NATIONALHIGHWAYAUTHORITY

MINISTRY
OF COMMUNIGATIONS
GOVERNMENT OF PAKISTAN

ffir M
%w
PAVEilIENT DESIGN REPORT

WAIGU]VIRUD - KHAJURI
sEcrloN l!l-A ({ ) N-7o
KM 5O+OOOTO KM g2+29g

DECEMBER2006

Contractor:

M/S MuhammadAyub & Brothers

Designer:

SAMPAKlnternational (Pvt) Ltd.

 ,GONTENT
/
CHAPTER- 1: GENERALAPPROACH

1.1 lntroduction
1.2 ProjectDescription
1.3 Climatic
Data
1.4 C . B . RV. a l u e

CHAPTER- 2: PAVEMENT DESIGN BY AVASHTOMETHOD

2.1 DesignLife
2.2 InitialandTerminalServiceability
2.3 DesignTraffic
'fraffic
2.9.1 GrowtlrRate
2.3.2 Damaging
Factors
t 2.3.3 Directional Factor
& LaneDistribution
2,4 Factor
Reliability
2.5 PavementLayerMaterialCharacterization
2.6 DrainageCoefficients
2.7 PavementDesign

- 3: MECHANISTIG ANALYSIS OF DESIGN

CHAPTER
:
3.1 AsphalticFatigueCriteria
3.2 Criteria
Sub GradeDeformation
3.3 Rut DepthEstimation

- 4: SUMMARYOF DESIGN& TYPICALSECTION

CHAPTER
 CHAPTER 1

GI'NI'I(AL APPITOACII
'1.1 INTRODUCTION

ln the recentpastmanydifferent methodshavebeendevoloped

and usedin pavement designfor rehabilitation
of highways.
The
most advanced and practicallyuseful method is the
Mechanistic-Empirical approachmethod,whichcombinesthe
advantagesof multi layer analyticalelastic analysiswith
empirical relationslripsdeveloped by experience and
observations. Figure1 showsthefrowdiagramfor implementing
thisapproach.

The first stage in implementing

this method is the data
collection.
Thevariousdatarequired
are:
i. TrafficCountdata.

ii. TrafficGrowthrates.

iii. Loading configurationof all the vehicles in the traffic

stream. +
I

iv. Fallirrg
weightDeflectometer
data(if available).

v. MeanMonthlytemperature
data,for fullyeat.

vi. Rainfalldata.

vil. Soil data i.e. soaked & unsoakedCBR values and soil
classification.

Usingthe abovementioned dataan initialdesignof pavemont

thicknesswas made by AASHTO1993designguidemethod,
which uses the empiricalrelationships
developedduringthe
AASHTOroadtest.

Almost all analyticalmethodsmakc use of the elasticlayer

theoryto calculatethe pavement responsein termsof stresses,
strainsand deflections.Materials
are characterized
by modulus
of elasticityand Poisson'sratio.In this approachcrackingof
bituminousbound layers and permanentdeformationof
subgradeon application of repeatedloadsare considered a's
two predominant modesof failurefor pavement. Fatiguelife of
bituminousbound layerswas determinedby using Fatigue

!
 FIGURE- 1

DATA COLLECTION

SectionallzationUsing Unlt DellrreationAnalysls

c a n b e b a s e do n S o i l C B R ,D E F L ,e t c .

Ittitial Pnvcnront Desigrr Basc<l on

AASHTO Guide 1993

StrainAnalysis Based orr lnitlal

Design using LEA Software

ble No. of 18-kip Single Axlc Load Repetitions for

ti
Asphaltfatigue cracking using SHARPfatigue model 'f,
.1
'l

ii. Pernranentdeforrrrationof subgrade using Shell

Laboratories84% probabilitycriteria

ii. Rut DeptlrEstinration

GcrrcrateTypical Sections for

PavementStructure

F i n a lD e s i g n
 WaigumRud- KhajuriSection
N-70

model calibratedduring the StrategicHighwaysResearch

Program(Monismithet al). Number of load repetitionsfor
subgradepdrmanentdeformation was calculated
by usingShell
g5%probability
Laboratories criteria.

To calculate the permissiblenumberof 1B-kipssingleaxleload

repetition,
two-wheelload of 9000 lbs. will be enteredas input
alongwith pavementmaterialmodulusvalues,Poisson'sratio
and thickness basedon AASHTO1993designguidein Layered
ElasticAnalysisProgram"Everstress 5.0".Computerprogram
Everdtress5.0 calculatesthe stressesand strainsbased on
multi layered elastic theory.Two strain values (i.e. Max.
PrincipalTensilestrainat the bottomof bituminous boundlayer
and Max. Principalverticalcompressivestrain at the top of
subgrade)were used from Everstress5.0 output.Thesestrain
valuesare used as input in the two modelsto calculatethe
pernrissiblenumberof 1B-kipssingleaxle load repetitions for
the two modesof failure.This valuewas comparedwith that of
Actual traffic to see if the pavementis safe, otherwisethe
designhadto be revised.

For calculationof Rut Depth,empiricalperformancemodel

developedfor Michpavewas used which utilizeselasticand
plasticpropertiesof variouslayersand deflectionsand st?ains
fromthe LayeredElasticAnalysis.

1.2 DESCRIPTION
PROJECT
t
The projectunder consicleration is Waigum Rud - Khajuri
Sectionlll-A (1) N-70, which is locatedin the provinceof
Balochistan.Startpointof the projectis at 50Kmdistancefrom
LoralaitowardsRakhni.NHA chainageof the projectis Km
50+000 to Km 82+299. The Highway is two way single
carriageway presentlyand will only be reconstructed without
additionof any furtherlanes.The reconstructed road will be
12.30MPavement with2.5mshoulders on eachside.

