Roads: Master Specification RD-PV-D1 Pavement Design (Austroads Supplement)

Roads
Master Specification
RD-PV-D1 Pavement Design (Austroads Supplement)
Document Information
K Net Number: 13585672
Document Version: 2
Document Date: 19/09/2019
Responsible Officer: Prc Pavement Eng.
Roads Contents
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record (KNet ref.)
1 Initial issue 28/06/19
2 Formatting for publishing 19/09/19
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contains information that is confidential to DPTI. It must not be copied or reproduced in any way without
the written consent of DPTI. This is a controlled document and it will be updated and reissued as
approved changes are made.
Master Specification 2
Roads Contents
Contents
Contents 3
RD-PV-D1 Pavement Design (Austroads Supplement) 4
1 Introduction 4
2 Pavement Design Systems 4
3 Construction and Maintenance Considerations 8
4 Environment 21
5 Subgrade Evaluation 23
6 Pavement Materials 25
7 Design Traffic 32
8 Design of New Flexible Pavements 35
9 Design of New Rigid Pavements 38
10 Comparison of Designs 41
11 Implementation of Design and Collection of Feedback 42
12 References 48
13 Appendix 1: Traffic Load Distributions 50
14 Appendix 2: Nominal Sprayed Seal Design 51
Roads RD-PV-D1 Pavement Design (Austroads Supplement)
RD-PV-D1 Pavement Design (Austroads Supplement)

1 Introduction
Scope of the Guide and this Part
1.1 Chapter 12 of the Guide describes procedures for the design of lightly trafficked pavements with a
design traffic loading of less than 1 x 105 ESA.
1.2 Whilst this Supplement may not in all areas specifically address such pavements, the majority of the
documented recommendations and requirements are also applicable to lightly trafficked pavements.
Engineering judgement and appropriate risk management practices should be used to determine
where the design requirements for lightly trafficked pavements differ from those for moderately and
heavily trafficked pavements.
1.3 Construction of pavement designs shall comply with the DPTI Master Specification for Roadworks.
Conformance with this Specification is a fundamental prerequisite to achieving the design
parameters provided in this Supplement, and the pavement life.
1.4 Where there is a difference between content in the Guide and this Supplement, the requirements of
this Supplement shall govern.
1.5 The Austroads Guide Part 2 and this Supplement are intended for the design of new pavements
founded on newly placed engineering fill or natural subgrade soils. Some projects may have areas
of pavement that overlap existing pavements, for example, lane realignments, widenings and tie ins
with existing roads. If there is an intention to utilise these existing pavements in the pavement
designs for the project, then the designer should refer to the Austroads Guide to Pavement
Technology Part 5 – Pavement Evaluation and Treatment Design (2011) and the DPTI Supplement
to Part 5 for further guidance on how to assess and, if suitable, incorporate existing pavement layers
into the design.
1.6 It is critical that the project scope clearly defines the expected pavement design period and other
design criteria for all pavement works within the project extent.
2 Pavement Design Systems

General
2.1 For moderately and heavily trafficked roads, the following pavement configurations are constructed
by DPTI:
Rural roads
2.2 Unbound granular pavement with sprayed seal surfacing - extensively used due to their low cost and
available material sources. The quality required for the base layer is dependent on the traffic
loadings. Where horizontal shear stresses are high due to turning traffic, an asphalt surfacing layer
may be placed.
2.3 Full depth asphalt pavement may be used for widenings and strategically important road projects.
Urban roads
2.4 Thin asphalt surfaced unbound granular pavement – one or two layers of asphalt, over Class PM1
basecourse and Class PM2 subbase materials. The minimum thickness of asphalt required varies
from 40 to 80 mm, depending on the design traffic loading.
2.5 Full Depth Asphalt Pavements – thick asphalt on a Class PM2 subbase layer. For moderately to
heavily trafficked roads the asphalt thickness that ensures adequate fatigue life usually exceeds 200
mm and will consist of between 3 to 6 asphalt layers, on a 150 mm granular subbase.
2.6 Asphalt surfaced cemented subbase pavement - often referred to as an asphalt cemented composite
pavement, comprising thick asphalt on two cemented subbase layers placed on the same day. For
heavily trafficked roads, a minimum asphalt thickness of 175 mm is used to inhibit reflection cracking.
For moderately trafficked roads lower asphalt thicknesses (refer Figure RD-PV-D1 3-1 may be used
to reduce initial construction costs, but increased performance risks and higher maintenance costs
need to be considered in the whole-of-life costing. The design life excludes the post cracking phase
(refer 8.8).
2.7 Deep Strength Asphalt Pavements - minimum 175 mm thickness of asphalt on a single 150 - 200
mm cemented (fully bound) subbase. When the design traffic exceeds 107 ESA, the asphalt
thickness is determined without allowing for a cemented post-cracking phase.
Heavy Duty Pavement Types

2.8 Some heavily trafficked roads (e.g. motorways and freeways) have high level performance
requirements and need to be designed to minimise traffic delays due to road maintenance during
their service lives. Such pavements commonly have a design traffic loading exceeding 107 ESA and
are referred to as “heavy-duty” pavements in this Supplement.
2.9 The following pavement types are considered to be heavy-duty pavements:
Flexible Pavements:
a) Full depth asphalt
b) Deep strength asphalt pavement, no post-cracking
Rigid Pavements:
c) Jointed plain (unreinforced) concrete pavements (PCP)
d) Jointed reinforced concrete pavements (JRCP)
e) Continuously reinforced concrete pavements (CRCP)
2.10 National Highways in rural locations with traffic loadings exceeding 107 ESA may utilise a sprayed
seal unbound granular pavement. This pavement type is not considered to be a low maintenance,
heavy-duty pavement type. However, it may be utilised in this situation, due to project specific
conditions and considerations. These include project location, existing pavement types, available
materials, available construction plant, climate, acceptable performance standards and maintenance
/ whole of life cost considerations.
2.11 The preceding flexible pavement types are familiar to South Australian industry and asset owners,
with significant design, material supply, construction and operational expertise available. Historically,
DPTI has limited experience with rigid (concrete) pavements, although construction of its first major
PCP motorway pavement will commence in 2018.
2.12 There are other flexible pavement types included in the Austroads Guides which are used by some
States. Caution needs to be applied if considering their use in South Australia, given there is
probably limited local engineering, materials and operational expertise.
Heavy Duty Pavement Type Selection

2.13 The factors affecting the selection of heavy-duty pavement type include:
a) Differential settlement predictions;
b) Scale of works;
c) Construction of works under traffic (greenfield or brownfield site);
d) Required surfacings type, including consideration of noise, drainage, texture, durability, etc.;
e) Maintenance requirements;
f) Acceptable pavement performance outcomes, including roughness, rutting, texture, skid
resistance and cracking, which may be contractually specified; and
g) Economics, including whole-of-life costing.
2.14 These factors need to be assessed on a project specific basis. On major projects DPTI may
undertake this assessment internally and specify the acceptable pavement types for each project
element.
Heavy Duty Pavement Support

2.15 To increase the founding strength and uniformity of pavement support, heavy-duty pavements are
usually founded on an engineered subgrade, typically comprising:
a) Engineered Fill (select fill) – constructed in accordance with RD-EW-C1 “Earthworks”, using
compacted layers of Type A or Type B Class materials, or
b) In situ stabilised subgrades - typically lime stabilisation of clay subgrades, built in accordance
with RD-PV-S2 “Plant Mixed Stabilised Pavement”.
2.16 The typical minimum thickness requirements for heavy duty pavement supporting layers are shown
in Table RD-PV-D1 2-1. However, these should be reviewed based upon site specific geotechnical
investigation and design considerations, as required to achieve the performance criteria outlined in
DPTI Design Standard: EW100: Earthworks for Roads and RD-EW-C1 “Earthworks”.
2.17 For example, the Volumetric Change requirements of EW100 can lead to substantially greater depths
of subgrade dig out and replacement (up to several metres) when expansive clay subgrades are
present. Similarly, weak, wet, organic materials and other deficient subgrades will require additional
geotechnical investigation, design and treatment.
2.18 The greater standard of this Supplement, and RD-EW- C1 “Earthworks” shall apply, unless otherwise
stated in project specific documentation.
Table RD-PV-D1 2-1 Typical Minimum Support Requirements for Heavy-Duty Pavements
Subgrade Support Treatment Options and Material Quality Minimum Thickness
Design CBR (%) Treatments* (CBR) (mm)#
> 10 PM2 or Characteristic Strength† ≥ 30 150
In situ Lime Stabilisation‡ 250
3 – 10 150 mm PM2 or Characteristic Strength† ≥ 30 over 150 mm
300
Type A or B and Characteristic Strength† ≥ 15
150 mm PM2 or Characteristic Strength† ≥ 30 over 250 mm
400
In situ Lime Stabilisation‡
<3
150 mm PM2 or Characteristic Strength† ≥ 30 over 350 mm
500
Type A or B and Characteristic Strength† ≥ 15
* Shall comply with RD-EW-C1 “Earthworks” and RD-PV-S1 “Supply of Pavement Materials” of the DPTI
Master Specification for Roadworks
† Characteristic Strength defined in Section 5: Selected Subgrade Materials (i.e. equal to 10th percentile
of 4 day soaked CBR)
‡ Laboratory investigation of binder content to ensure long term Characteristic Strength ≥ 30
# Geofabric or geogrids, subsoil drainage and other treatments may also be needed for weak or wet
subgrades. Expansive soils typically require a minimum pavement support thickness of 600mm and/or
other appropriate moisture control measures.
2.19 The heavy-duty flexible pavement types most likely to be constructed by DPTI are indicated in Table
RD-PV-D1 2-2.
2.20 Major projects may include reference pavement designs in the tender documents to further inform
pavement type selection.
Table RD-PV-D1 2-2 Typical Heavy-Duty Flexible Pavements

Pavement Full depth asphalt Asphalt on single layer
cemented material
200 mm (min)
asphalt(excludes Open 175 mm (min) asphalt
Depth below
road surface
Graded AC) (excludes Open Graded AC)

100
(mm)
Prime** Use SAMI* when asphalt < 200
200
150 mm PM2 granular 150 – 200 mm
working platform plant mixed
or in situ stabilisation as per cemented subbase materials
Table RD-PV-D1 2-1 (single layer)
300
400 150 mm PM2 granular working

platform
Type A or B fill or in situ stabilisation as per
or in situ stabilisation as per Table RD-PV-D1 2-1
500 Table RD-PV-D1 2-1
600 Type A or B fill

or in situ stabilisation as per
Table RD-PV-D1 2-1
Subgrade
700
Subgrade
Notes Asphalt thickness variable, Asphalt thickness variable,
usually 250 - 350 mm usually > 200 mm on 150 – 200
**Cutback bitumen (e.g. mm cemented subbase
AMC0, AMC00) or emulsion * Strain Alleviating Membrane
prime. Interlayer
2.21 The selection of pavement type requires some knowledge and experience of the local configuration
details and materials that have previously proven successful. The design, construction and
performance of pavement configuration types that are first time applications to a locality are likely to
involve additional risk factors that require careful consideration.
2.22 The Supplement and the Guide do not contain provisions for settlement below the pavement layers.
Where required, additional investigations and assessments shall be carried out to determine if
settlement may occur and, if so how this affects the choice of pavement type.
2.23 The design procedures in the Guide have been developed over many years using mechanistic
modelling and in-service field performance data, as well as from substantial, ongoing research
programs run by Austroads. These pavements were generally designed and constructed to outlast
20 years or more of trafficking, with the loading spread more or less evenly over the design period.
However, in some situations (e.g. temporary pavements) the pattern of loading differs markedly from
that on which the procedures in the Guide were based. Section 7: Initial Daily Heavy Vehicles in the
Design Lane provides direction on how the design traffic is calculated for such situations.
Overview of Pavement Design Systems
Input Variables (Design Traffic)

2.24 This Supplement refers to pavements within three traffic loading categories, comprising lightly,
moderately and heavily trafficked roads. The following guidance is given on the load intensities of
these categories:
a) Lightly trafficked roads have design traffic loadings less than 1 x 105 ESA;
b) Moderately trafficked roads have design traffic loadings greater than or equal to 1 x 105 ESA
and less than 5 x 106 ESA; and
c) Heavily trafficked roads have design traffic loadings greater than or equal to 5 x 106 ESA.
2.25 Heavily trafficked roads with a design traffic loading above 1 x 107 ESA require a heavy-duty
pavement type, as per the considerations outlined in Section 2.1 to 2.23.
2.26 DPTI endorses use of the upper limit on design traffic for asphalt fatigue (see Section 7: Design
Traffic for Mechanistic – Empirical Design Procedure).
Input Variables (Project reliability)

2.27 Minimum project reliability levels to be used on DPTI roads are shown in Table RD-PV-D1 2-3.
Table RD-PV-D1 2-3 Minimum Project Reliability Levels

Road Class(1) Project Reliability (%)
Motorways 95
Urban and Rural Arterial,
95
Urban and Rural Connector
Access 90
(1) These Classes use the 2018 DPTI Road Classifications and correspond to the following historical
descriptions:
a) Freeways & Expressways align with Motorways,
b) Highways and Main Roads align with Urban and Rural Arterial and Connector,
c) Other Roads aligns with Access.
3 Construction and Maintenance Considerations

General
3.1 The design procedures in this Supplement assume that appropriate DPTI standards of construction
and maintenance are used. These standards are generally defined by the DPTI Master Specification
for Roadworks (https://www.dpti.sa.gov.au/) with additional information also available from various
Austroads publications, DPTI internal reports, and the proceedings of technical conferences.
3.2 Unless appropriate construction standards are met, modulus, thickness or other critical properties
assumed in the design model may not be achieved and adverse pavement performance could be
expected.
Extent and Type of Drainage

