CE IY | ASPHALT OVERLAYS FOR HIGHWAY i AND STREET i REHABILITATION . ne be eee eee fe pe pe THE ASPHALT INSTITUTE Manual Senior No. IF 103 Edition (aliases NX pin Say cies ‘Scanned with CemScamert £. ¥ Chapter UI . TRAFFIC ANALYSIS 3.01 INTRODUCTION—This chapter gives procedures for determin- ing traffic effects, expressed as equivalent 80 kN(18,000 Ib) single-axle load applications (EAL), for input into the overlay design methods presented in Chapters IV, V and VIII. A standard procedure taken from The Asphalt Institute manual, Thickness Design—Asphalt Pavements for Highways and Streets, Manual Series No. 1, (MS-1) is presented ‘along with a simplified procedure taken from The Asphalt Institute publication, Asphalt Pavement Thickness Design, Information Series No. 181 (IS-181). The standard procedure should be used unless detailed information. regarding traffic:characteristics is not available, in which case the simplified procedure is applicable. 3.02 TRAFFIC VOLUME ESTIMATES—Of primary concern are the number of axle loads expected to be applied to the pavement during a given period of time. Knowledge is required of the number and type of vehicles expected on the highway facility. ‘Most states in the United States, in cooperation with the U.S. Federal Highway Administration (FHWA), collect truck count and weight data every one or two years. Truck weight and vehicle count data are usually available from the local department of highways. Many other countries also collect this type of information. . ‘When traffic count and classification data are not available, estimates can be obtained from the data given in Table III-1, Distribution of Trucks on Different Classes of Highways. This table was compiled from truck count data collected by the states in cooperation with the FHWA. The range of percentages in Table III-1 indicates the probable range for the United States. Individual cases may be either smaller or larger than the range. USS, statistical data indicate that the volume of heavy trucks on all classes of American highways averages about 11 percent of total traffic volume. Regionally, a range of 2 to more than 25 percent heavy trucks can be expected, Ten percent heavy trucks is not incommon on urban highways and the number varies from fewer thin . :0 more than 15 per- cent. During peak-hour traffic periods the pe: :entage of trucks usually will-be less than the daily average. Heavy truck traffic during veak-hour is about one-half the daily average percentage of trucks on urban arterials, and from-one-half to (wo-thirds on rural highways. The use of local traffic data is recommended; however, local traffic is subject to variations and care should be taken in collecting and using these data. Scanned by CamScanner ‘Scanned with CemScamerFor two-lane streets and highway the Design Lane i DEFINITIONS) may be either lane of the pavement fastity, Fer nl lane streets and highways it is usually the outside lane. Under some con- ditions more trucks may travel in one direction than in the other. In many locations heavily-loaded trucks will travel in one direction and empty trucks in the other direction. In the absence of specific data, Table III-2 may be used for determining the relative proportion of trucks to be ex- pected for the Design Lane. ‘An overlay may be designed to support the cumulative effects of traffic for any period of time. The selected period, in years, for which the overlay is to be designed is called the Design Period (See Article 1.02 DEFINITIONS). : ‘Traffic growth—and in some cases, no growth or decline—must be an- ticipated when determining the structural requirements of the overlay. Normal growth in the United States is about 3 to 5 percent per year com- pounded. However, new facilities or new developments can generate in- creases of greater magnitude. Growth rates ranging from 4 to 9 percent WAVE DEE SuRgested Tor rural highways-and from: cent for some Interstate highways. Growth may be accounted for in design using the Growth Factors given in Table I1I-3. These factors multiplied by the first-year traffic estimate will give the total volume of traffic expected during the Design Period. 3.03 ESTIMATING EAL—The recommended traffic analysis pro- cedure determines the equivalent 80 KN (18,000 Ib) single-axle load ap- plications (EAL) to be used in the overlay thickness determination. The following terms apply: Truck Factor—the number of axle load applicators contributed by one © Number of vehicles—total number of vehicles involved. p EAL is calculated by ‘multiplying the number of vehicles in cach weight ‘tor and obtaining the sum of the pro- Jass by the appropriate Truck Fact ‘ ! ducts: "EAL = 2 (number of vehicles in each weight class x Truck Factor). - ‘Truck Factors can be determined for individual trucks of any type or for combinations of truck types. It is recommended that Truck Factors be determined for individual truck types (e-8- 2-axle single-units, 3-axle single-units, 5-ax!" tractor-trailer units,. « .). Typical Truck Leute given in Table (1-4 for a variety of U.S. truck and high ce an tions. In certain