Transportation Engineering-II

CE-342
Lec-07
PAVEMENT ANALYSIS

Spring Semester 2024

Dr. Arshad Hussain

drarshad@nice.nust.edu.pk , Office Room# 017, Tel: 05190854163

NUST Institute of Civil Engineering (NICE)

School of Civil and Environmental Engineering (SCEE)
 LEARNING OUTCOMES (CLO-2)

✓ To understand stresses, strains and deflection in pavement

✓ To understand load distribution on pavement structure

✓ To study load equivalency factors and ESALs calculations

PLO-3 Design/Development of Solutions

3
Pavement Analysis
 PAVEMENT ANALYSIS

TYPES OF PAVEMENT
✓ Flexible Pavements and Rigid Pavements.
✓ Essential difference between the two, is the way, load is
distributed.

Pavement Analysis
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Comparison of Flexible and Rigid Pavements

Flexible Pavement Rigid Pavement

1 It consists of a series of layers It consists of one layer
with the highest quality Portland cement concrete
materials at or near the slab of relatively high flexural
surface of pavement. strength.
2 It reflects the deformations of It is able to bridge over
subgrade and subsequent localized failures and area of
layers on the surface. inadequate support.
3 Its stability depends upon the Its structural strength is
aggregate interlock, particle provided by the pavement
friction and cohesion. slab itself by its beam action.

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4 Pavement design is greatly Flexural strength of concrete

influenced by the subgrade is a major factor for design.
strength.
5 It functions by a way of load It distributes load over a wide
distribution through the area of subgrade.
component layers

6 Temperature variations due to Temperature changes induce

change in atmospheric heavy stresses in rigid
conditions do not produce pavements.
stresses in flexible pavements.

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 PAVEMENT ANALYSIS

AC & PCC pavements, generally referred as flexible & rigid,

but
✓ Thin PCC over granular subbase behaves flexible.
✓ Full depth AC pavement over PCC behave rigid.
Purpose of using steel reinforcement in pavements (Though
it contributes to strength) is:
➢ Used as temperature reinforcement for control of cracking.
➢ Load transfer in the shape of dowel or tie bar.

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 PAVEMENT ANALYSIS

DIFFERENCE BETWEEN ANALYSIS AND DESIGN

✓ Analysis is typically performed in preparation for some

other activity, such as a decision or a design. Design is
performed when the decision is made to build something.
✓ Design involves imagining and specifying some creation
that fits some requirements.
✓ A design as good or bad but validate an analysis as right
or wrong.

Pavement Analysis
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ELASTIC MODULUS
✓ An elastic modulus is a quantity that measures an object or
substance's resistance to being deformed elastically (i.e.,
non-permanently) when a stress is applied to it.
✓ Elastic moduli of materials obtained either through tests
(CBR)or recommendations available in the guidelines.
✓ Resilient Modulus (MR) tests.
✓ Repeated flexure or dynamic modulus tests (MR) of
bituminous mixes.

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✓ Note the changing elastic modulus of AC with temperature;

that makes bituminous materials so versatile.

Effect of Temperature on Asphalt Concrete

AC (32F) 2,000,000
AC (70F) 500,000
AC (120F) 20,000
Other Materials
PCC 3,000,000 - 8,000,000
Granular base 14,000 – 50,000
Fine-grained soil 3,000 – 10,000

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 PAVEMENT ANALYSIS

POISSON'S RATIO
✓ Negative ratio of transverse to axial strain.
✓ The influence of µ for most of the pavement materials is
usually small.
✓ This allows use of typical constant values for analysis
rather than direct testing.
✓ Higher value of µ for HMA is generally relevant at higher
temperatures.

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 PAVEMENT ANALYSIS

MULTI-LAYERED ELASTIC THEORY

Pavement Analysis
 PAVEMENT ANALYSIS
STRESSES IN FLEXIBLE PAVEMENT

At any point in the system 9 stresses exist

Normal Stress 3 σz , σt , σr
Shearing Stress 6 τrt ,τtr ,τrz ,τzr , τtz ,τzt

At static equilibrium shear stress acting on intersecting

faces are equal
τrt = τtr , τrz = τzr , τtz = τzt

Pavement Analysis
 PAVEMENT ANALYSIS

STRESSES IN FLEXIBLE PAVEMENT

Therefore, at each point in the system, there exists a
certain orientation of the element such that the shear
stress acting on each face is zero.
The normal stresses under this condition are called as
principal stresses.
σ1 = Major Stress
σ2 = Intermediate Stress
σ3 = Minor Stress
Bulk Stress = θ = σ1 + σ2 + σ3

