Flexible Pavement Design

(AASHTO, Guide for Design of Pavement

Structures, 1993)

American Association of State Highway and

Transportation Officials

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Introduction
 This Guide is produced by AASHTO to provide guidance for the
engineer to design Highway Pavement which cover Flexible and
Rigid Pavement for New or Reconstruction of Pavement and
Rehabilitation of Existing Pavement
 The first publication is The Interim Guide for the Design of
Pavement Structures published in 1972 and revised in 1981. It
was based largely upon the finding at the AASHO Road Test.
 The procedure of this Guide use Mechanistic-Empirical Design
approach. The use of analytical methods refer to numerical
capability to calculate stress, strain and deflection in
multilayered pavement and ability to translate those to
performance are broadly applied. However, some of pavement
performance will not be precisely modeled by mechanistic
method. It is, therefore, necessary to calibrate the models
with observation of performance, i.e. empirical correlations.

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Basic Equation Flexible Pavement
Thickness

AASHTO 1972  4.2 − pt 

log 
 4.2 − 1.5  1
log Wt .18 = 9.36 × log(SN + 1) − 0.20 + + log  + 0.372 × (Si − 3.0 )
 1094  R
0. 4 +  5.19 
( )
 SN + 1 
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Flexible Pavement Modeling

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Contoh Perhitungan

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AASHTO Thickness Design
Parameter
1. Material Properties
a. Effective Roadbed Soil Resilient Modulus (Mr)
b. Pavement Layer Material Characterization (E) (incl. SN)
c. Layer Coefficient (a) (incl. SN)
2. Pavement Structural Characteristics
 Drainage (m) (incl. SN)
3. Performance Criteria
 Serviceability (PSI)
4. Design Variable
a. Time Constraint (W18)
b. Traffic (W18)
c. Reliability (Zr dan So)
d. Environmental Effect (incl. PSI)

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Effective Roadbed Soil Resilient
Modulus
 Resilient Modulus (MR) = the definitive material property use to
characterize roadbed soil. Heukelom and Klomp have reported
correlation with CBR :
MR (psi) = 1,500 x CBR
 Effective modulus is established from seasonal Roadbed Soil
Resilient Modulus which is adjusted by equivalent combined
effect of all the seasonal modulus values in form of relative
damage (uf)
uf = 1.18 x 108 x MR-2.32
 Two different procedure for determining the seasonal variation
of modulus :
 To obtain a laboratory relationship between resilient modulus and
moisture condition.
 To backcalculate the resilient modulus for different seasons using
FWD

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Pavement Layer Material
Characterization
 The Flexible Pavement Layers consist of :
 Subbase Course (compacted granular material either treated or
untreated, or of a layer of soil treated with a suitable admixture)
 Base Course (consist of aggregates such as crushed stone, crushed slag,
crushed gravel and sand or combinations of this materials. It may be used
untreated or treated with suitable stabilizing admixtures such as portland
cement, asphalt, lime, cement-flyash and lime-flyash, i.e. pozzolanic
stabilized bases)
 Surfaced Course (consist of mixture of mineral aggregates and
bituminuous material)
 Elastic modulus is a fundamental engineering property of any paving
material
 The notations are used to express the moduli for subbase (ESB), base
(EBS) and asphalt concrete (EAC)
 The bound and higher stiffness materials, such as stabilized bases and
asphalt concrete may be tested using the repeated-load indirect
tensile test (ASTM D 4123)

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Layer Coefficients (ai values)
 This values is assigned to each layer materials in the pavement structure
in order to convert actual layer thicknesses into structural number (SN)
 This layer coefficient expresses the empirical relationship between SN
and thicknesses and is measure of the relative ability of the material to
function as a structural component of pavement
 General Equation :

SN = ∑ ai Di
i =1
 There are several charts to estimated layer coefficients :
 Asphalt Concrete Surface (a1) Figure 2.5
 Granular Base Layer (a2) Figure 2.6
 Cement Treated Base (a2) Figure 2.8
 Bituminuous Treated Base (a2) Figure 2.9
 Granular Subbase Layer (a3) Figure 2.7