areas, highway truck-weights may be Lan hi ish a Gis typical because of traf fic generated by local industries, sucl i au ee such cases the Truck Factor may be several times the typical ¥2 and local evaluation can be very important. equivalent 80 KN (18,000 Ib) single- passage of a vehicle. Scanned by CamScanner ‘Scanned with CemScameri DISTRIBUTION OF TRUCKS ON DIFFERENT CLASS OF HIGHWAYS™ . cant Ta or Other i 7 mi ion fal fal uiben sytem range Range hago “Range Resend FangeReoage flange _Aetage andes ec em 8 om | om ol eT Paste ete Be 8 Oe | he OS Sate or more Bote Oo ee es A angleunts oot 8 atts sh | attr hke kaha, White ti es sae 1s 1 ag) tt] ad eee ae tote A ee og cial eis co fon moe eas tm | west bar ab Airline 8 ohn # oe H| Be fh tu ber ad 10 % 100 | 168 100 {Srna dl suppl by ta Highway Sttstis Dison, US. Heder Highway Amita : Asincluding full-railer combinations in some states. ian! os Scanned by CamScanner inten es ‘Scanned with CemScamerTABLE II2 PERCENTAGE oF TOTAL TRUCK TRAFFIC IN “ DESIGN LANE ae Number of Percentage of Traffic Lanes Trucks In (Two Directions) Design Lane 2 50 4 45 (35-48) 6 of more . 40 (25-48)" Tprobable range. ROWTH FACTOR” TABLE Ill-3 G ranvat Growin Fate, Percent ao : = a7 om ic spectore LEA wnare = sowin Is zero, Growth Factor = Design Period. 30 M Annus! Gi Scanned by CamScanner ‘Scanned with CemScamerTABLE III DISTRIBUTION OF TRUCK FACTORS FOR DIFFERENT CLASSES OF { HIGHWAYS AND VEHICLE! ‘Urban Syatems | All Systems Vehicle Type Tnterstate Rural Other Rural “Ai Raed “Ail urban Tange [Average] Range [Average] Fpnge [Average] Range | Average| Range ‘Single-unit rocks Basle, Ars 002 |o01008| 092 |ooroc| oo 019 Jorso30| 021 Jorsoas| 020 oss |ooo185| 073 oarss7| O87 eozoxe| oo7 |00z017| 007 fos0088| o47 |o29082| 048 foao-to7| 083 loses] 070 fos7-1.15| 098 |0564.70) 095 leo0a| 093 |oo1005) oo2 joovaor (io31| 026 }o1so42| 021 Jorsasz is153| 103 os2199) 73 Jozeisa 3016 | 009 Joosozs| oor |onear 11080) 047 [024102] 048 Jossa7e 134| 099 |ogorsa) o73 [asta be 102 |oes1s9] 095 Joss133 Sale or moro** ‘Al multiple units All trucks SEpee S222 fosr1ae| os7 "|oer-150| 0.94 |ager4a| 1100 Jo72158) 09s Jorrs3e 024077] 031 |0.20052| 042 87 | 020 Jo.soss| o40 fozrass “Compied For data supplied by the Highway Salaies Dvslon, US, Fedeal Highway Admiatnstation ncluding full traller combinations In some states. Scanned by CamScanner ooo ‘Scanned with CemScamerTABLETIIIS TRAFFIC CLASSIFICATIONS ‘Approximate Range— Tralfic EAL Type of Number of Heavy Class Street or Highway Trucks Expected During Design Period 1 5x10? + Parking Lots, driveways $-7,000 i * Light tratlic residential streets Light tratfic farm roads W 10" + Residential Streets 7,000-15,000 * Rural farm and residential roads M108» ‘Urban minor collector streets 70,000-150,000 * Rural minor collector roads vo. f__+ Urban minor arterial and Nght ____.700,000:1,500,009__ industrial streets ‘Rural major collector and minor arterial highways Wor 3x10® = Urban freeways, expressways 2,000,000-4,500,000 and other principal arterial highways, * Rural interstate and other principal arterial highways Urban interstate highways 7,000,000-15,000,000 + Some industrial roads : vi) t07 ‘whenever possible the traffic analysis and design procedures given in The Asphalt Institute manual, Thickness Design—Asphalt Pavements for Highways and Streets (MS-1) should be used for roads and streets in traffic category IV or igher. 3.04 DETERMINING DESIGN EAL—The following steps outliné the procedure for determining Design EAL: (1) Determine the average number of each type of vehicle expected on the Design Lane during the first year of traffic. (2) Sclect from Table II-4, a Truck Factor for each vehicle type found in step (1). * (3) Select, from Table III-3, a single Growth Factor for all vehicles or separate Factors for each vehicle type, as appropriate. : (4) Multiply the numberof vehicles of each type times the Truck Factor and the Growth Factor (or Factors) determined in steps (2) and (3). Sum the values determined to obtain Design EAL. 32 oo Scanned by CamScanner ‘Scanned with CemScamerKSHEET FOR TRAFFIC ANALYSIS i EXAMPLE WOR! *— Four-Lane iod: 20 Years. sign Period: Location: Interstate Rural Highway Desig} Kk 4% Growth EAL Vehicle ‘Number of Trucl eacler (14223) Type Vohicies(t) Factor @ 3 4 1 ee ‘Single Unit Trucks = 52,200 Axle, Tire 87,600 x 0.02 x ar = 433/600 2-Axlo, 6-Tire 23600 x 0.19 x a = 400 Axle of More 4400 x + 0.56 x 9. = 449/200 All Singles 115,600 Subtotal 7 Tractor Semi-Trallers and Combinations axle 2400 «x)= (OST x 29.8 31,900 eaxle 7300 x 0.62 x 29.8 134,900 S-Axle or More. $0200 x 0.94 x 29.8 = 1,406,200 All Tractors, Ete, "59,600 subtotal 1/873,000 All Trucks 175,200 Design EAL = Total 1,832,200 —_—-—Thtasod-on ADT. = 5000,durina Jisst year of trattic, 40 percent In the Design Lane, E-=-5000, : 12 percent heavy trucks (2-axle, 6-tire and larger) and 12 percent panet antptckup—-——— trucks (axle, 4tire). ‘Average values for Interstate Rural highways from Table IIl-4. Figure I1-1—Example worksheet for traffic analysis Figure IlI-1 is an example of a worksheet showing the