Conception des chaussées

Cours des routes

2021

Présenté par :
Dr Estimé Mukandila
Programme de cours (28 Juin – 09 Juillet 2021)
Programme de cours (28 Juin – 09 Juillet 2021)
 Aperçu de la présentation
 Objectif et acquis de l' enseignement
1. Matériaux de chaussée
2. Dimensionnement de la chaussée : Introduction et
chaussée souple
3. Dimensionnement de la chaussée rigide
4. Conception des enduits superficiels
5. Réhabilitation des chaussées

4
2. Conception de la chaussée : Introduction et
chaussée souple

5
 Aperçu des matériaux de chaussée souples
 2.1. Introduction à la conception des chaussées
 2.2. Conception des chaussées : Chaussée souple
➢ 2.2.1. La méthode du pénétromètre dynamique à cône (DCP)
➢ 2.2.2. Méthode de conception CBR
➢ 2.2.3. Méthode AASHTO
➢ 2.2.4. TRH4:1996
➢ 2.2.5. Autres méthodes

6
2.1. Introduction à la conception des
chaussées
 Types de chaussées
● Typiquement divisé en quatre
catégories générales
➢ Souple
➢ rigide
➢ non pavé (gravier ou terre)
➢ Chaussées composites
 Types de chaussées

Chaussée

Rigide Souple Route non

revêtue

Béton Traitée au Non traitée

Semi- rigide liants
(hydrauliques
ou
Béton mince Hydrocarbone)

Composite
Type de chaussée: effet de la charge

Pavementinteractive.org
Répartition des charges: Chaussées souples contre chaussées rigides
 Performance des chaussées
● La performance est liée à la détérioration
● Performance en termes de :
➢ Niveau de service fonctionnel
➢ Expérience de l'utilisateur de la route
▪ Qualité de roulement (confort)
▪ Sécurité ( friction et texture de la surface)
▪ Congestion
➢ niveau de service structural
▪ Peut-il supporter les charges ?
▪ Aspect technique
▪ Peut entraîner des problèmes de fonctionnel

● La chaussée doit être fonctionnellement et

structurellement adéquate.
Performance des chaussées : Niveau de service fonctionnel et structurel
● Facteurs affectant la performance des chaussées
➢ Trafic ➢ Sol support

➢ Humidité
➢ Qualité de la construction
➢ Entretien
Performance des chaussées : Niveau de service fonctionnel et structurel
● Facteurs affectant la performance des chaussées
➢ Trafic
▪ Facteur important influençant la performance des chaussées
▪ Chargement des poids lourds (ampleur, configuration, nombre
de répétitions du chargement)
▪ Dommages causés par un essieu à chaque passage (convertir
en essieu standard 80 kN de charge / E80)
▪ chaussée conçue pour résister à un certain nombre d'E80 qui
entraîneront un certain état terminal
➢ Humidité
▪ fragiliser la résistance de soutien des matériaux de grave naturel
▪ résultat de la pénétration de l'humidité - lubrification des particules,
perte de liens entres particules et déplacement ultérieur des
particules entraînant la défaillance de la chaussée
Performance des chaussées : Niveau de service fonctionnel et structurel
● Facteurs affectant la performance des chaussées
➢ Sol support
▪ En général, le sol support est trop fragile pour supporter les
charges des roues - manque de capacité portante et de
résistance au cisaillement, donc défaillance.
➢ Qualité de la construction
▪ Compactage, qualité des matériaux, conditions d'humidité pendant
la construction, épaisseur des couches, besoin de personnel
qualifié, bonne inspection, procédures de contrôle de la qualité
➢ Entretien
▪ les performances dépendent de la nature, du moment et de la
manière dont la maintenance est effectuée
▪ La chaussée se détériorera avec le temps
▪ le moment de la maintenance est très important
Performance des chaussées : Niveau de service fonctionnel et structurel

● Différents éléments de performance et de détérioration :

➢ Dégradation
▪ Fonctionnelle ou structurelle
▪ Manifestation visuelle de la détérioration
➢ Serviceabilité (Aptitude au service)
▪ Indication de la qualité de roulement
 Défaillances et dégradations de la chaussée
● Les chaussées se détériorent principalement en
raison de la fatigue
● Modes de défaillance
➢ Fatigue (fissures)
➢ Ornière
➢ Vieillissement (fissures)
➢ Abrasion de surface
➢ perte d’agrégats de surface
➢ la profondeur de la macrotexture augmente
➢ Si aucune mesure d'entretien n'est prise - nids de poule
 Deterioration concepts
● Serviceabilité:
➢ l'indication de la qualité de roulement de la chaussée
▪ Present serviceability Index (PSI):
❖ sur une échelle de 0 à 5, 0 est une route impraticable - 5 une
route parfait
▪ Present serviceability rating (PSR): une échelle de cotation arbitraire
des chaussées (de 0 à 5) par un panel de personnes sélectionnées.
❖ PSR statistiquement corrélé à la mesure physique de la
chaussée a défini un PSI
▪ Inégalités dans le sens longitudinal mesurées avec un équipement de
qualité (intégrateur de chocs, intégrateur de déplacement linéaire,
compteur de Mays) exprimé en PSI, en indice de quart de voiture (QI)
ou en Indice International de Rugosité (IRI)
 Serviceability
● Present serviceability Index (PSI)
➢ l'indication de la qualité de roulement de la chaussée
▪ Sur une échelle de 0 à 5
❖0 est une route impraticable - 5 une route parfaite
▪ PSI=5,03-1,91 log (1+SV)-1,38 RO2-0,01 (c+p) ½
❖SV= variance de la pente
❖RO= profondeur moyenne des ornières en pouces
❖c= fissuration (par 1000 pieds carrés)
❖p= bouchage des trous (par 1000 pieds carrés)
 Serviceabilité
● Present serviceability Index (PSI) (suite)
➢Valeur finale du PSI:
▪ dépend du type de route, 2,5 (Autoroutes), 2,0 (principale route
rurale), 1,5 (routes de district à faible trafic)
➢Serviceabilité des routes diminue avec le temps:
▪ la cote de détérioration est fonction du type de chaussée, du
climat et des conditions de charge
➢La qualité de roulement peut être améliorée par une
réhabilitation adéquate.
Serviceabilité

