Está en la página 1de 21

Highway Engineering C3010 / UNIT 14

FLEXIBLE PAVEMENT DESIGN

UNIT 14

FLEXIBLE PAVEMENT DESIGN

OBJECTIVES
General Objective

To know the methods and procedures in designing the flexible pavement for
roads in Malaysia.

Specific Objectives

At the end of the unit you should be able to :-


• describe the basic layers of road design
• calculate the design using the required formula and figure.
• design the basic flexible pavement using JKR method.
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

INPUT

FLEXIBLE PAVEMENT DESIGN

14.0 INTRODUCTION

A typical section through a pavement is shown in the following sketch ( not to


scale )

Surfacing Wearing course


Base course

Upper
Road-base
Lower

Sub-base

Capping

Sub-grade

In some type of construction some layers maybe combined.

14.0.1 Foundation

Foundation provides uniform support to the pavement through its


life so that maintenance operation is confined to the upper level of the
pavement.
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

i. Sub-grade – either natural soil or material placed to form


embankment.

ii. Capping – on sub-grade with a low CBR, a capping layer


is required provide working. Platform on which
sub-base construction can proceed with
minimum intersection from wet whether a
minimize effect at weak sub-grade on road
performance.

14.0.2 Sub-base

This layer forms the upper of the pavement foundation and


provides a regulated working platform at a consistent strength on which to
transport, place and compact the bound layers of pavement.

14.0.3 Road Base

Road base is a main structural element that purposes to spread


induced by repeated wheel loads over the foundation and to with stand
internal stresses without excessive deformation.

14.0.4 Surfacing

Surfacing is done in order to provide acceptable running surface of


adequate skid resistance and to reduce water penetration to underlying
layer.
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

14.1 FACTORS FOR DESIGN


14.1.1 Failure Criterion

The definition from Croney, failure as transformation shape or deflection of 20mm


tire’s lane not speeding that measuring from ground level.

Slow lane Fast lane

20 mm

14.1.2 Traffic Loading

Protection of the sub-grade from the loading imposed by traffic is one of


the primary functions of a pavement structure. The designer must provide a
pavement that can withstand a large number of repeated applications of a
variable-magnitude loading. The primary loading factors that are important in
flexible pavement design are
1. Magnitude of axle (and wheel) loads.
2. Volume and composition of axle loads.
3. Tire pressure and contact area.

The magnitude of maximum loading is commonly controlled by legal load


limits. Traffic survey and loadometer studies are often used to establish the
relative magnitude and occurrence of the various loading to which a pavement
during its design life is a very difficult but obviously important task. Most design
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

procedures provide for an increase in traffic volume on the basis of experience


by using some estimate growth rate.

14.1.3 Climate or Environment

The climate or environment in which a flexible pavement is to be


established has an important influence on the behavior and performance of the
various materials in the pavement and sub-grade. Probably the two climatic
factors of major significance are temperature and moisture.

The magnitude of temperature and its fluctuation affect the properties of


certain materials. For example, high temperatures cause asphaltic concrete to
lose stability whereas at low temperatures asphaltic concrete becomes very hard
and stiff. Low temperature and temperature fluctuations are also associated with
frost heave and freeze-thaw damage. Granular materials, if not properly graded,
can experience frost heave. Likewise, the sub-grade can exhibit extensive loss in
strength if it becomes frozen. Certain stabilized materials can suffer substantial if
large numbers of freeze-thaw cycles occur in the material.

Moisture also has an important influence on the behavior and performance


of many materials. Sub-grade soils and other paving materials weaken
appreciably when saturated, and certain clayey soils exhibit substantial moisture-
induced volume change.

14.2 FLEXIBLE PAVEMENT DESIGN METHOD

14.2.1 JKR Method

This method is a combination of two methods above using a formula and


figures from the result of the testing. A complete guideline for pavement
design can be found in “Arahan Teknik (Jalan) 5/85”. The thickness of the
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

pavement depends on the CBR value and the Total Cumulative of


Standard Axle ( JBGP ).

Some data need to be collected before starting any design. They are;
i. Design life.
ii. Road hierarchy base of JKR classification.
iii. Average daily traffic volume.
iv. Percentage of commercial vehicle.
v. Yearly rate of traffic growth.
vi. CBR value for sub-grade.
vii. Topography condition.

14.2.3.1 Design Life

The design life on JKR Design Method is suggested for 10 years.


The design life begins from the road starts in use for traffic until the
maintenance is required.

14.2.3.2 Road Hierarchy Base Of JKR Classification.

a. Road Classification and its Construction Material.

