LOU IL RECOMMENDATIONS FOR THE STRUCTURAL DESIGN OF FLEXIBLE PAVEMENTS SANTIAGO CORRO SPONSORED BY SECRETARIA DE ASENTAMIENTOS HUMANOS Y OBRAS PUBLICAS OCTOBER 1978 E- 3 5 UNIVERSIDAD NACIONAL AUTONOMA DE MEXICORECOMMENDATIONS FOR THE STRUCTURAL DESIGN OF FLEXIBLE PAVEMENTS* by SANTIAGO CORRO Research Professor, Institute of Engineering, UNAM * Presented at the XV'" World Highway Congress, Permanent International Association of Road Congresses, Question II: Flexible Pavements, Mexico, October 1975.ABSTRACT 1, INTRODUCTION 1.1 Research objectives 2. RESEARCH SUPPORTING THE METHOD OF DESIGN 2.1 Research programme 2.2. Conclusions derived from the research programme 2.3 Failure criterion 3. DESIGN CRITERION DEVELOPED 3.1 Structural function of the highway 3.2. A simplified mathematical model for practical application 3.3 Field of application of proposed charts 4. DESIGN CHARTS AND RECOMMENDATIONS FOR USE 4.1. Description of the charts 4.2. Recommendations for use 4.3 Structural design and systems analysis 44 Future Research 5. A COMPARISON OF THE DESIGN CRITERION AND EXPERIMENTAL RESULTS OF THE AASHO TEST 5.1 Pavement thicknesses required and coefficients of damage due to equivalent traffic of 8.2 ton (18 kip) 5.2. Generalization of the proposed criterion 6. CONCLUSIONS 7. ACKNOWLEDGEMENTS 8. REFERENCES FIGURES APPENDIX A, DEVELOPMENT OF THE DESIGN CHARTS A.1 Simplified mathematical model A.2. Hypotheses of the design criterion established APPENDIX B. DESIGN CHARTS Wann enn wwraws ul 12 13 7 25 25 25 35RESUMEN Se presenta un criterio tebrico-experimental para el disefio de pavimentos flexibles de carretera, basado en las investigaciones realizadas en el Instituto de Ingenierfa, UNAM (tramos de prueba, evaluacién de carreteras existentes y pista circular), durante el periodo 1962-1973. En el método empleado se supone que la estructura de a carretera corresponde a un s6lido de capas miiltiples y resistencia relativa uniforme, en el cual el logaritmo de la resistencia (VRS,) es proporcional al logaritmo del nuimero acumulado de ejes sencillos equivalentes de 8.2 ton (EL), La correlacién experimental obtenida es muy satisfactoria, Las condiciones de falla bajo la accién del transito equivalente acumulado (ZL) se establecen en términos de (0,, 2), donde @, representa el esfuerzo vertical correspondiente a la carga wltima a esa profundidad (z). Para fines de proyecto, la duracién hasta la falla a. (ZL) se define por las condiciones (VRS, z). Las grfficas de diseflo (Apéndice B) incluyen numerosas variables que deben anali- zarse dentro de un marco de referencia general para llegar a soluciones econémicas. Se considera que el método es confiable y facil de aplicar. A través de su empleo en la prictica, y con ayuda de Jas investigaciones en desarrollo, se podrén hacer los ajustes necesarios,ABSTRACT ‘A semi-empirical method for the design of flexible road pavements is presented. It is based on the research conducted through the Institute of Engineering (experimental test roads, evaluation of existing highways, and circular test-track) from 1962 to 1973. The method assumes that the road structure is properly simulated by a multilayer a solid of uniform relative strength, in which the logarithm of the strength (CBR,) is propor- tional to the logarithm of the cumulative number of 8.2 ton single axle loads (ZL). The experimental correlation is highly satisfactory. Failure conditions under equivalent cumulative traffic (ZL) are stated in terms of (c,, 2); where @, represents the vertical stress corresponding to the ultimate bearing capacity at depth (2). For design purposes, life to failure (ZL) is defined by the conditions (BR, , 7). Design curves (Appendix B) include numerous variables, which should be analyzed within a general framework to reach economic solutions. It is considered that the method is reliable and it is not difficult to employ. In the course of the application of the method, and in the light of the research in progress, neces- sary adjustments may be made.1, INTRODUCTION 1.1. Research objectives In 1962, a research programme, sponsored by the Ministry of Public Works (SOP), was launched to study the structural design of flexible road pavements. This programme is being carried out by the Institute of Engineering, UNAM and the fundamental objective is to develop improved methods of design in the construction and reconstruction of low traffic volume high- ways, taking into account national conditions as regards available materials, traffic characteris- tics, climate, regional conditions, maintenance, specifications, construction procedures, safety factors and the investment programme. The design criterion developed as a result was based upon the full analysis of experi- ments undertaken over the period 1962-1973 (refs 1 to 4). During the course of the research, work done in other countries was analyzed and the criterion proposed herein is compatible with the most recent information (refs 5 to 10). The method is considered reliable and its application may make significant economies possible if the recommendations made in the course of the study are taken into account Furthermore, in practice any adjustments that may be required can be made,2. RESEARCH SUPPORTING THE METHOD OF DESIGN 2.1. Research programme The studies undertaken comprise three complementary aspects: a) Investigation into the behaviour of three test roads localized along two Federal Highways. The criterion selected involved the construction of a limited number of experi- mental sections (IzGicar and Salinas), parts of highways under construction, in different clima- tological zones, which were designed factorially to distinguish the effects of the main variables. Standard SOP