Highway Engineering

FLEXIBLE PAVEMENT DESIGN

C3010 / UNIT 14

UNIT
UNIT 14
14

FLEXIBLE PAVEMENT DESIGN

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

Specific Objectives
At the end of the unit you should be able to :

describe the basic layers of road design

calculate the design using the required formula and figure.

design the basic flexible pavement using JKR method.

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FLEXIBLE PAVEMENT DESIGN

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INPUT
FLEXIBLE PAVEMENT DESIGN

14.0 INTRODUCTION
A typical section through a pavement is shown in the following sketch ( not to
scale )
Wearing course

Surfacing

Base course
Upper
Road-base

Lower
Sub-base
Capping
Sub-grade

In some type of construction some layers maybe combined.

14.0.1 Foundation

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Foundation provides uniform support to the pavement through its

life so that maintenance operation is confined to the upper level of the
pavement.
i. Sub-grade

either natural soil or material placed to form

embankment.

ii. Capping

on sub-grade with a low CBR, a capping layer

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

14.0.2 Sub-base
This layer forms the upper of the pavement foundation and
provides a regulated working platform at a consistent strength on which to
transport, place and compact the bound layers of pavement.

14.0.3 Road Base

Road base is a main structural element that purposes to spread
induced by repeated wheel loads over the foundation and to with stand
internal stresses without excessive deformation.
14.0.4 Surfacing

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Surfacing is done in order to provide acceptable running surface of

adequate skid resistance and to reduce water penetration to underlying
layer.

14.1 FACTORS FOR DESIGN

14.1.1 Failure Criterion
The definition from Croney, failure as transformation shape or deflection of 20mm
tires lane not speeding that measuring from ground level.
Slow lane

Fast lane

20 mm

14.1.2 Traffic Loading

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

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The magnitude of maximum loading is commonly controlled by legal load

limits. Traffic survey and loadometer studies are often used to establish the
relative magnitude and occurrence of the various loading to which a pavement
during its design life is a very difficult but obviously important task. Most design
procedures provide for an increase in traffic volume on the basis of experience
by using some estimate growth rate.
14.1.3 Climate or Environment
The climate or environment in which a flexible pavement is to be
established has an important influence on the behavior and performance of the
various materials in the pavement and sub-grade. Probably the two climatic
factors of major significance are temperature and moisture.
The magnitude of temperature and its fluctuation affect the properties of
certain materials. For example, high temperatures cause asphaltic concrete to
lose stability whereas at low temperatures asphaltic concrete becomes very hard
and stiff. Low temperature and temperature fluctuations are also associated with
frost heave and freeze-thaw damage. Granular materials, if not properly graded,
can experience frost heave. Likewise, the sub-grade can exhibit extensive loss in
strength if it becomes frozen. Certain stabilized materials can suffer substantial if
large numbers of freeze-thaw cycles occur in the material.
Moisture also has an important influence on the behavior and performance
of many materials. Sub-grade soils and other paving materials weaken
appreciably when saturated, and certain clayey soils exhibit substantial moistureinduced volume change.
14.2 FLEXIBLE PAVEMENT DESIGN METHOD
14.2.1 JKR Method

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

figures from the result of the testing. A complete guideline for pavement
design can be found in Arahan Teknik (Jalan) 5/85. The thickness of the
pavement depends on the CBR value and the Total Cumulative of
Standard Axle ( JBGP ).
Some data need to be collected before starting any design. They are;
i.

Design life.

ii.

Road hierarchy base of JKR classification.

iii.

Average daily traffic volume.

iv.

Percentage of commercial vehicle.

v.

Yearly rate of traffic growth.

vi.

CBR value for sub-grade.

vii.

Topography condition.

14.2.3.1 Design Life

The design life on JKR Design Method is suggested for 10 years.
The design life begins from the road starts in use for traffic until the
maintenance is required.
14.2.3.2 Road Hierarchy Base Of JKR Classification.
a. Road Classification and its Construction Material.
CLASS
A1

TYPES OF CONSTRUCTION
Concrete Surfacing

A2

Hard Bituminous Metalled

Hard Waterbound Metalled

Hard Bituminous Sealed

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Gravelled Waterbound

Soil Surfacing

b. Category and its road width.

