This layer should havo aay soaked CBR of not ss than 25% as orth Standard Speciation requirement. The Sth perenil fCOR value lovato the ny subgrade materi obtained design of he paverant etree andthe upper of 25% sal not be exceeded othe Detgn COR value Incase of unsuitable mater te depth of replacement of te subgrade shal be a sped under Pont 3of Clause 263.1 f Standard Speciation Section 28102.44 Compaction Moisture Contant Used and Fld Osnaty Achived: Aa the strength of subgrade ‘mates is nfuencad by compaction and moisture contr, consideration shouldbe given during design 0 the iely constuction denses and he moisture cortantcondtions to be specified for he constuction of he suborede White compacton of ay subgrdes ta specied deny maybe ahve at er lw mostra content is practice can rutin an apen ai eructure whi aka to weaken conalderabiy on wetting The weskoning ‘i be compounded by any density oe de to swelng af ten. 1024 Pavement Cros Seton and Subsurface Drainage: Features such as with of paved toad surtace, relative permeability of pavement ayers an the presence and extont of pavement arlnage canal nave 6 conaietsble tect on subgrade masature conditions and srenath [Utualy the outer regione of he pavement and subgrade ae subject to significant changos. thi 2one of Significant moisture futon ean be removed tom the tft are by wsing paved shoulders, andor ‘subgrade drainage, than mor stable moisurecondions may be alowed frinahe selecion a design CBR. ‘toss etion types with relatvelyhigh prmosbypovemantmaturilsandleseperesble shoulder materia can Inhibit dainage unless appropri pavement drainage provides. Thako factor must by conired ‘then deciding haw to dvi the ttl road length ints homogenous su-eaton for dalgn purposes. The ‘hpsnctons shouldbe seaced onthe toi of ately conan type and contin ofthe subgrade mate, ‘hie can then form the basis fr determining he design subprade contions 102.48. Presence of Weak Layrs below tho Dosign Subgrade Love: Evaluation ofthe seal support proved to the pavement sructur by the subgrade cn be complicate by the stengh varistons hat fen occur th depth. is esunial atthe tertiles of any weak nor Blow he design subgrade lave ‘a considered inthe pavement desgn process, patulaty fo ow-svength mata o2-uring to dept of boutons (1) mater Boow subgreee level Wnere strength decreases wih doth, the subgrade may be su layered forthe purposes ofthe mechaiste pavement design of feiblepaveran ard whon clang he tffetivesungrade tifa or gl pavernet design For subgrade stangth that re constat or improve wit date suppor a the design subgrade lve governs the pavement design 10.25 Field Determination of Subgrade CBR 1025. This procedure may be used to determine the suborade CBR in tuations, where sols simi to those af the subgrade ofthe rosd being designe, axe a dent and mostra conion simi those lly o occur in servo, Whee futher disturbance of exposed subgrade sie on now aligreent i unialy, ‘old CBR testing may aso be relevent In both tuations, care must be tekan wen caring out the ets hat the subgrade isin eral moisture condition exharwse, seesonal eaustments may need to ba made. A rurmbr of fl tests maybe used to estimate subgraée CBR, Tho most common tet isthe Dynamic Cone Penetration (OCP et cried ut in secordance with ASTM) OE36/099511, 102.52 Dynamic Cane Pentraton Test Tit tet tn be cared oitin secordance wth ASTM DESSUDAD51M cor any other approved equivalentest. ts use shoul considered with cation fr corse subaradesto eos risteacng resus 26. es of he infuoos of age partes. The CBR canbe detrminad om the ests ‘ot dyramic cone penetrometer testing by applying the standard reasons batwoon CBR ané penetration tin ramble) given in A570) 05951/05051. . dar Pavement Design > vss Soi 102.6 Laboratory Determination of Subgrade CBR 1025.1 Thi procedure may be uso te determine design COR or modulus when sulin! sama of the subgrade metro the new pavement can be obtained om dele laboratory investigations and where reasonable estimate can bs made of ikl subgrade density and moisture conditonsin sev. 10262 Laboratory trtemay beurdartskononcpocimenateata ats deny whichcrresponstethselitely to oceurin service o ts parcular compaction standard ard moisture ata characteing tes Allenativey untried sera can be obtained fom the fel by caring. Mees procedures ore lsberatory CBR st ‘are gven in ASTA D183. 103 TRAFFIC 103.1. Introduction 103.17. Pavomontdeteroration under wafcking fs due to both the magnitude ofthe whos osds and ‘the numberof mes the load i pie. For pavement design purpose etsonil to consider not only ‘the numberof vehicles tha wll use the oad ove the design fe but ls the axle loads of hee veils. ‘This is done by converting asc aslo lad o an equvaent numberof “Standard Ales" of 30 using 20 ‘mpircl relationship and totaling these over theif ofthe pavement. The conversion to standard xsi ‘ezcived in more deta in subsequent uses. Light sight vehicles cae negliible damage: An ae load {2F 102N 1 tae} nat 3 damsging fect of ent 0.0028 stan axes compare to the normal xin ‘eld of 130K 3 tonnes] wei ha the fact of 45 standard 60 ases 103.12 Tho prvemort designs in these Desgn Standards are selected on he basis of culate taf to be care aver th dain fe oxpacsodin numbers of standard alee. The determination ofthis number is donain subsequently over aoch yer ofthe design He, must be frac 103.2 Tialfic Forecasting 1032.1 Toforeastrae growth the following hres tr eateries ms e considered. Anyone