3.3 Due to the relatively low rainfall and high evaporation rates in South Australia, sub-surface drains
are generally not provided for pavements except in areas where definite water seepage is identified.
These situations include hillside cuttings and areas where the median or verge irrigation may lead to
water entering the pavement. Motorway class projects require use of subsurface drains along the
full length of the main alignment, to provide greater protection to the high value pavement asset.
3.4 Ground water site investigations should preferably be undertaken during the wetter months as these
flows may be seasonal. Where the site investigation occurs outside the wettest period and seepage
observations are inconclusive, sub-surface drains may need to be installed in some high risk areas
as a precautionary measure. A critical review of the pavement and drainage design should occur
where unexpected groundwater is identified during construction.
Use of Stabilisation
3.5 Where cemented material layers are placed close to the surface of the pavement, reflection of
shrinkage cracking must be expected. In such situations, crack sealing and maintenance patching
may be required. Crack sealing in dense graded asphalt surfacings is often more effective than crack
sealing of sprayed seals.
3.6 The thickness of asphalt or granular material required above a cemented material layer to inhibit
reflection cracking will depend on a number of factors, which include traffic loading, environment,
quantity and type of binder used, curing practices, parent material properties, construction conditions
and degree of subgrade support.
3.7 The minimum required cover of dense graded asphalt to inhibit reflection cracking is illustrated in
Figure RD-PV-D1 3-1. The reduction in cover with lower traffic loading is in part related to the higher
tolerable amounts of surface cracking for lower traffic volume roads. If a thickness less than 175 mm
is used, higher crack sealing and patching maintenance costs need to be considered in the whole-
of-life costing. DPTI field performance studies conclude that the use of a SAMI reduces the severity
of reflective cracking and should be placed where the asphalt cover is less than 200mm.
3.8 Granular materials may be used as cover either solely or in conjunction with asphalt subject to the
following criterion:
3.9 Equivalent thickness of dense graded asphalt = (0.75 × thickness of granular material cover) +
(thickness of asphalt cover)
3.10 Figure RD-PV-D1 3-2 illustrates the combinations of asphalt and granular thicknesses that inhibit
reflection cracking and are considered equivalent to 175 mm dense graded asphalt.
Figure RD-PV-D1 3-1 Minimum Cover to Inhibit Reflection Cracking
180
170
160
150
140
Minimum
asphalt
130
thickness
(mm)
120
110
100
90
80
105
1.0E+05 106
1.0E+06 107
1.0E+07 108
1.0E+08
Design Traffic (ESA)
Figure RD-PV-D1 3-2 Asphalt and Granular Thicknesses to Inhibit Reflection Cracking.
180
Minimum cover to inhibit reflection cracking
160 0.75* Granular + Asphalt = 175 mm
140
120
Asphalt 100
thickness
(mm) 80
60
40
20
0
0 20 40 60 80 100 120 140 160 180 200 220 240
Granular thickness (mm)
Single Layer Plant Mixed Cemented materials

3.11 The achievement of the specified compaction of cemented materials is essential for the development
of the modulus and fatigue characteristics assumed in the design. The lower part of the cemented
course is particularly critical as this is the zone in which maximum tensile strains occur. This
requirement for adequate compaction limits the maximum layer thickness in these materials. For the
construction of new pavements, the maximum single layer cemented thickness is 200 mm. The
ability to obtain the required field density within the operating constraints of the construction
equipment in urban areas (e.g. vibration) may reduce this maximum thickness for some projects.
3.12 Cemented materials may incur fatigue damage due to construction traffic unless they are sufficiently
thick and adequately supported by the underlying materials. The minimum thicknesses of cemented
material necessary to avoid fatigue damage during construction are given in Figure RD-PV-D1 3-3
and depend on the strength of the underlying material at the time of construction. For thicknesses
less than those given in Figure RD-PV-D1 3-3, the fatigue damage during construction needs to be
considered in assessing the fatigue life of the cemented material.
Figure RD-PV-D1 3-3 Minimum Thicknesses of Cemented Materials to Avoid

270
260
250
240
230
Minimum 220
thickness E = 2000 MPa
of cemented 210
material
(mm) 200
190
E = 3500 MPa
180
170
160
150
5 10 15 20 25
Subgrade/Select material CBR at time of construction (%)
Multi-layer plant mixed cemented materials*

3.13 When the cemented material thickness of new pavements exceeds the maximum single layer
thickness, multi-layer construction is necessary. For these pavements, the minimum and maximum
thickness of each layer is 125 mm and 175 mm respectively. Hence the total thickness of cemented
material for two-layer construction can vary between 250 and 350 mm. No more than two layers are
considered fully bonded together in the mechanistic design calculation (refer Section 8. (CL8.1 to
8.4)).
3.14 In the construction of multi-layered cemented materials, layers designed to be fully bonded need to
perform structurally as a single layer, otherwise they should be modelled as two unbonded layers.
The effect on fatigue life of inadequate bonding between cemented material layers can be evaluated
using mechanistic modelling. Figure RD-PV-D1 3-4 illustrates an example where the cemented
material fatigue life decreases by a factor in excess of 100 when the interface between two layers is
smooth rather than rough.
Figure RD-PV-D1 3-4 Effect of Lack of Bonding Between Cemented Material Layers
109
1.0E+09
175 mm asphalt
variable cemented Bonded

108
1.0E+08 variable cemented
Subgrade CBR5
107
1.0E+07
Allowable
traffic loading
(SARc)
106
1.0E+06
Debonded
5
10
1.0E+05
1.0E+04
104
150 170 190 210 230 250 270 290 310 330 350
Thickness of cemented material (mm)
3.15 Shrinkage cracks which propagate to the pavement surface provide pathways for the infiltration of
moisture, which can lead to debonding at layer interfaces within the pavement and/or weakening of
the underlying granular layers and subgrade. Hence same day placement of multiple layers is
essential, not only to achieve effective chemical bonding between the layers, but also to ensure
shrinkage cracking is continuous through the multiple layers. If this does not occur and shrinkage
cracking terminates at the interface between layers, surface moisture entering the pavement and
accumulating at the interface is likely to initiate debonding and be exacerbated by the pumping effect
of dynamic wheel loadings. The delay between commencing placement of each successive layer
should not exceed 6 hours. RD-PV-S2 “Plant Mixed Stabilised Pavement” provides further
construction requirements.
3.16 The moisture ingress to the subgrade through shrinkage cracks extending full pavement depth also
requires consideration. It is difficult to accurately quantify this effect on subgrade strength and it will
vary from site to site. In general, the adopted subgrade design CBR values should not exceed the
soaked CBR test results.
3.17 Note that the long-term performance characteristics of multi-layer cemented material construction
have yet to be fully established in South Australia. Many lane kilometres of moderately to heavily
trafficked pavements have been constructed from 1989 onwards. Generally, these pavements
consist of about 140 – 150 mm asphalt over two layers of cemented materials placed on the same
day. With the exception of varying degrees of shrinkage or environmental cracking, these pavements
tend to be indicating satisfactory structural performance. The exception is on some heavily trafficked
DPTI freeways, where some issues linked to debonding of the CTSB layers have occurred. As a
consequence, use of asphalt-two layer CTSB pavements as a heavy duty pavement has not been
permitted on recent major motorway projects.
3.18 In selecting this type of construction, designers need to be aware that the risk of premature distress
increases as the design traffic loading increases.
Pavement Layering Considerations

3.19 The number and thickness of pavement layers should be determined based on DPTI specification
limits, construction practicalities and performance requirements.
3.20 Careful consideration must be given to the design thickness (also called nominal thickness, or the
nominal compacted thickness on pavement work schedules) versus the actual as-constructed
thickness that may be realised when layer level tolerances are considered. Section 11 of this
Supplement provides further guidance on level tolerance specification.
3.21 The following pavement design layer thickness constraints and preferences apply:
a) All layer thicknesses shall conform to DPTI Specifications and requirements of Table RD-PV-D1
3-1, as well as the following items.
b) Thin-Asphalt on Granular Pavements – for pavements designed in accordance with AGPT-2
Empirical Method (Figure 8.4), the minimum AC design thicknesses in Table RD-PV-D1 3-2
shall apply.
c) A minimum total thickness equivalent to 100 – 175 mm asphalt is required over cemented
subbase (refer CL 3.5 to 3.12)).
d) The following minimum asphalt wearing course design thicknesses shall be provided with full
depth asphalt pavements and deep strength asphalt pavements:
i) Open Graded Asphalt – OG14 35 mm
ii) Dense Graded Asphalt – AC10 40 mm
iii) Stone Mastic Asphalt - SMA10 40 mm(1)
• Note: (1) This minimum thickness applies when a water proofing spray seal interlayer is
placed below the SMA. Where no spray seal is provided, a minimum SMA thickness of
45 mm shall apply.
e) Specification RD-BP-S2 “Supply of Asphalt” includes Type AC14HB, which has lower air voids
and additional binder to provide improved fatigue resistance. To inhibit rutting of these mixes, a
minimum thickness of cover of 125 mm of dense-graded asphalt is required. SMA wearing
courses may be included as part of this 125 mm, but Open graded wearing courses are not to
be included.
f) High bitumen content asphalt fatigue layers at the bottom of full depth asphalt pavements
should be 60 mm design thickness.
g) Consecutive asphalt layers should generally differ by not more than one mix size.
h) Use of AC20 (DGA28 by Austroads designations) on new works is not acceptable due to a
higher risk of mix segregation. This mix is generally intended for rehabilitation works being
conducted under live traffic, where construction issues dictate the need to maximise layer
thickness.
i) Sprayed seal wearing courses are not given a nominal design thickness in work schedules, with
finished surface levels for construction conformance measured on the top of the granular
basecourse. However, where a sprayed seal is used as an interlayer, e.g. a 10 mm SAMI
below an OGA wearing course, or a 7 mm spray seal below an SMA10 wearing course, then
the nominal ALD of the aggregate is typically nominated as the design thickness in the
pavement work schedules (5 mm usually). This interlayer thickness is not to be included in
design calculations. Table RD-PV-D1 3-1provides an example of this for an OGA wearing
course with a 10 mm SAMI.
Table RD-PV-D1 3-1 Pavement Layer Design Thicknesses

Material Nominal Size Typical DPTI Standard Design Thickness
(mm) Materials Range1 (mm)
Asphalt 7 FineAC7 25 – 35
10 FineAC10 35 – 50
10 AC10 40 – 55
14 AC14 50 – 80
Unbound Granular 20 PM1A, PM1, PM2, PM3 80 - 175
30 PM1, PM2 90 - 175
40 PM1, PM2, PM3 100 - 200
55 PM3 130 -220
Plant Mixed Cement Stabilised All Sizes SPM2C4 125 – 200*
– Single Layer Construction
Plant Mixed Cement Stabilised All Sizes SPM2C4 125 – 175*
– Multiple Layer Construction
(1) Also referred to as “nominal compacted thickness” on pavement work schedules.
* For layer thicknesses less than 100 mm, the top of existing base is mixed with the new granular material
to provide a minimum 100 mm thickness to compact.
Table RD-PV-D1 3-2 Minimum Asphalt Design Thicknesses

Lane DTL (ESA) Minimum AC Comments
Design Thickness
Thin Asphalt on Granular Pavements
< 5 x 105 40 mm(1) C320 binder acceptable.
5
5 x 10 to 80 mm(1)(2) A polymer modified binder (PMB) must be used in
1 x 106 both asphalt layers.
> 1 x 106 Minimum thickness Asphalt layers must satisfy fatigue criterion with
of 80 mm(1)(2) GMP analysis (CIRCLY). Greater than 80 mm
asphalt may be required, as determined from the
GMP.
Polymer modified binders should be specified as per
Table RD-PV-D1 3-3.
Rural Intersections 40 mm Single asphalt layers may be used over sprayed
seals to withstand localised high horizontal shear
stresses in rural locations. Polymer modified binder
strongly preferred.(3)
(1) The design shall also incorporate a bituminous prime on the basecourse surface.
(2) Two asphalt layers have proven necessary to provide a structure with acceptably low risk of
premature distress and reduce the likelihood of potholes in locations with higher traffic loadings.
(3) This treatment is unlikely to achieve the design life of the underlying pavement structure (e.g. 30
years), with asphalt cracking expected within this period. It is generally adopted in recognition that the
AC overlay will provide a greater service life than a sprayed seal surfacing would in this application, and
where provision of a heavy-duty pavement structure that would achieve the design life is not viable. The
pavement designer should develop a heavy-duty pavement design alternative that will achieve the design
period to allow for comparison of the two options, with the 40 mm asphalt overlay option adopted subject
to the Principal’s acceptance of the associated performance risk.
Use of Strain Alleviating Membrane Interlayers

3.22 To inhibit reflection cracking, a strain alleviating membrane interlayer (SAMI), generally size 10 mm
S25E 1.8 – 2.0 l/m2, shall be applied on top of cemented material subbase layers when the dense
mix asphalt cover is less than 200mm. The design thickness of a SAMI shall not be included in the
pavement thickness calculations but should be accounted for in the pavement construction schedule
levels, with 5 mm typically allowed for its thickness.
Improved Subgrades
3.23 Lime stabilisation of soft subgrades or excavation and replacement are treatments that are commonly
used as construction expedients in DPTI works. Adoption of an improved design subgrade modulus
due to these treatments should only occur if the long-term properties have been validated by
thorough field and laboratory testing. These treatments are mechanistically modelled in the same
manner as selected subgrade material.
Surfacing Type
3.24 Table RD-PV-D1 3-3, Table RD-PV-D1 3-4 and Table RD-PV-D1 3-5 provide guidance for the
selection of sprayed seal and asphalt surfacing types.
Table RD-PV-D1 3-3 Asphalt Surfacings

Item Considerations and Requirements
Wearing Course OGA can provide good skid resistance, high texture, good noise reduction and
Selection – minimise water spray for improved visibility and drainage. It has high in-situ
Texture and Noise voids, usually in excess of 20%, resulting in a lower service life than DGA &
SMA.
SMA has a lower texture, less noise reduction and spray reduction compared
to OGA, but is better than DGA with these characteristics. It has low in-situ air
voids of approximately 5.0% and a high polymer modified binder content,
providing a longer service life than OGA and DGA.
SMA is typically more expensive than DGA, which is in turn more expensive
than OGA. However, the cost of the water proofing SAMI / spray seal also
need to be considered with SMA and OGA, during both initial construction and
in future resurfacing works (where the seal must be reinstated also, if
removed).
SMA is generally the preferred wearing course mix for higher speed roads
(typically 80 km/hr or higher), in providing acceptable texture and the best
durability. However, OGA may be be required for drainage purposes,
particularly on high speed sites with substantial gradients (usually assessed
from water film thickness analyses by drainage engineers), or, for noise
mitigation needs, or to match existing assets and other reasons.
A lower texture is generally acceptable on lower speed roads, which also
typically have no significant noise mitigation or drainage issues. DGA is
therefore the typical wearing course in lower speed urban environments, with
SMA or OGA reserved for more heavily trafficked routes, or where there are
project specific issues warranting their increased cost.
Spray Seal / SAMI A sprayed seal or SAMI should be provided as a waterproofing layer below a
requirements Stone Mastic Asphalt (SMA) or Open Graded Asphalt (OGA) wearing course,
below Asphalt respectively.
Wearing Courses. For SMA, the waterproofing seal is not required if the nominal thickness is
equal or greater than 45mm and the in-situ specification RD-BP-C3 voids
target of 5.0% is achieved.
No water proofing seal is required below DGA.
Table RD-PV-D1 3-4 Guide To The Selection Of Asphalt Types(3)