Pavement Analysis
 PAVEMENT ANALYSIS

ASSUMPTIONS

✓ Homogeneous Material Properties

✓ Finite Layer Thickness
✓ Layers Infinite in Lateral Directions
✓ Isotropic Layers
✓ Full Friction Between Layers
✓ No Surface Shearing Forces
✓ Solutions Characterized by E, μ

Pavement Analysis
 ASSUMPTIONS
PAVEMENT ANALYSIS
ASSUMPTIONS
✓ The material properties of each layer are homogeneous
property at point Ai is the same at Bi
✓ Each layer has a finite thickness except for the lower layer,
and all are infinite in lateral directions.
✓ Each layer is isotropic, that is, the property at a specific point
such as Ai is the same in every direction .
✓ Full friction is developed between layers at each interface.
✓ Surface shearing forces are not present at the surface.
✓ The stress solutions are characterized by two material
properties for each layer, i.e., (μ, E).

Pavement Analysis
 PAVEMENT ANALYSIS

ONE LAYER SYSTEM

✓ Based upon Boussinesq equations developed for
homogenous, isotropic and elastic media subjected to
point load on the surface.

σz = k P/z2

K = 3/2π [1+ (r/z)2 ]5/2

Where r = Radial distance from point load

z = Vertical depth
P = Point load

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ONE LAYER THEORY

Boussinesq equations (1885)

Stress, strains, deflections
Assumptions
✓ Homogeneous
✓ Isotropic
✓ Elastic media
✓ Point load at surface

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ONE LAYER THEORY

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 PAVEMENT ANALYSIS
ONE LAYER THEORY

Pavement Analysis
 PAVEMENT ANALYSIS
STRAINS CAUSED BY CIRCULAR LOAD

Pavement Analysis
 PAVEMENT ANALYSIS

Pavement Analysis
 PAVEMENT ANALYSIS
TWO LAYER THEORY
✓ The effect of layers above subgrade is to reduce the stress and
deflections in the subgrade.
✓ Burmister (1958) obtained solutions for two-layer problem by
using strain continuity equations.
✓ Vertical stress depends on the modular ratio (i.e., E1/E2)
✓ Vertical stress decreases considerably with increase in
modular ratio.
For example,
for a/h1=1 and E1/E2 = 1, σz at interface = 65% of contact
pressure
for a/h1=1 and E1/E2 = 100, σz at interface = 8% of contact
pressure
Pavement Analysis
 PAVEMENT ANALYSIS

TWO LAYER THEORY

Pavement Analysis
 PAVEMENT ANALYSIS
TWO LAYER THEORY

Pavement Analysis
 PAVEMENT ANALYSIS

WHEEL LOAD, WHEEL CONFIGURATION, AND

TYRE PRESSURE

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 PAVEMENT ANALYSIS

✓ The weight of the vehicle is distributed among its axles,

and through wheels/ tyres to the pavement.
✓ The effect of wheel load can be in terms of equivalent
stress, strain, or surface deflection of different wheel
loads.
✓ ‘Axle load’ rather than ‘wheel load’
✓ Effect of multiple axles is converted in terms of a standard
axle.
✓ Tyre pressure is another parameter, which determines the
load contact area.

Pavement Analysis
 PAVEMENT ANALYSIS

MATERIAL PROPERTIES
✓ Engineering parameters are different for different
materials. The respective specifications also vary with
materials.
✓ Includes Elastic modulus, Poisson’s ratio, fatigue life,
used for structural design.
✓ Permeability and void ratio are drainage considerations.
✓ Obtained experimentally or estimated from the
recommendations in the design guidelines.
✓ Statistically suitable values should be adopted.

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✓ Assessing the Suitable reliability value from Table-1

✓ Road alignment segmented into statistically
homogeneous sections
✓ Separate pavement design for corresponding Design
CBR/ MR.
✓ CBR Design= Mean + σ * ZR

✓ Effective MR (Resilient modulus) based upon ‘Relative

Damage Concept’.

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Question TABLE
The CBR values on a selected stretch of 5 Value of Standard
Normal Deviate
kilometres having the same type of soil are Reliability ZR
as follows. Determine design CBR value for %

70%, 85% and 95% reliability in design. 50 -0.000

60 -0.253
3.8, 2.8, 4.5, 3.9, 4.2, 2.8, 4.7, 4.3, 4.0, 4.5, 3.3, 70 -0.524
4.7, 2.1, 3.6 and 3.9%. 80 -0.841
85 -1.037
90 -1.282
CBR Design = Mean + σ * ZR σ 95 -1.645
99 -2.327
99.5 -3.090