ofthese could be dominant or insgnifeant, depending on he site 1. Normal traf, which would pos along the routs even no new pavement was provided, 2. Diver ae, whic strated othe route because of the improved paver 2. Development whien azo from either planed or unplanned development slong the road coro. [This sommes termed generted at)dar 103.22 Normal waffe canbe assumed ta continue to grow according to cure: or foraest ren, ether {a5 eed numberof vehicles per yet or a8 a fhad personage of the current tol. Divert rate can be ‘conadered ram an econaml prepectve. lt canbe sesumed ht all vehsles which would eave star ine ‘& money by switching fom an exiting rate othe now pavement would ehooss 9 dose Orta rao ie moray orca to gow at the eae rate the afc onthe oad fom whit Kt hes bon dveiod, The _eamty of planned development vate canbe etna for the dete of poy plana The vanity of \mplanned doslopmont aff, sometimes called geraratod wale wll be mote clo pred but wl be influenced by the avaiabiy of land for such development and by experience fram prvious oud projects. Jilowarce mut seo be made forthe constrciontzafe, whien wllbg associated af forecasting tat must ferent brweon ligt, maium and neavy goade voice, a thei pavement damaging effects and roth ates are eiforont Most routs wil cary approximately sia wan bah directions ave period time, though cecks sould be made for any unusual dectionel ets which may exc 103.3 Traffic Counts 10331 Therequromentforcountsofprosentafcwil dopendon the type cf oat projet bang considered andthe relative magritdesof flows of the he type fal expected to use it Forecasting nora and vores wate wil requite nowledge of the ws nd veice composition on aisng roads unig paras! to, oF the viinty ofthe proposed road. Ovieus, development wae cannot be counted, bit taf resuting from planned devlopmert should b quatabe te general detail 3 he panned resident, ommeril an indus projects are known Formos roads, iat that hare wllbe some elvant a st svaobe but his wl probably have to be augments or update by frie ent 40332 Conventional vate count ued wo justly ot geometialy desig, x road projec are uly tbged on mania or automate methods where al vhs ae combined to proce single Average Daly ‘ae ADT figure. The ADT i dafind a he al annua afl summed ort drestions and dvs by 385. However, or pavement sign putes i eae tit laa counts re cri to tat tho howwy gods vehicles, which cause mest ofthe peverentdemage can be cently quae. The counting roca mus yield sparse ADT value frei vehi clas Alo for pavement design, tithe aici leetion onda lang, har than ha two-ay ow which eof tars, 0583 nordorto ensue thatthe ADT end composition percentages are represinaive ofthe yas tafe, ‘ho flowing meth shouldbe consceroe: 1. Tete oun ae perormed on sxconsteuve werting day eling Fray, for bothravel drectons, 2. Times of abnormal atc eit should be avoided such a public olde, 5. Durlog the x dys est bo count should be for 3 al 28 hore. Te cout oa forthe other ays ‘hou be factored upto obtain 24 rawr as, 4 Te average othe six 24 Nou coun os ovale last noah rection sould be coridered tobe ‘te one wav Avtraoe Daily Tle Hot rv cls ‘5. Onheeily tracked roads the sieday counts shouldbe epened several res throughout the year to naar aonuraoy inthe ADT vals Pavement Design 1 103.4 Standard Axles 405.01 Foe pavement design purpees. he damaging eect of vehice als ix expressed in terms of ¢ “standard xe" This was gral dation the AASHTO road tal in he USA in US. units sone carrying 18,0001 18160). Subsequent tis lod has ben atonal in Sl unt 0 80k (equlvaont to 8.157 bg Inder to determine the cumulative ae loads over the desig ie ofthe pavement itis necessary to convert the aumbers ofeach le of asry voices that wil ae the radon equivalent mabe of SON standard ‘axles, Ade lds ar lated tthe stendard axe using the allowing relationship ‘Standard Asa = (Ante Load hg) 167) For oxampla ase led ofS 8,1 ond 13 tomes ae eaelnt to 0.26, 1.0, 228 end 648 stander anos, respectively Taba 103.41 below provides the numb of axis, wheels and average number of quaint "andar ale for common vile avaiable inthe Gut sion, om oe Manan eats 1 gitay waa sao maetwy § tonam 18 Nom Figg tie cea 2 ar gst td sr un Ne anv ences He Te se Ho ‘aig etter pera ds tse 2m ange of na ae ere ove ALE Gap ube Ws and Me a enaybsssovenc, io sonycar10342 For each vehicle clas, o representative number need tobe weighed ard the average number of standard exos for thet class determined, This then appid to al the vies ofthat clas fr the design paris. The values cn vary consierably depanding on tho proportions ofthe various vehicle clesses andthe degree ofoadng. On some routes, the loading fe very directional... the approach toa usery may Nave ‘inl vhice Hows io both dections, but empty leis in one and allen in theater, hence al ond surveys are essential Ine mportantosnfoce the la is prevaing inthe Sultanate of man on ath axle and gross vile ‘wight, since any potential overloading would caus sigaicnt ineroso in wear to the pavemat end Zubaaquerty ently deterioration ofthe paverant struct. Inthe cate of a Sle aad tk, thi can Incree fom sbout&equvalant stand ales, forthe designed wiht it to 160 fora single overloaded ise Obvious, tall veils wil be overioaded to this degree but the average number of equivalent ‘standard axes per vole foreach vac css wil genecally be higher Hf agli, lated the vehicle loads arent propery imposed and enores {Axle oad surveys, using portable