CATEGORY

WIDTH OF ROAD

RESAVE

01

W (m)
4.5

R (cm)
20.0

02

5.0

30.0

03

6.0

30.0

04

7.0

40.0

05

7.5

40.0

06

3.5 per lane

40.0 or more

Notes : 01 03 Village Roads.

04 06 Urban Roads.

14.2.3.3 Classification by JKR Standard

Road hierarchy

Description

R1U & R1 ( A)U1 ( A) The lowest of hierarchy and geometry design level. Traffic for one

way.

R2U 2

This road hierarchy is same like

level is lowest from

R3

U3

R3

U3

type. Geometry design

type. The lowest hierarchy for single

carriageway.
R3U 3

R4U 4

This road is design for local traffic. Geometry design level low
and non inflow traffic control.
Another road is allowed to intersect in the same level. Geometry
design level is intermediate. Allowed maximum velocity
intermediate.

R5U 5
R6U 6

Inflow control degree half. Distance quite far. Geometry design

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

Notes :

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R Rural
U Urban

14.2.3.3 Traffic Estimation

To design using this method, commercial vehicles without loading
weight more than 1500 kg are to be taken.
The formula is include:
Pc
1
x365 x

100
2

Vo = PLH

Where :
Vo

Total of Yearly Commercial Vehicle for one

direction.( JBKP )

PLH

Average Daily
Traffic Ratio for two directions.

Pc

Commercial Vehicle Percentage.

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

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

Vc =

Vo 1 r 1
r

Where;
Vc

JBKP at one direction for x year.

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Rate of Traffic Growth.

Road pavement Design Life ( in years unit )

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

traffic mixture, equivalent axle load concept is used.
JBGP = JBKP x equivalent factor
Where ;
JBKP =

Vc

Equivalent Factor

= use the data in Table 10.7 = e

Thus,
JBKP = Vc x e
Using the JKR Method, the traffic volume checklist is used by
comparing the maximum traffic volume. The formula is;

Vx = V 1 ( 1 + r ) X
Where;
Vx

The total traffic volume (commercial and non

commercial) at the end of pavement design life
of one direction after x year.

V1

The Daily Traffic Volume of one direction

Rate of Yearly Traffic Growth.

Life design (in years unit)

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c=IxRxT
Where;
c

Maxima Traffic Loading per hour for one way.

Absolute Traffic Loading per hour - ( Refer

Table 10.8 )

Road Decreasing Factor ( Refer

Table 10.9 )

Traffic Decreasing Factor ( Refer Table

10.10 )

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

with 10 % daily loading, as:
C = 10 x c
Where;
C

Daily Traffic Loading ( 24 hours traffic loading

at one direction)

Traffic Loading per hour.

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

a). C > Vx

Road still obtain to support the Traffic Volume

at the end of the life design for x years.

b). C < Vx

Road cannot obtain to support the Traffic

volume at the end of the life design for x
years.

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C3010 / UNIT 14

For (b) condition, this formula are used,

C = V ( 1 + r )n
Where;

n=

log(C / V )
log(1 r )

Daily Traffic Loading for one way ( 24 hours )

Daily Traffic Volume for one way that

assumed loaded for road.

Rate of Yearly Traffic Growth.

Life Design.

14.2.3.4 CBR-Sub-grade Value

To determine the CBR value, 1.0 m sub-grade soil must be taken
from the hard rock level. To get CBR for sub-grade design, this
formula must be applied.

NGC (%) =

Where;

( NGC1)1 / 3 h1 ( NGC 2)1 / 3 h2 ............ ( NGC n)1 / 3 hn

100

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NGC1, NGC2 ,

= CBR value for layer 1,2 .

h1, h2

= soil deepness from form level for

sample 1,2 .