The NationalHighwayN-70is the main Arterial,Linkbetween

the provinces and Punjab.This Highwayactsa
of Balochistan
tradecorridorbetweenthe two provinces.Coaland fruitis being
transportedto Punjabwhile cement and sugar comes from
Punjabto Balochistanthroughthis route.lt has beenobserved
that trucks do not follow any weight limit reqqlrements.
the 2 Axle (Bedford)trucks are carryingUp to 25
Pqfticularly
torispayloadwhichis morethandoublethe standard12.0Ton
axleweight. i

2
 Waigum Rud - Khajuri SectionN-70

1.3 CLII\IATICIJATA

For the purposeof pavementdesign,maximumand minimum

temperatures along with mean monthly rainfall data is an
importantrequirement.

As exact weather record for the project section was not

available,
the dataavailable for Loralaiwas usedinsteaddue to
its closeproximityto the projectsite. Temperatureand rainfall
datawas acquiredfor 226 nrontlrs, whichis tabulatedin Table
1.1below.

TABLE 1.1 SUMMARY OF WEATHER DATA

Temperaturesfor Loralai (226 months) Rainfall

Montlr l-ligh"C Low "C H i q h " F Low "F mm
Jan 12.9 -1.5 55.2 29.3 20.3
Feb 15.9 0.8 60.6 33.4 15.3
Mar 21.1 5.5 70.0 41.9 33.5
Apr 26.2 1 0 . 3 79.2 50.5 25.5
May 31.7 15.0 89.1 59.0 19.5
Jun 35.4 18.8 95.7 65.8 10.1
Jul 34.3 20.3 93.7 68.5 47.7
Aug 33.2 18.7 91.8 65.7 29.1
sep 31.9 14.7 89.4 58.5 4.8
Oct 27.3 9.3 81.1 48.7 6.0
Nov 21.4 3.8 70.5 3B.B 9.0
Dec 15.6 -0.3 60.1 31.5 17.7
Average 25.6 9.6 78.0 49.3 19.9

= 17.6oC(63.67oF)
MeanAnnualAir Temperature

1.4 C.B.R.VALUE

For DesignpurposeCBR value of 7Yohas been selectedfor

subgrade.Althoughmaterial at
of higherCBR va[.ieis available
somelocationsbut as a higherCBR valuecannotbe ensured
for the projecthence the minimumCBR value of 7% as
has beenadoptedfor {esign.
in the specifications
stipulated

i Report.doc
 Waigum Rud - Khajuri SectionN-70

CIIAPTDR 2
.

PAVEMENTDESIGNBY AASHTOMETHOD

D E S IGNP R ,OCEDURE

The design procedure of AASHTO Guide for Design of

PavementStructures(1993) is based on cumulativeexpected
18-kipsequivalentsingle axle.loads(ESAL) during the design
life. The same procedureis appliedfor this design. Following
are the steps requiredfor implementingthis approach.

2.1 DESIGNLIFE

Designlife refersto the time elapsedas a new,reconstt.ucted,

from its initialserviceability
structuredeteriorates
or rehabilitated
For the performance
to its terminalserviceability. period,the
designermust selectminimumand maximumboundsthat are
influencedby agencyexperience and Policy.The DesignLife
selectedfor this Projectis Three years (2OO7-2010) basedon
the very heavyAxleloadplyingon the Highway.
+
I

2.2 LITY
INITIALANDTERMINALSERVICEABI

The functionalPerformance of a Pavementconcernshow well

comfortor
the Pavementservesthe user.In this context,'riding
In orderto quantify
ride qualityis the dominantcharacteristics.
conceptwas
riding comfort,the "seryiceability-Performance"
developed by the AASHTO road test staff in 1957. The
serviceabilityperformanceconceptis basedon fivefundamental
assumptions, summarized as follows:

i. Highwaysare for the comfortand convenienceof the

travelingPublic(user).

ii. comfort, or riding qualityis a matter of subjective

responseor theopinionof the user.

iii. serviceability by meansof the ratings

can be expressed
given by all highway users and is tefmed the
rating.
serviceabilitY

.+
llcport.doc
 WaigumRud- KhajuriSectiouN-70

iv. There'arePhysical of a Pavementwhich

characteristics
can be measuredobjectivelyand whichcan be relatedto
subjectiveevaluations.This Procedureproduces an
index(PSl).
objectiveserviceability

v. Performancecan be representedby the serviceability

historyof a Pavement.

The seruiceability of a Pavementis expressedin termsof the-

presentserviceability index(PSl).The PSI is obtainedfrom
measurementsof roughnessand distress e.g. cracking,
Patchingand rut depth(flexible),at a particulartime duringthe
servicelife of the pavement.The scalefor PSI rangesfrom 0 to
5, with a value of 5 representingthe highest index of
serviceabilityindex

index(Pr)is an estimateby the user of

The initialserviceability
whatthe PSIwillbe immediately The terminal
afterconstruction.
serviceabilityindex (P1)is the lowestacceptablelevel before
resurfacingor reconstructionbecomes necessaryfor the
particularclass of highway.For designof this road section,
vafues of 4.2 and2.5wereselectedfor PranclP1respectivelf.

2.3 DESIGNTRAFFIC

one of the importantparameters in implementingthe Design

EquationfromAASHTOGuideis the numberof expectedload
application on the pavement.TrafficVolumewas determined
throughTrafficCountcarriedout for 3 consecutivedays at 3
Computations
differentlocations. for estimateddesigntrafficare
shown as Annex-3 Followingprocedurewas applied for
computing expected Standard
1B-kips AxleLoads.