weightidge, shouldbe cared out determine the ale ond daibution ffs cample of the heavy vail inthe vicinty ofthe road Data collet fromm hate survaye can thon bo ‘ado eset the mean number of andar afr atypical vil ooh class. These value oa hen ‘bo used conjunction wih vale eect to determine the predict eumulatve andar asleethat ha road weary during ts design ‘Ale loads can alto be measured end counted by weigh In mation CW Systm. These iavole he ‘embedment of oad senstve strips or pads, sh with the road surac, sro te whee path. Ths years ar very stractvebecaute ane lsd te measured while vehicles vel a norma pods, Hower, WIM ‘Sytene rie ciel, regular clan and te measurements ar ffoted bythe speed of the veils, the vanevrse ston ofthe vehicle wheel athe smootiness ofthe red auras. Mederatetrorsin weight ‘easareman willbe convened uch larger arorsin the auivalet standard ale vals, WIN ayers sr ure, tis trong acommanded that check woghing ofa sama of te heey otis bo card out ‘sing conventions weighoridger,ather permanent r portable ype. Inte sence of any relibl axe weigh figures, ite suggered that he maximumalun ofthe ange othoes 103.5 Determination of Cumulative Standard Axles 03.5.1. order to determine the cumulative standard ale ovr tho desig eo he road the folowing procedure should be lion 1. etarmine the daly tee Now for each dass of vehicle weighed sng the resis fhe tafe sve, 2, Determine the average diy oneiretonal afc ow for Bch less of vehi 2. Mate a forest ofthe one crectiona trafic fw for ach slats of wei class that wl rave over each ane ding the design i, teri tha oa atin 4, Dstermine the mesnaquvalncs factor for ach ene of wehice and foreach dscton fom th resus ot 15. The products ofthe cumaltve one rcton| afc flows for osc lass of vehi ove the design eof the oa ad the mesa eaualence for for that clase should the he calcled and! added together to ‘ve th cumulative standard ale loading foreach ieton dar Pavement Design > : ‘The blow equation an be sein dato determine he total design ESAs 8 follow DesLs=| /, XOX DXLX365x¥ 1, vehicular fst 1 =gromth actor = directional estbstion fetor =e dtibution factor Y= dsin paid in yours Usually th standard design arid for rood pavement strucuresistalan 86 20 yao Tho vehicular factor Vf detrined using v= Eeu wines P. = parcantage oft potions of 1, equivtent ade eed factor forthe th vehicle group = number of vrous voice canes included nthe nays ‘Te ciretionaldlstrbuton factor (0) is oxpesse os 2 rte thet accounts forthe istibution of ESAL unis by droton. The arctionl trbuton feetor Ds general thon 2605 (0% for most Bday, ower, itmay vary om 0.3 0. forthe esas where more weight may be moving in one direction than heater. ‘Te lane cstribution factors exrossd ae 2 ato tat acount for istration of tac when two or mare Innas ae avialain one eto. Lato are shown in Table 10351 tendney for wheel-rck dtormation either trom subgrade oF lea ‘averant deformation (or bohm addon, whee aking close . a to the paversent edge can show up weakness in ether paverent 7 = Inter! support aubgrada nthe aes most sbjet on sevice 3 = roisture conten variation “The gromt acter (6 i etermirad om th equation i ian eee gutter ' Were: (0 = annual row etedar 10.4 PAVEMENT MATERIALS. 1041 Introduetion ‘The ful description ed proper of pevemeat mata to be used in pavemer: onstruction are ince Inthe Sutaneto of Oman Standard Specfeston for Road and Bdge Construction (Standed Spodestons) together with ha applet testing methods which ar min based on American, Beh, Australian and other recognise lnertionat Standards. til descrption of he most common sed pavement mata it 10.82 Unbound (Granular) Materials 04.21, Materiatoruseintheimperted subgrade, granule sabe coureeshouldcosistf renee (al grad gravel including send end silt party eushed materi of approved clase Maori or ue Ine aggregate ae couse construction shoul const of crushed stone of approved laste. These unbound layers inlet part of tb pavement srucurethat should bconstuctdo prove a stable foundton othe _sspal layers and wo stbte propery an uniformly the superimposed loadings te sbaraGe supporting ‘in poster des inte Standard Specfentone. The material properties ofthe apyeget bee and granular ‘ses courses are speedo enable thee courses ataning minimum CBR vakes aye soaked) af 5 and 60% respocivoy when compacted to 10% Mood Dry Density accoring t» AASHTO Tia0 standard fore placing the ranula subse materia the subgrade shoud be prope prepxred ac compatted 36 pe ‘ne Standard Speciation. Pacing shaping and compattng ofthe granular sbbase and base ayers should conform, forts fll with, tthe requ grado ond should be eompaced to the eaited deny Bloelaying ‘he spat ayers. 104.3 ComentTieated Base Materials 1043.1 Acumen ested bose ayr con bo used a e tabi bese course unter ay typeof pavement struct. tis mainy ruled in pavements subject to hoa wtf volumes sine it inluds the ait to srt loads over greater area and can rss sub grado eles moro than wrbound cushed aggregate nse courses. The cement tested base course i composed of mineral agereeate and cement uniform bende and mos win wate, prod and compacted os pedi in he StanderaSperfeaons. 