(Traffic avec l'essieu standard E80)

Terminal PSI values
2.5 for freeways
2.0 for main rural roads
1.5 for low volume district
roads
 Performance

Rut depth
Riding quality

Cracking

Time and traffic

Dimensionnement de la chaussée : Introduction

● Composantes du dimensionnement des chaussées

➢ Durée de vie des chaussées
▪ Fonction de la détérioration de la chaussée
➢ Trafic
▪ Charge à l'essieu, croissance du trafic
➢ État du matériel in-situ
➢ Classe de route requise
▪ Qualité de roulement, niveau de service, fiabilité de la
conception
➢ Environnement (Climat)
Types de pavés : Empirique contre Rationnelle
● Différentes philosophies concernant la dimensionnement des
chaussées
➢ Empirique contre Rationnelle
▪ Empirique - basé sur les résultats d'expériences ou sur l'expérience
(CBR, DCP)
▪ Rationnelle - vise à expliquer les phénomènes en se référant aux
causes physiques - contraintes, déformations et flexions, causées
par les charges et l'environnement
➢ Différentes méthodes
▪ Faible volume (SADC, DCP-DN), TRH4, SAPDM, AASHTO, etc.
 Pavement types: Empirical vs Mechanistic

➢ Dimensionnement empirique ➢ Rationnelle

Variables A B C Etc. Propriétés
Chargement Environnement des
Expériences à matériaux
grande échelle A1, B1, C1 A2, B2, C2 Etc.
Analyse de
la structure

"Analyse Analyse de régression Décisions

multiple Critères de relatives
dimension au Économie
mment dimensio
Équation de nnement
Solution dimensionnement
empirique Solution
 Contraintes et Déformations
● Loi de Hooke :
➢ σ=F/ A
Où:
▪ σ: Contraintes [Pa] = [N/m2]
▪ F: Force [N]
▪ A: raideur ou module d'élasticité (module de
Young) [Pa]

➢ ε=l/L
Où:
▪ ε: déformation [m/m]
▪ l: deplacement [m]
▪ L: longueur initiale du ressort ou du
matériau élastique
➢ σ=E ε
Where:

▪ E: raideur ou module d'élasticité (module

de Young) [Pa]
 Le coefficient de Poisson

𝜀𝐻 σ
𝜇= εV
𝜀𝑉

• Béton : μ=0,2
εH
• Asphalte : μ=0,44
• Matériaux traités : μ=0,35
• Matériaux naturelle : μ=0,44
Raideur ou module d'élasticité ou Module intrinsèque

● Essai relatif au module intrinsèque:

➢ Le module intrinsèque MR : résultat de l'essai dynamique = le
rapport entre la contrainte axiale de déviation répétée σd et la
déformation axiale réversible εa.
• MR = σd/ εa
• MR = K1σ3K2 (matériaux granulaires)
• MR = K2+K3[K1-(σ1-σ3)] for K1>(σ1-σ3) (sols fins)
• MR = K2+K4[(σ1-σ3)-K1] for K1<(σ1-σ3) (sols fins)
– G1: MR= 400 - 800MPa
– Béton: MR= 30000MPa
– Asphalte a 25°C: MR= 3000MPa
– C3: MR= 3000 - 6000MPa
Module complexe (dynamique) et Module de réaction du sol
support (k)

● Module complexe (dynamique): E*

➢ Test pour la détermination des propriétés visco-élastiques et
élastiques linéaires des chaussées
E*=E’+iE”
• E’= composant élastique
• E”= composante visqueuse
• |E*|=(E’2+E”2)2 c'est le module dynamique
● Module de réaction du sol support (k) (Essai à la plaque)
– Mesuré sur le terrain avec le test de chargement des
plaques
k= p/Δ
• (p= unité de charge sur la plaque, Δ=déflexion de la plaque )
Processus de la méthode de dimensionnement rationelle-empirique
Mechanistic Design Method (SAMDM)
SAMDM fonction de transfert
Charge de trafic et charge à l'essieu standard équivalente

● Chargement du trafic

2m 9.0 t
7,7 t : essieu moteur
8,0 t : essieu non moteur Essieu simple / Roues doubles
Essieu simple / Roue unique

1.35m 18.0 t 1.35m

24.0 t
1.35m
Tandem/ Roues double
Tridem / Roues doubles
 Charge de trafic et charge à l'essieu standard équivalente

● Charge d'essieu standard équivalente (80KN) (ESA ou E80)