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 PAVEMENT ANALYSIS

xi - x̄ (xi - x̄)2 σ=
1 3.8 -0.01 0.0000444444 0.76762 Zr values from Table 2
2 2.8 -1.01 1.0133777778 CBR70% 3.404435 Answer Zr70% -0.524
3 4.5 0.69 0.4807111111 CBR85% 3.010646 Answer Zr85% -1.037
4 3.9 0.09 0.0087111111 CBR90% 2.543934 Answer Zr90% -1.645
5 4.2 0.39 0.1547111111
6 2.8 -1.01 1.0133777778
7 4.7 0.89 0.7980444444
8 4.3 0.49 0.2433777778
9 4 0.19 0.0373777778
10 4.5 0.69 0.4807111111
11 3.3 -0.51 0.2567111111
12 4.7 0.89 0.7980444444
13 2.1 -1.71 2.9127111111
14 3.6 -0.21 0.0427111111
15 3.9 0.09 0.0087111111
Mean (x̄) Σ
3.81 8.249

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 PAVEMENT ANALYSIS

TRAFFIC CHARACTERISTICS
Axle load
✓ standard truck, two axles, front and the rear.
✓ ‘Axle load’ is assumed as half the weight of standard truck.
✓ In practice, weights are not equal.
✓ ‘single axle load repetitions’
✓ 18,000 lb or 18 kips or 8.16 tons.
Overloading in Pakistan
Overload, tyres over inflated, reduction of their contact areas,
exert pressures far in excess of pavement strength.
Early pavement failure

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 PAVEMENT ANALYSIS

4th Power Damage Formula

N1/N2= (W2/W1)4
✓ If N2 and N1 are one repetition each for standard axle (8.16
ton/ 18 kips) and a particular axle then (W2/W1)4 gives a
‘Factor’ which can be used to determine the net effect of an
axle load group.
✓ This concept is used to convert the number of repetitions of
various axle load groups to equivalent standard axle load
repetitions termed Equivalent Single Axle Load Repetitions
(ESALs).

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Equivalent
18000 Ibs
Single ESAL Damage per
8.16 tons Pass = 1
Axle Load
18 kips

✓ Axle loads bigger than 18 Kips cause damage greater than one
per pass

✓ Axle loads smaller than 18 Kips cause damage less than one
per pass

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Consider two single axles A and B where A-
Axle is 36 Kips and B-Axle is 9 Kips
A-Axle = 36 Kips
➢ Damage caused per pass by A -Axle = (36 Kips/ 18 Kips)4 =
16
➢ This means that A-Axle causes same amount of damage per
pass as caused by 16 passes of standard 18 kips axle i.e,

=
36 Kips Axle 18 Kips Axles

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B-Axle = 9 Kips

✓ Damage caused per pass by B-Axle = (9 Kips /18 Kips)4 =

0.0625

✓ This means that B-Axle causes only 0.0625 times damage per
pass as caused by 1 pass of standard 18 Kips axle.

✓ In other works, 16 passes (1/0.625) of B-Axle cause same

amount of damage as caused by 1 pass of standard 18 Kips
axle i.e.,

=
9 Kips Axle 18 Kips Axle
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 PAVEMENT ANALYSIS
Question

Determine design ESALs for a rehabilitation of four lane

divided highway where average daily traffic is 20,000

vehicles having 15% trucks. Distribution of traffic is 50 / 50.

Truck factor is 0.87 ESALs / truck. Anticipated growth rate is

4% for next 10 years for which rehabilitation is being

planned.

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Solution
Data Given
4 Lane divided highway
ADT = 20,000
% Trucks = 15 %
Distribution of traffic = 50/50
Truck Factor = 0.87 ESALs/truck
Average Growth Rate = 4 %
Design Life n =10 Years
Find designed ESALs = ?
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Solution (Cont..)

G. F = {(1+r)n – 1}/r

= {(1 +0.04)10 – 1}/0.04

= 12.01 %

Four lanes 2 lanes each direction

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Solution (Cont..)

So, DL = 80 to 100 % (Range)

Let choose DL = 90 %

W18 = ADT * 365 * DD * DL * % Trucks * GF * TF

= 20, 000 * 365 * 0.5 * 0.9 * 0.15 * 12.01 * 0.87

= 5148596.925 = 5.2 Million Design ESALs

Pavement Analysis
 ANALYSIS USING KENLAYER

➢ The structural analysis of flexible pavement for KENLAYER

is based on the Burmister layer theory.
➢ The input for analysis consists of 1. Traffic loading which
includes load groups, contact radius, contact pressure,
wheel spacing in X and Y axis, Number of points in x and y
coordinates to be analyzed under multiple wheels, 2.
➢ Material properties which include modulus of elasticity, the
Poisson’s ratio, and the unit weight of each layer, 3.

Pavement Analysis
 ANALYSIS USING KENLAYER

EXAMPLE USING KENLAYER

Pavement Analysis
Thanks