10.4.4 Aaphalt Materials 0.41 Aaphatconeae is» genris term that incades many ferent types of misars of sora nd asphalt cement bind) produced at lavated temperatures in an asphalt plant Materal fr use inthe onstruction ofthe various aephalt ayes of te pavement should consist of corse nd ine aggregates std Polymer Made bitumen citsck tame, emule bumen and eeuvenaig gents, Deal roperos nd equrerents fal there materi ar covered inthe Stara Species Pavement Design 1 104.42. Thoasphahbase cous layers the main oad basing load spreesing layer inthe pavementstivtre Tho asphalt wearing course lye is tho top layer f the pavemont structure plead above the asphalt hase ‘ours existing aepal ayer Tisathe ayer on whieh thetic rune Alburinous ayers inthe averent ttrctre shoul be designed o be imperious tothe ingress of water, durable and have Nigh resitnce to ‘hissing and plate deformations under wat loedings. The asphal coneeto mixes shoul be proportioned ‘0 sgnad ving the Marshal Mix Dasion athod included under the Asphalt tte Mail Series No.2 The asohal conten shouldbe optimined o balance alf the mi propre. The fn! asghal concrete mix isthe one chat wl satisfcoriy metal the properties ofthe established eke, ssrated nthe Oman Standard Speciation for Rotd and Bridge Constution 104.42 tn addon tothe Marshall Mix Dasgn Method! and I requested and approved by the Engines, {he Contactor stall lea cary out canfimtory asphalt concrete mix decgn forall Skuminus layers in sccorance wth AASHTO RIB “Standard Practice Tor SuprPave Volumetric Design for HotMix Asal (HVA! mix”. The Superpeve mix design maintains the baie velamotse properties used Inthe Marshal nau proper wrkabiy,dar 104.52 ainforing Stee! Sar reuse in reinforced corerate slabs o control ericting and provide tee capaci. Thess shouldbe High Tensile deformed sel bars conforming to ASTM ABI Grade 6, Doel bare 38 ‘eto whee oad epleatins. Dowel Bars shoud be High ensieplan steel bars cororming to BS 4440, ASTM [AGIWABTEM, ASTM ASIGAGIEM, oF ASTM ABDB/AGG5M, nd shoul bo fe om bung a er deformation ‘esricing ppage inthe certs Coated dowels hou conform fhe requiemats given In AASHTO M284, “Te bar re inated prniply lang! jins o keep the two airing sib from pling away rom onc ether and toap the srfce aos the joint at Ti bat do ot sinicaty assis ina anste decly bout des improve eprops nai Te Bars shoul be High tan dtormed stabs conforming to ASTM ABTWABTM, Grae 1085.4 Ajit shouldbe sale nepincomrosibe out ofthe int nt nimi the inflow ofwater ‘0 me subgrde Joint Saalons shoul bacompatiblewith one anther ond jintabetatesuncercondtions ‘of srvce and spotzation, as damonsate by seblant manufacturer based on testing and fd expanse, ColdApted, Two Component, Jt Sst Resistant int Sealant should be applied in eorrss pavernet and ‘oud conform to the tequemant of Federal Speceaton SS'$-200 Type M Machine Zopiaon Fact curing. 10.4.6 Interlocking Block Pavement Materials 104.51 tnevacting concrete paving blocks are manulctred rom Fontan coment canerat according [BS EN 198 tender nd act the wearing couse and amor strcturalelament afte paver tc, ‘Thos blocs val come in four thicknesses: Edm, 6Omm, 8mm and Some sapending onthe evel ot ‘enfin as determined in Tle 10881. The average compressive sirens of h locks shoud tb ess than 4 Ninn and ne indviual compressive strength rut should be les than 40 Nie 10462 Theblocks should bo ai on a Laviogbeding cous layer onssing cf natural curing sand for erihad rock fines. The tra layin cues thickness alr comation shoul bea maximimn of 20mm incase of abe tase couree and Bdrm in ase of unbound aggregate bare cre, Natasa i ao pple fil the jolts between the blocks. The joining and ad oyng course mtr shoul cantor to the equremenss of 85 7533>an3. 105 DESIGN OF PAVEMENT STRUCTURES 105.1. Introduction 1051.1. The design of pavement stvtures aims at determining the number, meri compostion and things ofthe diferent yer within pavement ttre requado accommodate a ven lasing reine “This includes he srace course = wal any undying base or greular aubbate ayers. This module le {ceed on he stuctual design of new pavements. 40512 Stet design shold be cared out 010 provide pavement structure hats sufistent to withtend ‘he waft losing encounter over he yaverent design if, It reognze that cmon maltonanoe ena rahaiton afore may be needed a frsarve a paverent surface wih acceptable dsb and ensure ha ‘arin conde is general fern exes ofthe intl pverent design He. ie hate important that ie “expired pavement can be us06 a5 pr ofthe sructure a subszquontrploement event at sae tie inthe for Pavement Design For pavernnts, structural deslgn ie mainly canerned wih determining appropiate aye thickness and ‘sorpston Calculations are mainly concerned withthe stresses and trains esting rom theta lding nthe subgrade response. 1052 Planned Stage Construction of Asphalt Concrate Pavement 10521 Planned Stage Construction ste Corstrction of oad by applying suzesive layer of stp oncrate according t9 dasgn and to predetermined tie athedult. Stage consbucion s advantageous when there ig no que sufcint budget to construct he fl thiknasss resuting from the one stage (20 Yoan oes: procaure of whin Is laboratoain he subsequent sub-section cf this standard In the sage onstruction approach the pavement wl be designed for construction nwo sages, th the fetta being ‘esigned far shorter time pried. The pracedure is bared onthe preumption tat the second age wl be constructed befor the i sage shows seriou sign of des. The design method involves tho sep (1 ‘est tage desig, 2 preliminary design of second tage, en) dots design of send ston every. |. Ft Stage Design The method is based a the rersning fe coeept. nti concept, tho fis stage Is ‘designed fore design pao lss then that which would produce» fatiuo fall, Studies