specifications and procedures were used and a rigorous control was maintained of uniformity of the characteristics of the materials of the surfacing, base, subbase and earthworks, The main objective of this study was to establish typical tendencies in the behaviour of the pavements tested, To date the experimental test highways have been under observa- tion for about ten years, under normal service conditions. Up until December, 1973, the greater number of the 80 sections, each 30 m in length and one lane wide, were in good condition, with ratings above 2.5 (refs 1 to 4, 11 and 12), All of those sections in which structural failure has been observed belong to Test Road 2, The test highways are representative of critical conditions of deferred maintenance. The pavement of Test Road 1 has received no maintenance since it was opened to traffic in 1964, A sealing coat was applied to Roads 2 and 3 in 1967; no other maintenance work has been undertaken, leaving aside repairs to sections outside the test lengths in which structural failure occurred. In general terms, deterioration of the highway increases linearly with the logarithm of the cumulative number of equivalent loads borne, Thus the information regarding behav- iour 1963-1973 is significant, since the greater part of the structural damage to be expected over the life of the project has already occurred, b) The study of the behaviour of highways representative of the national system. 96 sections, each $00 m in length, were analyzed in detail as part of a full factorial experiment with one replicate (refs 3 and 4), The information thus obtained, permitted the qualitativeverification of tendencies observed in the test highways and in the circular test track. Among the experimental data of greater interest observed to date, are the dynamic determinations of the overall resistance of the highways, where it has been found that seasonal variations in the maximum deflections measured with Dynaflect equipment are of little relative importance. c) Investigation of behaviour to failure of full-scale sections of highway constructed in a 14 m diameter circular test track, under 10 ton single axle loads applied through double wheels equipped with 10.00-20 conventional type truck tyres (refs 13 and 14), The installation is designed for the simultaneous testing of three different highway sections at operating velocities of between 4 and 40 km/h, with a normal velocity of 10. km/h. ‘The planning and construction of the circular track constituted, in themselves, funda- ‘mental aspects of the research programme which the Institute was commisioned to undertake. 18 structural sections have been tested (6 test rings) with pavements comprising a base layer with a surface treatment on subgrades and earthworks of the same clayey-loam material, with different strength characteristics, obtained by varying the degree of compaction and test conditions as in the case of construction procedures: sections were impermeabilized or saturated, flooding the slope zone to establish the water table at a depth of 60 cm beneath the riding surface, Pavement thicknesses tested range between 15 and 70 cm, while the subgrade varied between 20 and 100 cm in thickness. The embankment was such as to give a total depth of 150 cm and ranged between 115 and 85 cm in thickness, except in the case of test ring 6 where a select subgrade layer only was placed to constitute the total earthwork. 2.2 Conclusions derived from the research programme Studies undertaken in different parts of the world together with the research developed in the Institute of Engineering, UNAM, suggest the following conclusions: a) Deflections at low velocity measured at the surface of the pavement approachBoussinesq’s adimensional charts for a depth (z) equal to the pavement thickness, deduced for the case of a flexible plate resting upon an elastic, homogeneous and isotropic medium, of semirinfinite dimensions (refs 15 to 17). b) For multilayer systems, representative of normal conditions as regards elastic moduli, it has been found that Boussinesq’s prediction for the distribution of vertical stresses in a half elastic space is adequate (ref 16) and is of a precision similar to that of Burmister’s criterion for two or three layers, ©) Numerous studies, including the AASHO tests and research carried out by the Insti- tute of Engineering, UNAM, have shown that failure in flexible pavements has a significant correlation with the distribution of normal stresses (refs 10, 15 and 16), d) The use of the circular test track made it possible to establish, for the particular x cases analyzed, a linear relation between the logarithm of the required strength (CBR) and the logarithm of the number of equivalent applications (ZL) borne to failure (refs 2 and 15). This highly important conclusion . is a generalization of the laws of fatigue for soils structured in layers, and led to the development of the design criterion presented herein. 2.3 Failure criterion For both the test roads and the highway network the AASHO rating concept or the present serviceability were used to define the functional failure of the pavement. The most significant factor is the slope variance of the longitudinal profile of the road (refs 18 and 19). In the case of the circular track, due to the uniformity of construction and the canalization of the traffic, the most significant factor for the measurement of damage was found to be the permanent deformation at the surface, Slope variance showed only a low correlation, For this reason, the objective criterion establishing a maximum tolerable deformation was used. In accordance with British practice the level of rejection was taken as a permanent deforma- tion of 2.5 cm measured at the highway surface, In the case of the models, as in reality, failures are progressive; thus it was necessary to further establish the percentage of the deteriorated area at the moment of failure toobtain significant information. ‘A pavement model was considered to have reached failure when 20 per cent of the total length revealed permanent deformations of 2.5 cm or more, measured in relation to the original profile. Since, in the case of field studies, failure is established by reference to the present serviceability index or the average rating fixed by a group of users, a preliminary formula for transformation from permanent deformations to ratings was defined (refs 2 and 15). 