2.3.1 Traffic GrowthRate:

Annual Traffic groMh rate was selectedas 5.203% (NTRC),

Thisgrowtlrratewas
wlrichis averagefor all roadsof Pakistan.
applied for all type of vehicles.For design purposes,it.b6
is
assumedthat 70% of Truckswill be loadedand 30% will
empty.
 Waigum Rud - I{rajuri SectionN-70

2.3.2 Damaqinq-FactorsFor Each Vehicle Tvpe Based On

AASHTO Load Equivalencv Faclors

Equivalentsingle axle load representsthe ratio of the

number of repetitions of any axle load and axle
configuration(single,tandem,tridem)necessaryto cause
the same reductionin PSI as one applicationof an 1B-
kips single axle load. Axle load data for differenttype of
vehicles was utilized from Axle load surveys carried out
by NTRC (1995) and M/S Associated Consulting
Engineer (1987). However, due to the fact that 2 Axle
trucks are carrying much more payloadthan ever before,
thereforedamagingfactorsfor these were calculatedby
extrapolatingAASHTO equations(Volume-2)appliedon
the actual loads of the trucks plying on the Highway
presently.Damaging factor for a particularvehicle was
'loads
found by summing the equivalent single axle
correspondingto eaclr of its axle. cumulativeequivalent
single axle loads were calculated by multiplyingthe
cumulativenumber of trafficof each vehicletype for the
design period with the appropriatedamagingfactor for
'
that vehicle. Arrnex-2 lists the damaging factors and
actual weight of 2 Axle trucks,and Table-2.1shows the
, calculationsfor cumulativeequivalentsingle axle loads
calculations.Picturesof fully loaded coal trucks are also
2
attachedas a referencefor tlre exorbitantAxle loadsfor
Axle Trucks.
,
2,3.3 Directional And Lane Distribution Factors

The following equation was used to determine the traffic

(W1 8 E q u i valent1B- kiPssingle axles)in the design lane'

Wrg = DDxDLxwls
Where
Wra = The cumulativetwo directional 1B-kipsEquivalent
for a specificsectionof
singleAxle loadspre'dicted
highwayduringthe analysisperiod'

DD A directionalclistributionfactor,expressedas a
ratio, that accounts for the distribution'of
equivalentsingleaxleloadsby direction'
DL factor,expressed
A iane distribution as a ratio'that
accounts for distributionof traffic when two or
morelanesare available in one direction'

l{cport.doc
 D E S I G NT R A F F I C

'fablc
2.1- Design Trlffic Calculations

D E S I G NP E R I O D : 3 yeai's.
GROWTHRATE(%): Cars: 5.20 Buses: 5.20
Trucks: 5.20

Current Growth Deslgn E.S.A.L. E.S.A.L.

Traffic Traffic Traffic Factor
Cars & Jeeps 180 3.159 2A7.546 0.0009 187
M i n i B u s e s/ W a q o n s 575 3.159 662,99s 0.3956 262.281
Passerrger
Buses 11 3 . 15 9 12.683 0.8943 11 . 3 4 3

2-Axle Trucks 929 3.159 1,071.170

Loaded 70 % 749.819 127.74 95.781,836
'
Unloaded 30 o/l 321,351 0.2 64.270
3-AxleTrucks 6C 3 . 15 S 69,182
'Loaded
70 % 48.427 8.84 --____T- 428,099
Unloaded 30 % 20.755 0.1161 2.410
frailers 1 3.159 1.153

Loaded 70 % 807 10.35 8.354

Unloaded 30 % 346 0.2724 94

Tractor Trolleys BO 3.159 92.243
Loadod 70 % 64.570 11.49 741.909

Unloaded 30 % 27,673 0.006 166

97,300.948

Direction Factor (DF) 0.5

, Lane Factor (LF) 1.0 (OneLanein One Direction)

Design Traffic (DF)X (LF)X (colvlPUTEDESAL)

or w18 (E.S.A.L) StandardAxles.

48.65 millionEquivalent

PavementDesign'l,xls
 Waigum Rud - Khajuri SectionN-70

wte =
, The Computedtwo directional18-KipsEquivalent
for a specificsectionof
singleAxleloadspredicted
highwayduringthe analysisperiod

For the designed facility, a value of 0.5 (50 percent) was

selectedfor directionaldistributionfactor and a value of 1.0 (100
percent) for lane distributionfactor. Using these factors the
cumulativeequivalent1B-kipssingle axle loads in design lane
came out to be 48.65 millionaxles.

2.4 RELIABILITYFAGTOR

The Reliabilitydesign factor accounts for chance variationsin

both trafficprecliction(w16)and the performanceprediction(Wre)
and thereforeprovidesa predeterminedlevel of assurance(R)
that pavementsectionswill survive the period for which they
were designed. Design performance reliability is controlled
throughthe use of a reliabilityfactor (FR) that is multipliedby
the design period traffic prediction (wre) to produce design
application(Wrs)for the design equation.For a given reliability
(R), the reliabilityfactor is a function of the overall standard
deviation (S") that accounts for both chance variatioqs in
p,avementperformancepredictionfor a given W1s'

A reliabilitylevel of 0.90 (90 percent) and an overall standard

deviationof 0.45 were selectedfor the design purposes.

2.5

The followingvalues of ResilientModulus, Layer coefficients

and Poissonis ratio were selected for the Pavement material'
Modulusvalues for Base and sub-Base has been established
by using AASHTO recommendedstress states and regression
constantsvalues.
t
Laver Tvpe Modulus (psi) Laver coefficient Poisson's
. R ati o
450,000 O'44 0'35
AsphalticConcrete
30,852 O'14 0:40
AggregateBase Course

Sub-Base 15,652 0.11 0.40

Granular
8,877 0.45
SoilSubgrade
(Min. CBR = 7o/o)

Report.doc
 WaigumRud- KhajuriSectionN-70

2.6 D R A IN A GEC OE F FICIENT

The treatmentfor the expected level of drainage for a frexibre

Pavementis throughthe use of modifiedlayer coefficient(e.g.,
a higher effectivelayer coefficientwould be used for improved
drainage conditions). The factor for modifying the layer
coefficient is referred to as drainage coefficient (m1)and has
been integratedinto the structuralnumber (SN) equationalong
witlr layercoefficient(a1)and thickness(D1)thus:.