have shown ‘that a fist stage design period of €9 percent ofthe design period that eprecans 3 anesage design wil produce an arceptale ond economical fet stage sign hicnss. The etiated at stage design ESAL wil therfore havet be ajusted o provide fr he nacesar 4 peteat (10-60 if remaining tthe ene ofthe ist stage design pao, flows: Adjusted Fest Stage Design TRAFFC, = (10060) x ESAL = 1.67 ESAL, 2. Preliminary Segond Stage Design Ovriay Thickness: Tha thikness shal lobe slated onthe bes ofthe remaining ite concep. Ar he tne he orginal design Is prepsred, estima an overay thickness hat wil ‘naire thatthe final pavement structure il a forthe ene design paid fe pl arond stage design ‘Pevodel The estimated socand stage ESAL shall be frst eds oa fo use the raining ie provided forinthe fist design sag. nh procedure, the reraining iff (10 80] which ie aqusto 4 percent. Adjucted Foliminary Sesan Stage Design TRAFFG, - (1000) xESAL ~25ESAL, 2 Final Stage Design Thies: The ramaining ie concep of stage contruction i bated onthe sesumption ‘atthe second stage willbe placed beloe the at stage shows seis signs of dsrass. The preliminary sncond stage design is made atthe time ofthe design ofthe st stage, and canbe used for economic “analyse, However the pavement may actually be eth in beter or worse condton ath and of he st stag time porod For this reason, the procedure for developing the fral sage design shal be a follows: ‘Conducts eandsion survey ofthe pavement ons year before the andl ofthe a stage design period. The pavement cndtion evaluation shale in szordance with Chapel “Elution Pavement Condon ‘ofthe Asphalt Institute Maal “Asphalt Overlays fox Highway and treet Rehabilitation (MS-17. Ifthe piverent appears to bein good tenella conden with PSI of «26 and he pavement showing Ito stresses with fw oF no visble racks thn n atonal uray wil be conducted he next Year. 10 aetarreo, but may stil be In good condton according to MS-77 procedure, then eter app} # oliminary overlay a8 originally esianodor design a nw overlay using oor fhe procedures ovtined Innes, “101053 Pavement Selection Factors 1053.1. Selecting a pavement spe isa important decision, Th Amica Associaton of State Highway and Tangpottion Ofeils AASHTO! Gude, 189 Eatin, tthe following principal and icondary fre {o.be considered in the election proces. These a sighty mde to aut he Omari conditions Pncpal actors 1. Thc volume in terms of (18 kis = 80k Eauivalont standard axles ESAL, percent of havy uch, ogre of congestion esuting tom subsequent ehaiitation aor) 2. Subgrode sol characterise (shrill poten, bearing capscy, prance of sand dines, Sabha, ee), 3. Chmetawoather high temperature, sous af itt, Construction cnsideraons otapee urgency of quick completion, tour reqirmant, nts fiure icenina Cost camprion titeeyle ost nays, CConaevtion of mae nd ener, ‘Avail lees ster of contractor capable, Tai set (erace drainaga, maintenance of kd propectes Peformance af similar overeat isthe aes sii structures wit similar traf histor, Adjacent existing pavement scons (contin of rst seton, ecyting (sing materia ftom exiting ttre or aha sours, Incorporation of expaimental fates, 2c preforonce. 105.4 Flexible Pavement 105.41. owe Povonent Response: How a pavementsungrade system responds 10 applied stresres eormines now itil behav structural. Suess and he result pavement responses ate the combined result of loading, envionment, subgrade and pavrnont mari characeiati Feible pavernant performance I a imperfectly understood aes of study. The need to padi the way ey ‘ven pavement wil perform under pata loacing rapime is» common requremant and has resulted Inthe development of s number of 0 called design methods aver the yon. The most scat ofthese ‘ae tose whic pace most asuttly and most ely the behavior faded pavements. OF thee the £0 ‘ala empires and macanite approaches er the most common Usd because they eae the imposed repeiive sess ane subeaquent trans and allure mechani with lerabe acura. should be nate, however that only avery small proportion of ew pavemonts designed, are montered ove hel design ves ‘tet the reliability of design peicsions oro kent or investigate reasons for dovitons rm predited The empl approach uses fl scale pavement pecormance teres such asthe AASHTO Rosd Tet resus to coelate measurable parameters (uch a subgrade reiant modus) an derived indice euch ‘25 tho srucurl number and pavement serieably index) 10 pavement performance, The mechanistic ‘a9pco90h rats clelated pavement sane and tresees to empl derived allure condos, dar [An empirical approach one whichis bated onthe ess o experiments or experiance General, reauies ‘2 nambor of observations Be made inorder to ascertain the relationships btweon input vaibls and 405.42 Pelle Pavement Dssgn = Epil Apposch: Many pavement design procedures use the ‘empireal approach such as te AASHTO and TAL Mathods othesn emp! matods, the ralatonships between design inputs le, fads, maar, ior congestion ard envionment) snd pavement fare ore aeved at rough expesenc, experimentation or 3 combination of Sa [Epil equations ae wad to rele observed or measurable phenomna (pavemant characterise! with ‘utcomes (pavement performancel.Thare art many diferent types of engiial equations avaiable today ‘tthe scton wil be based onthe 198 AASHTO Guide, asc design equation for exile pavements Th ‘nuaton is based on US. units, ts widely use an has the ftowing farm shown baow (G85) 103 Fou? oh +2.30%10g(M,)-807 2,8, 