CLASS TYPES OF CONSTRUCTION


A1 Concrete Surfacing
A2 Hard Bituminous Metalled
B Hard Waterbound Metalled
C Hard Bituminous Sealed
D Gravelled Waterbound
E Soil Surfacing

b. Category and its road width.


Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

CATEGORY WIDTH OF ROAD RESAVE


W (m) R (cm)
01 4.5 20.0
02 5.0 30.0
03 6.0 30.0
04 7.0 40.0
05 7.5 40.0
06 3.5 per lane 40.0 or more
Notes : 01 – 03 – Village Roads.
04 – 06 – Urban Roads.
14.2.3.3 Classification by JKR Standard

Road hierarchy Description

R1U & R1 ( A)U1 ( A) The lowest of hierarchy and geometry design level. Traffic for one
way.
R2U 2 This road hierarchy is same like R3 type. Geometry design
U3
level is lowest from R3 type. The lowest hierarchy for single
U3
carriageway.
R3U 3
This road is design for local traffic. Geometry design level – low
and non inflow traffic control.
R4U 4
Another road is allowed to intersect in the same level. Geometry
design level is intermediate. Allowed maximum velocity –
intermediate.
R5U 5
Inflow control degree – half. Distance – quite far. Geometry design
R6U 6 level – high.

Inflow control degree – fully. Distance – far. Geometry design level


– high

Notes :
R – Rural
U – Urban

14.2.3.3 Traffic Estimation


Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

To design using this method, commercial vehicles without loading


weight more than 1500 kg are to be taken.

The formula is include:

1 Pc 
Vo = PLH  x365 x 
2 100 

Where :
Vo = Total of Yearly Commercial Vehicle for one
direction.( JBKP )
PLH = Average Daily
Traffic Ratio for two directions.
Pc = Commercial Vehicle Percentage.

To determine the Total of Yearly Commercial Vehicle ( JBKP ) for


the one direction for ever lasting Design Life, we have to apply
following formula;

x
Vo [( 1 + r ) −1]
Vc =
r

Where;
Vc = JBKP at one direction for ‘x’ year.
r = Rate of Traffic Growth.
x = Road pavement Design Life ( in year’s unit )
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

To determine the Total Cumulative of Standard Axle ( JBGP ) for


traffic mixture, equivalent axle load concept is used.

JBGP = JBKP x equivalent factor

Where ;
JBKP = Vc
Equivalent Factor = use the data in Table 10.7 = e

Thus,

JBKP = Vc x e

Using the JKR Method, the traffic volume checklist is used by


comparing the maximum traffic volume. The formula is;

Vx = V 1 ( 1 + r ) X

Where;

Vx = The total traffic volume (commercial and non


commercial) at the end of pavement design life
of one direction after ‘x’ year.
V1 = The Daily Traffic Volume of one direction
r = Rate of Yearly Traffic Growth.
x = Life design (in year’s unit)
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

c=IxRxT
Where;
c = Maxima Traffic Loading per hour for one way.
I = Absolute Traffic Loading per hour - ( Refer
Table 10.8 )
R = Road Decreasing Factor – ( Refer
Table 10.9 )
T = Traffic Decreasing Factor – ( Refer Table
10.10 )

In JKR Standard, Traffic Loading for an hour is assumed that equal


with 10 % daily loading, as:

C = 10 x c
Where;
C = Daily Traffic Loading ( 24 hours traffic loading
at one direction)
c = Traffic Loading per hour.

With comparison ‘C’ value and ‘Vx’, we can conclude that;

a). C > Vx - Road still obtain to support the Traffic Volume


at the end of the life design for ‘x’ years.
b). C < Vx - Road cannot obtain to support the Traffic
volume at the end of the life design for ‘x’
years.

For (b) condition, this formula are used,


Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

C = V ( 1 + r )n

Where;

log( C / V )
n = log( 1 + r )

C = Daily Traffic Loading for one way ( 24 hours )


V = Daily Traffic Volume for one way that
assumed loaded for road.
r = Rate of Yearly Traffic Growth.
n = Life Design.

14.2.3.4 CBR-Sub-grade Value

To determine the CBR value, 1.0 m sub-grade soil must be taken


from the hard rock level. To get CBR for sub-grade design, this
formula must be applied.

NGC (%) =
( NGC 1)1 / 3 h1 + ( NGC 2)
1 / 3 h 2 +.......... .. (
NGC n)
1 / 3 hn


 100
 

Where;
NGC1, NGC2 , = CBR value for layer 1,2 ….
h1, h2 = soil deepness from form level for
sample 1,2 ….
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

14.2.3.5 Pavement Thickness Design

Figure 10.8 shows the Nomograph Thickness Design that is used


to design pavement thickness. An early process of design, the
CBR (Sub-grade) and JBGP value must be determined first. To use
the Nomograph, the following steps are normally applied.