SN = trDr + azDzme+ os Ds ms

The valueof drainagecoefficients

(m2,m3)calculatedfor design
was 1.317& 1.290whichis basedon SHRP-P-394report.

2.7 P A V E ME N TD E S IGN

The basic design equation used for flexible pavement in

AASHTO 1986guideis:

Logro
I arsr I
lLo" 'ri -; ^. r, ' ' J
Log,,lT,,--Znx.S,,+9.36xLog,"(,!N+l)-0.20+ -v2.32xLog,nlr[r-8.07
1094 ?
, o.4o+
(sN;T"

Where
Wru = Predictednurnberof 1B-kipsequivalentsingleaxle
load applications
z-R Standardnormaldeviate.
So= Combinedstandarderrorof the trafficprediction
and performanceprediction
APSI = Over all serviceabilityloss (Pi - P1)
MR= ResilientModulus(psi).

For a given design value of cumulative ESAL, the above

equationwas solvedfor SN (Structurall.lumber).This valuewas
used for determining the layers' thickness. The detailed
calculationsare shownin Annex-4.. ' ' -'
 Waigum Rud - I{rajuri SectionN-70

CI-IAPTER3

MECHANISTIC
ANALYSISOF DESIGN

3 ME C H A N IS T IC
A N ALYSIS

The pavementsections,designedon the bases of AASHTO

1993 guide are checked and revised if requiredto meet tlre
followingtwo criterions.

3 .1 A sp h a l tF a ti queCr iter ia

Fatigueof asphalthas long been acceptedas one of the

possible causes of surface cracking in asphalt
pavements.To calculatethe allowableload repetitions,
fatigueModeldevelopedby StrategicHighwayReSearch
rogram(SHRP)was used.

Nr = 6.816x 1081 s.0.373vo

x (E,allow)).3.661
x (Sn1.z.zosfor R2=0.79

Where'

Nr = Np. of load Repetitions.

Vo = Air Void contentassumedto be 4 percentfor all the sections

Et = Tensilestrainat bottomof Asphalticlayer.

Sn = Loss stiffness

The loss stiffnessis the productof S x Sin r[

Wh e re

S = MixtureStiffnessat MMT from Van der Poel Nomograph;and

0 = PhaseShiftbetweentensilestressand strain

The PhaseShiftwas estimatedusingthe followingrelationship

{ = 240.1- 15.089Ln (S) - 0.952Vo for R2=0.85

Iteport.doc 9
 WaigurnRud - Iflrajuri SectionN-70

Mo d u l u s o f A sp l ra l tfor Mechar r isticAnalvsis

Modulus of Asphaltvaries considerablybased on the temperatureas

well as loading pattern. For the purpose of Mechanisticanalysis,
Dynamic Modulus is used wlrich takes into account the effect of
loading patternas well as temperature.The followingAsplraltInstitute
Equationswere used to calculatethe DynamicModulus:

E * = 1 0 0 , 0 0 0x 1 0 l i l
[]r = F a+ 0 .0 0 0 0 0 5 []z - 0.00189B2f1' 1
- Tl''
D, Doo'u
0a = 0.483 Vu
F s= 1 .3 +0 .4 9 8 2 5 L o g ( f)
Pzoo= 4 %PassingSieve200
f= B Hz(S0Km/hr)
| = 3.109
l3t= 0.9854
Fz = 3,256.32
0 s= 1.5940
F a= 5.147
lls= t 1 .7 5 0 0
oF
J = 6 3 .6 8
E* = 967,051 psi DynarnicStiffnessModulus

3.2 SuboradeDeformationCriteria

The limitingcriteriausedfor subgradedeformationis

SheltLaboratories 1985,95%Probabilitycriteria.

N=[k/Evarro',,lb

Where

k=0.018,b=4.0

Ev= Compressive
strain(fromElasticAnalysis).

N = Allowable
No.of loadrepetitions.

Rcpolt.cloc 10
 WaigurnRud - Khajuri SectionN-70

3 .3 R u t D e P tl rE stim ation

Resultsfrom linear or mechanisticanalysjs,togetherwith

. other parameters, are used as input to empirical
perfornrance model derivecl on the basis of field data
(Kim 1999, Park 2000),to predictthe rut depth'

The average rut depth in irtches along a wheel path

segmentis predictedusirrgfollowingequation:

- 0.01hi('rlr))
RD =(- o.oroar" +-0.03: lrr(sD)-r'0.01lronnuor
( -- + 0.657(e
^---,(^ T.'e?-Ln
-r - - \ - - l - o'
nrssrn/^/)-o.or+l,r|.g*l'l
- z.zo': , \ u ,,oo,,T'on'
v , D a s s ) ' 0.271(e v , . t G l + 0.25B
w . r , r r \ e,,r*I'tt' - -h(lrr)
| Lgr.=JJ
[
RD= Rut Depth

Hec = Thicknessof the AC laYer

SD Surfacedeflectionunder the wheel

Tannuat= Averageannualair temPerature

l<V = viscositYin
Kinemal.ic
layer 'l
= Verticalcompressivestrain at the top of the base
..ty,base
soil
''tv.SG = Verticalcompressivestrainat the top of the roadbed

N= Cumulativetrafficvolumein numberof ESAL's

EAC Resilientmodulusof the AC

EsG Resilientmoclulusof the roaclbedsoil (subgrade)

ComputationsforabovethreecriteriaareattachedasAnnex.S

ll
l{cport.doc
 Waigum Rud - IQrajuriSectionN-70

CIIAPTtrR 4

SUMMARY'OF DESIGN AND TYPICAL SECTION

Pavementdesignedby AASHTO1993 Guidewas checkedby tlre above

mentioned Theseresultsare summarized
threecriterions. in Table4.1.lt can
be seenfrom the tabletlratthe designed sectionsatisfiesthe Asphaltfatigue
crackingcriteriaand the subgradedeformation criteria(computationsshown
in Annex-5).Rut estimation is also less than 1.0 in which is acceptable.
Outputsof Everstress5.0 are attachedin Annex-6.Annex-1 slrowstlre
requiredpavementstructure cross-sectiondrawing.