3. DESIGN CRITERION DEVELOPED 3.1. Structural function of the highway ‘As formulated, the method establishes the need for a basic change of criterion. Thus it is normal to speak of the design of the pavement which, by definition, comprises the various layers of surfacing, base and subbase, supported by the subgrade layer. This implicitly assumes that the subgrade constitutes the weakest layer and that no possibility of the failure of the other layers exists, This hypothesis commonly gives rise to inadequate structures, entua since the subgrade does not necessarily constitute the critical zone, This problem is a\ ted in the case of reconstruction, since the reinforcement of the pavement surface is not always the most economic solution; if the source of failure lies in the lower part of the earthwork, the most adequate solution might require the improvement of the resistance of these layers and the subsequent construction of a light pavement, In the criterion proposed herein the whole structure is analyzed (fig 1) and, indeed, it becomes necessary to refer to the structural design of highways with flexible pavements, rather than the design of flexible pavements for highways, the usual expression today. 3.2 A simplified mathemat | model for practical application The method is based upon a theoretical generalization of experimental data obtained from the Institute’s circular test track and from the Test Roads at Iziicar and Salinas (figs2 to 4), This information is in agreement with observations of the behaviour of highways representative of the national system (refs 1 to 4 and 11 to 15) The hypothesis is accepted that the most economical highway is that with a uniform relative strength in all its layers and which reaches functional failure only when it has sup- Ported the cumulative number of equivalent load applications (ZL) specified for its projected life. If the relative resistance is not uniform throughout the different layers of the structure, it is assumed that the layer of minimum strength determines the useful life of the highway. The method employs the concepts of bearing capacity in cohesive soils and Boussinesq’s theory of the distribution of vertical stresses (0,) (deduced for a circular, static flexible plate uniformly supported at the surface of an elastic, homogeneous, isotropic medium) in the particular case of @ multilayered structure of uniform relative strength, subject to repeated loads of an equivalent single axle with a static weight defined as 8,2 ton and with a constant impact coefficient (1). It is further assumed that the California bearing ratio at the a site (CBR) is a good indicator of the bearing capacity of the different layers (fig 5). Failure due to fatigue in a layer at the surface of the highway is analyzed in the light of the hypothesis that there is a linear relation between the logarithm of resistance (log CBR) and the logarithm of the cumulative number of equivalent 8.2 ton single axle loads (log DL) (figs 6 and 7), For any layer of depth z, the concept is generalized, multi- plying the resistance at the surface GR,..) by Boussinesq’s coefficient of influence (F,) assuming by definition a structure of constant relative strength. The analysis of the data (refs 1, 2 and 20 to 26) by reference to these hypotheses, based upon experimental evidence, made it possible to establish the equations of the design charts for different degrees of reliability as regards the minimum strength required in any layer, so that the structure might support a determined number of equivalent applications (ZL) before surface deterioration reached the level defining functional failure of the highway (Appendix A, figs 7, B.1 and B.2), It may be observed that the coefficient of correlation obtained when interpreting the experimental data according to the set of hypotheses stated, is very high: r = 0.999 in thecase of tests on the circular track. Furthermore, the standard error (S,,) is low. It is estimated that chart predictions are reliable for conditions similar to those studied. On the basis of the design charts, another curves were drawn theoretically to estimate relative damage at any depth, produced by different types of single and tandem axles at different tyre pressures (A,,). (Appendix A, fig B.3). 33 Field of application of proposed charts The design charts presented in Appendix B, are iimited to the case typical of the structures employed in Mexico, where the thickness of the asphaltic concrete surface rarely exceeds 7.5 cm and where the other layers of the structure are constituted by granular materials or fine soils stabilized mechanically by compactation. In the case of thick asphaltic pavements, the design hypotheses would vary and it would be necessary to take into account the radial stresses that can give rise to failures due to fatigue in the asphaltic concrete. Equally, in the case of bases and subbases stabilized with asphalt, lime or cement, complementary research would be required. Furthermore, in cases of deformability affecting the embankment due to volumetric changes, settlements or consolidation, the design would consist fundamentally in the control of the deformations of the embankment using methods traditional to soil mechanics, followed by recommendations regarding the desirable thickness of the pavement to ensure the adequate transmission of stresses to the earthworks and foundation sil. Where excessive deformation cannot be controlled, design by planned stages is recommended with lighter pavements than those designed for prolonged life, since failure will be due to deformation in the foundation layers and not to traffic. 