calculation of Design EAL for a four-lane highway following the procedure outlined here. 3,05 SIMPLIFIED PROCEDURE FOR DETERMINING DESIGN EAL—The simplified traffic analysis procedur: separates traffic into six classes, as shown in Table III-5. Each class is associated with a particular equivalent number of 80 KN (18,000 Ib) single-axle load applications (EAL), the type of highway or street, and the average daily number of heavy trucks expected on the facility during the design period. Heavy trucks are described as two axle, six-tire trucks or larger. Pickup, panel and light four-tire trucks are not included. Trucks with heavy-duty, wide- base tires are included. The appropriate value of EAL is used with this procedure. Scanned by CamScanner ‘Scanned with CemScamer.° Chapter IV ——_-_ evaluation is as follo ’ DEFLECTION PROCEDURE 4.01 EVALUATION FOR OVERLAY DESIGN OF ASPHALT PAVEMENT STRUCTURE—In many cases evaluation for overlay design will be undertaken because the pavement in question is rough or is exhibiting surface distress. In other cases increased traffic volume or changes in axle loadings may be anticipated, and an evaluation made to determine whether or not a structural overlay is needed. The pavement deflection procedure presented in this chapter can be useful for both cases, The general procedure for using pavement deflections for structural ee “1. Establish the length of pavement evaluation, 7 2. Perform a deflection survey. 7 3. Calculate the representative rebound deflection (RRD). v 4, Estimate the design EAL (EAL,). v 5. Determine the overlay thickness. 4.02 LENGTH OF PAVEMENT FOR STRUCTURAL EVALUA- TION—Pavement condition, subgrade strength, and drainage conditions usually will vary over the length of a pavement being considered for overlay. As a consequence it may be possible to reduce costs within the same contract limits by designing different thicknesses of overlay for dif- ferent sections of pavement. Where visual inspection or test data clearly indicate differences, it is recommended that the pavement be divided into Separate design sections, and that overlay thicknesses be designed separately for each section. In some cases deflection data may be available sufficient for establishing separate design sections by locating areas having similar deflection characteristics. Basically the procedure involves plotting deflection data by stations, selecting adjacent areas that appear to have the same average deflection, and testing for statistical significance, , _ 4.03 DEFLECTION SURVEY—The magnitude of pavement deflec- lion is an indicator of the ability of the Pavement to withstand traffic loading. Research in several different areas in North America has Sstablished correlations between wheel load, pavement rebound deflec- w ided in the structural Scanned by CamScanner ‘Scanned with CemScamerFigure 1V-1—Benkelman Beam tion and repetitions of load. These correlations, measured under a stand- ardized loading, may be used to evaluate the structural adequacy of Pavements. They also may be used to determine the extent of corrective action, if any is.needed. To make such evaluations, representative deflec- tions must be measured and traffic must be analyzed. apy For measuring pavement deflections there are available a number of nondestructive devices which attempt to simulate the loading response Scanned by CamScanner ‘Scanned with CemScamer_esuting from a moving whee! load. Severat approaches are availab cluding measuring static deflection using full-scale loads, and measul dynamic deflections using dynamic steady-state loads or single dynamic--™ impact loads. | CSince the Benkelman Beam has probably the most widely-developed data base from its use in measuring deflection on highway pavements, the basic procedure described in this manual is based on a rebound test pro- cedure using this device. Details on the use of the Benkelman Beam, Dynaflect and Road Rater, are included in Chapter XV.) v Using the Benkelman Beam, (Figure [V-1) pavement deflections are obtained for the project under study by testing the outer, wheel-path at a minimum of ten locations selected within each section of equal, or nearly equal, performance (based on the results of a condition survey), or a minimum of 12 per kilometre (20 per mile). The random sampling tech- nique (See Chapter XIV) is used to select the test locations. A represen- tative rebound deflection (RRD) value is the mean of measured rebound deflections, which have been adjusted for temperature and most critical period of the year, plus two standard deviations. This value encompasses approximately 97 percent of all deflections measured.