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Figure 2.5 (Asphalt Concrete)

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Figure 2.6 (Granular base)

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Figure 2.7 (Granular Subbase)

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Drainage
 Drainage is treated by considering the effect of water on the properties of the
pavement layers and the consequences to the structural capacity of the
pavement
 The effect of drainage is considered by modifying the structural layer
coefficient as function of :
 The quality of drainage (e.g. the time required for the pavement to drain)
 The percent of time the pavement structure is exposed to moisture level
approaching saturation
SN = a1D1 + a2D2m2 + a3D3m3
 The possible effect of drainage on the asphalt concrete surface course is not
considered

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Pavement Performance
 Functional Performance, concerned how well the
pavement serves the user, riding comfort or quality
is the dominant characteristic. Serviceability-
performance concept are developed to quantify
riding quality
 Structural Performance, related to its physical
condition; i.e occurrence of cracking, faulting,
raveling, or other condition which would adversely
affect the load-carrying capability of structure and
would require maintenance
 Safety, can be found in NCHRP, FHWA, AASHTO.
One important aspect of safety is the frictional
resistance provided at the pavement/tire iterface.

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AASHTO Thickness Design
Parameter
1. Material Properties
a. Effective Roadbed Soil Resilient Modulus (Mr)
b. Pavement Layer Material Characterization (E) (incl. SN)
c. Layer Coefficient (a) (incl. SN)
2. Pavement Structural Characteristics
 Drainage (m) (incl. SN)
3. Performance Criteria
 Serviceability (PSI)
4. Design Variable
a. Time Constraint (W18)
b. Traffic (W18)
c. Reliability (Zr dan So)
d. Environmental Effect (incl. PSI)

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Serviceability
 Serviceability of Pavements is defined as its ability to serve
the type of traffic which use the facility.
 Measurement : the Present Serviceability Index (PSI). Range :
from 0 (impossible road) to 5 (perfect roads)
 po = initial serviceability, value observed at AASHO Road Test
were 4.2 for Flexible and 4.5 for Rigid Pavement
 pt = terminal serviceability, an index of 2.5 or higher for design of
major highway; and 2.0 for highway with lesser traffic volume
 The PSI is obtained from measurement of roughness and
distress, e.g. cracking, patching, and rut depth. Roughness is
dominant factor in estimating the PSI of a pavement
 Total change in serviceability index (∆PSI) :
 ∆PSI = po – pt
 The value of PSI may reduce time to time due to Environmental
Effect, such as Frost Heave and Roadbed Swelling

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Present Serviceability Index (PSI)
PSI = A0 + A1 (R ) + A2 (F1 ) + A3 (F2 )
PSI=Present Serviceability Index
A=regression analysis constants
R=measure of roughness
F=physical measurement of cracking

Flexible Pavement :

PSI = 5.03 − 1.9 × log(1 + SV ) − 0.01 C + P − 1.38 × RD 2

Rigid Pavement :

PSI = 5.41 − 1.80 × log(1 + SV ) − 0.09 C + P

SV=slope variance
C=cracking, ft per 1000 ft2 area
P=patching, ft2 per 1000 ft2 area
RD=rut depht in inches, measure by straightedge
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Total Loss of Serviceability
 The major factor influencing the loass of serviceability of
pavement are traffic, age and environment.
 The total change in PSI at any time can be obtained by
summing the damaging effects of traffic, swelling clay, and/or
frost heave

∆PSI = ∆PSITraffic + ∆PSISW,FH

∆PSI = total loss of serviceabiliy
∆PSITraffic = serviceability loss due to traffic (ESAL’s)
∆PSISW,FH = serviceability loss due to swelling
and/or frost heave of roadbed soil