● Facteur d'équivalence de charge (F)
➢ C'est le nombre de répétitions d'une charge à l'essieu donnée (P)
divisé par le nombre équivalent de E80, en termes
d'endommagement de la chaussée.
➢ F= (P/80)n,
• n= exposant de endommagment relatif (n=4 ou 4,2)
• La moyenne est basée sur F:
F=((Plimite inférieure/80)n+(Plimitesupérieure/80)n)/2
Méthodes de dimensionnement des chaussées

● DCP
● CBR
● AASHTO
● dimensionnement rationnelle (TRH4)
● Autres méthodes
● Béton
Conception structurale : Comportement de la chaussée

● Chaussées équilibrées
➢ Diminution progressive de la qualité des matériaux à mesure
que la profondeur augmente
➢ Éviter les concentrations de force
➢ Chaussées profondes et minces
➢ Excellentes performances des chaussées granulaires
profondes et bien équilibrées
Méthode de dimensionnement par DCP

1. Introduction
2. Description
3. Operation
4. Data inputs
5. Automated analysis and outputs
Introduction
Non-destructive testing device
Measures bearing capacity of pavements
by measuring the in-situ shear strength of
pavement layers
Max penetration depth
• 800mm
Used for unbound granular and cemented
layers
• (UCS < 4 MPa)
Operation

3 man operation
Dropping load forces cone to penetrate pavement layers
Record penetration depth after x amount of blows (5)
Data recording to a depth of 800mm
Data inputs

1. Location data
2. Visual condition data
Pavement condition
Estimation of the granular moisture content
3. Base type
4. Design traffic & Road category
5. Design layer thicknesses
6. Penetration depth vs number of blows
Data analysis

1. Shear strength of whole structure

2. Remaining life
3. Determination of true structural layer
thickness
design vs true
4. Pavement design parameters
Strength ( CBR / UCS)
Stiffness (E-values)
Penetration rates (DN)
5. Pavement Balance
Classification of pavements – deep or shallow
DCP Field Curve
DCP curve
• Pavement strength
– DSN800 = Number of blows to
penetrate 800mm
• Layer strength
– DN number (mm/blow) =
Slope of DCP curve
 Minimum requirements of DSN800
values for various moisture regimes

BASE CATEGORY OF ROAD

MOISTURE
PARAMETER COURSE A B C
REGIME
MATERIAL X Y X Y X Y
- M1 350 155 230 110 155 70
DCP
- M2 430 190 290 130 190 90
measurements
- M3 540 240 360 160 240 110
(DSN800)*
- M4 670 300 440 200 300 140
Layer Strength

1. Individual Layer strengths = f(penetration rate /

layer) or DN number
Low penetration rates = strong layers
High penetration rates = weak layers

2. Identification of layers with different strengths

3. Good correlations between shear strength (DN
values) and CBR/UCS and E-values
DCP Layer strength (DN number)

Number of Blows
0 20 40 60 80 100 120 140 160 180
0
L1: DN=2.0 mm/blow
Depth of Penetration (mm)

100
200
300
L2: DN = 5.3 mm/blow
400
500
600
L3: DN = 25.0 mm/blow
700
800
DSN800= 155
900
Layer Strength Diagram (LSD)

Identification of material
thickness of similar strength
DN Num ber (m m /blow )
Quantification of layer 0
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30

strength Layer 1: DN=2mm/blow

100

• DN vs depth 200

–User defined layers

Pavement Depth (mm)

300

–Redefined layers 400 Layer 2: DN =

5.3mm/blow

500

600
Layer 3:
DN = 25mm/blow
700

800
Layer Strength Diagram
Correlations between DN, CBR and
UCS
Design Master Curves
Master curve vs true DN values

DN Num ber (m m /blow )

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
0
Required pen rate
(Master curve)
100
Recorded
pen rate
200
Required DN <
Recorded :
Pavement Depth (mm) 300 Inadequate

400

500 Required DN >

Recorded :
Adequate
600

700

800
Average penetration rates “DN”(DCP penetration Number )

• The simple arithmetic average is not always representative if

the effective penetration rate differs through the layer and
ideally, a weighted average penetration should be determined
• When the top 50 mm of a 150 mm base layer for instance has
a penetration rate of 1.1 mm/blow and the lower 100 mm has a
value of 4.0 mm/blow,
• the simple arithmetic average would be 2.55 mm/blow (1.1
+ 4.0)/2)
• the weighted average would be 3.03 mm/blow
(((1.1*50)+(4.0*100)/150))
• For at TLC 0.7 (DN=2.6)
 DN & DSN
• Dynamic Cone Penetrometer (DCP) Design
method
– DCP Number (DN) = rate of penetration: mm/blow
• Gives indication of insitu shear strength of material
– DCP structure Number (DSN) : function of the
thickness (h) of a layer or zone of material and DN
• DSN= h/DN (number of blow to penetrate a certain
thickness or a considered pavement).
– Pavement DSN= ∑ hi/DNi
 Graphic representation of DCP data
• It is useful to view the DCP data in terms of :
➢ (DN) as a function of depth, i.e. in specific layers (Strength Profile)
➢ Number of blows
 DSN800 and DSN450
• A full DCP penetration profile should be obtained to a depth of
800 mm, bearing in mind that the starting reading is seldom
exactly zero.
• The DCP structural numbers (DSN800) is the number of blows
required to reach a depth of 800 mm.
• Typically, when a depth of 800 mm is not attained, the
penetration profile can be extrapolated either based on the last
few readings or using a specified or expected penetration rate.
• Note that recent observations indicated that “DSN450” (i.e. top
450 mm of a LVR) might be very useful, in addition to “DSN800”.
 Percentage DSN800
DSN800=100
layer1 150mm: 30 blows =30% DSN800
layer2 150mm: 25 blows =25% DSN800
layer3 150mm: 20 blows = 20% DSN800
layer4 150mm: 15 blows = 15% DSN800

layer5 200mm: 10 blows = 10% DSN800

Example: Layer 1 stronger then layer 2

 Percentage DSN800 (BNDepth)

• The number of blows of the DCP required to reach a certain

depth for a balanced pavement expressed as % of DSN800 is
the Balance Number (BN) at that depth.