General Mix Target Mix Design
Course(4) Binder Class Applications/Comments
Designations(5) Air Voids %)
Motorway, significant grades (Table PV-D1-6), approaches to
Heavy Duty Wearing heavily trafficked signalised Intersections (50-150 m, but
AC10M A5E 4.0
Course consider level of saturation), Roundabouts, Bus Lanes, Bus
Stops.
Wearing Other signalised and non-signalised Intersections, mid-block
AC10M A15E 4.0
zones.
Medium Duty Wearing
Non-signalised Intersections, mid-block zones, no high
Course OG14 A15E 20
horizontal shear locations.
SMA10 A5E(1) 3.5 Non-signalised Intersections, mid-block zones.
Motorway, significant grades, approaches to heavily trafficked
Modified Intermediate
AC10M, AC14M A5E(1) 4.0 signalised Intersections, Roundabouts, Bus Lanes, Bus Stops.
Course
AC10M required where wearing course delayed.
Standard Intermediate Other Intersections, mid-block zones. AC10M required where
Structural AC10M, AC14M C320 4.0
Course wearing course delayed.
AC14M C320 4.0 Normal Works.
Base Course High binder fatigue resistant bottom asphalt layer for full depth
AC14HB C320 2.5
asphalt configurations.
SMA7 A15E 3.5 Texture, Noise Reduction, no high horizontal shear locations.
Medium Duty Thin
Texture, Noise & Spray Reduction, no high horizontal shear
Flexible OG10 A15E 20
locations
Footpaths, Bikeways,
Special
Crossovers and
Surfacings FineAC7L C170(2) 4.0 Light maintenance vehicle trafficking only.
Carparks and Sport
Recreation Courts
Carparks and Local Medium to heavy maintenance vehicles (mainly rigids), minimal
FineAC10L C170(2) 4.0
Roads large articulated heavy vehicles.
(1) A15E may also be approved.
(2) C320 may also be approved.
(3) This table reflects asphalt mixes and binders currently available in the SA market. There are other alternatives available in the Austroads Guide series
which are also acceptable, following validation for SA use.
(4) Table RD-PV-D1 3-5 provides guidance on Course descriptions and position within the pavement structure.
(5) DPTI asphalt mix size designations are based on ensuring there is 10% of this nominal size material within the mix. (e.g. AC10 has a minimum 10%
material retained on 9.5 mm sieve and AC14 has minimum 10% retained on 14 mm sieve etc.) These may be coarser than other typical interstate mixes.
Table RD-PV-D1 3-5 Thick Asphalt Pavement Course Descriptions

DPTI Course
Layer Number Comments
Name
1 Wearing Course Surface layer.
Intermediate Directly below wearing course. Sometimes referred to as
2
Course levelling course.
All asphalt layers below intermediate course are referred to as
base courses. There may be more than one base course for
thicker asphalt pavements, with each base course numbered
3 Base Course sequentially (i.e. base course 1, basecourse 2, basecourse 3,
etc.).
The bottom base course layer may be a high binder AC14HB
layer in some configurations.
Granular Subbase (e.g. PM2/20) or Cement Treated Subbase
4 Subbase
(e.g. SPM2C4).
Sprayed Seal Surfacings
3.25 The detailed design of sprayed seal surfacings is beyond the scope of AGPT-2 and this supplement.
DPTI requires seal design to be undertaken in accordance with the following documents:
3.26 DPTI Master Specification:
a) RD-BP-C5 “Application of Sprayed Bituminous Surfacing” and its commentary (current edition).
b) RD-BP-D2 “Design of Sprayed Bituminous Surfacing”.
3.27 However, for the purpose of pavement design Table RD-PV-D1 3-6 and Figure RD-PV-D1 14-1 in
Appendix 2: Nominal Sprayed Seal Design may be used as a guide for completing pavement
schedules, as per the examples in Table RD-PV-D1 11-2, Table RD-PV-D1 11-3 and Table RD-PV-
D1 11-4.
Table RD-PV-D1 3-6 Guide to the Selection of Sprayed Bituminous Surfacings

Period When Treatment Initial Trafficking Between April
Open to Traffic Immediately
Applied to September
†
Prime pavement with very light
prime (AMC 00) or medium prime
October to March* (AMC 0) followed in not less than
three days by 14/7 or 16/7 double
seal. Apply prime† and 7 or 10 mm seal
Very light prime followed by 14/7 or followed the next summer by 14/7
a 16/7 seal. or 16/7 double seal after several
Where a geotextile is required‡ weeks of summer trafficking has
adopt a 7 mm or 10 mm initial seal. occurred.
April
Ensure this seal receives warm
weather trafficking for 2 weeks, and
then apply 14/7 or 16/7 geotextile
double seal.
7 mm or 10 mm primer seal#. Traffic in warm weather for 2 weeks
(emulsion) or 3 months (cutback) prior to applying final seal in summer.
May to September
Preferably postpone surfacing treatment until October and apply prime
and double seal.
* In areas north of Port Augusta, October to April may be appropriate
† Selection of prime type depends on type of basecourse material and porosity of surface. Embedment
allowances over primed basecourse are determined in accordance with Austroads Seal design methods.
Maximum permissible ball penetration values will depend on traffic volume and composition.
‡ Application of geotextile seals should be limited to the period between November to March inclusive.
# It is advisable to leave cutback primer seals exposed for 6 – 12 months. Emulsion primer seals may
have a final seal applied after several weeks of trafficking in hot weather.
Notes:
a) The presence of salt in the basecourse can result in damage to new seals. Where salinity may
be an issue, specialist advice should be sought.
b) Normally C170 bitumen used for new construction. In marginal weather conditions
polybutadiene (PBD) based binder should be used in the bottom coat of double seals.
c) Geotextile Seals should not be used in areas of high shear forces. E.g. tight bends, intersection
approaches, steep inclines, etc, where they may debond.
Bridge Deck Surfacings:

3.28 Bridge decks typically have an asphalt wearing course as the running surface, to allow periodic
maintenance, provide a uniform wearing course along the road and accommodate minor shape
correction during construction.
3.29 The following minimum detailing requirements apply to DPTI bridge deck asphalt surfacings:
a) The bridge deck wearing course mix will typically match the wearing course on the pavements
approaching the bridge, and may therefore be either dense graded asphalt, SMA or OGA.
Where OG is adopted, consideration should be given to surface levels and lateral drainage
requirements from the OGA.
b) A polymer modified binder is required in all asphalt to provide maximum durability.
c) A second asphalt layer is required below the wearing course to provide additional cover over
the deck structure for future maintenance works.
d) A very light prime is to be applied to the concrete surface (typically 0.2 – 0.3 l/m2 depending on
the surface texture and the finish, ideally confirmed by trial during construction). The prime may
be a specialised proprietary product in which case it must be applied strictly as per
manufactures instructions. Otherwise a cutback bituminous prime shall be allowed to cure for 3
days prior to the application of any subsequent surfacing treatment. It should be noted that
some concrete curing compounds might react adversely with bitumen. If this is the case, the
curing compound needs to be removed prior to the application of the prime.
e) Application of a 10mm S25E SAMI (1.6 – 1.8 l/m2) to the primed concrete bridge deck surface
is required, to assist in bonding and for water proofing.
f) The surfacing treatment thickness dead load must be considered in the structural design of the
bridge.
3.30 The resulting required minimum bridge deck configurations then are as per Table RD-PV-D1 3-7.
Table RD-PV-D1 3-7 Guide to the Selection of Bridge Deck Surfacings

Layer OGA SMA DGA Design Thickness (mm)
Wearing Course OG14(1) SMA10(1) AC10(1) 40
Levelling
AC10 AC10 AC10 40
Course(2)
Spray Seal 10 mm SAMI 10 mm SAMI 10 mm SAMI 5
Prime Very Light Prime Very Light Prime Very Light Prime -
Concrete Bridge Deck Total 85
(1) Wearing course selection as per Table RD-PV-D1 3-3 and Table RD-PV-D1 3-4.
(2) More than one layer, possibly with P&R of initial new AC layers, may be necessary to achieve levels.
Bridge designer must be informed in relation to applied pavement dead loads.
Pavement Joint Considerations & Treatment Extents

3.31 The design of joints for rigid (concrete) pavements is an integral consideration in their design and
should conform to the requirements of Section 9 of the Supplement.
3.32 For flexible pavements, joints can occur at various locations within the pavement, including:
a) At the interface of new works with existing pavements, which may be transverse, diagonal,
longitudinal or other shaped joints, depending on the alignment of the existing and new
pavements;
b) At the edges and ends of a construction run, e.g. at the end of a production shift within the
same pavement configuration;
c) At changes in pavement configuration;
d) At the interface with other road elements like kerb and gutter, subsurface drainage, etc.
3.33 The structural competency of flexible pavements at construction joints is generally not as sound as
in other areas. The joint is a discontinuity in the pavement, forming a plane of weakness, and the
adjacent pavement materials tend to be weaker and more permeable. In addition, stiffness
differences between different pavement types can contribute to differential deflections and
performance issues. This creates a significant risk of deformation, cracking and other distress at
joints, which is substantially increased where the joint will be trafficked.
3.34 The location of joints and the design of joint details to mitigate performance risks is therefore an
important part of pavement design.
3.35 Joints should preferably not be located in wheel paths, or where unavoidable, detailed appropriately.
Such details can include stepping layer terminations and / or using reinforcing geofabrics and
geogrids, as appropriate to the pavement configurations, support conditions, traffic loads, project
scope and other factors.
3.36 Joint details are required for all pavement joints in a project, including:
a) Each combination of unique abutting pavement types, which includes joints between new and
existing pavements at the extent of works.
b) Edge and end joints at the end of construction runs within the same configuration.
c) Joints between pavements and other road elements, like kerb and gutter, central medians and
subsurface drainage.
3.37 These joint details must be shown on the project drawings.
3.38 In addition, the following minimum requirements apply to pavement treatment extents from
consideration of jointing and other issues, unless prior approval from DPTI has been obtained:
a) Pavement treatments should extend to the edge of lanes to avoid joints in the wheel paths;
b) The pavement treatment should extend to the limit of geometric changes, so that the new and
existing surface levels match, and to realise these geometric changes;
c) The extent of pavement treatments must match the extent of pavement marking (traffic control
layout) changes, to ensure that all existing pavement marking is removed;
d) The extent of pavement treatment on intersecting Local Government roads must extend, as a
minimum, to the extents of the Commissioner of Highways maintenance responsibility, as
defined in Section 3.1 of the DPTI Operation Instruction 20.1 Care, Control & Management of
Roads (Highways) by the Commissioner of Highways (Section 26 of the Highways Act) (DPTI,
2008). (https://www.dpti.sa.gov.au/standards/tass)
Shoulders
3.39 Shoulders provide structural support to the pavement edge, as well as providing additional trafficable
width for road users. They are typically required where no kerb and gutter is present on urban fringe
and rural roads, and on Motorway class roads, where the shoulder forms an emergency break down
lane.
3.40 Shoulders in rural and urban fringe environments may be sealed or unsealed (or part sealed and
unsealed). The pavement and shoulders are typically either a spray sealed or thin asphalt surfaced,
unbound granular pavement. Motorway class pavements are typically “heavy duty” pavement
configurations with asphalt surfaced pavements and shoulders.
3.41 If not designed and constructed using the same adjacent trafficked lane pavement composition, then
the functional purpose of the shoulder needs to be carefully considered so that appropriate materials
and thicknesses are used. This is particularly important where the shoulder is sealed and may be
used as a heavy vehicle climbing lane, for parking of vehicles or may be frequently trafficked on the
inside edge of curves, with general traffic wander across lanes or at property entrances.
3.42 The pavement structure used in the shoulder will also be affected by the sealed and unsealed
shoulder widths, including bike lanes, if present. Minimum seal widths are generally derived from
Austroads Road Design requirements rather than pavement structural design considerations.
3.43 Subject to these considerations, the following minimum pavement structure requirements are
applicable:
Urban fringe / rural environment – sprayed seal or thin asphalt on granular pavements:
3.44 Sealed part of shoulder:
a) Edge line to 0.5 m outside edge line - same pavement structure as adjacent trafficked lane;
b) 0.5 m outside edge line – either same pavement structure as adjacent trafficked lane, or
reduced structure designed in accordance with Section 8 (CL 8.20 to 8.21). Matching shoulder
thickness to the adjacent trafficked lanes layer thicknesses should be considered for
constructability, where possible.
3.45 Unsealed part of shoulder:
a) Minimum total thickness of granular materials is 150 mm for major Rural Arterials and 200 mm
for National Highways. The uppermost 100 mm or more should be a Class 2 pavement material
or similar with reasonably high plasticity index (6 to 8) to provide low permeability and good
surface integrity (resistance to ravelling). A greater thickness may be required from structural
considerations, as per Section 8 (CL 8.20 to 8.21).
Motorways – Asphalt Surfaced Pavements:

3.46 Sealed Shoulder:
a) Edge line to 0.5 m outside edge line - same pavement structure as adjacent trafficked lane;
b) 0.5 m outside edge line - either same pavement structure as adjacent trafficked lane, or
reduced structure designed in accordance with Section 8 (CL 8.20 to 8.21). Matching shoulder
thickness to the adjacent trafficked lanes layer thicknesses should be considered for
constructability, where possible.
c) Unsealed shoulders are generally not acceptable on a Motorway class asset.
Rigid Pavements:
3.47 Section 9 (CL 9.18 to 9.20) of the Guide describes how shoulders are considered as an integral part
of the base thickness design process for rigid pavements.
Settlement
3.48 The Supplement and the Guide do not contain provisions for settlement below the pavement layers.
Where required, additional investigations and assessments should be carried out to determine if
settlement may occur and, if so whether pre-treatment (such as drainage and surcharge, or
expansive clay subgrade treatments) of the formation is required to reduce the amount of settlement
after the pavement is constructed.
3.49 DPTI Design Standard - EW100: Earthworks for Roads provides further guidance on the
requirements for design of earthworks for roads, including material selection, construction
methodology, geometric design, water / moisture control measures and surface treatment.
Frequency of Maintenance Treatments