TABLI' 4.I SUMMAITY OF IVIECI-IANISTIC-trMPIRICAI,

DtrSIGN
1B-kips Per r ttissible1B- kips
ExpectedEquivalent Perrnissible Estimated
18-kipsTraffic Axlesfor Asphalt Axles for Perntanent Rut Depth
AASHTOGuicle1993) FatigueGriteria Deformation of (irr)
guIgr ade

4 8 . 6 5Mi l l i o n 51.522Million 111.138M illion 0.856

SUIVIMAI{Y OF IUNAL TIIICI(NESSI'S SELtrCTtrT)

, PavementStructure Thickness ( cm )
AsphaltConcrete 21
BaseCourse
Crushed 20
Sub-Base
Granular 20

As the resultsobtained by MechanisticAnalysisare only relevantif the Asphalt

propertiesduring constructionare more or less the same as assumed during
design,hence the assumeclpropertiesof Asphaltare presentedbelowwhich may
of AsphaltJob Mix.
be adoptedas guidelinesfor preparation

ASI'I{AIiT Plto I'ERTIES

Description Value
Weightof Bitumen 4 . 5%
Volumeof Bitumen 1 0 . 6 6%
AirVoids 4.0 %
BitumenGrade Ac-20 (60-70Pen)

Report.cloc T2
 WaigumRud - Khajuri SectionN-70

ln lishtof the fact thatAxleloadis veryhighon thisstretch,whichwill resultin rapid

deterioration 5nd frequentoverlaysof AsphalticSurface,it is recommendedthat
Continuously ReinforcedConcretePavement(CRCP)may be adopted for this
sectionof piojectinsteadof FlexiblePavement.lt is furtherrecommendedthat 2
Axle Trucksmay not be allowedto ply on this routeand only 3 Axle and above
trucks may be allowed to operate. This will cause significant reduction in the
damagingfactorand henoedesignedthicknessesfor pavement I reducein
of road.
the deterioration
additionto controlling

t3
 ANNtrX _ 1

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ANNtrX_2
 AXLE DATA

AVERAGEESA'S

DAMAGINGFACTORSFORMNTRC

1.2 2-XL 4.67

1 .2 -2 3-XL SINGLE 11.49

1.22 3 -XLSINGLE 8.84

1.2+2.2 4 -XLSINGLE 12.99

1.2-22 4-XL REARTANDEM 10.35

1 .2 2 -2 2 s.XL TANDEM 10.595
1.22+222 6-XL T.TANDEM 10.84
Source:- Axle load studycarriedout by N.T.R.C.in 199S.
DamagingFactorscalculatedfor a StructuralNumberof 5.

AVERAGEESA'S
VEHICLE LOADED EMPTY

C a rsa n d i e e p s 0.00089
Mi n iWa q o n s 0.3956

P a sse n q eBr u se s 0.8943

TractorTrolleys 1.104 0.006

Truck 2-Axles 3.635 0.1836

Truck 3-Axles 5.6463 0.1161

Truck 4-Axles 7.2772 4.2724

Truck 5-Axles 15.0244 0.186

Truck 6-Axles 14.9882 0.2005

Source:' Axleloadstudycarriedoutby M/SAssociated Consulting

Engineers
in 1987.
Damaging Factorscalculatedfor a Structural
Numberof 4.

0ESG\Flecxible
PavementDesignl.xls
 AVERAGEAXLE LOADCALCULATION

1 . T R U C K2 A X L E ( 1 . 2 )
Truck Weiqht 9.243 Kq
Pavload 23.670 Kq
Total Weiqht 3 2 . 9 1 3 Kq
FULLYLOADED
FrontAxle Load 5.000 Ko
Rear Axle Load 2 7 . 9 1 3 Kq
Rear Axle EALF 127.74
EMPTY
S i n q l eA x l e L o a d 4,621 Kq
SinsleAxle EALF 0 . 10 0 0
For 2 Axles 0.2000

e Pavement
Designl,xls
 WAIGUMRUD- KHAHJURI
SEGTTON
N-70
D WEIGHT

_-_._._uA_!!7.._ 23.50
- 2 T K D 651 23.00
3 TKG 909 23.00
QAG 6295 19.00
_--9264 24.OO
25.00
QAE 7933

L IT 9095
_--_l_tst_299
TKG 313
LSCz?11 _. .__._?o_._tQ___
T K J9 1 9 20.00
-
TKE428 21.00
22.00
17i TKB OB4
1B TKMBB3
-
19 22.00
20 23.0A
21 TKH 511 21.00
TKFBOq_- __
JLI0571 22.00
24 L t A6 1 9 21.20
25 QAJ 8833 20.50
26 L t A4 1 9 22.90
27 IKg_e4s
_;- 22.00
28 TKG 7OO 22.00
29 QAD BB55 22.00
30 LSC2496 21.50
31 TKH951 at-_qq
32 LtA273 20.00
33 TKJ 777 26.00i
 Truck No. t (Tonnes)

.-,-.9Q
-- __ __uI91?9
_
36 zBT 2030
L I T8 1 9 1

LIA439
TKE661
Ttc 718
Tt 8307
TRC341
TKC958
TKL- 971
TKK796
TKF553
____q1 L IT 9 598
52 LtP 775
AverageWeightof Truck