Line A value is fixed to 3% and line B is the required JBGP. Draw a


straight crossed line. Then determine C values i.e the thickness
Equivalent, (TA).

a. Insert CBR design value at the line A and draw a line by using
previous C value until crossing line D, Determine D value i.e the
Equivalent Thickness Interval (TA’), if all the entire pavement is
constructed from the wearing course or road base.

To determine the thickness of each pavement layer, table 10.11


and table 10.12 is used with the following formula below i.e to
determine D1, D2 and D3 value of the surface layers, base and road
sub-base.

SN = a1D1 + a2D2 + a3D3

Where,
a 1, a 2, a 3 = Determine from the table 10.11 based on the
types of pavement requirement at the certain
layers.
= Layer Structure Coefficient.

D1, D2, D3 = Approximate thickness design of the certain


Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

layer ( minimum thickness value according to


table 10.12 )
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

ACTIVITY 14

TEST YOUR UNDERSTANDING BEFORE YOU CONTINUE WITH THE NEXT


INPUT

Question

1. State the factors of design that will give impact on to the designing of
flexible pavement.
2. What is the meaning of R2U 2 in road hierarchy outlined by JKR standard.
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

FEEDBACK ON
ACTIVITY 14

Answer

1.
a. Failure Criterion
b. Traffic Loading
c. Climate or Environment
d. Moisture

2. R2U 2 -

This road hierarchy is same like R3


U 3 type. Geometry design level is
lowest from R3
U 3 type. The lowest hierarchy for single carriageway. R is
for Rural and U is for urban,
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

Question

A road with hierarchy of 05 has a surface width of 7.0 m and road reserve of
40.0m is to be built as a main road in a residential area. It has a initial average
daily traffic of 7000cv/day in both directions. The rate of traffic growth is 7%.
Percentage of commercial vehicle is 25%. Design a flexible pavement for the
road which needs a design life of 10 years. The CBR for sub-grade of the road is
5%. ( Employ the JKR Malaysia Design Method ).

Note:
Requirement of pavement layers:
i. Wearing Course = Asphalt Concrete.
ii. Road-Base Course = Broken Aggregate.
iii. Sub-Base Course = Broken Aggregate.
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

Answer

1 Pc 
Vo = PLH  x365 x 
2 100 

1 25 
Vo = 6800  x365 x 
2 100 

= 310250

x
Vo [( 1 + r ) −1]
Vc =
r
10

310250 [ ( 1 + 0.07 ) −1]


Vc =
0.07

= 4286552.98

JBGP = JBKP X EQUAVALENT FACTOR

JBKP = Vc x e

JBKP = 4.29 x 106 x3.0


Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

= 12.87 x 106

Vx = V1 ( 1 + r ) x

Vx = 6800/2( 1 + 0.07 )10

Vx = 6689

c=IxRxT

I = Absolute Traffic Loading per hour - ( Refer


Table 10.8 )
= 2000/2
= 1000

R = Road Decreasing Factor – ( Refer


Table 10.9 )
= 1.0

T = Traffic Decreasing Factor – ( Refer Table


10.10 )
= 100/(100 + 25 )
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

= 0.8

c = IxRxT
= 1000 x 1.00 x 0.8
= 800 vec/hr/lane

C = 100c

= 100(800 vec/hr/lane )

= 8000 vec/day/lane

From Nomograph Diagram;

D = 43 cm

From table10.11 and table 10.12

a1 = 1.00

a2 = 0.32

a3 = 0.25

From table 10.12

Wearing Course = 4+5


Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

= 9 cm

Base Course = 10 cm

Sub Base = 10 cm granular

SN = a1D1 + a2D2 + a3D3

SN = 1D1 + 0.32D2 + 0.25D3


= 43 cm

Try and Error

1. D1 = 9
D2 = 10
D3 = 10
SN = 1(9) + 0.32(10) + 0.25(10)
= 14.7 cm < 43 cm

2. D1 = 20
D2 = 40
D3 = 50
SN = 1(20) + 0.32(40) + 0.25(50)
= 46 cm > 43 cm

3. D1 = 18
D2 = 40
D3 = 50
SN = 1(18) + 0.32(40) + 0.25(50)
Highway Engineering C3010 / UNIT 14
FLEXIBLE PAVEMENT DESIGN

= 43.3 cm < 43 cm OK

También podría gustarte