3.50 The whole-of-life costing (Chapter 10) requires the maintenance costs of pavement alternatives to
be estimated over the analysis period.
3.51 The Austroads Guide to Pavement Technology Part 3: Pavement Surfacings (2009). provides
guidance on the range of expected service lives of surfacings. There are some situations (e.g.
expansive clay subgrades, subgrades subject to settlement) where higher than normal frequency
and extent of maintenance are required to seal the pavement and restore shape.
4 Environment
General
4.1 Australian climatic zones based on temperature and humidity are indicated in Figure RD-PV-D1 4-1.
Most of the coastal areas of South Australia experience warm summers and cool winters, while the
more scarcely populated regions are generally within the Hot, Dry Summer, Cold Winter zone.
4.2 South Australia is relatively dry compared to other Australian states and typically has low rainfall and
high evaporation rates as shown in Figure RD-PV-D1 4-2 and Figure RD-PV-D1 4-3. Except for the
south east corner of South Australia, the remainder is wholly arid or semi-arid. The south east corner,
including Adelaide, has dry summers with median annual rainfall of 400 – 800 mm, mostly in the
winter months.
Figure RD-PV-D1 4-1 Australian Climatic Zones
(www.bom.gov.au/climate/averages)
Figure RD-PV-D1 4-2 Average Annual Rainfalls for South Australia
Figure RD-PV-D1 4-3 Average Evaporation Map - Annual
5 Subgrade Evaluation
Factors to be considered in Estimating Subgrade Support
Moisture Changes during Service Life (Expansive Soils)
5.1 Soils change in volume as their moisture content changes. The magnitude of the volume change
depends on:
a) The reactivity (shrink/swell potential) of each material under the pavement;
b) Extent (width and depth) of each material; and
c) Magnitude of changes in moisture content.
5.2 Hence strategies to inhibit loss of shape due to Expansive soils include:
a) Minimising the changes in moisture content from the time of construction;
b) Removing the expansive soil (expansive soils) in the zone of seasonal moisture change and
replacement with a non-expansive material; or
c) Treating the material to reduce its reactivity, e.g. lime stabilisation.
5.3 The Guide lists a number of construction approaches.
5.4 South Australia has substantial deposits of expansive clay soils, including soils in the Extremely
Reactive category (by AS2870 definitions). In the event that expansive clay soils have been identified
onsite, a geotechnical assessment is required to assess the risks of future pavement shape loss and
the most appropriate treatment strategy.
5.5 In wetter areas of Australia where expansive soils expand in volume after construction, some road
agencies place a non-expansive fill to surcharge the expansive soil to minimise the expansion. This
may not always be appropriate for South Australia as often the expansive soils reduce in volume
rather than expand.
5.6 Moisture changes in expansive soils may be reduced by covering them with a low permeability select
fill layer with maximum Weighted Plasticity Index (WPI) of 1200.
5.7 Historically, DPTI have generally adopted two approaches for expansive clay soils:
a) For Minor projects, a minimal disturbance approach to preparing subgrades is generally used.
This approach recognises the potentially higher undisturbed soil strengths of overconsolidated
expansive clay subgrades, and the equilibrium moisture conditions that may be encountered.
Reworking these subgrades or exposing them during wet periods can lead to building in
undesirable moisture contents that are above equilibrium, with the risk of shrinkage deformation
and cracking of the pavement surfacing as the subgrade dries back to an equilibrium condition.
Moisture management during construction is a critical requirement with this approach.
b) On Major projects, RD-EW-D1 “Design of Earthworks for Roads” is used. This provides a
design method and performance criteria for calculating expansive soil volumetric changes.
Application of this method can result in the need to dig out and replace up to 2 m, or more, of
subgrade soils on more expansive sites, or sites with desiccated or wet subgrades.
5.8 This is information is provided as a general guide only and a project specific assessment must be
undertaken to assess each project’s conditions to develop a suitable design approach that will
achieve performance requirements. Critical factors in this assessment include geotechnical
conditions at the site and the reactivity of the soil profile, as well as potential moisture changes.
Required performance standards and acceptable performance risk are also key issues.
Laboratory Determination of Subgrade CBR and Elastic Parameters

5.9 Laboratory preparation and testing conditions to be adopted to determine the subgrade design CBR
are as follows:
a) Density Ratio of 98% using Standard compactive effort and optimum moisture content; and
b) 4.5 kg surcharge and 4-day soaking.
5.10 This test condition aligns with Table 5.2 of the Guide, allowing classification of the expansive nature
of the soils and provides a lower bound strength value.
5.11 It is recommended that prior to the 4-day soaking, specimens of cohesive materials also be tested
unsoaked to assess their sensitivity to moisture variations that may occur during construction and in
service.
5.12 The vertical design modulus of a subgrade is determined from its design CBR and Equation 2 of the
Guide. A maximum vertical modulus of 100 MPa shall apply to normal soil subgrades and where
sound rock formations exist, a maximum value of 150 MPa is applicable.
5.13 If in situ stabilisation of the subgrade is undertaken after detailed field and laboratory investigations
have verified the long-term performance properties (Little, 1995), these stabilised layers are
characterised as selected subgrade materials (refer Section 5 (CL 5.17 to 5.23)).
Adoption of Presumptive CBR Values

5.14 The presumptive subgrade CBR value for each material type shall not exceed the lowest of the range
of values given in Table 5.4 of the Guide.
5.15 Generally, the use of presumptive CBR values is not acceptable on DPTI projects, except for minor
works, and only subject to DPTI approval. A site-specific pavement and geotechnical investigation
should be undertaken. This is discussed further in Section 5 (CL 5.24 to 5.26).
Selected Subgrade Materials

5.16 Select fill or selected subgrade materials may be provided above the in situ subgrade to:
a) Provide a working platform on which to compact pavement layers, particularly over soft
subgrades;
b) Increase the strength and uniformity of the supporting pavement substrate;
c) Increase the height of pavements on embankments; and
d) Reduce moisture changes of highly expansive subgrades (refer Section 5.8).
5.17 In some situations (refer Section 3.23) it may be necessary to excavate soft or expansive subgrades
prior to placement of the fill.
5.18 Fill materials shall meet the requirements of Classification A or B of RD-EW-C1 “Earthworks” and the
following:
a) The Characteristic Strength of a fill material is defined as the tenth percentile value (i.e. mean –
1.3 x standard deviation) of the laboratory 4-day soaked CBR results from at least six samples.
The samples shall be taken in accordance with the test procedure TSA-MAT-TP226 with at
least one sample from each of six Lots. The design CBR of any particular fill material shall not
be greater than two-thirds of the Characteristic Strength.
b) The top 150 mm of fill shall have a minimum Characteristic Strength of CBR 15% and a
maximum vertical design modulus of 100 MPa.
c) Fill materials with a WPI greater than 1200 shall not be used directly below pavements.
d) Swell values determined with 4.5kg surcharge and 98% Standard compaction should be < 1%
wherever possible.
5.19 DPTI Design Standard: Earthworks for Roads (EW100) provides presumptive design parameters
for conforming Type A, B & C fill for use in mechanistic modelling.
5.20 Lime stabilisation of clay subgrades (3% - 5% hydrated lime) has proven a successful and cost-
effective construction expedient for DPTI on a number of projects. Where minimal or no field and
laboratory testing is undertaken for these applications, such treatments are not considered in the
pavement design calculations.
5.21 However, if appropriate site investigations and laboratory testing for lime demand and Unconfined
Compressive Strength (UCS) are used to verify the long-term properties of the lime stabilised
subgrade (Little, 1995), the structural contribution of the layer may be considered in the same manner
as a selected subgrade material. The Characteristic Strength is determined and the design CBR
calculated as two thirds of this value, with an upper limit of CBR 15. The design vertical modulus of
the top sublayer (refer Section 8.2.2) is 10 times the design CBR of the lime stabilised material up to
a maximum value of 150 MPa.
5.22 The designer must ensure that the laboratory curing regime aligns with anticipated field conditions
and that a suitable construction verification scheme of parameters adopted in the design is
implemented.
Pavement & Subgrade Investigation

5.23 Most DPTI projects require a site-specific pavement and subgrade investigation. This includes
projects being undertaken by others that impact and interface with DPTI road assets, which generally
must conform with DPTI standards within the DPTI owned area. An example of this is a new
development, where the proposed access roads will connect to an existing DPTI road.
5.24 A properly scoped site investigation will provide valuable data to the designer. Benefits include:
a) Identification of the subsurface conditions, including soil types, presence of any fill, moisture
condition and in situ strength.
b) Sampling of subgrade soils for use in laboratory CBR testing (and other testing as appropriate),
informing the selection of the design CBR value and assessment of subgrade soil reactivity;
c) Identification of existing pavement configurations (where they are affected by the new works),
allowing design of appropriate joint details between new and existing pavements, as well as
consideration of the existing pavement structure, performance and remnant life;
d) Adoption of less conservative design parameters, from the better understanding of the
subsurface conditions and increased designer confidence, leading to reduced pavement
thicknesses and costs. Or, adoption of lower design parameters where conditions are worse
than may have been assumed, which would otherwise have delivered a deficient design if
presumptive values had been used.
5.25 The results of the site investigation can also be included in the construction contract tender as
background information. This can lead to reduced tender prices, since the contractor has a greater
understanding of site conditions, and reduced uncertainty and risk. A design optimised for actual
site conditions can also avoid increased costs and delays during construction from needing to
undertake redesign or additional works related to subsurface issues when they are only identified for
the first time during construction.
6 Pavement Materials
General
6.1 The Guide and the Supplement provide procedures for pavement design using materials that comply
with DPTI Master Specification for Roadworks, which provides specifications for:
a) Unbound granular materials (recycled and quarry based), including pavement materials, sands,
ballast, sealing and asphalt aggregates;
b) Asphalt, Sprayed seals, Slurry Surfacings, and bituminous binders;
c) Controlled Low Strength Material (CLSM);
d) Stabilised materials, including cement, lime and foamed bitumen;
e) Geotextiles.
6.2 For non-standard materials, similar performance relationships and presumptive modulus values may
not be applicable.
Unbound Granular Materials

Availability of materials
6.3 A simplified surface rock map of South Australia is illustrated in Figure RD-PV-D1 6-1. It is apparent
that hard rock sources are very limited in extent. Igneous rocks occur in some small outcrops in the
central and far north-west of the state. Basalt is quarried near Mt Gambier. Metamorphic hard rocks
are to be found on the Eyre Peninsula and in the Mt Lofty/Flinders Ranges. Otherwise sedimentary
and superficial surface materials cover the state. Calcretes, with or without processing, are
extensively used and perform satisfactorily on light to moderately trafficked roads. In outback areas
a wide range of local materials are utilised including high gypsum content rubbles, shales, tableland
stone, iron pan, river gravel and clays.
6.4 Further details on material availability can be found in Robinson, Oppy and Giummarra (1999).
Figure RD-PV-D1 6-1 Simplified Surface Rocks Map of SA (Robinson, Oppy And Giummarra, 1999)
Standard granular materials

6.5 The quality and strength characteristics required of granular materials depends upon the following
factors and their interactions:
a) Traffic (volume, axle group types and loads)
b) Climate
c) Pavement configuration and drainage
d) Subgrade
6.6 Lightly traffic roads in dry environments can more successfully use lower quality granular materials
than roads with higher traffic loadings in wet environments.
6.7 RD-PV-S1 “Supply of Pavement Materials” details requirements for standard granular materials
comprising crushed quarry products, natural gravel, sand and recycled pavement materials. These
specifications include the range of products that meet traditional grading based manufacturing
tolerances, as well as those that use performance based mix design limits to deliver the required
stiffness, shear strength and deformation resistance properties.
6.8 Specifications for higher standard Quarried Pavement Materials were developed for the construction
of very heavily trafficked unbound granular pavements with thin surfacings, and are designated
PM1A or PM1B heavy duty materials. They provide improved stability and workability and are
compacted to 100% Modified Maximum Dry Density and dried back to no greater than 60% Optimum
Moisture Content, and are placed in layers not exceeding 125mm thickness. However, as their
availability is limited, project specific assessment is required.
6.9 The general DPTI pavement material types are summarised in Table RD-PV-D1 6-1. Size 40 mm
materials are unsuitable as base layers as they tend to segregate during placement and do not
provide adequate surface tightness and finish.
Table RD-PV-D1 6-1 Standard Granular Material Types

Material Type/Class Source Size (mm) Primary Usage
PM1A*, PM1B*, PM1† 20
Quarried
(Class 1) 30
Base
20
PM1† (Class 1) Recycled
30
20
Quarried 30
Upper subbase, lower subbase, working
† 40
PM2 (Class 2) platforms for heavily and moderately trafficked
20
roads, base for lightly trafficked roads
Recycled 30
40
20
40
Quarried Working platforms for moderately trafficked roads
55
PM3† (Class 3) and lower subbase layers for lightly trafficked
75
roads
20
Recycled
40
* Heavy duty pavement materials use only a grading based specification
† Grading based or mix design specifications
Note: Recycled, heavy duty and mix design products require project-specific consideration and DPTI
approval.
Non-standard granular materials

6.10 Marginal or non-standard granular materials should only be used after consideration of:
a) The documented performance history of the proposed material
b) Costs relative to standard materials
c) The predicted traffic loading
d) The climate at the site
e) The moisture sensitivity of the subgrade
f) The quality and uniformity of the materials as shown by laboratory testing
g) Consequences of poor performance
h) Suitability and cost-effectiveness of mechanical or chemical stabilisation
6.11 These materials commonly have lower moduli than standard granular materials, so greater thickness
is required to reduce the stresses/strains on the subgrade. However, it is not always possible to
obtain equivalent performance by using thicker layers of non-standard materials.
6.12 Thicker pavement layers for lower moduli materials may result in the same subgrade strain as for
thinner layers of standard materials; thus the extent of rutting of the subgrade is similar. However,
the use of the non-standard materials may result in inferior performance due to deformation within
the pavement layers under traffic loading leading to rutting and early pavement distress. The use of
repeated load triaxial testing to provide the values for modulus and permanent deformation will assist
in predicting the performance of non-standard materials compared to standard materials. Specialist
advice should be sought in undertaking such evaluations.
6.13 The existing DPTI road network includes pavements with layers of coarse gravel to cobble sized
particles, which are often referred to as “macadam”. These materials can typically be placed with a
graded profile from coarser to finer materials, and can provide a strong, robust, relatively moisture
insensitive layer that provides good pavement performance, with moduli greater than conventional
crushed rocks.
6.14 Macadam is generally not used in modern pavement designs for a number of reasons, including the
inability to conduct nuclear density testing on such coarse materials for QA purposes during
construction, as well as the cost of placement and materials. Pavement designs that consider
utilising existing remnant macadam layers should refer to AGPT-5 and the DPTI Part 5 Supplement
for further guidance for this.
Determination of Modulus of Unbound Granular Materials

6.15 The modulus of granular materials can be determined using repeated load triaxial equipment. As
the modulus depends on density, moisture content and stress state, it is essential that the material
be tested under conditions which approximate those occurring in service.
6.16 DPTI adopts the following conditions for testing of granular materials characterisation:
a) 80% modified optimum moisture content
b) 98% modified maximum dry density
c) Stress conditions as defined by Austroads (2007) and documented in test procedure TSA-MAT-
TP 183.
6.17 The maximum allowable design modulus from direct measurement shall be 350 MPa.
Presumptive values
6.18 In determining the top vertical moduli of DPTI Class 1 base materials, the typical values in Tables
6.3 and 6.4 of the Guide for normal standard crushed rock shall be used.
6.19 For base materials that do not conform to RD-PV-S1 "Supply of Pavement Materials” but have proven
performance in the field, the maximum modulus shall be 300 MPa under thin bituminous surfacings.
Cemented Materials
Introduction
6.20 RD-PV-S1 "Supply of Pavement Materials” details various types of plant-mixed stabilised materials
produced by the addition of cement, fly ash, lime, ground granulated blast furnace slag (GGBFS),
bitumen or combinations of binders to granular material. As cemented materials need to include
cementitious binding agents in sufficient amounts to produce a bound layer with significant tensile
strength, not all RD-PV-S1 "Supply of Pavement Materials” stabilised materials meet this definition.
The RD-PV-S1 "Supply of Pavement Materials” materials listed in Table RD-PV-D1 6-2 are those
DPTI consider to be cemented materials. The source material may be natural quarried material or,
where approved, recycled materials complying with RD-PV-S1 "Supply of Pavement Materials”. In
addition, stabilised material may be specified by either binder content or strength.
Table RD-PV-D1 6-2 Cemented Material Types(1)

