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Pavement Layers Calculation of

(Red Sea global) Project
 Content

NO Band Page
1 Introduction

2 AASHTOO method

3 Equivalent single excel load

4 Reliability

5 Standard deviation

6 Modules of resilience

7 Layer constants

8 Chart outputs

9 Ministry of transport method

10 Road classification

11 MOT specifications

12 Layer thicknesses

13 Conclusion

14 References
In the 1980s and early 1990s, it became clear that the HS20 vehicle used in design
was not a good representation of current highway loading and that a new design
model was needed. Five candidate loads were developed and modeled using
influence line analysis to look at the maximum positive bending moment,
maximum shear at supports, and maximum negative moment. Representative
bridges consisting of simple spans ranging in length from 10 to 200 feet and two-
span continuous structures with equal spans, also ranging from 10 to 200 feet, were
modeled. The goal was to determine which of the candidate vehicles would
produce the most consistent results so that a single live load model could be
utilized for all structure types and lengths.

The selected and current AASHTO live load vehicle is designated HL-93, and
loading consists of a combination of the design truck or design tandem with the
design lane load, specified to produce the extreme force effect. The total vehicle
weight is 72 kips with the axle weights and spacing of the design truck as shown
in Figure 2. The spacing between the two 32.0-kip axles varies between 14.0 feet
and 30.0 feet.
 pt. =1.5
And SN= 5
Truck factor (TF) = sum of EALF
Truck factor (TF) = EALF1+EALF2+EALF3
Design truck consists of:
1-steering axle with axle load = 8000 ib
2-tandem axle with axle load = 32000 ib
3- Tandem axle with axle load = 32000 ib
So:
From table (single – W=8000 ib) EALF1 = 0.034
From table (tandem – W=32000 ib) EALF1 = 0.857
From table (tandem – W=32000 ib) EALF1 = 0.857

So Tf= 0.034+0.857+0.857= 1.748

ESAL = AADT * 365 * G.F * %T * L.F * T.F

Traffic volume (AADT)

It was taken into account what was mentioned in the specifications of the project
that the minimum traffic volume is100 fully loaded earth moving trucks per day
per direction.

And that is because there are no stations to monitor the number of cars on the road.
Which traffic studies need. there’s not much traffic volume on the road at the
moment. And very few trucks are currently using the road. So calculating the
traffic volume ( 100 fully loaded earth moving trucks per day per direction ) After
20 years according to the equation is the following.

(r) is the percentage of the annual traffic increasing. ( 10% for each year )
(n) is the number of years suggested as a lifetime of the road ( 20 year )

(1+0.1)20 −1
So G.F= = 57.27
0.1

AS daily traffic volume per direction is 100 truck and the cross section
consists of 2 one lane per direction so L.F= 1

%T = 100%
L.F= 1
Tf= 1.748

So
EASL = 100*365*57.27*1*1*1.748= 3653940ESAL

Approximately 3.6 million ESAL

AASHTOO design chart will be used to calculate the required layers thickness

At first Reliability

The reliability factor (FR) is computed using:

The Reliability design level (R%), which determines
assurance levels that the pavement section designed using
the procedure will survive for its design period (it is a z-
score from the standard normal distribution)
The standard deviation (So) that accounts for the chance
variation in the traffic forecast and the chance variation in
actual pavement performance for a given design period
traffic, W18.
Assume reliability is 70%

Typical values of So used are 0.40 to 0.50 for flexible pavements and 0.35 to 0.40 for rigid pavements.

Take Standard deviation is 0.4

Modulus of resilience:

MR for Subbase = 13500 Psi

MR for base = 31000 Psi
MR for Asphalt = 4500000 psi
Materials of construction (Subbase), a3
Charts are available to convert the properties of pavement construction materials to structural coefficients:
a3, a2, and a1
 .a1=0.45
.a2=0.19
.a3=0.06
Drainage

The effect of drainage on the performance of flexible pavements is considered with respect to the effect of
water on the strength of the base material and roadbed soil. This effect is expressed by the drainage
coefficient, mi. This value is dependent on the drainage quality and the percent of time i.e., the time to
which a pavement structure is exposed to moisture levels approaching saturation.
Quality of drainage is fair
Pavement is exposed to moisture more than 25% so m2=m3=0.8
Pt = 2.5
Assume pi = 4.2
So Δ psi = 1.7

From chart
SN1=2.3
SN2=3.3
SN3=3.9

SN1=a1d1

So d1 = 5.11 inch = 13 cm
SN2=a1d1+s2m2d2

So d2 = 6.58 inch = 15 cm

SN3=a1d1+a2m2d2+a3m3d3

So d3 = 12.15 inch = 30 cm
Considering the minimum values for costal roads
Use
Use d1 = 15 cm
D2 = 15 cm
D3 = 30 cm
Asphalt wearing course = 5 cm
Asphalt Base course = 10 cm
ABC= 15 cm
Subgrade = 30 cm
And here is the final typical section for pavement thicknesses