EmptyWeightof Truck= 9.243

(Averageof 5 Trucks) Tonnes

Tottalweightof Truck= 32.913 Tonnes

 WaigumRud -Khajuri RoadN-70

F'TJLLYLOADED TRUCK

ROW OF TRUCK
ANNEX-3
 WAIGUMRUD-KHAJURI
ROADN.7O
TRAFFICSUMMARY
D.G.Khan
to Loralai Loralaito D.G.Khan

180
n/MiniBus/Picku 575
11
.__ 35 80
433 929
Truck3-Axle 60
1
 Sheet# 81
T a b l e ' 3( B )
22123SePtember, 2006 ltl-Aof No70
Designof lVaigumRud' KhajuriRoadProiectSection
Oay: FridaY ,':, Traffice
24 Hours CountOata
(N'70)
ioJ",ion' 6.C.Xn"n Road,NESPAKOfficeMakhtar
Direction:Loralaito O-G.Khan'

Trucks2
Axles

r'9,Gr9/SRatlKEi6 Rod
Sed6.!E
Oate: 22/23 Septemtier. 2006 Tabre - 3 (B)
Oay: Friday *-. Designof Waigum Rud - KhajuriRoad prolect Section
lil-A of No-70 Sheet * 81
Location:D.G.KhanRoad, NESPAKOfficeMakhtar(N-70) 24 Hours kaffice Count Data
Direction:Loralaito D.G.Khan.
.:.,i

Sfr -tg'trOi'@itlcr'BM.t(}ejurt Rod

D a te: Z2rZJ'Sep lemb er,zuu 6 Table - 3 (B) Sheet # F1
Day:Friday Designof Waigunr Rud . Khajuri Road ProiectSectionllt-A of No-70
Location:D.G-KhanRoad. NESPAI_( OffigeMakhtar(N-70) 24 Hours Traffice Count Data
'..'
Oirection:Loralaito O.G.Khan.

5r.No. Oate Motorized

Cars/Jeep LoaderPick Tractor/ Trucks2 Trucks3 LaroeTrucks/Trailers/4
HiaceWagon MiniBus/CoasterBuses
Taxis/Paiero uo Trollv Axles Axles Axles& above
1 22,23-9-2006 85 140 3 6 220 41 429 22 0

2 23,24-9-2006 122 161 0 5 196 41 433 27 0

3 24,25-9-2006 55 183 0 4 286 61 400 30 0

roTAL 262 484 3 15' 702 143 1262 79 0

 Sheet * F1
Oay: Friday Designof WaigumRud - KhajuriRoa<lPrc{ectSectionlll-Aof No-70
Location: D.G.lCranRoad. NESPAKOffice Makirtar(N-70i- 24 HoursTrafficeCountData
to
Direction:Loralai D.G.Khan. 'li : j

Sr.No. Date Motorized

Cars/Jeep LoaderPick Tractor/ Trucks2 Trucks3 LargeTrucks
ITr ailersl4
HiaceWagonMiniBus/CoasterBuses
Taxis/Paiero rJ0 Trollv Axfes Axles Axles&-above
1 22,23-9-20C5 89 '114 0 I
I 143 52 390 15 0

qo
2 23,24-9-2006 129 139 0 B 198 528 33 0

3 24,25-9-2006 48 178 0 4 251 104 603 29 0

rOTAt 266 431 0 13 592 215 1521 7't 0

Date:22123SePternber, 2006 Table- 3 (B) Sheet# Dl
*- Designof WaigumRud- KhaiuriRoadProiectSectionlll'A of No-70
Day:Friday
Road,NESPAKOffigeMakhtar(N-70) 24 HoursTrafficeCountData
Location:D.G.Khan
Direction:Loralaito D.G.Khan.

Sr.No. Date Motorized

Cars/Jeep LoaderPick Tractor/ Trucks2 Trucks3 LargeTrucks/Trailers/4
HiaceWagon MiniBusiCoasterBuses up Trollv Axles Axles Axles& above
Taxis/Paiero

1 22,23-9-2006 53 81 1 7 159 14 435 1B 0

2 23,24-9-2006 52 77 0 6 162 20 435 16 0

3 24,25-9-2006 52 114 0 6 231 37 384 27 0

rOTAt 157 272 1 19 552 7',l 1254 61 0

ScPd.rE ngneenrE/8dxlKhrf rf Road

 Sheet* D1
Table - 3 (B)
tll-A of No-70
oate: 22t23september,2006 "- of Waigum Ruo -'mraiwi R*1lt:]::t-.S^"ction
Design
Dav:FridaY 24 HoursTrafficeCountDala
(N'70)
officeMakhtar
iii"u""i.c.Khan Road'NESPAK
Direction:Loralaito D'G'Khan'

0
24,25-9-2006
ANNEX _ 4
 _-':_..-

PRIMARYDESIGN DATA

AASHTODESIGNDATA
Reliability
Factor 90%
CverallStandard Deviation(So) 0.45
InitialServiceability
(Pi) 4.2
l-erminal
Serviceability
(P1) 2.5
Sub-gradeCBR Value 7 o/o
AsphaltConcrete Resilient
Modulus(Mp) 450,000 psi
Layer Coefficierrt(ar) o.44
StressState(0) 5
RegressionConstantk1 10,000
Aggregate Regression
Constantk2 0.7
Base-Course R e si l i e nMo
t d u lus( M p) 3 0 , 8 5 2p s i '
LayerCoefficient 0.14
DrainageCo-efficient(m2) 1.317
EffectiveLayer Co-efficient(a2) 0.19
StressState (0) 5
Regression
Constantk1 7,000
Regression
Constantk2 0.5
Modulus(Mp)
Resilient 15,652 psi
Layer Coefficierrt 0.11
DrainageCo-efficient(m3) 1.290
EffectiveLayer Co-efficient(a3) 0.15
Sub-grade ResilientModulus(Mp) 8,877 psi