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 (
∆PSI SW = 0.00335 × VR × PS × 1 − e − Θ.t ) 25
 [
∆PSI FH = 0.01× PF × ∆PSI MAX 1 − e − (0.02×Θ.t ) ] 26
This graph is developed using
certain initial ESAL Traffic and
growth rate (g)

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Traffic
 The design procedure based on cumulative expected 18-kip
Equivalent Single Axle Load (ESAL) during the analysis period
(w^18) which converting mixed traffic into these 18-kip ESAL
units
 The traffic in design lane :
W18 = DD x DL x W^18
DD = 0.5
Table of DL

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EALF for Flexible Pavement

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Truck Factor Calculation
(Trucks with 5 Axle or Greater)

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n

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VDF : Vehicles Damage Factor

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Reliability
 Defined as the probability that a pavement section designed using the
process will perform satisfactorily over the traffic and environmental
conditions for the design period
 Application of the reliability concept requires the following steps :
 Define the functional classification
 Select reliability level (Table 2.2)
 Select standard deviation (So) for traffic error, AASHO Road Test select
0.25 for Rigid and 0.35 for Flexible Pavement.

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  ___
  ___
  ___

X − X  X − X  X − X 
Z= = = 
VAR σ S0

 ___

Z × S0 =  X − X 
 

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  ___
  ___
  ___

X − X  X − X  X − X 
Z= = = 
VAR σ S0

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Environmental Effect
 Temperature and Moisture Damage (Figure
G.8)
 Direct Effect to Roadbed Swelling (Figure
G.4)

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Layer Thickness

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Time Constraint
 Time constraint involved performance and analysis period inputs
which affect pavement design from the dimension of time.
 Performance Period
 This refer to the period of time that an initial pavement structure will last
before it needs rehabilitation, also refer to the performance time between
rehabilitation operation
 The performance period is equivalent to the time elapsed as new,
reconstructed or rehabilitated structure deteriorates from its initial
serviceability to its terminal serviceability
 There are two type of Performance Period :
 Maximum Performance Period
 Minimum Performance Period
 Analysis Period
 This refer 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 (design life)

Highway Condition Analysis Period (years)

High volume-urban 30-50
High-volume rural 20-50
Low-volume paved 15-25
Low-volume aggregate surface 10-20
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Performance Period Prediction

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Determine SN5.0 Determine Allowable Cumulative
Traffic
Diketahui :
MR= 5,000 psi
MR= 5,000 psi
∆PSI=∆PSITR
Po=4.4 ; pt=2.5  ∆PSI=1.9
SN=5.0
W18=5x106 ESAL (15 years)
R=95%
R=95% 49
So=0.35
So=0.35
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This graph is developed using
certain initial ESAL Traffic and
growth rate (g)

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Case Example
 Suatu jalan Arteri Antar Kota empat lajur dua arah direncanakan untuk
dibuat perkerasannya dengan lapis Asphaltic Concrete diatas Lapis
Pondasi Atas dan Lapis Pondasi Bawah yang keduanya terdiri dari
material bergranular. Kedua lapis pondasi ini mempunyai kondisi
drainase yang baik dengan pengaruh kadar air 4%. Modulus Elastis dari
ketiga lapis tersebut mulai dari lapisan paling atas berturut-turut
400.000 psi; 30.000 psi dan 11.000 psi. Estimasi 18-kip Design ESAL
pada tahun pertama jalan ini dibuka adalah sebesar 2.5x106 dan
mempunyai tingkat perkembangan sebesar 3% per tahun selama
umur rencana 20 tahun dan Maximum Performance Period : 15 tahun.
Jika dengan tingkat realibitas tertentu jalan ini akan mengalami
penurunan indeks pelayanan akibat pengaruh iklim (frost heave dan
swelling) sehingga harus dilapis ulang sebelum usia pelayanannya
berakhir. Asumsikan indeks pelayanan awal dan akhir masing-masing
sebesar 4.6 dan 2.5; serta asumsikan juga penurunan tingkat
pelayanan akibat pengaruh iklim mengikuti grafik terlampir.
 Seasonal Resilient Modulus :

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