• For example, the BN100 in the figure is the number of blows as

% of the DSN800 required to penetrate to a depth of 100 mm,
i.e. 40 at 12.5% (100/800 = 12.5%)
 What is Pavement Balance?

1. Optimum structure to provide strength in the right areas of

the pavement – contours.
2. Optimum structure to avoid localised stress concentrations,
i.e. each pavement layer is stressed to same level of its max
bearing capacity without overstressing.

• Generally an Optimum / Durable pavement should be well

balanced
• In a Balanced pavement, the strength should decrease
progressively with depth from the surface
 What is Pavement Balance?

B 0 40 70 -70
70
% DSN800
Tickness (mm) x y z t
0 0 0 0 0 40 x
50 6.25 26.63 68.16 0.21 y
150 18.5 55.68 88.11 0.71
300 37.5 76.56 95.1 1.83
z
450 56.25 87.5 97.64 3.85 0 t
600 75.6 94.23 98.97 8.54
750 93.75 99.79 99.793 31.84
800 100 100 100 100

-70
 What is Pavement Balance?

• The pavement balance at any depth can be determined from

the following formula:

• Where: DSN = pavement structure number (%)

• B = parameter defining the standard pavement balance curve (SPBC)
• D = pavement depth (%)
6
0
Standard Pavement Structural Balance
6
1
Well Balanced versus poor Balanced
 Shallow versus Deep Pavements

Shallow Pavement Structure Deep Pavement Structure

 Pavement DCP Classification
• The pavement strength balance curves have been used to develop a
pavement classification system in which any pavement is classified in
terms of the Balance Curve (B) which is the balance curve of the pavement
and the deviation (A) between the SPBC and the measured balance curve
which represents a “goodness of fit” parameter for the pavement. This
deviation from a SPBC represents the state of imbalance in the structure

• B-Value:
• Shallow Pavements: B ≥ 40
• Deep Pavements: 0 ≤ B < 40
• Inverted Pavements: B<0
• A-Value:
• Well Balanced: 0 ≤ A ≤ 1200
• Averagely Balanced: 1200 < A ≤ 3000
• Poorly Balanced: A > 3000
6
4 Pavement DCP Classification

Total area of deviation from SPBC (A)

A-value range and description

A-Value
0 - 1200 1200 - 3000 > 3000
Well Averagely Poorly
B-Value Balanced Balanced Balanced
Best Fit SPBC (B)

> 40 Category I: Category II: Category III:

B-Value range and description

Shallow Well-Balanced Averagely-Balanced Poorly-Balanced

(S) Shallow Shallow Shallow
(WBS) (ABS) (PBS)
0 – 40 Category IV: Category V: Category VI:
Deep (D) Well-Balanced Averagely-Balanced Poorly-Balanced
Deep Deep Deep
(WBD) (ABD) (PBD)
<0 Category VII: Category VIII: Category IX:
Inverted Well-Balanced Averagely-Balanced Poorly-Balanced
(I) Inverted Inverted Inverted
(WBI) (ABI) (PBI)
Pavement Balance Classification and Numbers
 Dynamic Cone Penetrometer (DCP)
Design method

Choose pavement Strength-

balance PS100 Determine layer
contribution in % of
DSN800

Determine load sensitivity “n” Convert % of DSN800

for each layer to
layer DSN

Determine total
Convert layer DSN to
traffic E80
layer strength
parameter DN,
using layer thickness
Determine drainage
condition

Convert layer DN to
Determine DSN800 strength parameters
such as CBR or UCS
if desired.
Determine
pavement layer
thickness
Dynamic Cone Penetrometer (DCP)
Design method
DCP Analysis: Pavement strength

1. Total # blows to penetrate 800mm

2. Remaining life (# 80kN axle loads to cause
a 20mm Rut) = f(DSN800)
3. DSN800 = f(material strength,density,
moisture content)
DCP analysis: Pavement Strength
Remaining Life =
f(DSN800) for
various moisture
regimes
through an
empirical equation
 MATERIAL DCP: DNDCP
MATERIAL DCP DERIVED E-
ACCORDING TO (mm/blow)
SPECIFICATIONS VALUES* (MPa)
TRH 14 [25]
G1: Crushed stone 86 - 88 % SD 1,4 - 1,1 780 - 1 000
G2: Crusher run 100 - 102 % 1,8 - 1,4 600 - 780
G3: Crusher run 98 % MOD.AASHTO < 2,0 >535
G4: Natural gravel CBR > 80 < 3,7 > 278
G5: Natural gravel CBR > 45 < 5,7 > 176
G6: Natural gravel CBR > 25 < 9,1 > 107
G7: Natural gravel CBR > 15 < 14 > 68
G8: Natural gravel CBR > 10 < 19 > 50
G9: Natural gravel CBR > 7 < 25 > 37
G10: Natural gravel CBR > 3 < 48 > 18
C3: Cemented
1,5 - 3,0 MPa 1,8 - 0,6 600 - 2000
(stabilised) ravel
C4: Cemented
0,75 - 1,5 MPa 3,4 - 1,8 300 - 600
(stabilised) gravel
DCP analysis: Example calculation