-- est locations having adjusted deflections greater than the mean of ad- justed rebound deflections plus two standard deviations should be con- sidered for local treatment. Additional deflection measurements should be made to determine the extent of such weak areas. These locations may require patching or local increases in thickness to provide uniform sup- port for the entire length of the section. Deflection measurements representing these special treatment locations are omitted from calcula- tions to obtain the representative deflection~ The Benkelman Beam has a narrow 3.66m (12 ft) beam that is placed between the dual tires of a rear wheel of a loaded truck. The foot, or probe, located at the end of the beam, rests on the pavement under the rear axle and between the tires. The beam is pivoted at a point 2.44m (8 ft) from the probe end. The truck moves ahead at creep speed and the total pavement rebound deflection is read on a dial gauge. (Rebound deflection is the amount of vertical rebound of a surface that occurs when a:load is removed trom the surface.) :/4,04 REPRESENTATIVE REBOUND DEFLECTION—When the deflection tests on the pavement section are completed, the Gare pavement rebound deflections are used to determine a Representative ie bound Deflection for the design section. This value is the mean Te Te: bound deflections which have been multiplied by a temperature atest ment factor for reference to 21°C (70°F) and, if necessary, @ cr ‘Scanned by CamScanner ‘Scanned with CemScamer | |period adjustment factor, plus two standard deviations. The Represen- tative Rebound Deflection, then, equals ao : & + 2s)fe Where: = the arithmetic mean of the individual valu been adjusted for temperature s = standard deviation temperature adjustment factor critical period adjustment factor Standard Deviation: The standard deviation, s, may be computed us ing the following formula. (This formula is set up for maximum ¢ase when using a hand calculator or a digital computer.) [sx2_- Xx n- 's = standard deviation x = individual test value, corrected for temperature ¥ ies that have Where: = average test value = Z x/n ‘n= number of individual test values ‘Adjustment Factors: Because of changes in temperature and moisture content, the deflection of a given pavement will usually vary from hour to hour, from day to day and from one season of the year to the next, and also may vary from one year to the next for a given reason. For flexi- ble pavements subjected to frost action, there may be a significant strength loss in the pavement aggregate base or subgrade during the spring thaw period as the underlying layers become saturated. This strength loss will occur regardless of the total strength or overall thickness of the pavement. However, the amount of strength loss is a function of the pavement thickness. For instance, it will be less with pavements hav- ing thicker granular base courses. Also, pavements located in areas with milder climates having significant rainfall will be subject to more gradual strength changes than those undergoing the effects of lower temperatures and frost penetration. Furthermore, the peak deflections for these loca- tions might occur in the summer or fall instead of the spring. Because of these effects, corrections to the measured deflections must take into consideration variations in both temperature and moisture con- tent, as well as the design and geographical location of the pavement. The procedure for determining the mean temperature of the asphalt- bound layers is detailed in Chapter XVI)Figure 1V-2 gives temperatuce adjustment factor curves for various ihicknesses of dense-graded ag- 38 Scanned by CamScanner ‘Scanned with CemScamerMEAN PAVEMENT. TEMPERATURE, *C Figure 1V. THICKNESS OF Un} eel TREATED aa an Tete ORea, . pct mum ATE DASE so Tk INCHES BEEN AOA ENT racTons ron MEAN PAVEMENT TEMPERATURE, °F ee Oe OR ay Bearer) TEMPERATURE ADJUSTMENT FACTOR (F) -2—Average pavement temperature versus Benkelman Beam deflection adjustment factors for Full- Depth and three-layered asphalt concrete Pavements gregate bases. (A thickness of Omm (0 in.) corresponds to a Full-Depth asphalt concrete pavement.) If all deflection measurements are made at the same temperature then. the adjustment can be applied to the mean deflection value. However, deflection values may be obtained over a period of several hours, during which time substantial changes can occur in pavement temperature. In these cases the temperature adjustment should be made before calculating the mean deflection and standard deviations. The critical period is the interval during which the pavement is most likely to be damaged by heavy loads. It is extremely important that the i i si iod. Representative Rebound Dellection reflect the most critical perioe Here are recommended methods for determining the critical period ad- justment factor: »” Scanned by CamScanner ‘Scanned with CamScamer‘A method of estimating pavement life is detailed below. Too man} trancous forces affect the condition of the pavement for any meth ~tima:ing its life to be considered as anything but an indication. estimate, however, is a valuable tool to use in planning future especially if the pavement section is re-evaluated every two or three to check the estimate and establish the trend of performance. To estimate how long before an overlay is needed: 1. Determine the Representative Rebound Deflection (RRD) | described in Article 4.04. 2. Using the Design Rebound Deflection Chart, Figure IV-5, and let ting the RRD equal the Design Rebound Deflection, obtain ihe maining EAL, EAL,. 