AASII'I'O trOUA'I'ION USIID IN SOLVING IiOlt S'I'RUCTUIL\L NO. (SN) :

Ilpsrl
t
Losrc
Log,oll/ + 1)- 0.20+
+ 9.36x Iog',(,SN
u= Znx,S, [am] + 2 . 3 2 x L o g * l^u-f8 . 0 7
1094
0.40+
(slr+ t)"'

DESG\Flecxible
Pavement
Designl.xls
 DESIGNTRAFFIC

DesisnTraffic Calcglations
/-
D E S I G NP E R I O D : 3 years.
GROWTHRATE(%): Cars: 5,20 Buses: 5.20

Trucks: 5.20

Cu'-ent Growth Deslgn E.S.A.L. E.S.A.L.

Traffic Trafflc Trafflc Factor

Cars & Jeeps 180 3.159 207,546 0.0009 187

Mlnl Buses/ Wagons 575 3.159 662,995 0.3956 262,281

PassenqerBuses 11 3.159 12,683 0.8943 11,343

2-Axle Trucks 929 3 . 1 5 9 1.071.170

Loadod 70 % 749.819 127.74 95.781.836

, Unloaded 30 o/o 321.351 0.2 64,270

3-AxleTrucks 60 3 , 15 S 69.182

Loaded 70 % 48,427 8.84 428.099

Unloaded 3A % 20.755 0.1161 2,410

?
Trallers 1 3.159 1.153

Loaded 70 % 807 10.35 8.354

Unfoaded 30 % 346 0,2724 94

Tractor Trolleys 80 3.15S 92,243

Loaded 70 % 64.570 11.49 741,909

Unloaded 30 o/. 27,673 0.006 166

97,300,948

DirectionFactor(DF) 0.5

Lane Factor(LF) 1.0 (OneLanein One Direction)

DesignTraffic (DF)X (LF)X (COMPUTED

ESAL)

or Wi8 (E.S.A.L) StandardAxles.

48.65 millionEquivalent

Designl.xls
Pavement
 DESIGNCALCULATIONS

S'TRUCTURALNO. ABOVE BAST'

wrs(E.s.A.L.) 48,650,474
RELIABILITY(R )% 90
OVERALL S'I'ANDARD DEVIATION ( S.,) 0.45
MODULUSOF RESILIANCE( Mn ) psi 30,852
STANDARD NORMAL DEVIAT'E( Zn ) -r.282
INITIAL SERVIEABIL1TY ( Pi) 4.2
TERMINAL SERVIEABILITY ( Pi ) 2.5
APSI(Pi.Pt) t.7

ALCULATED STRUCTURAL NUMBER ( SN ) 3.831

UStr SN, 3.831

LAYER CO-EFIrlClllNT ( or ) 0.44

:
'TI
I ICI(NESS OF AS PIIALTIC IVIATT'RIAI, REOUIRED

DI SN1 / a1

DI .8.7| iuches
D1 22.12 cm
USE DI 21.00 cnl

SN*, DIl2.54x 0.44

SN'r 3.64

PavementDesignl.xls
 DESIGNCALCULATIONS

STRUCTURALNO. AB.OVESUE-UASE

wr8(E.s.A.L.) 48,65Q,474
4E!IAELLrrY(R)% 90
oVERALL S]'ANDARD DTSVTATION
( S" ) 0.45
MODULUS OF RESILIANCE ( Mn ) psi 15,652
s't'ANDAt{DNOI{MALDUVTA'|E( Zn) - l .2s2
INITTAL SERVIEABTLTTY( Pr) 4.2
TERMTNAL SERVIEABILITY ( Pi ) 2.5
APSr(Pi-Pt) t.7

CALCULATED STRUCTURALNUMBER ( SN ) 4.871

usIDsN2 : 4.87|

LRYEn CO-EFFICIENT
( uz ) 0.14
DRAINACE CO-EFFICIENT
( ntz ) 1.317

l
TI IICI(NESS Olt IIASIt t\lA'l'DRL\L REQUIIIED

D2 : ( S N z - S N ' r ) | ( u z x m 2)

D2 : 6.64 inchcs
D2 ' = 1 6 . 8 8c m
USE D2 = 20.00 cnr

SN'z D Zl 2 . 5 4x 0 . 1 4
SN'z 1.1I

DESG\FIecxible
PavementDesignl.xls
 DESIGNCALCULATIONS

STRUCTURALNO. ABOVE SUBGRADE

w.- (tr s.A..L.) 48,650,474

7
SALIFOR
r)tirtaFtill'rvrR \oz 90

.r\/Fn aI T STANDT\RD DEVIATION ( S. ) 0.45

MODI II,I IS OF RESILTANCE ( Mn ) PSi 9,877

sTANnARD NORMAL DEVIATE (ZR)

-r.282
TNTITIAI strRVIF.ABII-ITY ( P' ) 4.2

TtrNN'INAI, SF.RVIEABILITY ( P, ) 2.5

Arrcr/fri -Pt) 1.7

( SN,l 5.847
cn LcuLnrED S'I'RUCTURALNU!4rlER

USB SN3 = 5.847

LAYERCO-EFFICIENT ( ur ) 0 . 1I
( mr )
DRAINAGE CO-EFITICIENT r.290

THICI(NESSOF SUII-BASEN{r\TEBIAL I{EOUIRED

=(SN3-(SN'z+SN'1)/ (a3xm3)
D3
D3 = ?.53 inches

D3 : 1 9 . 1 4c m

D3 = 20.00 cm
USE

Designl'xls
Pavement
DESG\Flecxible
ANNEX-5
1. AsphaltFatieueCriteria:
SHRP FatigueModel (1994)