1. Data
DSN800 = 230 – refer to total number of blows from DCP field curve in
example
Wet environment – therefore Cm = 14

2. Calculation of remaining life

Remaining life = Cm * 10-9 * (DSN800)3.5
Remaining life = 14 * 10-9 * (230)3.5
Remaining life = 2.58 million E80s or MISA

If dry environment then

Remaining life = 64 * 10-9 * (230)3.5
Remaining life = 11.81 million E80s or MISA
71
1st Pavement design example

1. Data provided
3 layer pavement
200 mm x G3; 150 mm x G5; 450 mm x G7
Wet environment
Calculate life

2. Calculation
Determine DSN800
From previous table
200 mm / 2.0 mm/blow = 100 blows
150 mm / 5.7 mm/blow = 26 blows
450 mm / 14 mm/blow = 32 blows
Therefore DSN800 = 100 + 26 + 32 = 158 blows
1st Pavement design example

1. Calculation
From previous slide
DSN800 = 100 + 26 + 32 = 158 blows

Remaining life = Cm * 10-9 * (DSN800)3.5

Remaining life = 14 * 10-9 * (158)3.5
Remaining life = 0.69 million E80s or MISA
2nd Pavement design example

1. Data provided
3 layer pavement
Three layers (200 mm; 150 mm; 450 mm)
Wet environment
Design pavement B = 40
Traffic 0.7 MISA
DCP analysis: Pavement Strength
Table indicating the required DN values for the different TRH14
material categories

MATERIAL DCP: DNDCP

MATERIAL DCP DERIVED E-
ACCORDING TO (mm/blow)
SPECIFICATIONS VALUES* (MPa)
TRH 14 [25]
G1: Crushed stone 86 - 88 % SD 1,4 - 1,1 780 - 1 000
G2: Crusher run 100 - 102 % 1,8 - 1,4 600 - 780
G3: Crusher run 98 % MOD.AASHTO < 2,0 >535
G4: Natural gravel CBR > 80 < 3,7 > 278
G5: Natural gravel CBR > 45 < 5,7 > 176
G6: Natural gravel CBR > 25 < 9,1 > 107
G7: Natural gravel CBR > 15 < 14 > 68
G8: Natural gravel CBR > 10 < 19 > 50
G9: Natural gravel CBR > 7 < 25 > 37
G10: Natural gravel CBR > 3 < 48 > 18
C3: Cemented
1,5 - 3,0 MPa 1,8 - 0,6 600 - 2000
(stabilised) ravel
C4: Cemented
0,75 - 1,5 MPa 3,4 - 1,8 300 - 600
(stabilised) gravel
 Standard Pavement Balance Curves

B 40
Traffic 0.7 MISA
Cm 14
DSN 158

thck % thck % cum thck % DSN (B=40) # Cum blows # blows DN Class Mat
L1 200 25% 25% 65% 103 103 1.9 G3
L2 150 19% 44% 83% 131 29 5.3 G5
L3 450 56% 100% 100% 158 27 16.7 G7
total 800
Required Layer-Strength Profile (DCP Design catalogue)

Traffic LoadTLC 0.01 TLC 0.03 TLC 0.1 TLC 0.3 TLC 0.7 TLC 1.0
Class* (TLC) in 0.003 – 0.010 – 0.030 – 0.100 – 0.300 – 0.700 –
80kN axles x 106 0.010 0.030 0.100 0.300 0.700 1.0
0-150mm Base ≥ DN ≤
DN ≤ 8 DN ≤ 5.9 DN ≤ 4 DN ≤ 3.2 DN ≤ 2.6
98% MAASHTO 2.5
(9) (6.5) (4.3) (3.5) (2.80
(2.75)
150-300 mm DN ≤
DN ≤ 19 DN ≤ 14 DN ≤ 9 DN ≤ 6 DN ≤ 4.6
Subbase ≥ 95% 4.0
(22) (17) (11) (6.9) (5.2)
MAASHTO (4.7)
300-450 mm
DN ≤ 33 DN ≤ 25 DN ≤ 19 DN ≤ 12 DN ≤ 8 DN ≤ 6
subgrade ≥ 95%
(35) (30) (22) (14) (9) (6.5)
MAASHTO
450-600 mm In DN ≤
DN ≤ 40 DN ≤ 33 DN ≤ 25 DN ≤ 19 DN ≤ 14
situ material 13
600-800 mm In DN ≤
DN ≤ 50 DN ≤ 40 DN ≤ 39 DN ≤ 25 DN ≤ 24
situ material 23
DSN800 (Blows) ≤ 39 ≤ 52 ≤ 73 ≤ 100 ≤ 128 ≤ 143
Integration of In Situ and Required Strength Profiles

Required strength
profile

In situ
strength profile
 Pavement design: CBR

● The thickness of different elements is determined by the CBR

value
● Simple but empirical
● Test were performed on a large number of typical base-course,
the average of these test results give CBR at 100%
● Samples of soil from failed and satisfactory pavement were
tested and design curved were developed.
● The thickness value given in the graph are those required above
a material with a certain CBR.
 Pavement design: CBR