Min 28 20 mm 30 mm 40 mm
Specification
Binder Day Class 2(2) Class 2(2) Class 2(2)
Type
UCS (PM 2/20) (PM 2/30) (PM 2/40)
Target binder 4%
- SPM2/20C4 SPM2/30C4 SPM2/40C4
Type GB cement
Binder Control
Target binder 5%
- SPM2/20C5 SPM2/30C5 SPM2/40C5
Type GB cement
Strength Cement, fly ash 4MPa SPM2/20C4MPa SPM2/30C4MPa SPM2/40C4MPa
Control GGBFS, and/or lime 5MPa SPM2/20C5MPa SPM2/30C5MPa SPM2/40C5MPa
(1) Materials with a 28 day UCS less than 4 MPa (AS 1141.51) are not used in cemented designs
because of durability concerns.
(2) Class 1 materials may be substituted for Class 2
GGBFS = Ground Granulated Blast Furnace Slag; GB = General Blended.
6.21 Finely graded gravels, clayey gravels, silty sands (>50% passing 0.425 mm sieve) and other
materials which do not achieve significant particle interlock are not included in the definition of
cemented materials as their fatigue performance would be variable and unpredictable.
Determination of Design Modulus

6.22 The moduli of cemented material are dependent on a number of factors, including:
a) Source material quality, grading etc
b) Binder type and quantity
c) Compaction and moisture
d) Curing regime
6.23 The design modulus for the cemented materials detailed in Table RD-PV-D1 6-2 shall be no greater
than 3500 MPa. This maximum modulus assumes seven days initial curing with negligible traffic, as
per DPTI construction specification RD-PV-S2 “Plant Mixed Stabilised Pavement”. Following initial
curing, a primer seal may be placed to provide a stable moisture regime to promote longer term
curing and to assist with bonding to any subsequently placed asphalt layers.
6.24 For cemented materials not complying with RD-PV-S1 "Supply of Pavement Materials” but which
have proven field performance, the design moduli may be determined from UCS test results as
follows:
EFLEX = 1000 UCS (6.11)
where EFLEX = flexural modulus (MPa) of field beams at 28 days moist curing, and
UCS = Unconfined Compressive Strength (MPa) of laboratory specimens at 28 days.
6.25 The maximum design modulus for these non-standard materials shall not exceed 3500 MPa.
Factors Affecting the Fatigue Life of Cemented Materials

6.26 Cracking of cemented materials can occur:
a) Where environmentally induced stress exceeds the tensile strength of the bound material, e.g.
due to shrinkage; and
b) At the end of the fatigue life for a bound pavement layer as a result of applied load applications
exceeding the fatigue limit.
6.27 Environmentally induced stress can result from circumstances such as:
a) Volume change in pavement layers from moisture and/or temperature changes;
b) Curling (temperature differentials) and warping (moisture differentials); and
c) Substrate movement (settlement and/or volume change).
6.28 If cracking reflects to the surface of the pavement, this may lead to:
a) Detrimental materials such as water and incompressible materials entering the pavement and
subgrade, causing damage and failure;
b) Underlying pavement layers abrading or eroding, leading to the formation of depressions; and
c) The cracks wearing and widening, leading to further deterioration of pavement functionality and
structural integrity.
6.29 Surface cracking on heavily trafficked roads is minimised by providing a minimum cover equivalent
to 175 mm thickness of dense graded asphalt (see Section 3 (CL 3.5 to 3.18)).
6.30 For lightly to moderately trafficked roads the tolerable amount of surfacing cracking is greater than
for heavily trafficked roads. In such cases a lower minimum cover may be appropriate, but is required
to be at least equivalent to 100 mm of dense graded asphalt (see Section 3 (CL 3.5 to 3.18)).
Determining In-service Fatigue Characteristics from Laboratory Fatigue Measurements

6.31 This content in the Guide is new to the 2017 edition and has not been applied to a DPTI project at
the time of this Supplement’s publication. The first-time application to a project is likely to involve
additional risk factors that require careful consideration and mitigation.
Determining In-service Fatigue Characteristics from Laboratory Measured Flexural Strength and
Modulus
6.32 This content in the Guide is new to the 2017 edition and has not been applied to a DPTI project at
the time of this Supplement’s publication. The first-time application to a project is likely to involve
additional risk factors that require careful consideration and mitigation.
Asphalt
Introduction
6.33 The requirements for asphalt supply and construction are given in RD-BP-S2 “Supply of Asphalt”
and RD-BP-C3 “Construction of Asphalt Pavement”.
6.34 A guide to the selection of asphalt for particular applications is provided in Chapter 3 of this
Supplement.
6.35 There has been substantial effort put into developing innovative asphalt mixes in recent years,
including technology like EME2, A5E and perpetual pavement concepts. These technologies are at
various stages of adoption in South Australia, with further advice available from DPTI. The design
parameters provided for A5E mix are provided for information only, to allow comparative designs
versus other mixes to be undertaken. Acceptance of use of a higher design modulus (greater than
1.0) for A5E binder must have prior approval from DPTI.
Determination of Design Modulus from Direct Measurement of Flexural Modulus

6.36 This approach is considered the best method of determining the flexural modulus of asphalt.
However, the required volume and cost of laboratory testing required to develop the master curves
for each individual mix, by each different asphalt supplier is relatively onerous and has not been
undertaken, so far, in South Australia. The first time use of this method on a project is likely to involve
additional risk factors that require careful consideration and mitigation, including development and
validation testing and analysis.
6.37 The maximum asphalt design moduli obtained from this method shall not exceed the values in Table
RD-PV-D1 6-3 for the given mix type, temperature and design speed, unless approved by DPTI.
Determination of Design Modulus from Measurement of ITT modulus

6.38 This test data is readily available, however it has not been used to determine a design modulus on
a DPTI project to date. The first-time application on a project is likely to involve additional risk factors
that require careful consideration and mitigation, including development and validation testing and
analysis.
6.39 As noted in the Guide, the results of this test have significant scatter and “designers are advised not
to assign a high level of accuracy or precision to a design modulus determined from the mean of a
single set of triplicate specimens”. An appropriate, project or volume based statistical relationship is
not provided in the Guide. Use of this method will therefore require development of laboratory to
field shift factors, with an acceptable supporting technical basis.
6.40 The maximum asphalt design moduli shall not exceed the values in Table RD-PV-D1 6-3 for the
given mix type, temperature and design speed.
Means of Determining Asphalt Fatigue Characteristics

6.41 The use of laboratory based fatigue data in place of the Shell Relationship (Guide Equation 25) has
not occurred or been proposed on a DPTI project at this time (or any other Australian State Road
Authority project also, to the best of DPTI’s knowledge.).
6.42 This approach is considered viable, subject to provision of appropriate levels of test data and
development of an appropriate correlation between laboratory and field performance. The first-time
application of this approach on a project is likely to involve additional risk factors that require careful
consideration and mitigation, along with substantial testing and analysis.
DPTI Asphalt Design Moduli*

6.43 The asphalt design moduli for DPTI Registered Mixes shall be not less than 480 MPa for open
graded, 830 MPa for stone mastic, and 1000 MPa for dense mix asphalt, and be determined from
Table RD-PV-D1 6-3 and the following methodology.
6.44 The moduli provided in Table RD-PV-D1 6-3 are for the Weighted Mean Annual Pavement
Temperature (WMAPT) of 27°C for Adelaide. For other pavement temperatures, the asphalt design
modulus shall be the greater of the minimum indicated above, and that calculated from the values in
Table RD-PV-D1 6-3 using the following equations (Jameson 2005b):
SWMAPT = S27ºC * e(A(WMAPT-27)) (6.12)
A = (1 +0.0307*(Vb – 11))*(0.014ln(V) – 0.1579) (6.13)
where SWMAPT = asphalt modulus at the WMAPT (MPa)

S27ºC = asphalt modulus at 27°C (Table RD-PV-D1 6-3) (MPa)
Vb = volume of binder in mix (%)
V = heavy vehicle design speed (Table RD-PV-D1 6-4)
A = mix type and vehicle speed variable
6.45 WMAPT for various South Australian sites are given in Appendix B of the Guide.
Table RD-PV-D1 6-3 Asphalt Design Moduli at WMAPT Of 27°C

Effective Design Modulus MPa at 27°C
Mix Mix Size Binder
Binder
Designation (mm) Class
Volume (%) 10km/h 30km/h 50km/h 80km/h
AC10M 10 320 12.4 1220 2120 2630 3190
AC14M 14 320 11.7 1360 2330 2880 3480
AC20M 20 320 11.0 1520 2570 3160 3800
AC14HB 14 320 13.1 1330 2330 2910 3540
SMA10 10 320 15.1 830 1490 1880 2320
OG14 14 320 9.9 480 790 960 1150
6.46 As asphalt moduli vary with heavy vehicle speed, a design speed needs to be determined for each
project. In the absence of site-specific heavy vehicle travel speed data, the presumptive design
speeds given in Table RD-PV-D1 6-4 shall be used.
Table RD-PV-D1 6-4 Presumptive Heavy Vehicle Design Speeds

Design Speed V (km/h)
Project Location
Flat and up to 5% Grade Over 5% Grade
Posted speed limit ≥ 80 km/h 80 50
50 km/h ≤ posted speed limit < 80 km/h 50 30
Posted speed limit < 50 km/h 30 10
Low radius roundabouts, bus stops, etc. 10 10
6.47 The modulus of an asphalt wearing course incorporating polymer modified binders may be estimated
by applying the modulus adjustment factors in Table RD-PV-D1 6-5 below to the values for C320
binder mixes given in Table RD-PV-D1 6-3. These factors are the same as provided in Table 6.13
in the Guide, with additional local mixes added.
Table RD-PV-D1 6-5 Factors to Estimate the Modulus of Polymer Modified Binder Asphalts for
DPTI Modulus at WMAPT 27 C (Table RD-PV-D1 6-3)
Softening Point – Modulus
Austroads Binder
Description of Binder Approximately Adjustment Binder Availability
Grade
(C) Factor
Styrene-Butadiene- Not readily available
A10E 95 0.70
Styrene (SBS) 6% in SA
Styrene-Butadiene-
A15E 90 0.75 Available.
Styrene (SBS) 5%
DPTI Binder Grades
Available. DPTI
Styrene-Vinyl- Styrene
A5E 95 1.6 approval required for
(SVS) Min 7.5%
use.
6.48 The adjustment factor to estimate the modulus of High Flexural-Modulus Asphalt using the A5E
binder shall be 1.6 times the values for C320 binder given in Table RD-PV-D1 6-3. Modulus
adjustment factors exceeding unity for other PMBs shall not be adopted unless confirmed by
laboratory resilient modulus testing of the project mix.
6.49 Design of Heavy Duty Wearing Courses and Modified Intermediate Courses utilising A5E shall be
designed to 80 gyratory cycles.
Recycled Asphalt Pavement (RAP)

6.50 DPTI supports increasing the use of Recycled Asphaltic Pavement (RAP) within its asphalt mixes,
as per RD-BP-S2 and RD-BP-C3.
6.51 Asphalt mixes with RAP are assumed to have the same design modulus and fatigue relationship as
the equivalent mix with virgin materials.
7 Design Traffic
Procedure for Determining Total Heavy Vehicle Axle Groups
Selection of Design Period
7.1 The design periods given in Table RD-PV-D1 7-1 are required for new DPTI pavements.
Table RD-PV-D1 7-1 Pavement Design Periods for New Pavements

Design Period – Flexible Design Period – Rigid
Road Classification
Pavements (Years) Pavements (Years)
Motorway – Main Alignment and
40 40
Ramps
Urban & Rural Arterial, Urban &
30 40
Rural Connector
Project Specific – Assessment
Access 20
Required
Initial Daily Heavy Vehicles in the Design Lane
7.2 DPTI has 8 Weigh-In-Motion (WIM) sites in operation in South Australia. These are located on major
freeways and interstate freight routes and measure the axle group counts and mass in both directions
of travel. Detailed Traffic load distributions are developed from this data and include NHVAG,
ESA/HVAG, ESA/HV and Percent Heavy Vehicles for each site, as presented in Appendix 1: Traffic
Load Distributions.
7.3 The following additional DPTI or project specific traffic data may also be available:
a) Urban and Rural Traffic Estimate Maps (publicly available at
https://dpti.sa.gov.au/traffic_volumes). These provide the two way AADT and heavy vehicle
estimates for the entire DPTI road network, with both urban and rural map sets available.
b) Intersection turning count surveys. These provide detailed turning count movements at
intersections, with AADT and heavy vehicle counts provided for through and all turning
movements at the intersection. These may be requested for relevant DPTI projects.
c) Mid-block Classification Counts. These are available for many DPTI managed roads,
particularly rural roads. They are standard site classification counts, providing counts of each
Austroads vehicle class and a total AADT and percent heavy vehicles. These may be
requested where available for related DPTI projects.
d) Traffic Modelling and Forecasts. These traffic volumes are typically developed as part of
network planning studies and for major road projects, with projected AADT and heavy vehicle
counts developed at different times after opening of new or upgraded major roads. These can
often give markedly different results depending on different scenario parameters and should be
used with due consideration of their assumptions and limitations. The Austroads Guide to
Traffic Management series provides further information on this.
7.4 Ensuring that the design traffic loading is developed from sufficient traffic data is a key pavement
design activity, given the major influence traffic has on the required pavement type and configuration.
Short-term Heavy Loadings

7.5 The Guide design procedures have been developed over many years using mechanistic modelling
and in-service field performance data. These pavements were generally designed and constructed
to outlast 20 years or more trafficking, with the loading spread relatively evenly over the design
period.
7.6 However, in some situations the pattern of loading differs markedly for that on which the procedures
in the Guide were based. For instance:
a) Temporary pavements may be required to carry high daily traffic loadings but because of their
limited operational life (e.g. 0-2 years) may have a relatively low design traffic loading if a similar
1 to 2 year design period is adopted.
b) In some areas of the State the haulage of grain results in large seasonal variations in traffic
loadings.
c) Some bus ways in Adelaide have high loadings on weekends during the winter football season
but low loadings at other times.
7.7 In such situations, the design traffic needs to be adjusted to allow for the greater impacts of these
special loadings. For roads with intermittent or seasonal loadings, rather than the design traffic being
calculated from the annual average daily heavy vehicle volume, the maximum daily heavy vehicle
traffic per annum is used.
7.8 For temporary pavements with an operational period of less than 5 years, the design traffic is typically
calculated using a 5 to 10 year design period with zero traffic growth rate using the maximum daily
heavy vehicle volume. The actual design period adopted must consider the following risk factors
and acceptable performance outcomes, as well as any other relevant factors:
a) The consequences of failure during the temporary pavements use, which may include safety
risks, reputational damage and contractual penalties if maintenance works need to be
undertaken to provide a serviceable pavement;
b) The intensity of traffic loading immediately upon opening to traffic;
c) The temporary pavement operating speed;
d) The inspection regime when in service.
Cumulative Number of Heavy Vehicles when Below Capacity