3. Determine the average number of each type of vehicle on th design section for the current year. 4, Multiply the number of vehicles of each type by the appropriate Truck Factor selected from Table 111-4. 4 5. Sum the values and divide this number into the EAL, to determine a Growth Factor. 6. Estimate the traffic growth rate in percent. 7, With the Growth Factor enter Table III-3 in the column represent- ing the growth rate and find the Design Period for that Factor. ‘The Design Period is the estimated number of years before an overlay is needed. Example ‘Tworlane rural highway carrying an average of 5,000 vehicles per day, 10 percent of them being heavy trucks (2-axle, 6-tre, and larger) and |4 percent of them being panel and pick-up trucks (2-axle, 4-tire) Fifty per- cent of the trucks are in the design lane. Using the results of the Benkelman Beam deflection tests, estimate the length of time before an overlay is needed. 1. RRD = 1.08mm (0.042 in.) (See Example, Article 4.04.) 2, Remaining EAL, (EAL,) = 500,000 (from Figure 1V-5). 3 Traffic Analysis: Scanned by CamScanner ‘Scanned with CemScamerpaneer 015 o0 n 10,000,000 100,900,000 Scanned by CamScanner ‘Scanned with CemScamer DESIGN REBOUND DEFLECTION, MM~y 7) No. of Truck EAL ee ‘ Vehicles - Factor* (1x2) So 2 3 Single Unit Trucks axle, dre (58) 127, 00 x 0.02 2.300 2axle, 6-tire (12) x 0.21 5,500 \ 3-axle or more GQ) 6 x 0.73 a Alll singles (73) 159,900 Subtotal z t Tractor, Semi-Trailer & Combinations | axle 1) 2,200 x 047 = 7 1000 | 4axle (4) 8,700 x 0.83 = 7 1 S-axle @2) 48,200 x 0.98 = 47,200 All tractors, etc. (27) 59,100 Subtotal = 55,400 All Trucks (100) 219,000 BAL, = Total = 68,200 ‘Truck factors for other rural highways from Table M4. 4, Total trucks, per year, design lane = 219,000 EALg = 68,200 5, Growth Factor = EAbr = 500.000 . 7.33 EALy — 68,200 Traffic Growth Rate = 4 percent. Estimated years before overlay = 6.5 (from Table III-3). vv B. OVERLAY DESIGN BY DEFLECTION ANALYSIS To find the thickness of overlay needed: Determine the Representative Rebound Deflection as described in Article 4.04. Estimate the design EAL, (EAL,) that the pavement will be re- uired to support in the future, after overlay, using the procedure described in Chapter III. Enter the overlay thickness chart, Figure IV-6, at the Represen- tative Rebound Deflection determined in Step 1 and move up ver- tically to the curve representing the design EAL, (EAL,) deter- mined in Step 2 (interpo...ce if necessary) Move horizontally to the Overlay Thickness scale and read the thickness of overlay required, 1 46 Scanned by CamScanner c = = s ‘Scanned with CamScamerMETERS )VERLAY THICKNESS, MILLI! Oyen oT ASPHALT CONCRETE eae a 0.000 0.020 oo80 one omeo G10 orm ace aTeD ana PRD, INCHES Figure IV-6—Asphalt concrete overlay thickness required to reduce pavement deflections from a measured to 2 desigx deflection value (rebound test) Example Design an overlay for 2 four-lane Intersuate average of 16,000 vehicles per day. c For the proposed section to be overizid, the ectimeca 10,200,000 and the RRD = 1.l1mm (0.06 in) the & the R 1 thickoes of the overlay required is found in Figure 1V-6 19 be 125mm (5 =). Example Design an overlay for a fourlane Intersizte raral highway wich 22 average of 8,000 vehicles per day. 1, Representative Rebound Deflection: RRD = Lime @9em) 2. Traffic Analysis: The Volume is $0 percent of the previous exax- ple or EALy = 5,000,000. 3. Overlay Thickness: From Figure 1V-5 = 100mm .- 0m) 3 This example can be compared to the previous exampic to show icw © traffic affects overlay requirements, even though the deflecions are che same, a7 ‘Scanned with CemScamerChapter V EFFECTIVE THICKNESS PROCEDURES FOR STRUC: DESIGN OF OVERLAYS ON -The effective thickness pro jays is based on (he § PROCEDUR 5.01 EFFECTIVE THICKNES! TURAL EVALUATION AND ASPHALT PAVEMENT STRUCTURES cedure for the structural evaluation and design of over concept that pavements deteriorate, ic., have reduced life, after ¢ posure to traffic for extended periods of time. In effect, a pavement ruses" a part of its total life as a result of load repetitions imposed by traffic, By the time distress conditions appear on the surface of the paver ment a certain amount of the useful life of the pavernent has been used and must be accounted for in the design process. Ac the same time the “remaining life’ of the existing pavement can be utilized in designing the pavement for future conditions. ‘The procedure assumes that as a pavement uses part ofits total life it behaves as if it were an increasingly thinner pavement, i.c., its effective thickness becomes less and less to account for the expended portion of the total life of the pavement “To calculate the effective thickness of an existing pavement it is 1 necessary to know the composition of each pavement layer, the thickness 1 of each pavement layer, and the properties of the subgrade, To complete : the design process it is also necessary that some estimate be made of the Future traffic to which the pavement will be exposed after overlay. Tral- e ficis determined in terms of equivalent 80 KN (18,000 Ib) single axle load applications (EAL). t Fhe overlay thickness is the difference between the thickness required for a new pavement to withstand the future traffic EAL to which the ' pavement will be exposed after overlay and (he effective thickness of the : existing pavement. .