Principle of CBR Design Method

-Determine the minimum cover thickness to protect the subgrade or under-layer.
-Use the California Bearing Ratio (CBR) test
If Subgrade CBR = 9.7
Design index function of Traffic
=2
Required cover on top of
subgrade is 7.5 in (190mm)
CBR design method

1. Thickness design curves developed from 12 years of CBR tests

both failed and good performing pavements on California highway system
Curves "A" and "B"
minimum pavement thicknesses for light and medium-heavy traffic
additional curves added by U.S. Army Corps of Engineers
design of flexible airfield pavements
Tire inflation pressure - 400 kPa
Design curves embody assumption of the pavement structure lying on
compacted soils (at least 300 mm of compacted subgrade)
Limitations such as the fact that the CBR test is only performed on the minus
19 mm material is incorporated into this method
 AASHTO Pavement design
• AASHTO Flexible Pavement Design
– Introduce the road user pavement failure (PSI) rather than one
based upon strict structural failure (cracking, deformation).
– Design based on:
• Analysis of structural design (layer thicknesses, material type)
• Loading (magnitude and frequency of axles loads)
– Design in function of number of loads (Wt18) required to reach
the minimum serviceability (pt), for a given structure number
(SN) that can be convert to thickness, taking in account regional
factor (R) and soil support value (S) or (CBR).
– Basic equations:
• PSI=pt=5,03-1,91 log (1+SV)-1,38 RD2-0,01 (c+p) ½
• Log Wt18=9.36 log (SN+1)-0.20+(log[(4.2-pt)/(4.2-1.5)]/(0.40 +[1094/
(SN+1)5.19]))+log(1/R)+klogCBR/3
• SN= a1D1 +a2 D2+ a3D3
SN: Structure number Pt ou PSi
 AASTHO Pavement design

• Step 1: Develop Equivalent Single Axles Load,

W18:
– Traffic
Vehicle
breakdown of
20 years traffic Vehicle Equivalency W18
vehicles
Factor
598,366,671.30 0.4%Heavy Truck 6.5 16,613,144
1.3%Medium Truck 1 7,667,605
8%Ligth Truck 0.25 12,652,596
90%Automobile 0.0008 430,026
Total W18 3.736.E+07
• Step 2: Develop soil resilient Modulus, MR
– Function of CBR
 AASTHO Pavement design

• Step 2: Develop soil resilient Modulus, MR

– MR=1500*CBR, AASHTO design guide (Heukelom
and Klomp 1962)
– MR=5409*CBR0.71, U.S. Army of Engineers (Green
and Hall 1975)
– MR=3000*CBR0.65, CSIR
– MR=2555*CBR0.64, Transport and Road Research
Laboratory (TRRL)
 AASTHO Pavement design
• Step 2: Develop soil resilient Modulus, MR
– CBR Results
CBR Soaked (%)
Trial Pit
Depth (m) Top Bottom
Number
2.5mm 5.0mm 2.5mm 5.0mm average
TP 1 1.5 – 3.0 14 14 16 17 15.25
TP 2 0.4 – 3.0 10 11 9 10 10
TP 3 0.4 – 3.0 10 11 9 10 10
TP 4 0.0 – 0.6 11 12 13 13 12.25
TP 5 1.0 – 2.7 11 10 11 12 11
TP 6 1.0 – 3.0 12 11 13 14 12.5
TP 7 0.0 – 1.4 12 13 13 14 13
TP 8 0.0 – 1.6 16 16 19 22 18.25
average 12.78
 AASTHO Pavement design

• Step 2: Develop soil resilient Modulus, MR

– Calculation of MR
MR
AASTHO 19,171.88psi
US ARMY 33,020.53psi
CSIR 15,717.88psi
TRRL 13,049.62psi

– Choose one MR: take out outlier, value close to

average: MR=15,717.88 psi
 AASTHO Pavement design
• Step 3: Determine the overall standard deviation, So
– So =0.45
• Step 4 : Select the level of reliability, R and ZR
– R and ZR are taken from table for “Main Road”.

• Step 5: Select design serviceability loss, ΔPSI

– ΔPSI= po-pt

– po 4.1 R 99
– pt 2.6 ZR -2.327
– ΔPSI 1.5
• Step 6: Solve for structural number, SN
– Calculated SN= 5.28

• Step 7: Determine Material Thickness

 AASTHO Pavement design

• Step 6: Solve for structural number, SN

–

– Calculated SN= 5.28

• Step 7: Determine Material Thickness

SN= a1t1+a2t2+a3t3+…+antn
 AASTHO Pavement design

• Step 7: Determine Material Thickness

SN= a1t1+a2t2+a3t3+…+antn

coef. ai [per
cm] thick. ti [cm]
Asphaltic concrete 0.17 2.7
Aggregate Base 0.05 20
cement subbase 0.1 30
Selected Subgrade 0.04 30
subgrade 0.03 15
AASTHO Pavement design
AASTHO Pavement design
 Pavement design: Flexible pavement

• TRH 4 (1996)
– Design Philosophy and Process
– Road category
– Pavement Design
– Design Traffic
– Materials
– Environment
– Practical considerations
– Pavement type selection and structural design
– Cost analysis
Pavement design: Flexible pavement- TRH4