7.9 The following minimum heavy vehicle growth rates shall be adopted in consideration of predictions
of road freight growth rates from 2008 to 2030 (BITRE 2010):
a) Motorway and Interstate Freight Routes: 3.9 %
b) Arterial and Connector: 3.0 %
7.10 Different values to these presumptive values may be appropriate, based upon a review of project
specific data, and subject to approval by DPTI.
Cumulative Heavy Vehicle Axle Groups

7.11 Whenever possible, project specific weigh-in-motion (WIM) data should be used to determine
NHVAG values rather than presumptive values.
7.12 Appendix E of the Guide provides the 2014 NHVAG values from all WIM sites throughout Australia.
Additional 2016 DPTI WIM data that became available since the Guide was drafted is presented in
this Supplement, and should be used in place of the 2014 data. This data is summarised in Table
RD-PV-D1 7-4, with detailed data available for download on the DPTI website.
Estimation of Traffic Load Distribution (TLD)

7.13 South Australian WIM data has been filtered to remove axle group loadings that exceed the limits
shown in Table RD-PV-D1 7-2. These values were determined from discussions with DPTI transport
safety compliance officers and consideration of special heavy vehicle types and movements in SA.
The processed WIM data is expected to provide the most reliable traffic load distributions for general
pavement design purposes.
Table RD-PV-D1 7-2 Maximum South Australian WIM Axle Group Loadings
SAST TAST SADT TADT TRDT QADT
9t 16t 18t 33t 40t 48t
Design Traffic for Flexible Pavements

Pavement Damage in Terms of Equivalent Standard Axle Repetitions
7.14 Whenever possible, project specific weigh-in-motion data should be used to determine relevant
heavy vehicle parameters rather than presumptive values.
7.15 Appendix E of the Guide provides the 2014 heavy vehicle characteristics from weigh-in-motion sites
throughout Australia, including the 8 sites in South Australia. More recent 2016 DPTI data has
become available since the Guide was drafted, as per Table RD-PV-D1 7-4. The corresponding
traffic load distributions are available for download on the DPTI website:
https://www.dpti.sa.gov.au/standards.
7.16 For road projects where there are no suitable WIM data available, presumptive values for pavement
design purposes are provided in Table RD-PV-D1 7-3 which relate to DPTI Road Categories and the
largest Austroad Vehicle Class that uses the road. These must be used with careful project specific
consideration of their suitability and sensitivity testing of pavement designs outputs with adopted
TLD.
7.17 The presumptive Urban General Access TLD is applicable for moderately trafficked urban arterial
and urban connector roads meeting these criteria:
a) Maximum Austroads Vehicle Class 9;
b) The percentage of Long Articulated Vehicles (Class 6 to 9) vehicles is less than or equal to 35%
of the total heavy vehicle count.
Table RD-PV-D1 7-3 Presumptive Heavy Vehicle Characteristics for DPTI Road
Urban Roads Rural Roads
Largest
Austroads
Vehicle
Class 9 Class 11 Class 9 Class 10 Class 11 Class 12
Class
allowed on
Road(1)
Presumptive Wingfield - Bordertown - Bordertown - Oodla Wirra -
Design TLD Pimba - PIN
UGA WI1 BTW BTW OWS
(1) Stage Government Regulations set the largest allowable vehicle on a particular route, as shown on
the RAVnet online map system, refer https://www.dpti.sa.gov.au/ravnet and
http://maps.sa.gov.au/ravnet/index.html.
Table RD-PV-D1 7-4 Traffic Characteristics of South Australian WIM Sites (2016)*
Percent
Road ID Location Direction Lane NHVAG ESA/HVAG ESA/HV
HVs
Barrier Highway OWN Oodla Wirra N OL 3.31 1.25 4.16 27.6
Barrier Highway OWS Oodla Wirra S OL 3.50 1.39 4.88 27.5
Dukes Highway BTE Bordertown E OL 3.47 1.13 3.53 27.0
Dukes Highway BTW Bordertown W OL 3.19 1.40 4.46 28.8
Eyre Highway IKE Iron Knob E OL 3.28 1.29 4.23 27.3
Eyre Highway IKW Iron Knob W OL 3.93 1.18 3.89 29.7
South East Highway MOE Monarto E OL 2.71 1.18 3.19 15.8
South East Highway MOW Monarto W OL 3.18 1.17 3.71 12.8
Stuart Highway PIN Pimba N OL 4.01 1.88 7.55 20.1
Stuart Highway PIS Pimba S OL 3.96 1.22 4.84 21.2
Sturt Highway DUE Dutton E OL 3.20 1.28 4.10 23.9
Sturt Highway DUW Dutton W OL 3.23 1.22 3.93 23.1
Riddoch Highway* NAN Naracoorte N OL 3.17 1.40 4.44 23.1
Riddoch Highway* NAS Naracoorte S OL 3.21 1.09 3.51 23.1
Port River Expressway WI1 Wingfield E OL 2.42 1.14 2.75 14.0
Port River Expressway WI2 Wingfield E IL 2.05 0.95 1.96 2.5
Port River Expressway WI3 Wingfield W IL 2.46 1.03 2.52 4.8
Port River Expressway WI4 Wingfield W OL 2.26 1.03 2.34 12.5
*2016 data was not available for the Riddoch Highway site, 2014 data has been used.
Design Traffic for Mechanistic-empirical Design Procedure

7.18 DPTI accepts use of the upper limits on design traffic for asphalt fatigue, which is a design traffic
loading of 2 x 108 ESA for the Adelaide urban region (WMAPT of 27C).
7.19 Consideration should be given to the WOLC benefits of constructing the thickness corresponding to
2 x 108 ESA, given it is unlikely to experience bottom up fatigue cracking requiring full depth structural
rehabilitation treatments.
8 Design of New Flexible Pavements

Mechanistic-empirical Procedure
8.1 The calculated layer thicknesses shall be rounded up to the nearest 5 mm. To allow for variations in
the constructed layer thicknesses within the construction tolerances, 10 mm shall be added to the
pavement layer which governs the overall allowable loading.
8.2 It is assumed that sprayed seals, geotextiles and SAMIs are non-structural. Geosynthetics that
reinforce pavement layers or have load spreading properties are also excluded from the mechanistic
modelling procedures.
8.3 Generally, the mechanistic modelling is undertaken assuming full bonding between layers,
characterised as a “rough” interface in the CIRCLY program. However, when modelling pavements
with more than two cemented material layers, only one of the interfaces between cemented material
layers shall be modelled as fully bonded, and any other interfaces between cemented layers shall be
modelled as a smooth interface.
8.4 Similarly, if the construction and maintenance procedures are likely to result in some degree of
debonding during the design period, the interfaces between cemented material layers shall be
modelled as smooth.
Selection of Trial Pavement

8.5 Refer to discussion in Section 2.
Procedure for Elastic Characterisation of Selected Subgrade and Lime-stabilised Materials

8.6 The maximum vertical modulus assigned to top sublayers shall not exceed 100 MPa, except:
a) For fully investigated and designed lime stabilised subgrades; and
b) Sound rock formations which have a maximum modulus of 150 MPa (refer Section 5 (CL 5.17
to 5.23)).
Procedure for Elastic Characterisation of Granular Material

8.7 Class 1, 2 and 3 pavement materials meeting the requirements of RD-PV-S1 “Supply of Pavement
Materials” shall be considered as unbound granular materials and characterised in accordance with
the Guide.
Consideration of post-cracking phase in Cemented Material and Lean Mix Concrete

8.8 For heavy-duty pavements incorporating cemented materials no allowance shall be made for the
post-cracking phase of design life. For other road pavements where the design traffic is less than
107 ESA, designs may include the post-cracking phase of cemented materials if agreed by the project
manager.
Design of Granular Pavements with Thin Bituminous Surfacings

8.9 For unbound granular pavements with asphalt surfacings less than or equal to 80 mm thick, the base
and subbase requirements discussed in Section 8 (CL 8.13 to 8.17) below shall apply.
8.10 Where the total thickness of asphalt is 85 mm or more, the following minimum requirements apply:
8.11 Total asphalt thicknesses 85 to 150 mm:
a) An unbound granular base is required consisting of a minimum 125 mm of Class 1 Quarried
Pavement Material or Class 1 Recycled Pavement Material;
b) An upper subbase consisting of a minimum 125 mm thickness of Class 2 Quarried Pavement
Material or Class 2 Recycled Pavement Material shall be provided; and
8.12 Total asphalt thicknesses exceeding 150 mm:
a) An upper subbase consisting of a minimum 125 mm thickness of Class 2 Quarried Pavement
Material or Class 2 Recycled Pavement Material shall be provided.
Empirical Design of Granular Pavements with Thin Bituminous Surfacings

Pavement Composition
8.13 As the traffic loading increases, the qualities and thicknesses of the base and subbase materials also
needs to increase. Better quality materials are used in the upper levels of the pavement while a
wider range of test property limits can be permitted for subbase.
8.14 Material properties and layer thicknesses for base and subbase layers are discussed below:
8.15 Base:
a) Class 1 Quarried Pavement Material or Class 1 Recycled Pavement Material, as specified in
RD-PV-S1 "Supply of Pavement Materials” shall be used as base, with minimum thicknesses as
follows:
b) For design traffic of up to 106 ESA, a minimum thickness of 150 mm;
c) For design traffic of 106 to 107 ESA, a minimum thickness of 250 mm; and
d) For design traffic exceeding 107 ESA, a minimum thickness of 300 mm.
8.16 Subbase:
a) A minimum 125 mm thickness of Class 2 Quarried Pavement Material or Class 2 Recycled
Pavement Material shall be provided. In accordance with Table RD-PV-D1 6-1, lower subbase
layers shall also comprise Class 2 Quarried Pavement Material, Class 2 Recycled Pavement
Material, Class 3 Quarried Pavement Material, or Class 3 Recycled Pavement Material, or other
approved granular materials of similar strength.
8.17 DPTI accepts reduction of the subbase layer thickness by the thickness of a thin asphalt surfacing
designed with Figure 8.4, as stated in the Guide (2nd para, pg 123).
Geogrid reinforcement
8.18 Where appropriate, geogrids are provided at the interface of the subbase and subgrade.
Reinforcement can be achieved from any one, or combination of the following mechanisms (Perkins
et. al., 1998):
a) Resistance to lateral spreading of the subbase aggregate as vertical loads are applied at the
pavement surface.
b) Increased confinement afforded to the subbase causing an increase in the state of stress in that
layer and correspondingly an increase in the modulus of the subbase (and base) layers.
c) Improved distribution of stress to the subgrade which generally results in the subgrade
achieving a higher modulus.
d) Reduced shear stresses being transferred to the subgrade resulting in lower vertical strains
being mobilised in the subgrade.
8.19 To date DPTI has primarily used geogrids on soft subgrades as a construction expedient without any
reduction in pavement thickness or strength requirements. This low risk approach reflects the lack
of local performance studies, although there is some overseas experimental evidence that supports
the use of a thickness reduction methodology for geogrids. As with other developing treatments, the
DPTI usual practice would be to incorporate trial sections of limited extent within new construction
works (subject to project and asset manager approval). These would assist the assessment of
placement issues, economic viability, and field performance prior to widespread adoption of a new
design approach.
Shoulders
8.20 For design of sealed shoulders adjoining new pavement, a design traffic value for the shoulders of
2-5% of the adjacent trafficked lane pavement should be adopted. Where the sealed shoulder is
likely to be frequently trafficked, 100% of the adjacent lane design traffic should be adopted.
8.21 The designer must also consider the long-term plans for the road in selecting the design traffic
loading, particularly where full lane width sealed shoulders may become fully trafficked lanes in future
arrangements.
Sprayed seal considerations

8.22 Table RD-PV-D1 3-2 should be used as a guide for the selection of initial spray seal treatments on
granular pavements. Unless otherwise specified sprayed seal treatments shall be designed in
accordance with Austroads Seal Design Procedures and the following exceptions and additions:
8.23 Sealing aggregate shall comply with RD-PV-S1 “Supply of Pavement Materials”.
8.24 The size of aggregate selected will vary according to the expected volume and composition of traffic.
In general, a 14/7 double seal is appropriate as an initial surfacing treatment on a granular pavement.
However, where traffic volumes exceed 2000 vehicles/lane/day or the percentage of heavy vehicles
exceeds 15%, a 16/7 double seal should be considered.
8.25 Primed surfaces on granular pavements shall be cured for a minimum of 3 days prior to applying the
final surfacing. Cement treated bases shall be primed with a very light prime at a rate of 0.4 - 0.6
l/m2 depending on the surface finish of the pavement.
8.26 For seal treatments on granular pavements, aggregate embedment can have a significant effect on
binder application rates, and hence needs to be measured prior to final seal design. Table RD-PV-
D1 8-1 provides general maximum limits for average ball penetration values at varying traffic
volumes.
Table RD-PV-D1 8-1 Suggested Maximum Average Ball Penetration Values

Traffic Volumes Ball Penetration
(AADT/lane/day) (mm)
AADT/lane/day ≤ 1500 3.5
1500 < AADT/lane/day ≤ 2500 3.0
2500 < AADT/lane/day ≤ 3000 2.5
AADT/lane/day >3000 2.0
Note: The penetration values are a guide only, determination of an appropriate hardness value will
depend on several factors including traffic composition, gradient and curve radii.
8.27 Where high traffic volumes require the use of low binder application rates, geotextile reinforced seals
may be utilised to minimise the degree of aggregate embedment. However, this treatment should
not be applied to areas subject to high shear forces such as intersections, tight corners and steep
climbing lanes.
8.28 It is advisable to leave cutback primer seals exposed for 6 – 12 months. It is also recommended that
cutback bitumen primer seals be trafficked for 3 months between October and March before placing
a sprayed seal or asphalt surfacing less than 100 mm thick (refer Table RD-PV-D1 3-2).
8.29 Where it is not feasible to comply with the above time constraints an emulsion primer binder may be
used, in which case the final surfacing can be applied after the emulsion primer seal has been
subjected to several weeks of trafficking in hot weather.
8.30 Priming prior to spray sealing is mandatory.
Documentation of Pavement Design Calculations