~ d 5,02 SUBGRADE ANALYSIS—o design the thickness of an overlny using the effective thickness method jt is necessary 10 know the strength properties of the subgrade. When original desinn records are available, port limited testing sil i desirable to assure the design engineer that no Shange in soil conditions has taken place during the life of the existing caadeay. When original design data are not available, subgrade soll Strength should be established. Thus, one ofthe first steps inthe effective thickness procedure is to collect soil specimens to check or determine Strength values on which to base the required total thickness design, To ‘ wold biased results, random sample locations should be selected in each Soil type encountered, The subgrade soil samples are tested in the laboratory to determine their strength values, using the resilient modulus, : 49 Scanned by CamSeanner RA ‘Scanned with CamScamer(Metric) = 8.0 + 3.8 (R-value) (US. Customary) M, (psi) = 1500 CBR or : = 1155 + 555.(R-value) »~ Alternatively, subgrades can be designated by class using the following | uideli ? iidelines. In this procedure subgrade soils are classified into three Poor soils become quite soft and plastic when wet. Included are those soils having appreciable amounts‘of clay and fine silt. The coarser silts and sandy loams also may exhibit poor bearing properties in areas where frost penetration into the subgrade is a factor. Typical proper- ties: Resilient modulus = 30 MPa (4,500 psi), CBR = 3, R-value = 6. Medium soils retain a moderate degree of firmness under adverse moisture conditions. Included are such soils as loams, silty sands, and sand-gravels containing moderate amounts of clay and fine silt. Typical properties: Resilient modulus = 80 MPa (12,000 psi), CBR = 8, R-value = 21 Good subgrade soils retain a substantial amount of their load-support capacizy when wet. Included are the clean sands and sand-gravels and soils free of detrimental amounts of plastic materials. Excellent subgrade soils are unaffected by moisture or frost. They include clean and sharp sands and gravels, particularly those that are well graded. Typical properties: Resilient modulus = 170 MPa (25,000 psi), CBR = 17, Revalue = 43. The appropriate value of subgrade resilient modulus, M,, is used with this procedure. 5.03 TRAFFIC ANALYSIS—Design EAL, (EAL,)is estimated using the procedures outlined in Chapter 111. ~/4.04 EFFECTIVE THICKNESS OF EXISTING PAVEMENT STRUCTURE—Two methods are presented for determining the effec- tive thickness, T,, of existing pavement layers. Method 1 involves the use of a conversion factor tv. the entire Laren ee _ ones dition rating, plus the use of equivalency fact ors, various pavement materials to equivalent thicknesses of asphalt concrete. Scanned by CamScanner a ‘Scanned with CamScamerMethod 2 involves the use of conversion factors for each pavement I (based on the ‘condition of each layer prior to overlay) to directly convert (as yer to an. equivaent thickness of asphalt concrete, THe details of the two methods follow. Method 1 The conversion factors (C) given in Figure V-I are based on a remain- ing life analysis of typical pavement structures using the Present Ser iceability Index (PSI) as a measure of pavement distress.{PSI is determi ‘ed as described in Chapter Il, Article 2,03, or Chapter XIII, ‘The two curves in Figure V-1 reflect differences in how pavements per- form after overlay. It has been observed that after overlay some pavements exhibit a reduced rate of change in PSI, compared to their rate Pf change before overlay. The upper curve (line A) represents this condi- tion, The lower curve (line B) represents a projected rate ‘of change in PSI about the same as before overlay, and is somewhat more conservative. The choice between the two curves is largely a matter of judgment and experience. CONVERSION FACTOR 25 PRESENT SERVICEABILITY INDEX (PS!) ae Figure V-1—Conversion factors The equivalency factors of the emulsion bases in Table V-1_ vary depending on the characteristics ofthe base. These are identified by Type I. Il or lll, and have the characteristics described below. Type |—Emulsified asphalt mixes plant-mixed with processed, dense-graded aggregates, and having propertics similar to asphalt concrete. . 