4. DESIGN CHARTS AND RECOMMENDATIONS FOR USE 4.1 Description of the charts ‘The design charts developed are given in Appendix B and comprise: B.1 Chart for the structural design of highways with flexible pavements. Rejectionlevel 2.5 on the scale 0-5 of the present serviceability. Normal conditions (General design chart emphasizing the concept of uniform relative strength; it provides the profile of California bearing ratios (CBR) required at any depth (2), in function of cumulative equivalent traffic for the projected life (ZL) B.2 Chart for the structural design of highways with flexible pavements, Rejection level 2.0-2.5 on the scale 0-5 of the present serviceability. Applicable to secondary high- ways under favourable conditions (Simplified chart, useful for routine design) B.3. Chart to estimate damage coefficients due to traffic, in relation to 8.2 ton single axle (p = 5.8 ke/em?, a= 15 cm) B.4 Traffic damage coefficients for typical vehicles. 42 Recommendations for use It must be stressed that the charts have been developed upon the basis of the most unfavorable relative bearing value to be expected at the site (CBR,), so that a degree of reliability compatible with the importance of the highway must be selected. Thus the effecti- vity of the method will depend upon the precision with which critical relative bearing values are estimated (refs 27 to 30) for diverse degrees of compactation and moisture equilibria. It may be observed that the most significant argument when entering the chart, within the interval of practical interest, is that of resistance measured in terms of CBR,. For example (fig B.1), for a road in normal conditions and a layer at a depth 2 = 70 om, a variation of two to three per cent in the GR, , will modify the projected life (ZL) from 100,000 to 1,000,000 equivalent applications of 8.2 ton, As the relative bearing value increases, this effect is reduced. 4.3. Structural design and systems analysis The design criterion presented herein is limited to the structural aspect. The adaptation of the method to allow systems analysis procedures to be employed is part of the research now underway; this requires extensive experimental and statistical data toestablish: models of the deterioration of highways under normal service conditions when subjected to different conditions of maintenance, traffic and climate. However, for the adequate application of the design method, different alternatives should be analyzed, selecting that most satisfactory according to the decision criteria established. 44 Future Research It is clear that the next step towards the improvement of the design criterion proposed will comprise the development of techniques more precise than those used at present to estimate critical resistance expected in the field at different stages of the projected life of the highway. All the procedures now in use suffer from serious deficiencies and the estimate of the design value is based fundamentally upon the experience of the engineer. Thus, one of the prime aims of the research programme being carried out by the Institute of Engineering, UNAM, is the development of methods to evaluate parameters of the strength of materials more adequately. In this respect, it may be mentioned that the mathematical model established as the result of this research is formulated in general terms, and allows different \dicators of ultimate strength, such as plate or triaxial tests. 5. A COMPARISON OF THE DESIGN CRITERION AND EXPERIMENTAL RESULTS OF THE AASHO TEST 5.1 Pavement thicknesses required and coefficients of damage due to equivalent traffic of 82 ton (18 kip) Subsequent to the calculation of the design equations, a study was undertaken of the compatibility of the charts with some of the results of the AASHO Road Test, since this information was not used in the development of the method insofar as specific experi- mental data is concerned. Two comparisons were made a) Taking the subgrade of the different sections of the AASHO Road Test as the a“ critical layer, the chart of log CBR, was drawn (corresponding to earthworks CL of low bearing value, of the average order of 2.7 for the most unfavourable value) with respect to10 log ZL at failure (ref 5), In fig 7 it may be observed that the curve is a straight line, fully confirming the hypothesis of analysis established in the design method for the case of medium thicknesses required for a certain number of equivalent applications in the test carried out at Ottawa, Illinois, USA. Over the interval of 100,000 to 10,000,000 equivalent load applications, that corres- ponding to the interest in Mexico, there is a similarity in strengths and thicknesses required for a determined cumulative equivalent traffic, However, it should be noted that the gradient of the straight line obtained by analyzing the AASHO data differs from that obtained in the course of research; this is to be expected due to the marked difference in variables of traffic, structure, climate and regional conditions in the studies carried out at Ottawa, Mlinois, and those undertaken in Mexivo at the Institute of