8.31 Flexible pavement designs shall be supported by documented design calculations and methodology,
including:
a) The subgrade and if relevant, selected subgrade material test results and procedures used to
obtain design CBR values and hence layer moduli;
b) The processes used to estimate the moduli for each pavement material;
c) The design traffic calculations;
d) The DPTI CIRWIN Summary Report or Mincad CIRCLY Job Summary File, with layer
thicknesses, elastic properties and CIRCLY critical strains;
e) The performance relationships used to estimate allowable loadings;
f) The allowable loadings for each distress mode; and
g) Adjustment of the governing layer thickness.
8.32 This is considered the minimum level of documentation required on a DPTI project, including works
by others that impact DPTI road assets. Further information may be necessary on larger, more
complicated designs.
Independent Design Review

8.33 Independent review of calculations and design must be undertaken and presented in the pavement
design report.
9 Design of New Rigid Pavements

9.1 The update of Section 9 in this 2018 edition of the Supplement has been limited to updating the
reference documents. The detailed technical content of this Section will be revised in a future update
of the Supplement.
General
9.2 The Roads and Maritime Services (RMS) NSW is the pre-eminent Australian road authority in rigid
pavement technology, having designed, constructed and maintained the majority of Australian
concrete pavements over the last 40 years. Given the extremely limited use of concrete roads in
South Australia, DPTI relies heavily on RMS’s recommended practices for the design of concrete
pavements. Consequently, the following additional advice to the Guide is mainly based on the RMS
Supplement to the Austroads Guide to the Structural Design of Road Pavements (2015). This advice
may be extended or superseded by RMS Supplement updates.
9.3 The Austroads design procedure assumes that the base and subbase will separate under traffic and
environmental loading. Debonding procedures vary markedly according to both the type of subbase
and the type of base (refer Table 9.10 of Guide) and are detailed in RMS specifications. Local
climatic conditions should also be taken into account. Appropriate debonding can be critical to the
performance of the pavement.
9.4 Further information on materials, design and construction aspects are available in the RMS QA
Roadworks Specifications (for concrete pavements), RMS Guides to QA Specifications, and the RMS
Standard Drawings - Pavement.
9.5 The Guide does not offer any guidance to the impact on settlement on pavement thickness and the
designer should refer to RMS Guide for design of concrete pavements in areas of settlement.
Pavement Types
9.6 Refer to discussion in Section 2.2.
Roundabout Pavements
9.7 The design of roundabout pavements is a special case because the radii and vehicle speeds are
substantially different to those normally encountered on the road network. This combination of radius
and speed includes high centripetal forces and results in high outer wheel loads from commercial
vehicles.
9.8 Special rules therefore apply to the design of roundabout pavements, whether designed in steel-
fibre, mesh reinforced or plain concrete.
9.9 The following advice applies principally to low speed urban roundabouts but the concepts should
also be considered in designing rural roundabouts, and possibly even low radius curves.
9.10 Because of the typically radial pattern of jointing in a roundabout (and the resulting odd-shaped slabs)
it is difficult to correctly align dowels and they are therefore usually avoided in this application.
9.11 The thickness design for steel fibre concrete pavements (SFCP), being an undowelled pavement,
would normally be controlled by erosion and the thickness usually would therefore be the same as
that for a plain undowelled pavement. However, the geometry of roundabouts usually results in
relatively low traffic speeds. Joint distress is unlikely to be controlling factor in the pavement life. For
heavy vehicle speeds below about 30 km/h, the thickness design is therefore carried out considering
fatigue only.
9.12 The higher flexural strength of SFCP results in a significantly reduced stress ratio factor and lower
percentage fatigue for a given pavement thickness.
9.13 Concrete Roundabout Pavements – A Guide to their Design and Construction (RTA 2004) provides
additional design advice.
Wearing Surface
9.14 Where an open graded asphalt wearing surface is required over continuously reinforced concrete
pavements (CRCP), the minimum asphalt thickness is 60 mm, consisting of 30 mm of dense graded
asphalt and a minimum 30 mm of open graded asphalt to allow future milling and resurfacing.
9.15 Thin asphalt wearing surfaces over a plain concrete base should be discouraged as the reflective
cracking in these thin layers is difficult to maintain, even with a pre-treatment over the transverse
contraction joint.
Factors used in Thickness Determination

Base Concrete Strength
9.16 For design traffic less than 106 HVAG a minimum 28-day characteristic compressive strength of 28
MPa is required to ensure adequate pavement surface durability. This equates to about 4 MPa
concrete design flexural strength.
9.17 Steel fibre reinforced concrete pavement roundabouts are typically designed to a minimum 28-day
flexural strength of 5.5 MPa.
Concrete Shoulders
9.18 The Guide recognises the structural contribution of an integrally cast channel gutter or kerb and
gutter. DPTI recommends that concrete shoulders always be incorporated in the design of rigid
pavements.
9.19 A separately placed channel comprised of structural grade concrete may also provide edge support
to the pavement, but to a lesser extent, and hence does not warrant a reduction in pavement
thickness. Wherever heavy vehicles are likely to travel along this edge a “no shoulder” design
condition should be adopted.
9.20 If kerbing cannot be constructed integrally, special effort is warranted to maximise the contribution of
a tied kerb and gutter by:
a) Specifying a slipform kerb (in contrast to an extruded one); and
b) Providing tie bars with adequate pull-out embedment to ensure the maintenance of load transfer
by aggregate interlock.
Base Thickness Design

General
9.21 To allow for variations in the constructed layer thicknesses within the construction tolerances, 10 mm
shall be added to the design base thickness and another 10 mm to allow for future low-noise diamond
grinding.
Example Design Charts

9.22 These charts may be used in establishing a trial thickness for a given subgrade CBR and design
traffic to commence the base thickness design. They are based on selected design factors and their
relevance to a particular project may be limited.
Reinforcement Design Procedures

Reinforcement in Plain Concrete Pavements
9.23 Jointed reinforced concrete slabs are usually 8 to 15 metres long, but lengths in the range 10 – 12
m are recommended on the basis of economy and pavement performance. In addition, slabs longer
than about 12 m are likely to provide noticeably lower ride quality because of the necessarily wider
transverse joints.
9.24 In steel fibre concrete pavements, slab lengths should be limited to 6 m in the case of undowelled
joints and 10 m for dowelled joints.
Reinforcement in Continuously Reinforced Concrete Pavements

9.25 The proportion of longitudinal reinforcing steel (p) in a cross section, or steel ratio, is initially
determined using Equation 31 in the Guide. For example, in a typical Continuously Reinforced
Concrete pavement using Y16 bars, assuming a crack width of 0.3 mm and a total shrinkage and
temperature strain of 500 microstrain, the steel ratio is 0.67%. This is the minimum value of p.
9.26 The critical value of the proportion of reinforcing steel pcrit is determined by Equation 33. It is in
inverse proportion to the yield strength of the steel and directly proportional to flexural strength of the
concrete.
9.27 When flexural strengths are available from trial mixing of concrete to be supplied to the works, the
proportion of reinforcing steel specified in the design should be checked using Equation 33. If the
strength of the concrete is higher than anticipated the proportion of steel reinforcement will need to
be increased or the base thickness reduced, provided the thickness design criteria are met.
9.28 Equation 34 of the Guide has been provided to determine the expected theoretical spacings of
cracks. It is provided as a guide and is not to be used for design purposes under normal Australian
climatic conditions to determine or adjust the required reinforcement.
Joint Types and Design

Joint Design
9.29 The design and layout of all pavement joints shall be carried out in accordance with RMS Standard
Drawings - Pavement.
Documentation of Pavement Design Calculations*

9.30 Rigid pavement designs shall be supported by documented design calculations and methodology,
including:
a) Concrete pavement type, subbase type and whether or not concrete shoulders are to be
provided;
b) Subgrade and if relevant, selected subgrade material test results and procedures used to obtain
design CBR values and equivalent subgrade strength using Equation 25 of the Guide;
c) Design traffic calculations, including expected load repetitions for each axle group load of each
axle group type, in a format similar to Table L.1 of Appendix L the Guide;
d) Calculations of allowable load repetitions and percentage damage for each axle group of each
axle group type in a format similar to Table L.2 of Appendix L of the Guide;
e) Adjustment of the calculated base layer thickness for construction tolerance; and
f) The specified base thickness taking into account the minimum thicknesses in Table 9.7 of the
Guide.
9.31 For reinforced pavements, reinforcement design calculations in accordance with Section 9 (CL 9.23
to 9.28) of the Guide shall also be provided.
9.32 The following project-specific drawings shall be provided:
a) Joint layout plans for the project;
b) Cross-sections including traffic lane widths, shoulder widths, the location of longitudinal joints in
base and subbase, sub-surface drainage;
c) Detailed drawings of each joint type (e.g. transverse contraction, construction, longitudinal) and
special features (e.g. slab anchors, terminals at bridge structures; reinforcement, kerb and
channel joints, junctions of concrete and flexible pavements).
10 Comparison of Designs
10.1 The validity of the economic comparisons invariably depends on the accuracy of the numerous
assumptions and performance predictions that need to be made within each pavement whole-of-life
costing model. For real pavements, the field performance can vary significantly between projects
and differ from the typical or base expectations. Hence, it will often be necessary to consider the
economic comparisons for the scenarios where rehabilitation and maintenance requirements are
consistently either more or less than the average case. A comprehensive analysis would include
economic comparisons of pessimistic, base and optimistic performance predictions and their
associated maintenance costs over the analysis period.
Method for Economic Comparison

10.2 The Present Worth of Costs (PWOC) method shall be used to calculate the Whole-of-Life costs.
Real Discount Rate

10.3 A discount rate of 7% shall be used with sensitivity testing at 4% and 10%.
Road User Costs

10.4 Consideration must be given to the safety and service of road users and others who may be affected
by the presence of the asset. Some issues to consider are:
a) Disruption caused by frequency of maintenance activity.
b) Roughness impacts on the cost of operating vehicles.
c) For strategic routes, implications of damage/disruption due to (perhaps low probability)
catastrophic events (e.g. floods, earthquakes), subsidence, expansive clay subgrade etc.
d) Traffic noise from particular surfaces.
e) Environmental issues
f) During construction and maintenance
g) e.g. potential for dust, material disintegration or ravelling, fumes or contamination to the
environment from certain road materials
h) Aesthetic or visual intrusion effects.
i) Traffic and pedestrian safety which may be affected by:
j) Surfacings (texture, colour/visibility, etc.)
k) Susceptibility of the pavement type to damage (e.g. rutting, cracking, ravelling)
l) Practically of adopting a different pavement type on a road length which is dominantly of
another pavement type.
10.5 Although cost is a prime consideration in the selection of options, if any of the above non-measurable
factors are considered important for the project under consideration, judgement will have to be used
and the most economical solution may not be the most appropriate implementation of Design and
Collection of Feedback
11 Implementation of Design and Collection of Feedback

Implementation of Design
Pavement Work Schedule
11.1 The DPTI Master Specification for Roadworks requires the Contractor to undertake pavement works
in accordance with the Pavement Work Schedule for the project. Table RD-PV-D1 11-2, Table RD-
PV-D1 11-3 and Table RD-PV-D1 11-4 are examples of these Schedules.
11.2 The following guidance is included in this Supplement to assist pavement designers in preparing
these Schedules.
Design Levels, Layer Design Thickness and Critical Layer

11.3 To allow for variations in the constructed layer thicknesses within the construction level tolerances,
10 mm shall be added to the pavement layer which governs the overall allowable loading (designated
the critical layer).
11.4 Layer thickness shall conform to Section 3 (CL 3.19 to 3.21) and Table RD-PV-D1 3-2 of this
Supplement.
Level Tolerances
11.5 Table RD-PV-D1 11-1 provides general guidance on level tolerances that are applicable in most
situations. The designer must carefully consider the overall pavement structure and which layer is
the critical layer, as well as constructability, quality management systems and other factors, for each
specific configuration to ensure these are suitable.
11.6 Table RD-PV-D1 11-2 to Table RD-PV-D1 11-4 provide some example pavement schedules with
these tolerances have been applied. A pavement work schedule should be provided for each unique
pavement type, and match the pavement types shown on the drawings.
Table RD-PV-D1 11-1 Pavement Layer Level Tolerances

Top of Layer Level Bottom of Layer Level Tolerance
Material Layer
Tolerance (mm) (mm)
+5, -0 adjacent kerb &
Wearing Course – AC10 or
Asphalt (1) gutter +5, -10
SMA
+/-5 elsewhere
Wearing Course – OGA(2) +/- 5 +5, -0(2)
Intermediate & base course
layers, except Bottom +/- 10 +/- 10
Asphalt layer – AC10, AC14
+0, -10 if critical layer(3)
Bottom Asphalt Layer(3) +/- 10
+/- 10 if not critical layer
Stabilised
Materials +0, -15 if critical layer(3)
CSTSB, FBS +/- 15
(fully +/- 15 if not critical layer
bound)
Unbound
+0, -40 if critical layer(3)
Granular Top basecourse layer (PM1) +/- 10(4)
+/- 15 if not critical layer
Materials
+0, -40(5) if bottom layer(3)
Other basecourse layers
+/- 15 +/- 15 if not bottom layer (i.e. for
and subbase layers
intermediate layers)
(1) Dense mix and Stone Mastic asphalt wearing course surface levels are generally specified to match or
sit slightly proud of the adjacent kerb water table level, to allow surface water to run onto the water table.
Where there is no kerb and gutter present, or other adjacent surface level to consider, a more relaxed
surface tolerance can be adopted. See Table RD-PV-D1 11-2 for an example.
(2) Open Graded asphalt typically sits proud of the water table / shoulder surface level to allow water to
drain laterally out of this porous mix. The surface level of the underlying AC levelling course is then
specified to match the adjacent water table, shoulder, etc., surface level. See Table RD-PV-D1 11-4 for
an example.
(3) The bottom of the critical layer governing the pavement design life is given a level tolerance of +0 mm
to ensure that the as-constructed thickness achieves the thickness used in design calculations. This
tolerance typically applies to the bottom asphalt layer with full depth asphalt pavements, the bottom CTSB
layer in asphalt – CTSB composite pavements, and either the bottom asphalt layer or bottom CTSB layer
in deep strength asphalt pavements.
(4) This tolerance would apply where a sprayed seal surfacing is to be applied.
(5) A tighter tolerance of -20 mm (instead of -40 mm) is typically adopted on motorway class pavements
with low target roughness counts to reduce the potential for longitudinal subgrade level variations that can
negatively affect the finished pavement ride quality.
Nominal Compacted Thicknesses

11.7 Refer to Section 3 (CL 3.19 to 3.21) of this Supplement for guidance on layer thicknesses.
11.8 Asphalt layers shall comply with compaction criteria specified in RD-BP-C3 “Construction of Asphalt
Pavement” of the DPTI Master Specification for Roadworks.
11.9 Plant mixed cement stabilised layers shall comply with compaction criteria specified in RD-PV-S2
“Plant Mixed Stabilised Pavement” of the DPTI Master Specification for Roadworks. For heavy-duty
designs, a minimum 98% Modified Compaction shall be specified.
11.10 Unbound granular base (PM1) layers shall be compacted uniformly to the full depth and over the full
width to an Ls value of not less than 98%. (RD-PV-C1 “Earthworks”).
11.11 Unbound granular subbase (PM2) layers shall be compacted uniformly to the full depth and over the
full width to Ls of not less than 96%.
11.12 Fill materials shall comply with the compaction criteria specified in RD-EW-C1 “Earthworks” of the
DPTI Master Specification for Roadworks.
11.13 Further reference should be made to the DPTI Master Specification for Roadworks, for additional
information and detail.
Moisture Content of Granular Materials