Ns: 6.8l6 x 108 * X ( Et"uonu x ( Sn )'2'7se

)-3'661 ; R2:0.79
"'0'373vo

Where:
vo: 4.0 (o/oair Voids)

E,olloru : 0.00008093 (ValuefromLEA outPutPE3)

Sn= SxSin(r
S: 739,321 psi (MixtureStiffiress)
0: 260.096- r7.t72 x Ln(S)
r[: 28.04 .l cg. ( PltnscAnglc)

sn 347,573 psi (LossStiffiress)

I
Substitutingthesevalues:
Ns : 5,1,522,295ESAL OK

2. SubsradeStrain Critcria:
orrShell(1985)
Based 95%Reliability

N =
[k/Euolo*]b

Where:
k :0.018
:4.0
P
E v o p o *: 0 .0 0 0 1 7 5 3 1 (Value from LEA outputPE1)

1 1 1 , 1 3 8 , 1 7 5ESAL
PavementRut Depth Criteria
(Michpave)
- 0.01|n( KV)x)
RD = ( - 0 . O 1 6H o+c0 .0 3 3 1 n (S D+)0 .011Tannuar
(-2.703+ 0.657(eu,0".")0'ont + 0.25Bln(N
+ O.271(ou,"o)o'uut ) - O.034ln(E6s/Es6))

,1ng 8 .2 6 8 i n AsphaltThickness
SD= o.012444i n SurfaceDeflectionfrom LEA (UZ)
OF
Tannual= 63.67 Mean AnnualAir TemPrature
KV= 300 cSt KinematicViscositYof AsPhalt
Eu,base= 0 .1 5 2 1 1 x10-3 from LEA (PEl )
tu,SG = 0 . 1 7 5 3 1 x1 0- 3 fr onrLEA ( PEl)
frl = 48.650.474 ESALS
Elc = 4 5 0 ,0 0 0 p si
: 8 ,8 7 7 psi
Esc=

Rut DePtlt= 0 .8 5 6 i n 1.00 in OK

-'l
ANNEX- 6
 Layered Elastic Analysis by Everstress@5'0 '
Road (N-70 ..
't'iJofWaigum'Rud'Khajuri
Title: No of X-Y EvaluationPoints: 2
Lay"ers:q No of Loads: 2
Thickness Moduli(1)
Layer Poisson's (ksi)
Ratio (in)
8.268 967.05
1 .35 30.85
.40 7.874
2 7.874 15.65
t
i 3. .40 8.88
14 .45
Load Pressure Radius
LoadNo X-Position Y-Position (in)
(in) (lb0 (psi)
(in)
4500.0 100.00 3.785
1 -6.75 .00 3.785
6.75 .00 4500.0 100.00
2
'
X-Position(in): .000 Y-Position(in): .000
LocationNo: 1
Normal Stresses sxy
Layer Sxx svv 3zz syz Sxz
Z-Position (psi) (psi) (psi) (psi)
(in) (psi) (psi)

-68.10 -99.61 .00 .00 .00 .00

.000 1 .00 .00
1 72.95 102.15 4.72 .00
8.267 -4.72 .00 .00 .00
8.269 2 -.48 .42
-.19 - . 15 -1.71 .00 .00 .00
24.O17 4
Normal Stralns and Deflectlons Uy Uz
Exx Eyy Ezz Ux
Z-Position Layer (mils) (mils) {mils)
(in) (10^-6) (10^-6) (10^-6)
-78.36 60.70 .000 .000 12.444
.000 1 -34.37 12.437
40.17 80.93 -68.2s .000 .000
8.267 1 .000 12.437
2 40.19 80.96 -152.11 .000
8.269 -175.31 .000 .000 10.054
24.O17 4 72.92 79.45

Princlpal Stresses and Stralns E3

sl s2 s3 E1 e2t
Z-Position Layer (10^-6) (10^-6) (10^-6)
(in) (psi) (Psi) (Psi)
I

.68.10 .00 -78.36 -34.37 60.70

.000 1 -99.61 80.93
-4.72 72.95 102.15 -68.25 40.17
8.267 1 -152.11 40.19 80.96
2 -4.72 -.48 .42
8.269 - 1. 7 1 -.19 -.15 -175.31 72.92 79.45
24.017 4

X-Position(in): 6.750
(in): .000
Y-Position
LocationNo: 2
Normal Stresses sxy
sYY Szz syz Sxz
Z-Position Layer Sxx (psi) (psi)
(psi) (psi)' (psi) (psi)
(in)
'l -171.2'l -100.00 .00 .00 .00
.000 -157.05 -.92 .00 ,
91.14 107.27 -5.06 .00
8.267 1 -5.06 .00 -.91 .00
2 -.10 .40 -.1I
8.269
-.21 -.15 -'t.63 .00 .00
24.017 4

Normal Stralns and Deflections Uy Uz

Exx Eyy Ezz Ux
, Z-Position Layer (mils) (mils) (mils)
(in) (10^-6) (10^'6) (10^-6)

-64.25 -84.01 15.40 -.341 .000 12.541

.000 1 -77.04 .333 .000 12.183
8,267 1 57.25 79.78 12.183
57.26 79.80 -167.89 .333 .000
8.269 2 -166.17 .479 .000 9.892
24.017 4 66.91 76.89
'
Stressesand Strains
PrinciPal E3
S2 53 E1 E2
Z-Position Layer 51 (10^-6) (10^-6)
(psi) (Psi) (Psi) (10^-6)
(in)
-157.05 -100.00 -84.01 -64.25 15.40
.000 1 -171.21 79.78
-5.07 91.15 107.27 -77.05 57.26
8.267 1 -17'5.25 64.63 79.80
2 -5.22 .07 .40
8.269 -l.66 -.1I -.',15 -170.27 71.01 76.89
24.017 4

Page1