14.2.3.5 Pavement Thickness Design

Figure 10.8 shows the Nomograph Thickness Design that is used
to design pavement thickness. An early process of design, the
CBR (Sub-grade) and JBGP value must be determined first. To use
the Nomograph, the following steps are normally applied.
Line A value is fixed to 3% and line B is the required JBGP. Draw a
straight crossed line. Then determine C values i.e the thickness
Equivalent, (TA).
a. Insert CBR design value at the line A and draw a line by using
previous C value until crossing line D, Determine D value i.e the
Equivalent Thickness Interval (TA), if all the entire pavement is
constructed from the wearing course or road base.
To determine the thickness of each pavement layer, table 10.11 and
table 10.12 is used with the following formula below i.e to determine
D1, D2 and D3 value of the surface layers, base and road sub-base.
SN = a1D1 + a2D2 + a3D3

Where,
a 1, a 2, a 3

Determine from the table 10.11 based on the

types of pavement requirement at the certain
layers.

Layer Structure Coefficient.

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D1, D2, D3

FLEXIBLE PAVEMENT DESIGN

C3010 / UNIT 14

Approximate thickness design of the certain

layer ( minimum thickness value according to
table 10.12 )

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ACTIVITY 14

TEST YOUR UNDERSTANDING BEFORE YOU CONTINUE WITH THE NEXT

INPUT

Question
1. State the factors of design that will give impact on to the designing of
flexible pavement.
2. What is the meaning of R2U 2 in road hierarchy outlined by JKR standard.

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C3010 / UNIT 14

FEEDBACK ON
ACTIVITY 14
Answer
1.
a. Failure Criterion
b. Traffic Loading
c. Climate or Environment
d. Moisture
2.

R2U 2 -

This road hierarchy is same like R3

lowest from R3

U 3 type. Geometry design level is

U 3 type. The lowest hierarchy for single carriageway. R is

for Rural and U is for urban,

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FLEXIBLE PAVEMENT DESIGN

C3010 / UNIT 14

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

Wearing Course

= Asphalt Concrete.

ii.

Road-Base Course

= Broken Aggregate.

iii.

Sub-Base Course

= Broken Aggregate.

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FLEXIBLE PAVEMENT DESIGN

Answer

Pc
1
x365 x

100
2

Vo

PLH

Vo

6800

310250

25
1
x365 x

100
2

Vc

Vo 1 r 1
r
10

Vc

310250 1 0.07 1
0.07

4286552.98

JBGP =

JBKP X EQUAVALENT FACTOR

JBKP =

Vc x e

C3010 / UNIT 14

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FLEXIBLE PAVEMENT DESIGN

JBKP =

C3010 / UNIT 14

4.29 x 106 x3.0

12.87 x 106

Vx

V1 ( 1 + r ) x

Vx

6800/2( 1 + 0.07 )10

Vx

6689

c=IxRxT

Absolute Traffic Loading per hour - ( Refer

Table 10.8 )

2000/2

1000

Road Decreasing Factor ( Refer

Table 10.9 )

1.0

Traffic Decreasing Factor ( Refer Table

10.10 )

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FLEXIBLE PAVEMENT DESIGN

100/(100 + 25 )

0.8

IxRxT

1000 x 1.00 x 0.8

800 vec/hr/lane

100c

100(800 vec/hr/lane )

8000 vec/day/lane

From Nomograph Diagram;

43 cm

From table10.11 and table 10.12

a1

1.00

a2

0.32

a3

0.25

C3010 / UNIT 14

Highway Engineering

FLEXIBLE PAVEMENT DESIGN

From table 10.12

Wearing Course

4+5

9 cm

Base Course

10 cm

Sub Base

10 cm granular

SN

a1D1 + a2D2 + a3D3

SN

1D1 + 0.32D2 + 0.25D3

43 cm

Try and Error

1.

2.

3.

D1

D2

10

D3

10

SN

1(9) + 0.32(10) + 0.25(10)

14.7 cm < 43 cm

D1

20

D2

40

D3

50

SN

1(20) + 0.32(40) + 0.25(50)

46 cm > 43 cm

18

D1

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FLEXIBLE PAVEMENT DESIGN

D2

40

D3

50

SN

1(18) + 0.32(40) + 0.25(50)

43.3 cm < 43 cm

OK

C3010 / UNIT 14