11.14 Unbound granular materials shall comply with the following moisture criteria prior to sealing or
placement of an overlaying material:
a) PM1 materials shall not have a moisture content exceeding 60% of optimum moisture content;
and
b) PM2 and PM3 materials shall not have a moisture content exceeding 70% of optimum moisture
content.
Pavement Drawings*
11.15 Pavement treatment plans are required to show the extent of the different pavement types. For new
works, these are typically a part of the overall project drawing set, which may also include the general
construction, road geometry, traffic control layout, ITS, drainage, and other drawings.
11.16 Pavement treatment plans shall be prepared in accordance with DPTI Drawing Presentation
Standard DP 009 Pavement Treatment, which is available on the Department’s website.
11.17 In addition, other drawings showing any other details required for appropriate construction of the
pavements must be provided. This would include pavement joint details, typical cross-sections and
other general construction notes.
Table RD-PV-D1 11-2 Example of Pavement Schedule for an Asphalt Cemented Composite Pavement
Design Level of Upper Application Rates
Surface of Courses in Level Nominal Layer Material(5) and
Relation to Finished Tolerance (mm) Compacted Additional Requirements to Master
Design Levels (mm) Thickness Specification – Division Roadworks
00 +5, -0 (k&g)
±5 elsewhere
40 mm Wearing Course(1) AC10M(3) A15E
-40 +5, -10
60 mm Levelling Course(1) AC14M C320

-100 ±10
75 mm Base Course(1) AC14M C320

-175 ±15
Aggregate: SA10-7, Spread rate
SAMI 10mm S25E Spray Seal(2) 120 m2/m3, Precoat: IDF++ @ 4 L/m3
5 mm Binder: S25E @ 1.9 L/m2, Adhesion add: 1
part.
Prime AMC00(2) 0.8 L/m2
-180 ±15
SPM2/20QGC4(4)
315 mm Subbase (20 mm PM2/20 with 4% 96% Modified Compaction
Cement) Placed in two layers & same day
-495 +0, -20
Subgrade
KEY TO ABBREVIATIONS
(k&g) Kerb and gutter locations only.
L/m2 Litres per square metre.
IDF++ 100parts IDF, 30 parts C170, 1.5 parts approved adhesion additive
(1) Tack Coat (CRS60 @ 0.2 L/m2 residual) to be applied in accordance with RD-BP-C3 “Construction of Asphalt Pavement” Clause 6.4 or as directed by the
Superintendent.
(2) Spray rates are nominal values only and may vary due to stone ALD, surface texture, weather conditions, etc. Rates are to be verified by the Superintendent
prior to application.
(3) Heavy duty wearing course to be used for 50m approach to intersections (Refer Pavement Plans for locations).
(4) Recycled crushed concrete with 4.5% cement, i.e. SPM1/20RG, C4.5 may be used as an alternative.
(5) Asphalt mixes with standard binder types reflects the design viscosity recommended. However, for mixes including aged binder from RAP, softer binder may
be required to achieve the target viscosity.
PAVEMENT TYPE A
Table RD-PV-D1 11-3 Example Pavement Schedule for a Spray Sealed Unbound Granular Pavement
Surface of Courses in Level Nominal Layer Material and
Relation to Finished Tolerance Compacted Additional Requirements to Master
Design Levels (mm) (mm) Thickness Specification – Division Roadworks
Aggregate:-16 mm to SA16-10, Spread rate

95 m2/m3, Precoat: IDF++ @ 4 L/m3,
Wearing Course 16/7 Double Sprayed Binder:- S20E @ 1.0 L/m2
Seal(1) Aggregate:-7mm to SA7-5, Spread rate
180 m2/m3, Precoat: IDF++ @ 4 L/m3,
Binder:- S20E @ 0.8 L/m2
00 ±10 Prime AMC0(1) Application Rate @ 1.0 L/m2
150 mm Base Course 1 PM1/20 QG 98% Modified Compaction

60% OMC Dryback
-150 ±15
150 mm Base Course 2 PM1/20 QG 98% Modified Compaction
-300 ±15
150 mm Subbase PM2/20 QG or RG 96% Modified Compaction
-450 +0, -40

Subgrade
PAVEMENT TYPE B
Table RD-PV-D1 11-4 Example of Pavement Schedule for a Full Depth Asphalt Pavement
Surface of Courses in Level Nominal Layer Material(4) and
Relation to Finished Tolerance (mm) Compacted Additional Requirements to Master
Design Levels (mm) Thickness Specification – Division Roadworks
45 +5
40 mm Wearing Course(1) OG14 A15E(3)

Aggregate: SA10-7, Spread rate 120 m2/m3,
5 mm SAMI 10mm S25E Spray Precoat: IDF++ @ 4 L/m3
00 +5, -0 (k&g) Seal(2)(3) Binder: S25E @ 1.9 L/m2, Adhesion add: 1
part.
+5, -10
elsewhere 40 mm Levelling Course(1) AC10M C320
-40 ±10
-105 65 mm Intermediate AC14M C320
±10 Course(1)
-170 ±10 65 mm Base Course(1) AC14M C320
Lower Base
60 mm AC14HB C320
Course(1)
-230 +0, -10 Prime AMC0(2) 1.0 L/m2
150 mm Subbase PM2/20 96% Modified Compaction

-380 +0, -20
Subgrade
(k&g) Kerb and gutter locations only.
(1) Tack Coat (CRS60 @ 0.2 L/m2 residual) to be applied in accordance with RD-BP-C3 “Construction of Asphalt Pavement” Clause 6.4 or as directed by the
Superintendent.
(3) Heavy duty wearing course mix to be used and SAMI to be omitted within intersections and for 50m approach / departure to intersections (Refer Pavement
Treatment Plans for locations).
(4) Asphalt mixes with standard binder types reflects the design viscosity recommended. However, for mixes including aged binder from RAP, softer binder may
be required to achieve the target viscosity.
PAVEMENT TYPE B
Field assessment of materials during construction*

11.18 As specified in RD-EW-C1 “Earthworks”, proof rolling is used to identify any unsuitable material (i.e.
soft spots). When areas of weak materials occur, the dynamic cone penetrometer (DCP) may be
used to determine their depth and lateral extent.
11.19 The Clegg Impact Soil Hammer (Clegg, 1980) commonly known as the Clegg Hammer is a field
instrument for indirectly determining the in situ strength or stiffness of compacted materials.
Queensland Transport Technical Note 5 Application for Clegg Impact Soil Tester provides target
impact values that may be a useful guide in assessing the field strength and integrity of compacted
unbound granular layers.
11.20 Measurement of the surface deflections on completed granular layers using the Falling Weight
Deflectometer (FWD) may also provide a guide to the consistency and uniformity of the construction
work at these stages. In addition, indications of the competency of the pavement during construction
can be gained by considering the magnitude of the measured maximum deflections.
11.21 Ideally, the additional granular thickness required to reduce the measured maximum deflection to the
design deflection should not exceed the total thickness of granular layers yet to be placed. Where
this condition is not met, appropriate remedial action or design modifications can be implemented to
ensure the required structural adequacy of the completed pavement.
12 References
a) Austroads (2017). Guide to Pavement Technology Part 2: Pavement Structural Design.
Austroads, Sydney.
b) Austroads (2009). Guide to Pavement Technology Part 3: Pavement Surfacings. Austroads,
Sydney.
c) Austroads (2007). Determination of permanent deformation and resilient modulus
characteristics of unbound granular materials under drained conditions. AG:PT/T053,
Austroads, Sydney.
d) Clegg (1980). An Impact Soil Tester as an Alternative to California Bearing Ratio. Proc. 3rd
ANZ Geomechanics Conference, 1, pp225-230.
e) Bureau of Infrastructure, Transport and Regional Economics (BITRE), 2010, Road Freight
Estimates and Forecasts in Australia: interstate, capital cities and rest of state, Report 121,
Canberra ACT.
f) Jameson, G.W (2005a). Utilisation of Post-cracking Phase of Cemented Materials Life. ARRB
Group Report VE71073 for Transport SA.
g) Jameson, G.W (2005b). Asphalt Modulus Variation with Temperature. ARRB Group Report
VE71073-5 for Transport Services Division, DTEI.
h) Little, D.N (1995). Handbook for Stabilisation of Pavement Subgrades and Base Courses with
Lime. (Kendall/Hunt).
i) Perkins, S.W., Ismeik, M., Fogelsong, M (1998). Mechanical Response of a Geosynethic
Reinforced Pavement System to Cyclic Loading. Proc. 5th International Conference on the
Bearing Capacity of Roads and Airfields, Trondheim, Norway, Vol. 3, pp 1503-1512.
j) Queensland Transport (1988). Applications for the Clegg Impact Soil Tester. Technical Note 5
(QDMR: Brisbane).
k) Roads and Maritime Services, NSW. Guides to QA Specifications (Sydney).
l) Roads and Traffic Authority, NSW (2004). Concrete Roundabout Pavements – A Guide to their
Design and Construction (Sydney).
m) Roads and Maritime Services, NSW (2015). Supplement to the Austroads Guide to the
Structural Design of Road Pavements.
n) Roads and Maritime Services, NSW . RMS Standard Drawings - Pavement (Sydney).
Master Specification Date: 19 Sep. 19 48

o) Robinson, P., Oppy, T., Giummarra, G. (1999). Pavement Materials in Road Building:
Guidelines for Making Better use of Local Materials. ARRB Transport Research.
p) Standards Australia (1997). AS2008. Residual Bitumen for Pavements.

13 Appendix 1: Traffic Load Distributions

13.1 Traffic Load Distributions for 2016 are available for download on the DPTI website, at
https://www.dpti.sa.gov.au/standards except for the Naracoorte Site, where only 2014 data was
available.
13.2 It is noted that the Sturt Highway WIM moved to Dutton from its previous location at Truro.
13.3 In addition, a presumptive TLD has been provided for Urban General Access Roads with lower Class
vehicles, as discussed in Supplement Section 7.6.
Table RD-PV-D1 13-1 Traffic Load Distributions

Road ID Location Direction Lane
Barrier Highway OWN Oodla Wirra N OL
Barrier Highway OWS Oodla Wirra S OL
Dukes Highway BTE Bordertown E OL
Dukes Highway BTW Bordertown W OL
Eyre Highway IKE Iron Knob E OL
Eyre Highway IKW Iron Knob W OL
South East
MOE Monarto E OL
Highway
South East
MOW Monarto W OL
Highway
Stuart Highway PIN Pimba N OL
Stuart Highway PIS Pimba S OL
Sturt Highway DUE Dutton E OL
Sturt Highway DUW Duttoin W OL
Riddoch Highway* NAN Naracoorte N OL
Riddoch Highway* NAS Naracoorte S OL
Port River
WI1 Wingfield E OL
Expressway
Port River
WI2 Wingfield E IL
Expressway
Port River
WI4 Wingfield W OL
Expressway
* 2014 Data only available for Naracoorte

14 Appendix 2: Nominal Sprayed Seal Design

14.1 The nominal residual binder application rate and aggregate spread rates may be assessed from the
following figure. These are provided for provision of nominal application rates on pavement
schedules for tendering and preliminary cost purposes. Final detailed seal designs should be
undertaken in accordance with RD-BP-C5 “Application of Sprayed Bituminous Surfacing” and RD-
BP-D2 “Design of Sprayed Bituminous Surfacing”.
Figure RD-PV-D1 14-1 Nominal Residual Application Rates


Roads: Master Specification RD-PV-D1 Pavement Design (Austroads Supplement)

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What are pavement design systems?

What are pavement design systems?

What construction and maintenance considerations are discussed?

What construction and maintenance considerations are discussed?

Roads

RD-PV-D1 Pavement Design (Austroads Supplement)

Document Amendment Record

RD-PV-D1 Pavement Design (Austroads Supplement)

2 Pavement Design Systems

Heavy Duty Pavement Types

Heavy Duty Pavement Type Selection

Heavy Duty Pavement Support

Table RD-PV-D1 2-2 Typical Heavy-Duty Flexible Pavements

Graded AC) (excludes Open Graded AC)

Prime** Use SAMI* when asphalt < 200

400 150 mm PM2 granular working

600 Type A or B fill

Overview of Pavement Design Systems

Input Variables (Design Traffic)

Input Variables (Project reliability)

Table RD-PV-D1 2-3 Minimum Project Reliability Levels

3 Construction and Maintenance Considerations

Extent and Type of Drainage

Figure RD-PV-D1 3-1 Minimum Cover to Inhibit Reflection Cracking

Single Layer Plant Mixed Cemented materials

Figure RD-PV-D1 3-3 Minimum Thicknesses of Cemented Materials to Avoid

Subgrade/Select material CBR at time of construction (%)

Multi-layer plant mixed cemented materials*

variable cemented Bonded

Pavement Layering Considerations

Table RD-PV-D1 3-1 Pavement Layer Design Thicknesses

Table RD-PV-D1 3-2 Minimum Asphalt Design Thicknesses

Use of Strain Alleviating Membrane Interlayers

Table RD-PV-D1 3-3 Asphalt Surfacings

Table RD-PV-D1 3-4 Guide To The Selection Of Asphalt Types(3)

Table RD-PV-D1 3-5 Thick Asphalt Pavement Course Descriptions

Table RD-PV-D1 3-6 Guide to the Selection of Sprayed Bituminous Surfacings

Bridge Deck Surfacings:

Table RD-PV-D1 3-7 Guide to the Selection of Bridge Deck Surfacings

Pavement Joint Considerations & Treatment Extents

Motorways – Asphalt Surfaced Pavements:

Frequency of Maintenance Treatments

Figure RD-PV-D1 4-1 Australian Climatic Zones

Figure RD-PV-D1 4-2 Average Annual Rainfalls for South Australia

Figure RD-PV-D1 4-3 Average Evaporation Map - Annual

Laboratory Determination of Subgrade CBR and Elastic Parameters

Adoption of Presumptive CBR Values

Selected Subgrade Materials

Pavement & Subgrade Investigation

Unbound Granular Materials

Standard granular materials

Table RD-PV-D1 6-1 Standard Granular Material Types

Non-standard granular materials

Determination of Modulus of Unbound Granular Materials

Table RD-PV-D1 6-2 Cemented Material Types(1)

Determination of Design Modulus

EFLEX = 1000 UCS (6.11)

Factors Affecting the Fatigue Life of Cemented Materials

Determining In-service Fatigue Characteristics from Laboratory Fatigue Measurements

A = (1 +0.0307(Vb – 11))(0.014ln(V) – 0.1579) (6.13)