51 ' Bee mee B¥r ASH ic ks an w iy ur an ris Scanned by CamScanner ‘Scanned with CemScamerType N—Emutsified Asphalt mixes made with semi i processed, crusher- Tun, pit-run, or bank-run ‘aggregates, eal Type M—Emulsitied Asphalt mixes with sands of sity’ sands, TABLE v1 EQUIVALENCY FACTORS FOR CONVERTING LAYERS oF OTHER MATERIAL TYPES TO EQUIVALENT THICKNESSES OF ASPHALT CONCRETE Material Equivalency Type Factor (E) Asphalt Concrete 1.00 Type | Emulsitied asphalt base 0.95 - Type Il Emulsitied asphalt base 0.83 ‘Type Ill Emulsitied asphalt base Os? The effective thickness, T,, of each existing pavement layer is calculated by multiplying the actual thickness, T, of each layer by the conversion factor, C, and the appropriate equivalency factor, E:T, = T x Cx E. The total equivalent thickness of the pavement is obtained by summing the individual values for all pavement layers. (NOTE: The use of Method 1 is'restricted to pavements consisting of the materials listed in Table V-1 for which equivalency factors have been established. For pavements containing material types not included in Table V-1, Method 2 should be used for determining effective thickness.) Example otimine the effeive thickness of a twosayer Full-Depth asphal Pavement, PSI © 2.3. Even though cracked, the cracks ane Not open and the pavement appears to be stable, It consists of 50mm surace course and a 1sOmm (Gin) Type ll emuliied a pas base course. A conversion factor C = 0.70 is selected fe : Geuvalency factor E = 0.83 forthe Type Il emulsined cone) he determined from Table V.1. ae T, (AC) = 50x0.70x1.00 = 35mm (1.4 in.) T, (Type I) “= 1505 0.70 x0.83 = 87mm ¢ T, (All layers) = 122mm (4.8 in.) u Scanned by CamScanner ‘Scanned with CemScameriti termine Method 2 er conditions are det 3 © nm this method individual pavement yelected from Table V-2. The and appropriate conversion Ae ier is the product of the actual 1 effective thickness, Te, of hi ia propriate conversion factor: Te = i thickness, T, of each layer and the ap} ure is the sum of the effective x C. The Ty of the total pavement struct 1 thicknesses of all the layers. e data on materials to o There are not sufficient equivalency Ce tabulated conversion t set specific conversion factors for them. Thus, terials, are in some x factors in Table V-2, encompassing most paving a ‘are based on a t + degree subjective, Although the ranges in values shown are MATT e subjective analysis, experience has shown that they are reaso! e “ useful for overlay design. bs Example Determine the effective thickness of a two-layer asphalt pavement con- che sisting of a 75mm (3-in.) asphalt concrete surface over a 200mm (8-in.) ya emulsified asphalt base. The surface shows considerable cracking and of well-defined ruts in the wheelpaths. The base shows some cracking but little deformation in the wheelpaths. Conversion factors C = 0.5 for the ral surface and C = 0.7 for the base are determined from Table V-2. ata T, (AC surface) = 75x0.5 = 38mm (1.5 in.) ally T, (base) = 200x0.7 = 140mm (5.5 i sad T, (All layers) = 178mm (7.0 in.) ates of Example ‘om Determine the effective thickness of a three-layer pavement consisting “(Az of a 100mm (4-in.) asphalt concrete surface, a 150mm (6-in.) cement han stabilized base and a-100mm (4-in.) untreated crushed gravel base. The surface shows numerous transverse cracks and considerable alligator aij cracking in the wheel paths. The cement-stabilized base shows signs of aff pumping and loss of stability along the pavement edges. The conversion . factors, C = 0.5 for the surface, C = 0.3 for the cement-stabilized base CRS and C = 0.2 for the crushed gravel base, are determined from Table V-2. oe T, (AC surface) = 100x0.5 = 50mm (2.0 in.) bd T, (cement-stabilized base) = 150.x0.3 = 45mm (1.7 in.) rban T, (gravel base) = 100x0.2 = 20mm (0.8 in.) fic is Te (all layers) 115mm (4.5 in.) asing 3, t Scanned by CamScanner ‘Scanned with CemScamer@ are they Spply ONLY to Palicable ts ongharement evaluation for overlay inal thickness design, .) Classification of Material Description — of Matera Paco a) Native Subgrade in all cases >) Improved s; - jubgrade**—predominantly granular materials—may contain some sil silt and clay but have P.l, of 10 or less ©) Lime modified sub: grade constructed from high Plasticity soils—P.l, greater than 10. Granular Subbase or Base—Reasonably well- 0.1-0.2 graded, hard aggregates with some plastic fines and CBR not less than 20, Use upper part of range if P.L is 6 or less; lower part of range if P.l. is more than 6, mM Cement or lime-fly ash stabilized subbases and 0.20.3 bases** constructed from low plasticity soils—P.1. of 10 or less, Vv a) Emutsitied or cutback asphalt surfaces and 0305 bases that show extensive cracking, con- siderable raveling or aggregate degradation, ap- preciable deformation in the wheel paths, and lack of stability, b) Portland cement conciete pavements, (including those under asphalt surfaces) that have been broken into small pieces 0.6 metre (2 ft) or less in maximum dimension, prior to overlay con- struction. Use upper part of range when subbase is present; lower part of range when slab is on subgrade, ¢)-Cement or lirhe-tly ash stabilized bases** that have developed pattern cracking, as shown by reflected surface cracks. Use upper part of rangq when cracks are narrow and tight; lower part of range with wide cracks, pumping or evidence of instability. factors for con- 7 vanges of Conversion Factors are multiplying Meee cl inennest of existing structural layers to equivalent thickness or asphalt concrete. **Originally meeting m fied by most state highway