Engineering, UNAM. b) Based upon the theoretical-experimental design chart developed (fig B.1), curves of influence were deduced for the theoretical prediction of the relative damage produced by the passage of a single axle with a certain load, in function of tyre pressure, weight and the depth of the layer where the analysis is made. Tandem axles are analyzed as single axles by applying an empirical factor (1.11 according to AASHO results, ref 19). Damage coefficients for vehicles typical of the system, calculated theoretically (figs B.3 and B.4) show notable coincidence with the empirical values obtained in the AASHO Road Test. Damage coefficient, loaded Vehicle type Institute, 2 = 15 cm AASHO Ap 0.00 0.00 Ac 0.04 0.03 B Las 112 c2 0.47 0.48 C3 0.68 0.77 2-81 174 1.74 12-82 157 1.65 T3-S2 1.30 1.18 5.2 Generalization of the proposed criterion ‘The National AASHO experiment extended over a very complete interval as regardsTT thicknesses and designs tested. Although many of the designs are similar to those used in Mexico, it should be recalled that both the specifications utilized and above all, the climatic conditions encountered, differ from those prevailing in Mexico, where problems due to freezing are minimal. 6, CONCLUSIONS ‘The theoreticalexperimental design criterion presented herein is based upon research carried out at the Institute of Engineering, UNAM, over the period 1962-1973. Furthermore, the results of studies undertaken elsewhere into flexible pavements for highways have been taken into consideration. The method is believed to be reliable and simple to apply. In the course of the application of the method and in the light of the studies in progress those adjustments which prove necessary may be made. The design charts (figs B.1 to B.4) include numerous variables which should be analyzed within a general frame of reference to reach economic solutions. Failure conditions under the action of equivalent 8.2 ton single axle loads (EL) are established in terms of (¢,, 2), where 0, represents the vertical stress applied at depth z, in the layer of least relative strength, This stress (0,) represents the ultimate bearing capacity at the site [(Aq,),], oF the bearing capacity at this depth [(4q,},], » to which the relative bearing value at the site (CBR,) is referred. In the charts for normal use, the con- ditions of duration to failure (BL) are defined by the coordinates (CBR,, 2), as may be seen in figs B.1 and B.2. ‘At present research is being carried out, based on repeated-load tests representative of 8.2 ton axles, acting upon multilayered cubes with 2 m sides, which simulate the structure of the highway, to verify the above conclusions, based on the results of the circular track tests, and to estimate strength parameters for the materials under varying traffic conditions, on the premise that the curves of equal relative strength are adequate indicators of the quality required at any depth for a certain volume of traffic.12 In the charts, the most significant design variable is the relative bearing value at the site (BR,). For estimates in the laboratory, the guidelines proposed by the Comps of Engineers of the USA are recommended; while to establish the water content equilibrium, information is given by the Road Research and Transportation Laboratory of the United Kingdom. At the present moment the Institute of Engineering, UNAM, is developing studies in this area as part of research into the performance of highways representative of the Mexican road system. a Upon the basis of CBR, critical, assumed as constant throughout the projected life, the design charts (figs B.1 and B.2) permit an estimate of the number of equivalent applica- tions to failure (EL). If the critical relative bearing value varies with the age of the highway, or in the case of significant seasonal variations, an analysis of the behaviour of the highway at various stages is suggested, at which the structural strength may be taken as constant, and so estimate the cumulative total deformation. The criterion herein proposed may be used both for the design and reconstruction of highways with flexible pavements. In both cases, in order to estimate the strength parameters of the materials and other variables, the zoning of the highway is suggested into reasonably homogencous lengths as regards geotechnical characteristics and design. The verification of the design criterion proposed by comparison with the empirical data from the National AASHO test (ref 5), allows for greater confidence in the general applicability of the method to conditions as yet unstudied directly. In the course of further research new concepts of materials and the structuration of the materials in highways should be studied to seek ever more economic solutions. ACKNOWLEDGEMENTS The Ministry of Public Works (SOP) participated in the different stages of research and set out the guidelines for the studies underway, patronized by the Ministry itself.Gustavo del Rio San Vicente, Head of the General Directorate of Technical Services and Alfonso Rico Rodriguez, Head of the Geotechnical Department, supervised the research, Similarly, the commentaries of Daniel Reséndiz and of Emilio Rosenblueth on the manuscript are gratefully recorded, as is the participation of research workers from many different departments of the Institute of Engineering, UNAM. llermo Prado was responsible for the development of the experimental circular test track programme. 