49.3008, (SN +1)-020+ W,. = predicted numberof 0 EN (18,00 Ib ESALe 2," standard moral devine SS, -combinad stander ror of hoe prasstin and performance prediction SSN ~Seuctura Numb (an indox hat endless of the total pavement thks required) {PSI erence batwsan the ll design serviceability index po, and he design trina sean inde ot 1M, = Subgradersint modulus in ps. To convert to MPs, mulipi by 148 “Tho structural number, SN canbe expressad in gonorl ems = aD,m 904m, + one a, =Playercoetfaont 1B, =PPtayrthiknass in inch im, =Playr drainage cootiont Te convert tom nm tines vib by 2.4 “The application ofthis formula fr examen the case of 3 layer pavement would be: SN=2,0,+4,m,0, 8,0, 48) = Layer coofcons representative of the Surfce, Base, and Granular Subbare Course layers rmym, ~Drainage coffe forte Base andthe Granular Subbase ayer 1, 0, 0, ~ aquired thickest of Srtce Base, and Granular Subba lyorsdar ‘The thicineas of th equiv Asphaic Layer (01 i then computed ae flows: Were: 4 SSN, = Sructural Number of Asphalt Layer = Srucual ouefiont of AsphaliLayer ene ofthe raged Crushed Aggrogat Base Course (02) is computodasftlows: Ware SN, = Structural Number atop of Crushed Aggregate Gaze Course 4, = Stuetua coafician foe Cushed Aggregate Baze Course. 1m, Drainage coeticiet for Crushed Aggregate Base Course IN, +8N,) “Te thickness of he rqured Granular Subbare Course (03 computed follows ‘5, = tutu! Number atop of Granular Subbate Course ty = Drainage cosinor Grane Subtase Course ‘To yor cooteionts 3, 2 ad, fo th various paverant yes canbe obtlne using he chars chown in Figures 105.41, 105.42 and 105.43 reproduced ttm the AASHTO Deign Manus, Chapter Cine 2.28. Pavement Design maul ob fae oer J2843 inn of Goa Bh Bar Lays Gost a os Ba105.43. Umitaions of th EmpiclApprose: The AASHTO Road Test was developed for spac condtions and hone the equations used have cain imitations, lions: 1, Thoaquatons wore develoastbssed onthe spect pavement materi, subgrade ani andenvionment sanctions presant a the AASHTO Road Ts The eautons are based on an aoclarated two-yrtesing pao 3. Tholoadeusadtndevelopthoaauatons wor operating veils with identical anole andconfgurations, ss opposed to mixed vat. men using the 1888 AASHTO Guide amplical equation or any oter empiial equation, is extremely Important to know te equation’ nations and basic auton. 10544 Inputs for the Empires Approsch: The 1985 AASHTO Guide equation requires a numb of input related loads, pavement structure end subgrade support. These input ae: ing. The pradietd leasing is simply the predicted rumber of 30 XN (1.00018) ESALe vement wil eperence overt design iain 2 iat. The aliabitty ofthe pavmant design performance proces ie he probity tht a pavement fection designed using thi proceae wll parorm aaiafetorly undo the ac and ervtonmertal condone for the design perio. nother wards, there must become sesrence that pavement il Perform as intned given the vaiablyinsuch things se canaracon, environment and mati The 2, ‘and, variables account for rei. Table 154.1 below provides the recommandd Rit ive = | funcon ofthe Road Cas. Table 15542 provide the tactr 2 8 urtion othe Raby Fly, the snared deviation 5, usally ken a8 048 for fee pavement. cians econ Feliny 2 Fiesein ie * . sot saan * = » asm ei ew fa a Nereis 8B = ar Tilo 108A41 Sogn Lav of anny = = (fomAasiT, 3) ” 1 ® 6 % 1 9 st ® am pak Coe ieeeetecce CON 1. Pavement strcire. The pavement stra iz charctaraed by the Structural Number (SA ‘The Smucual Number is an sbstract number exgrssing the structural svength of 3 pevement requlrod forgiven combinsions of soll suppor IMR, tte tate expressed ia ESALS, terminal arvcebilty and enuonment, The Stotral Numba ls convead fo actual lve tikes usa 4 jer coeiiont (a) tat represents the reistve rena of tho consriction materiale In that aye ‘Astana allay below the septal concrete ayer are assigned snag coeient im tht represees the lave oes f song ina jer due ois nage characteris andthe ttl ine i exposed 0 ‘earsaturaon moisture conden. General, quick daring ayes that almost never bacome satated ‘an have coefcinsas high a5 14 while slow raining layers that re oten saturated can havo dlnage cofiens a ow se 040. andamentldsinage problems supoce, ticker Inyers may ony be of ‘margins! bereft and ater sluon it adden the acu drainage problem by using very donee ayers {to minimize warn or designing ainage sytem, | Sewviceai ie The ifeanes in present srieeabifty index (PS) betwen construction and encof fe (sto servant if, Typical values ofthe ttl change in eevieabity index (APS depending on the ‘vious oad clots ae a8 ehoun in Tabla 105.43 below 5, Subarade support. Subgrede suppor le charactarzd by the subgrade’ silt modulus (Mj Inui, the amount of sretral support ofeed by the subgrade shouldbe a large factor in dering the requiad pavement structure. Mi eatimated in pi) based onthe felling relationship with Subarade Design CBR given by NCHRP: M,= 2858 xan ‘Ta convert fom pito MPa vi by 45, the verabes 0 ong a al the others ae supple. Typical, he outputs ether total ESALe of he rquired Structural Number (rth attociated pavement layer depths. Tobe most acuta, the fib pavement squaon should be zlved sutanoul wth th foxbe pavement SAL. uation This ston method san heratve proces that solves for ESALs in bath equations by varving he Structural Number is tera oeouse ho Stucural Number (SN has to ey ifuences: 1. The Structural Number atvines the ttl numberof EAL thats pats pavement can support. The