trengths and compaction requirements specl- anway departments (See Article 1,02 DEFINITIONS), Scanned by CamScanner ‘Scanned with CemScamerTABLE V-2 “THICKNESS TO ION FACTORS FOR CO! cower PAVEMENT COMPONENTS ~ OF EXISTING EFFECTIVE THICKNESS (T,) (continued) —- iin rin Fa ors” Classification of Material v vil of Material 2) Asphalt concrate surtace and base that oxnibit 0.50.7 appreciable cracking and crack patterns. » that exhibit some fing cracking, some raveling or aggtngate degradation, and slight deformation in the wheel paths but remain: stable. ¢) Appreciably cracked and faulted portland ce- ment concrete pavement (including such under asphall surfaces) that cannot be alfectively undersealed. Slab fragments, ranging in size from approximately one to four square metres (yards), and have been well-seated on the subgrade by heavy pneumatic tited rolling. a) Asphalt concrete surfaces and bases that 07.09 exhibit some fine cracking, have small intermit- tent cracking patterns ang slight deformation in the wheel paths but temain stable. by) Emutsitied or cutback asphalt surlace and bases that are stable, generally uncracked. show no bleeding, and exhibit little deformation in the wheel paths. ©) Portland cement concrete pavements (including such under asphalt surlaces) that are stable and undersealed, have some cracking but contain no pieces smaller than about one square metre (yard), a) Asphalt concrete, including asphalt concrete 0.9.1.0 base, generally uncracked, and with little defor- mation in the wheel paths. b) Portland cement concrete pavement that is stable, undersealed and generally uncracked. ¢) Portland cement concrete base, under asphalt surface, that is stable, non-puinping and ex- hibits little reflected surface cracking. Scanned by CamScanner ‘Scanned with CemScamer ‘ d ' t—_ EPTH ASPHALT CONCRETE FULL-DI Figure V-2—Design chart for FullDepth asphalt concrete (Sal. Metric) FULL-DEPTH ASPHALT CONCRETE Scanned by CamScanner ‘Scanned with CemScamer5.05 CALCULATING OVERLAY THI ee thickness overlay design procedure g ICKNESS—The effective ven inthis q relationship ‘ ni this manual makes use of the T= 1,-T. Ty = thickness of overlay ' Ty = thickness of a new pavement required for expected traffic (EAL4) E and subgrade conditions (M,) after overlay (obtained from Design Chart V-l or V-2), and T,. = effective thickness of the existing pavement structure (See Article 5.08) Example : Design an overlay for the pavement described below. | Given: subgrade M, = 82.7 MPa (12,000 psi) EALg = 2x 106 repetitions Te (all layers) = 115mm (4.5 in.) From Design Chart V-1, (V-2),T, = 240mm (9.5 in.) 1, = 1, 1 Ty = 240 - 115 = 125mm (4.9 in.) Use 130mm (5.0 in.) Example Design an overlay for the pavement described below. Given: subgrade M, = 103.4 PMa (15,000 psi) : EALy = 3x 108 repetitions : Te (all tayers) = 178mm (7.0 in) From Design Chart Vel, (V-2),Ty = 240mm (9.5 in) To = Ta- Te Ty = 20 = 178 = 62mm (23 ind ‘Scanned by CamScanner ‘Scanned with CemScamer: - CORRECTING SURFACE DEFICiENCI CURFACE PREPARATION AND ONSTRUCTION OF OVERLAYS ne Y —The major reasons for ise adequate pavements are excessive permeability, sur- Surface roughness, and surfaces with low skid-resistance. TE 6.01 NEED FOR RENEW overlaying otherwi Sante face raveling, Permeability and Raveling 7 The causes of excessive permeability and raveling usually are thesame: construction during wet or cold weather, mixtures that lack sufficient asphalt, or pavements that have not been compacted to proper density. Any of those causes may affect pavement strength, but not necessarily to 3 ° a the point where structural distress will develop. The requirements for ef- i fective corrective treatment of excessive permeability and raveling arethe = same: a surface treatment or overlay that also seals the surface. 3 Roughness 7 1 Surface roughness may be caused by settlement, raveling, nonuniform wear, corrugations and similar irregularities. Local structural distress should be corrected, followed by local or general leveling of minimum thickness to ensure a smooth riding surface. Leveling should be followed =; by a surface treatment or overlay. | ‘A distorted cross-section may result in a poor riding surface on an otherwise satisfactory pavegient. Correction of this deficiency involves construction of leveling wedges followed by an overlay, In many cases riding quality can be restored by planing or cold-milling the rough or distorted surface of the pavement. If it is determined that a structural overlay is not required, a thin overlay should be applied to teplace the material removed. Slippery Surface Corrective design for a slippery surface requires a skid-resistant surfac- ing material, Properly designed sand-asphalt or fine-graded asphalt con- crete made with hard, polish-resistant aggregate is required. In some cases, surface treatments and slurry seals can also be used effectively. If hydroplaning is a problem an open-graded wearing or friction course can be applied. Open-graded courses also can be used to reduce traffic noise. Scanned by CamScanner _ Se ‘Scanned with CemScamer