8. REFERENCES 1, S. Corro C., Evaluation of the Structural Strength of Pavements, Paper to be presented to the XV World Highway Congress, México, 1975, Subject VIII, Association Internationale Permanente des Congrés de la Rotite, Paris (1974) 2. $. Corro C, and G. Prado O., Disefio estructural de carreteras con pavimento flexible, Instituto de In- genierta, UNAM, Informe 325, México, D. F. Gan 1974) . Corro C., Main Findings from the Experimental Research in Mexico, II International Conference on the Structural Design of Asphalt Pavements, London (sep 1972) 4, $, Corro C. and L. M, Aguirre Menchaca, Structural Design of Flexible Pavements: Experimental Research Program in Mexico, XIII Congrés Mondial-Tokyo, 1967, Association Internationale Permanente des Congrés de la Roiite, Paris (1967) 5. The AASHO Road Test, Pavement Research, Highway Research Board, Special Report 61, National Academy of Sciences, Washington (1962) 6, ‘Structural Design of Asphalt Pavements, Conference Proceedings, University of Michigan, Ann Arbor (1962) 7, Structural Design of Asphalt Pavements, Conference Proceedings, University of Michigan, Ann Arbor 4967) 8. S, Rolla, Rapport general. Chaussées souples, XIV Congrés Mondial, Prague, Association Internationale Permanente des Congrés de la Rotite, Paris (1971) 9, Conclusions of the Closing Session, JI International Conference on the Structural Design of Asphalt Pavements, London (sep 1972) 10. C.J. Van Til ef al, Evaluation of AASHO Interim Guides for Design of Pavement Structures, National Cooperative Research Program, Report 128, HRB, National Academy of Sciences, Washington (1972)14 23, 24, 25. 26. E, Padilla C. and S. Coro C,, Continuacién del estudio de comportamiento de los tramos experimen- tales, Informe preliminar a SOP, Instituto de Ingenierta, UNAM, México, D. F. (dee 1973) S. Coro C., Disefio de pavimentos flexibles, Comportamiento de los tramos experimentales, Jnstituto de Ingenierta, UNAM, Informe 240, México, D, F. (jan 1970) S. Corto C., Pista circular para estudiar el comportamiento estructural de pavimentos, Ingenieria, Vol XLII, No 2, México, D. F. (aprjun 1972) S, Commo C.,A.CamachoS. and M. Aguirre G., Pista circular para estudiar el comportamiento estructural de pavimentos, Premio Nacional de Ciencia y Tecnologfa, BANAMEX, 1971, México, D, F. (sep 1972) S. Corto C. and G. Prado O., Andlisis del comportamiento estructural de pavimentos flexibles en Ia pista circular: Experimentacién 1971-1972, Informe preliminar a SOP, Instituto de Ingenieria, UNAM, Méxivo D. F. (dec 1972) A. S. Vesié and L. Domaschuck, Theoretical Analysis of Structural Behaviour of Road Test Flexible Pavements, HRB, National Cooperative Highway Research Program, Report 10, National Academy of Sciences, Washington (1964) Hi, B. Seed et al, Prediction of Flexible Pavement Deflections from Laboratory Repeated-Load Tests, HRB, National Cooperative Highway Research Program, Report 35, National Academy of Sciences, Washington (1967) W.N. Carey, Jr. and P. E, rick, Relationships of AASHO and Road Tests Performance to Design and Load Factors, HRB, Special Report 73, National Academy of Sciences, Washington (1962) P. E, Irick and W. R. Hudson, Guidelines for Satellite Studies of Pavement Performance, National Cooperative Highway Research Program, Report 2A, National Academy of Sciences, Washingtun (1964) E, J. Yoder, Principles of Pavement Design, John Wiley & Sons, Inc., New York (1959) A. S. Vesié, Andlisis de la capacidad de carga en cimentaciones superficiales, Informe 308, /nstinuto de Ingenieria, UNAM, México, D. F. (jan 1973) T.W, Lambe and R. V. Whitman, Soil Mechanics, John Wiley & Sons, Inc., New York (1969) S, Timoshenko, Strength of Materials, Van Nostrand Reinhold Co., New York (1969) J. A, Deacon, Fatigue Life Prediction, Symposium on Structural Design of Asphalt Concrete Pavements to Prevent Fatigue Failures, HRB Annual Meeting, Washington (1973) PS, Pell, Characterization of Fatigue Behaviour, Symposium on Structural Design of Asphalt Concrete Pavements to Prevent Fatigue Failures, HRB Annual Meeting, Washington (1973) R. D. Barksdale and R, G. Hicks, Material Characterization and Layered Theory for Use in Fatigue ‘Analyses, Symposium on Structural Design of Asphalt Concrete Pavements to Prevent Fatigue Failures, HRB Annual Meeting, Washington (1973)n 28 29, 30, 15 H. B. Seed, A Modern Approach to Soil Compaction, The Institute of Transportation and Traffic Engineering, Report 69, University’ of California, Berkeley (1958) Soils Manual for Design of Asphalt Pavement Structures, Manual Series No 10, The Asphalt Institute, College Park, Maryland (1963) G. D. Aitchinson, K. Russam and B, G. Richards, Engineering Concepts of Moisture Equilibria and Moisture Changes in Soils, Road Research Laboratory, Ministry of Transport, Report 38, Her Majesty's Stationery Office, London (1966) M. P. O'Reilly and R. S. Millurd, Roadmaking Materials and Pavement Design in Tropical and Subtropical Countries, Road Research Laboratory, Ministry of Transport, Report LR 279, Her Majesty’s Stationery Office, London (oct 1969)17 excentricity=15cm (estimated for 4.1 ton (OQs eg? 41100 ee See or the trips } ee | a 22=40 cm Sid \ ZA VEZ im [590 em Le outer wheelpath axis + Dotted lines indicate the cross-section of full-escale models tested in the circular test-track © Surfacing (D),minimum stability according to specifications) @ Bose (02, CBRe) @ Subbose (D3, CBR) @ Select subgrade (Dg, CBR4) © Subarade (D5, CBRs) © Foundation soil (Dg, CBRg) @ Pressure bulb tor 30 cm diameter flexible plate, o,=5 %p Fig 1. Flexible road subject to equivalent 8.2 ton single axle loads, EL applications to failure18 Cross section of the model after the general shear failure of ring 2 (saturated). £L=300. Each division of the rule corresponds to Scm Failure of the base,under the 10 ton single axle load traffic Fig 2. Details of the experimentation in the circular test track19 PERCENT > a THICKNESS, om /AGE COM) cen = 2 ~ Tee es © | EL to failure s\e2 gis 2/8 8 Fs] 2 | (equivalent elzls sele 58] 2 [CONDITION = | 8 || je’ | 8.2 ton axles) S\/S\ele/Fs)sl sess 2/8s| @ z\Ylsis/e$ 13] es [ss] 5 8/23/38] \o E)G/ Aa; B/ G3 1G) a [bald a) 4218 1 aI 1 20 115 141] 14* |10 16.09 25 000 1|2 15} 30 }105} B fiat) 17" jis ji9.55 102 000 3 40 | 95 alley = 141} 18" | 8 |20.69 155 000 z\e " 7 20 juof |S|S} 2 hor 27* jis | 8ze | 1000000!