Isevidentn the tleiblepavemere design equation presented above, 2, TheSirucural Number size determines what the 80 MN (18,00 In) ESAL i for span pavement ‘Aternaivey, the AASHTO Empire approsch can te cared gut scoring to the example shown on the Char given in Figure 1044 blow that is reproduces trom te AASHTO Design Manual Figure 3.1 “Design Chr for Feb Pavements Based on Using Mesn Vales for Each Input” ined under Pat Chapter 3 Highway Pavement Stucurl Design”. As shown i the example, the cha sented wit he flowing vibes Retilty ft), Overall Stndord Deviation, TeffsintotalESAL Buia quivaot), anaes RoadbedSottayar iM. The ourvecabiesaraonnected wth sbrokentine ar shown nthe example ul he line irc with he Dsign Sree! Number Chart, om which te SN can be determined according 0 th value ofthe dosgn servcebility os, APS, 8 shown Veil byequsin fo dete dsp,dar ‘As itlusrete inthe example shown inthe Char, the Strtral Numb for ach ayer shoul be determined from this gure and the eleven layer tines should be elle using the squstions provided under partraph 10842 [mowosmensowes re wrest dG Men STRUCTURAL NUMBER 68) Sas sin ar | *Tocomar nom Pa tpt my by 15. awe 18544 evan Chart for Fx Favenest Oosign 4058.8 ininm Inyo tisnasses: Sige ie gonerlyimpratsland uneconomical to placa ste, ace, or subbaze couse of leas than some minimim tines, th follwing ar provided minimim Niu Tienes) rate 5a ‘at Coeete Leesan erate suo om sun sce om 2m 72am Som “nan, in vin ty, th teres mem 9,00 8 ‘aro cart i sath data popes me vey fe pre Canaan corey eet Pavement Design 105.47 SuraceTastment: Ste wetted rods are sable for cumulative vac equivalent to up t0 25 milion standod axes and for acces oats with design speed of ss than 60 ka. Where the CBR ofthe ‘suborageeaoatr than 6% the theres of construction shuld bs 1. for<0$ milion standordaxis—_sngaioubl tuminus surtace vestmont 150mm sggragste base cours 100 mm granuer supose 2. for05-25 milion standard axles sngleldovbte bituminous surtace reatmant 200 mm eggragat base course ‘oo mes granular suse 105.48 louse Pevomen Design—MochanstisApproac: shouldbe noted thatthe mechanistic approach lca uses empiri obearation inthe calibration of the way in whic he various enced value est to seu faire machaiams witha the pavernetbgrade syst ‘The mechaiste approach secs to expla phanamens by reference o physical causes I pavement design, 1 phenomena are the sexe, sans and dalections within «pavemenusubgtade syst end he physical causes re the loads andthe maar properties of the pavement tucure and the subarads. The reationship ‘benven these phenomena and their physial causes is tpialy described using a mathematizal model \Varous mathematica! models can be and ael used. The most common ie he layered ease model “Togahor wth this mechani pprosch, pica elements re ued whan daring what valu of he eeu tresses, sin 2nd deflect resut in pavement fale. The relationship Beweon physial phenome and pavement flr is describe by empicaly-erived equations that comeute the numberof eaing eyes to faire. ‘The basic advantages of@ mechanistic ompiical pavement design method overs purely enpiial near: 1. Iascommadaos cheng oad P66 2 Itcan batter charctrizometrl alowing for ater utliaston of walle materia ‘Aesommeodstion of ew mate ‘An proved dfinkin of exiting ayer properties 53, teuses material properties that laa Hetero actual pavement performance 4 provides mace tlie pearance pediions 6. Raccommodstes environmental emperture, precipttons et. and aging eects on mates 105.49. Mushensi Layered late Model Mechanistic model are utedto mathematical mde pavement ‘Physics Ther ea numberof sforet typeof mods avalabie today (ea, dynam, viscoelastic mode) ‘buts ection wl prean the layered olatte model. Thi madel on easly be um on peracnalcorpites and be operated using cata that ean be elisa obtsinad ‘A lyored late model can compute sects, strains snd deflections at ny pint n= pavernet srt resuhing om the appieaon of surge lod Layered alte models azure that each pavernnt stra layers homogeneous sorpi, and lines eles In ther wards itis th seme.veryherandwilebound ‘els gina formoncetheload ie removed. This section covers the bas assumptions and litatons, nuts {ané outputs from atypical layered laste modal,105.410 Assumptions and Limitations ofthe Mechanistic Approach: The layered elite aporosch raqies some basi assumption, wtih should be considered wil reviewing th input nd utp es 1. The pavement yer extend infiely nthe hrzantal dion. 2. The bottom ay (sual the subgrade] exterdsnfntty downward 4 Tha re pressure ie pie uniformly over acoular ar, 1054.11 inputs forthe Mechanistic Approve A layer elastic model equresa minimum number ofits to-adequatalycharctriapavement stucture and is expanse oluding, The inputs ae 1. Material propets of ech lyor Modulus of last, Poisons alo, Pavement 4 Losing conatons Mageitude. Teo force Pl ppiedohepaversnt race Geometry: Usually speciad 2 bang a crcl fa gvan rai [ro oF the rau computed knowing ‘the cont presse ofthe los (Srl the magne of te lod (Plough moe acta a more tosey eprsentan else and het presi is ot alway uritorm bu these ae toe corldered 0 limitations othe Mochanistie Approach as oreviouslindeste Ropstions. Mutiple loses on» pavement surface can bo accomodated ty summing the etects of Individual loads. Tis ean be done bacauso we are asumig that he materials are not being sressea beyond hal else ranges. Figure 105.45 shows how thee inputs relat Inyered lic madel os pavement