• Design Philosophy and Process

– Service Objective (SO): responsible authority takes 2
decision when there is need of road or improvement.
• The Functional Service Level (FSL) of the road or facility
improvement: functional requirement
– Different to structure requirement
• The Analysis Period (AP) over which the service is
anticipated: usually equal to functional period for which
the road will have to deliver its functional service as
determined by management
– AP made with one or more Structural Design Periods (SDP) each
with its own Life Cycle Strategy (LCS)
Pavement design: Flexible pavement- TRH4
• Design Philosophy and Process (continued)
– Structural Design Period (SDP)
• Period during which it is predicted that no structural
improvements will be required
• This period may well be dictated by performance data
from pavement management systems (rate and quality of
maintenance)
• To selected an “optimum pavement” in terms of Present
Worth of Cost (PWC), is necessary to evaluate the life
cycle strategy of the different pavement structures
Pavement design: Flexible pavement- TRH4

• Design Philosophy and Process (continued)

– Life Cycle Strategy (LCS)
• For any pavement design incorporates the predicted
maintenance and rehabilitation programme for that
pavement based on its anticipated behaviour under the
prevailing conditions (including funding programme)
• Design process, the first step in the life cycle of pavement
(it also dictated the maintenability -frequency and type)
• The LCS considers the overall performance of the
pavement structurally and economically over its SDP or
AP
Pavement design: Flexible pavement- TRH4

– Structural Objective (STO)

• When pavement it design or re-design, the design
should agree with Service objective and the life cycle
strategy.
• The aim is to produce a structurally balance pavement
structure of sufficient bearing capacity under prevailing
environmental conditions to fulfil the need of FSL, LCS,
SDP, SO.
– Pavement design Process (see Table below)
 Processus détaillé de conception des chaussées - TRH4

PHILOSOPHIE ET PROCESSUS DE MATÉRIAUX ANALYSE DE COÛTS

Section 1 CONCEPTION Section 5 Section 9
• Liste des matériaux • Valeur actuelle Nette
• Objectif de service (OS) • disponibilité • les coûts de construction
• Période d'analyse (AP) • les coûts unitaires • Taux d'actualisation
• Période de conception • Entretien futur
structurelle (SDP) • valeur de amortissement
• Stratégie du cycle de vie (LCS) • les coûts pour usagers de la route
Environnement
• Objectif structurel (STO) Section 6
• région climatique
• profondeur du matériau
CATÉGORIE DE ROUTES • délimiter les zones de sol support
Section 2 • CBR requis (déblais, remblais)
Définition et prise en compte
des catégories : A, B, C ou D

CONSIDÉRATIONS PRATIQUES
CONCEPTION DES CHAUSSÉES Section 7
• drainage
Section 3 • compactage
• capacité portante
• sélection de la période d'analyse • Sol support à problèmes
• sélection de la période de • section transversale
conception structurelle • construction à haute intensité de
• structure/équilibre de la chaussée main-d'œuvre
• l'impact sur l'environnement

DIMENSIONNEMENT ET CHOIX DU
CALCUL DE TRAFIC ET CLASSE DE LA
Section 8 TYPE DE CHAUSSÉE
Section 4 CHAUSSÉE
• Méthode de dimensionnement
• Classes de trafic (ES0.003 - ES100) • comportement des chaussées
• Équivalent 80kn essieux • Condition finale
• Analyse de sensibilité • choix de la couche de revêtement
• catalogue
Pavement design: Flexible pavement- TRH4
Pavement design: Flexible pavement- TRH4
• Bearing Capacity:
– load to be withstand by PVT is the traffic spectrum
– Standard axle load 80kN, legally permissible 88kN
• Selection of Analyse Period
Design Traffic: traffic classes
 Pavement Design : TRH 4
• Converting traffic Loading information to design
E80s
– F=(P/80)n
» F: equivalent factor
» n= relative damage exponent
» F= load equivalency factor
» P=axle load, in kN

– For average F=(Plower limit/80)n+ (Pupper limit/80))n/2

• Find in table 7
– n= 4 but for Pvt sensitive to overloading can exceed, less
sensitive Pvt can be less.
 Pavement Design : TRH 4

• Average Daily E80 (ADE):

– Determined by multiplying the number of axle loads (tj) in each load
group of the entire load spectrum by the relevant equivalency factor
(Fj)
• ADE=∑tj*Fj
– ADE is computed from the annual average daily E80 (AADE)
 Pavement Design : TRH 4

• Projection of traffic loading over the structural

design period.
– Projection to initial base year
• The AADE obtained at a time earlier than the start of the
design period may be projected to the initial design year by
multiplying by a compound growth factor (gx)
– gx= (1+0.01 i)x
» i= growth rate in % of E80s
» X= time in years between determination of axle load data and
start of design period
– AADE initial=AADE*gx
 Pavement Design : TRH 4

• Projection of traffic loading over the structural

design period (continued)
– Computation of cumulative E80s
• Cumulative E80s over a period (e.g. SDP) is calculated from
AADEinitial and E80 growth rate over the period
– E80total= AADEinitial *fy
» Y : structural design period
» fy: cumulative factor
» fy= 365(1+0.01i).[(1+0.01i)y-1]/(0.01i)
– The growth rate fy can vary for different part of the AP
 TRH 4 – Traffic: Example