¥ 3] 8]o|20] 30 fico. |e |e 3 his} 34* |16 | 6.25 | 2800000'¥ 9) 40 |goj@ | o) > 3 147] 30* |16 | 8.33 | 5 000000'¥ é wlolo| =: _ ie \e/2 3 : lo] = 20 jos} F jj al\S 8 41} 29" 22 |41.18 7 350000!" 4 Jil] e jes] 30 |os}2) 212 ° iai| 26* |14 [61.86 | 3500000!¥ 12/e 40 laslole|r a hai| 22" |11 |45.76 | 9 100000!¥ 3 g/2/2L 2elalo 20 juojvi| 3} 2 hse} 9 | 2*\sa57 105 som] § | 8 |20] 30 fool S| Jul sos [73] & | iis2s1 10 rat = ‘| sse * rar] 6 |S 40 fools lolol 2F5 fee] 2 | i a43 85 viv] Bee 7 5 [13 20 |110 wlio] sS2 [se] 40 | it) 417 5 ISatu} 14 20} 30 |100) O11 S35 fi4o} 40 | 1") 625 10 Kot] is 40 | 90} Be {i4i] 40 jos] 6.67 20 6 | 16 50] 100 | - ~|S2_ |133]9.7* (2=60)/80.56 | 310 000 oo0!Y satel 17 60] 90 |- —| Be [13380 @=7a99.67 | 2750 ooolY ed | 18 70) 80 | - —|@58 }133/8.0* (2=70)\85.43 | 70000 000'Y tj Tstatic compaction under 140 kg/cm? Static compaction under 140kg/cm@ ; socked sample for laboratory CBR Mlgield CBR test after completion of the traffic test (5 ton wheel loads). *Critical condit- jon according the concept of uniform relative strength. ICBR,-9 = CBRUI- CV) /F, = 0.7474 CBR/F, ; V= coefficient of variation = 0.30 Yparabolic regression of performance curves (log p- log EL) for a terminal serviceability p=2.5 -— Water level in flooded rings 04205 j~Design O-Dz-D3 — Surface treatment r Dal FZ we 7AAA— Bose Select subgrade — Subgrade fh Tronsi- tion Lom | Ligm | 2m Typical design of a test ring Fig 3. Experimental program (1971-1973) realized in the circular test track20 be Performance 1964 — Dec 1973 | SC= 87 Prediction D, ~ Dy. | Section EL = 82 ton p= present rails cm single axle loads serviceability® of 7-0 oR T2000 Tip ope toc ot ts300 2000 fost ek {32000 330;000 tose it 3301000 Ito Ur Hs 1:18 at | x 313.00 ip) ce | x exon a fio | tect 2 2exfon0 a ‘ soxoon elie | sr | us Z| im | Xk bra a] pa | re | ; Be | ‘ sae | Et and D 3 | aio ok i300 5 2] ich it 330 Bren io-o ek 182000, Prat ao-10 a Hs soyeno 3210 ce 3000 S100 319 wo E300 330m et ok Been 30230 it 133.000 bean 339 ak 1m 330 at oon ren Te 7080 10:6 nM 78h to-8 ak 17580 13 oh ir toto tk sisne ‘ian 18 nt Seto Zea.oun fon | ok SNiseeees on iio at Sane insane 10240 3k sian seo. io ct 565,000 1b ne io | Sse Hoono: $5 ef nae fe Sonn sto 10-30 ook SSaionsss= éoo.ann 2 | b30 ot seoa00 stn 000 ZB] toe | kk S630 ‘no Ean fet Ser/000 Tiooon do ak ssainon 7.000 S| ee ha 56,000, 40/000 3 | 2-0 eck Seigeeee ‘Boon 2 | a0 ieee Shes nooo 30 a séicano i200, do: 10 ol Seon, Son grin | tk sas Bis | tice ‘geo 30-20 re E 1 ashen 30-30 ri 3 1 aeo:8o0 Be | ck : tafo.con go | IE z Tago‘san 3030 ak z (Ben.b00 30-30 nt i ‘eenan0 Fe ik 3 feino gow | BE Sesion x sean io Te 569 000 2 7.122000 1-0 pt 563/000 i 1133-000 ibco ok 63000 a Lazo io oot Se3.000 xn Hee to Sok 363,000 x Sagem 1-48 gt Seo.ouo ib Fry bp ak 388.000 3 3eou 018 et St9(o00 Xe 1h pon om | tools tk Sep noe Fy eae'on 0-30 it 563 i een gp | bk Sea.e00 x 2iahnon Z| tom | ie 3830 3 3nahh z | wc 3k 383.000 Fi ipe.non i020 ut sesin00 i Xose.can 3 | doe mk Se5-000 i eo BY 8 mt 555/000 Fy ak'on0 2010 ak 583 000 is 30:10 nt Sst x 3210 | atk seo x ato | HE se9'000 : 30230 eck 559,000, x 30:30 et 568°000, a 30-0 Sok Seafoo0 x 2020 Eh 363'000 5 Initial serviceabilty po i 2.8, approximately Terminal service ability py= 25, 82 ton ales; lop EL=A+B log toe (ro/P) Section failed ia May 1965 Section failed im May 1965 after being over flooded during several days Section failed in September 1973 after a very heswy rain seawon Fig 4. Performance of the test roads 1964-1973 ref 19Dg Lateral movement of the axis 2e=30cm C4 Equivalent load (B9s)eq* 4.\(T), ton 21 Aa, » kg/cm? 30 cm diameter 7 \| flexible I plate, LZZAZZ 2218 em 2 of equivalent J é | | tT es % | oC, : | ad L Y =L/60 applications | I Lateral distribution | CROSS SECTION OF THE ROAD Fig 5. Depth,z,cm | 4 Frequency (equivalent axles per hour) Circular test-track, 500-2000 ___Typicel_roads, 1-500 (Bq, )eg75.810), Equivalent a kg/cm? Toe {Time LONGITUDINAL DISTRIBUTION OF TRAFFIC Vertical stress (az)in per cent of surface contact pressure (Aq,) for points in the plate axis 3 5. 10 TTT 7 100 ° 20+ -| 40) . 60 8 (LF, I=impact coefficient 80) 3 F,=|1- ——_ fis? +22)°/# 100 z,cm VERTICAL STRESS DISTRIBUTION Solicitations and stresses22 GBR, = CBR, [a frlsr = f-ferastsa] inom @. ag 2 as S| 75 B45 S $84 Aly 8 | ® | Profile O (uniform strength) \ cL, \ Curves of uniform relative ‘ ae @ x sof strength 8 Ss} 8 M N QO +—stRucTURE 30%, 100%, 60%, +—~ MINIMUM STRUCTURAL CAPACITY (c) =105 8 6 Ce ee Scheme of the design curves indicating the relative strength profiles for the three structures @CL, critical layer @ Base ® Select subgrade @ Subbase @ Subgrade Arrows indicate CBR at the site for the corresponding layer Fig 6. Relative strength of a flexible road structure200;- 2.3 - , . _ | EBR,-9| Y=log CBR,-0 | roof 2.0f- _ —_— Fig 7. Y¥=0.5966 +0.1760 X Regression line for norma! conditions (p= 0.8133) CBR, -9 = 3.95(1.5 Regression line: Y=0.4547 +0.1760 X 1593 , r= 0.9965 l | 1 | 1 6 X=log ZL 8 9 10° 102 104 106 EL 108 109 NOTES : a = CBR, - = CBR, -o [1-cv] + Circular test - track Concept Cc [ Test - track | 0.842 © Test -roads (2 sections) Test -roads 0.842 Interpretation of AASHO data AASHO 1.282 (ref 5) 0.40 e 0.35 The regression study did not include the AASHO data Analysis of the experimental information from the circular test track and