system. a ' root Suteoe Ey me Fgue 10548 Layered tants ute copy 02 Pio s ey COT 105.12 Outs of the Machaniie Approach: The output of 3 Iyer laste modal ate the srsses, stra, and defections inthe pavement 1. Suess The intensity ointralydavibuted free experianced within the pavement structure a various points. Stress his unto force per uniare [Nin FP 2. Suain Tho unit placement due tosrss ueualy expected sea ao of he chang in dimension tothe ‘tiginaeimension imine). Siac the sans in pavements ave very sll they ae normaly exoressed Interns of rota (109, 2. Deflection. The lina change ina simsanson, Oeeton ie axprssod nuns ot aati oF en ‘The use of avored elastic antss computer program wil elow ono to eset tho theoreti stresses, strain, and deflections anyrers in a pavement structure, However, rear wo eel locations that are often utedin pavement aclysi zoe Table 105.48 and Figure 1.48, a Rossa Fossa Use ments onto Bada i Saraswati tows be Seale he subpade 105.19 Follare Cotas: The main empirical abut inthe mechanistic empirical dsign proces ie in the evelopment of the equations used o compute the number ofoading oles to fee, Tees equations ae ‘erve by observing th petomanceof pavements and slain the type and extent of served aur 0 ‘nina avain under vrcus loads. Two types of allure eri are widely eacognid, ne lating to ttgue ‘racking inthe asphalt coneret end the eter to rting iting inthe subprado, Nowe that snc these fare rsa ar empically establishes, they must be calibrated to spacfilocal conditions, “Tee with species Ly oad and presen | | unio Bou layer a ckness) Base courseisyer (inte iekness) = ‘Sungrace sts (assumed ohave — into opty |. Horizontal tense stant boom o bfuminous yer 2. Vertical compressive stan atop of subgrade» @ € dar ‘Many aquitons have been developed i aimate he numberof options to flr ise fatigue made for cephalt concrete. Most f thse rly onthe haioral enle san atthe baton of he asphaie concet layer (€ 4) and ts dlastirmoduus. THe US. Army Corp of Ergineors (USACE) and AUSTROADS fatigue formulae for Aephat Corres presanted belo 38 idly ured and have heli forme: 1. USACE asphalt ana subarade iors criti To USACE fatigue ctra vee to check the allowable tele strain at the Bottom ofthe sepaltlayersie a flows: Allpwable Sain Repeitions = 10" Ware %=268-50l09 2¢-2665 1006, ‘The USACE ruting flr evita for Subgrade hes the flowing forms 0.000247 +0.000245 og Me iter ana ptons 10004 ) Whee: ees E ac ~ Computed sins atthe tp of subgrade ar btm of AC layers, Fee“ = Modus of last of aphl yen san, my = Modulus of be subgiae np To conver oo MP tops mut by 1S 2. AUSTAOADS asphalt and subgrade fire ceria: The AUSTROADS fatigue eters ued to chek the tllowale trie sans tthe boom of he apa ayer is follows Whe Maximum hoon tons strain at bottom of tho asphalt yes inn {B= Allowable numba of loa repeitions RF = osrd proj rb fatr (AUSTROADS Guidelines, Table 614) p= Volume of binder in asphet mic S_,= Asphalt modulus ‘he AUETROADS ti ra dt hbo rae he fie br eran be ‘pvc owe : = 0}. N=alloaabl amberofrepsiion of» Standard Ale a this sin before an unacopabe level ofsarmenant efrmation develope E= Maximum vera compresive srin atop of subgrade aye Gn. Pavement Design 1 io 105.414 Typical Fleile Pavement Cross Section and Detals:Typial flexible pavement cross section and ‘pavement edge deals are shown on Ganaal Drawing GO 10.01. Tis Orawing aso shows ype jon dea between he new andthe oxstng Fanible pavement tretues and beteen Pex andinrosing concrete 1054.18 Guidanes onthe use of he combina AASHTO/Machanite Pavement Design Approsa: ‘Step 1 Determine the pavement design secon ia leer thitnesses using the enpita pevemant design ratnodoiegy secording othe Guldstines provided by AASTHO 193 method as described in Clusos 105.42 {0 195.45 this Section, ‘Stop 2: The adequacy ofthe resulting pavement sation (using the minimum asphalt concrate ang eporeate base andsubbese ayer thicknesses obtained acorting to AASHTO meted sal be checked mechanistically ‘detalied und Clauses 105.480 105.413 of hie Suton. ‘Stop 2: Whenever the mechanistic design verification shows deflclenc inthe pavement load ctrying capac the yer thicknaeas are to be gradual cessed unl binge cumulative damage factor tats eval 10 or lowar than 1. Desion Example ‘The pavement design of Socondry Rural Road i equi 0 withstand wf volume un to 10 milion [ESAL and considering # design suborage of CBR 18% Uring the empires! design approach dost ied In socions 1084210 10848, theresuking pavement ayer thikesses are determined tbe a follows: 1 Minimum Layer Tienes aecortng to AASHTO 1993 Method tore hick Aephalc Concrete Layer 1mm tick Aggrepste Base Course, samy tick Aggragete Subbose Course, ‘The adequay ofthe pavement section otsnad fom the empl approach input into the mechanistic spproach ling the Eversess Software tat is based on fit element echiguos to tst for horizontal rie sana botom of pha concreto layer andthe vartcal compressive ain atop of subgrade aver Using tne mechanistic design approec, the pavement section obtained trough the empiical design method 's shown to be not satsactor o account forthe aricpated vf fading In order to meet te mechani nase requirement, he aaphat concrete layer thickness was inereaed 1 190mm whl mining to ‘ame thickness of the Aggregate Base Course and Aggragate Subbaee Coues 160mm. Thu, the al 2: Final Pavement Seton (erfed by Meshaniat Approach) = orm hick Apa Coerte Layer ‘orm tick AggragatsSubbaee Cour, Subgrde Layer