• Number of vehicle per day per lane

(v.p.d/lane)=200.
• Heavy vehicles = 10% of vpd per lane
• 1.2 E80 per Heavy vehicle
• Grow rate in E80=4% over a design period of 20
years
• Calculated the bearing capacity of the pavement
over 20years.
• Give the traffic class of this pavement
 TRH 4 – Traffic: Solution

• Traffic growth factor for 4% and 20 years (from

table)= 113003
• Thus the bearing capacity =
– 200 X 0.1 X 1.2 X 11 303= 271 272 E80s
– This is between 0.1 and 0.3 million standard axles, so
the pavement class is ES 0.3.
TRH 4 – Environment: Climate Region
 TRH 4 – Environment

• Material depth
 Pavement Design : TRH 4
Structural Design and Pavement selection
 Pavement Design : TRH 4
Preparation of subgrade and selected layers
 Pavement Design : TRH 4
Example of Catalogue
 Pavement Design : TRH 4

• Cost Analysis
– Alternative pavement design should be compared on basis of
Present Worth Of life cycle Costs (PWOC) for decision
making. (optimum design)
– PWOC= C+(M1(1+r)-X1+ …+Mj(1+r)-Xj)-S(1+r)-Z
• C= present cost of initial construction
• Mj= cost of the jth maintenance measure expressed in terms of
current costs
• r= real discount rate
• Xj= number of years from the present to the jth maintenance
measure, with the analysis period (where Xj =1 to Z)
• Z = analysis period
• S= salvage value of pavement at the end of the analysis period
expressed in terms of present values.
Flexible pavement: Example of Design TRH4
• See example in TRH 4
 Others pavement design methods

• Design of Urban areas

• Industrial floor on ground
• Design of airfields
Urban roads design
Pavement catalogue design for low volume in wet regions

Design Traffic Class MESA / Lane over structural design Period

Road Category 0.001 - 0.003 MESA 0.003 - 0.01 MESA 0.01 - 0.03 MESA 0.03 - 0.1MESA 0.1 - 0.3 MESA 0.3 - 0.1MESA Foundation
District and local S
distributors, minor 150CR 80
arterials and 150C 4
collectors, S
industrial roads, 150CR 80
goods-area and
200NG 45
bus routes 150NG 15
S S S 150NG 7
Residential access 100NG 45 125NG 45 125CR 80 NG 3
collectors, car 125C 4 125 C 4 150C 4
parks and lightly S S S
trafficked bus 125NG 80 150NG 80 150CR 80
routes 125NG 25 150 NG 45
150 NG 25

S1 S S
100NG 80 125NG 80 150NG 80
Local access roads, S1 S1 S1 125NG 25 125NG 25 150 NG 25
loops, -ways, - 100NG 45 100NG 45 100NG 80 150NG 7
courts, -strips and 100NG 15 125NG 15 125NG 15 S1 S NG 3
S
culs de sac 100NG 45 100NG 45 125NG 80
100C 4 125C 4 150 C 4

S: Doubl e s urfa ce trea tment (s ea l or combi na tions of s ea l a nd s l urry)

S1: Si ngl e s ea l
C4: Cemented s tabi l i s ed l a yer wi th unconfi ned compres s i ve s trength (UCS) between 750 kPa a nd 1500 kPa , a nd mi ni mum i ndi rect tens i l e s trength (ITS) of 200 kPa
NG x : Na tura l gra vel cl a s s i fi ca tion a ccordi ng to CBR where "x " i s the mi ni mum requi red CBR
CR x :Crus hed rock cl a s s i fi ca tion a ccordi ng to CBR where "x " i s the mi ni mum requi red CBR
MESA: Mi l l i on Equi va l ent Standa rd Axl es
Mos t l i kel y combi na tions of roa d ca tegory a nd des i gn tra ffi c cl a s s
Paving block Pavement catalogue design for low volume road
including parking areas
Design Traffic Class MESA / Lane over structural design Period
Road Category 0.001 - 0.003 MESA 0.003 - 0.01 MESA 0.01 - 0.03 MESA 0.03 - 0.1MESA 0.1 - 0.3 MESA 0.3 - 0.1MESA Foundation

60S-A S-B
District and local or S-C
distributors, minor 20SND
arterials and 150NG 45
collectors,
industrial roads, 60 S-A S-B
goods-area and or S-C
bus routes 20SND
150C 4

60S-A S-B 60S-A S-B

or S-C or S-C
20SND 20SND
Residential access 100-125 100-150
collectors, car NG45 NG45
parks and lightly
60S-A S-B
trafficked bus 60S-A S-B
or S-C
routes or S-C
20SND
100C 4 20SND
100-150C 4

60S-A S-B
Local access roads, or S-C
loops, -ways, - 20SND 150NG 7
courts, -strips and NG 3
culs de sac

S-A, S-B a nd S-C : s tanda rd pa vi ng bl ocks s ha pes

SND: Beddi ng s a nd (a s defi ned by Dra ft UTG2)

C4: Cemented s tabi l i s ed l a yer wi th unconfi ned compres s i ve s trength (UCS) between 750 kPa a nd 1500 kPa , a nd mi ni mum i ndi rect tens i l e s trength (ITS) of 200 kPa
NG x : Na tura l gra vel cl a s s i fi ca tion a ccordi ng to CBR where "x " i s the mi ni mum requi red CBR
MESA: Mi l l i on Equi va l ent Standa rd Axl es
Mos t l i kel y combi na tions of roa d ca tegory a nd des i gn tra ffi c cl a s s