test roadsAPPENDIX A. DEVELOPMENT OF THE DESIGN CHARTS A.1 Simplified mathematical modet There exists a great variety of methods for the design of flexible pavements, reflecting notably different approaches to the problem and different experience taken as a basis. These criteria consider only some of the causes of pavement failure and are limited to these particular conditions; that is, the theories at present in use represent solutions to specific problems or to particular cases of the general problem. As a result, it may be said that at the present level of knowledge of the design of flexible pavements there is no theory available which permits the adequate prediction of the behaviour of the highway under general conditions. This paper presents a simplified criterion which may be considered practical. When the criterion is applied the limitations and approximations of the mathematical model here established should be taken into account. A.2 Hypotheses of the design criterion established The hypotheses underlying the criterion and the limitations of the criterion are described below: a) Structure of the highway. The highway is considered as a multilayered system of uniform relative strength. If this condition of uniformity is inexistent, it is assumed that the weakest layer determines the strength of the whole and the service life (ZL) of the structure, independently of its position therein. b) Characteristics of the materials, \t is taken that the different layers are constituted by highly cohesive fine soils, characterized by their critical relative bearing value at the site ~ (GBR,). Their adimensional load-deformation curves in static tests [Aq,/(Aq,), » P/,] are equal (figs A.l and A.2). a For a multilayered solid of uniform relative strength, it is assumed that the CBR, valuesrequired are proportional to the maximum normal stresses at the symmetry axis of a flexible plate subjected to uniform pressure (fig 5). ©) Characterization of the traffic, Conventional equivalent axles, represented by two sets of double wheels with a 4.1 ton load and subject to tyre pressures of 5-6 kg/cm?, are substituted by 30 em diameter flexible plates subjected to the same weight, which produce uniform vertical stresses of 5.8 kg/cm? in static conditions. To simulate the traffic, the plate moves at each application and produces a vertical stress at the surface Aq, = 5.8 I kg/cm? , where I is a coefficient of impact. The points along the vertical axis of symmetry of the plate receive vertical stresses (0,) calculated by reference to Boussinesq’s criterion for a semi-infinite, homogeneous, elastic and isotropic solid o, = 5.81 F, [kg/cm] 4) Failure mechanism. For static conditions, the stability of a multilayered system may be analyzed using the concepts of bearing capacity of shallow foundations. In the case of fine soils it can be assumed that the relative bearing value at the site (GBR,) constitutes a test of bearing capacity in which (Aq,), is determined for a specified deformation (p, = 0.254 cm). ‘The relative bearing value is the relation between the bearing capacity of @ soil (Aq,), , and the bearing capacity of a referent material (Aq,), standara § US, this may be transformed into vertical stress (fig A.1): a (44), (ap CBR = ——————. x 100 = ————___ x 100 (490) standara 70 kefem’ aS (Aq), = 9, = 0.7 CBR; CBR, as percentage, and o,, in kg/cm? According to the hypotheses established as regards the equality of the adimensional stress-strain curves (fig A.2) the relative bearing value is a good indicator of the ultimate strength of the materials. Thus, for two different materials (i, j): (4a) (ay 5 = ——m— = 0.7 (RI, 0.7 (BR),.927 so that a (Aa), = 0.7 (BRI, C where C, is an experimental factor 58 1F, Q = ra 0.7 GR, ~~ where CBR, represents the support at the surface of a material i that fails at the first application of equivalent load. If the vertical stress applied is less than the bearing capacity (6, <(Aq,), = 6.2 c], the structure will resist more than one static load. In the criterion under discussion, the hypothesis is made that the structure of the highway deteriorates progressively due to small plastic deformations caused by the vertical stresses (0, ) applied, If the stress level increases the permanent deformations in each cycle will also increase. Failure occurs at the limit when the intensity of solicitation increases until a rupture is brought about in the first load cycle (fig A.2). The bearing capacity of a highly cohesive fine soil is independent of the diameter of the plate, Thus, it may be taken that the effect of an equivalent load is adequately repre~ sented by a flexible piston with the same diameter as that employed in the relative bearing value test and with a contact pressure of 5.8 1 kg/em?. If a rigid piston is required, a factor F, must be introduced to take into account the change in the distribution of vertical stresses due to the variation in rigidity, so that the equivalent load may be approximately represented by a piston of the CBR type with a mean vertical stress equal to 5.8 I F, (fig A.2). By definition, the CBR and the ultimate capacity (Aq,), correspond to the mean vertical stress applied by the piston for total deformations, p, = 0.254 cm and p,,, respectively. In fig A.2 are represented the static and dynamic behaviour of two materials at the surface (i, weak; j, strong) and subject to the action of a rigid piston of type CBR. The two materials support one and ZL load applications for the cases i and j, respectively. The ultimate ing bearing capacity of the first material is 5.8 1 F, by definition. The bearing values characteri the materials are CBR, and CBR, , so that the ultimate capacity of the second material, deduced