Draft UTG3, pp 1-74, Pretoria, South Africa, 1988

Structural design of urban roads

!ITG3, Pretor~a,South t4lrica 1988
 @film h-ji$IDEi.iNES ((41C;) is a series of documents jnrrilten for
riatiori engineers uvhici-i describes current recome-neqded prac -
pezis o i urban transp~rtatiokl.They aj-e based an SoiuZIr btfri-
- 1 c j rp:;$zrcPa 317rj k r : 3 ~%P-je j y ! ~ ~ : l p r c ; i j ~ [r!~(>
k j i [ ~ ~ ~ p p rz!3d
8 '

~ *"R

Urban Tr.ailsi;'or-ik L j thorities

ir validity in practice, UTGs are ciucula~tedin dra form for A ~ K I -
receiving the final ap;3f*~v;-ai ti-iis p<3riodysug-
of C:U 1 A. D~ri=iny IS"

e~meka'Emay be sent "lo:

Structural design of urban roads

UTG3, Prettor~a,South Africa 1988
This document deals
It covers the selection of
materials, environmental and practical
analysis.

dokument handel oor die S

die keuse en on
keer, materiale, praktiese en ornge

Structural desi an roads, pave

ic materials, environment, cost

Structural design of urban roads

hlTG3, Pretoria, South Africa 'I
 .......................................................................................................
1

sis ..........................................................................................

neral objective .................................................................................

esign process ..........................
..................................................

..................................................................................
categories ...............................................................
ance, service level, tra ic and road standard ...................a........

ction of analysis ....................

Structural design of urban roads

UTG3, Pretoria, South Africa 19
 "1 .. ........................................................................................
" " " . V . . .

)7'
&. nce of township layout on the choic of road categnr?;..X......
e structural design of a Cate 0 B F ? .........
4, e structural design of Cate ory U@ and UD roacls
nship ........................... m
sw .......................................C..
v. . . . . .

, -. ue of designs .....................................................................

I ram (mainly for ategory IJA l+,!@

.........................................................................................
r -3
.- sign flow diagram for residential r (Ca-teg~ry t;C c;~i
Ua) .......................................................................................................
..J
3""'

erent road categories ...................................................

ion of material symbols used in catalo @signs................

C-*
l7

k-list of material availa ility and unit cost .....................................

~mr

F{
4 climatic regions of southern f rica .............................................
8
ii. avement behaviour characteristics ................,. ....S.......O.

or cover thickness of gravel r S .......................

e of layout on ro teg ory .............................................

 ....
Definition of the four road categories ................... .....-...............S.
Structural design periods for various road categories ..m,.............u.......
Classification of traffic for structural design purposes ..........a......8.......

80 kN single-axle equivalency factors, derived from

Determination of E80s per commercial vehicle ....................................

Traffic growth factor (g) for calculation of future or initial tra
present traffic ..............................
....................................................
Traffic growth factor (fy) for calculation of cumulative tra
diction period from initial (daily) traffic ......................
.....,,......L.....".....
Design factors for the distribution of traffic and equivalent
among lanes and shoulders ........................... .
................................
Material depths to be used for determining the design C
rade ........................,............
.....................................................
Subgrade CBR groups used for structural design ...............................
Possible condition at end of structural design period for vario
categories and pavement types .........................................................
Suggested pavement types for different road categories
classes ...............;. ...............................................................................
Preparation of subgrade and required selected layers for the
ent subgrade design C S .................................................................
ness of gravel
ries ......................................................................................................
Compaction requirements for the construction of pavement I
(and reinstatement of pavement la ers) ........................ ~a-~a-s=~=mn.....

Typical ranges of su acing life periods for various surfaci

for the different road categories and base types (if the surfa
e catalogue) ...................... ..................
a..........

Typical future maintenance for cost analysis .......................................

uivalent traffic an
..................................................................................
e subgrade .............................. ....................
r the diFferent sub rade areas .......S..........=..............

Structural design of urban roads

UTG3, Pretoria, South Africa 19
Strudura! design of urban roads
UTG3, PI-&aria, SsuPh Africa 1988
 ures for the structural design of r ents presented in t
licable to urban roads a ed residential roads in
cial section on gravel roads has also been included. Th
sed on a combination of existin methods, experience
ory on the behaviour of structures a materials. It must be ke
procedures do not necessariiy exclude other

if is important to attend to layout planning and drainage design before th

design of a road is addressed The structural design of a pavement is
ection of the subgra e through the provision of pavement
litation a chosen level of sewice has to be achieved over the
eriod as cheaply as possible. Structural design encompasses factors
, pavement materials, subgrade soils, environmental
n details and economics. The procedures cover a ran
materials currently used in local practice.

reaches the en of its serviceable life, it is usually

of service. If the designer
rnent designs, he requires

ervicable condition over a

i: the basic in uts to pavement design, namely

ic, materials available an
Structural design of urban roads
UTG3, Pretoria, South Africa 1988
 nt pavement structures on the basis of cost.
for the structural desi

ent construction a
n has been checke
of mechanistic pave
he catalogue sho

SELECT

DESIGN
9 PAVEMENT
BEHAVOUR
TERMINAL
CONDITION
.PAVEMENT

PERIOD AND
STRUCTURAL
. TYPE SELECTK)
CATALOGUE

DESIGN PERIOD
* ALTERNATIVE
INCLUDE
PRACTICAL

1 DESIGN TRAFFIC
* TRAFFK: CLASSES
lX SECTION 7
"RAINAGE
* COMPACTION

SECY10 00 COST
ANALY Sl S

CONSTRUCTION
SECT1 COSTS
*

SALVAGE VALUE

r back to SECT10

Structural design of urban roads

UTG3, Pretoria, South
 TOPOGRAPHY
S CLIMATIC REGION

implitied design gram far residential roads

(c UC or UD)

Structural design of urban roads

UBG3, Pretoria, South Africa 1988
tliustrafion af diNerent road categories
Structura! dessgn of urban roads
 Local access

(SAICE: Minor access courts,

SIru~turaBdesign of tarisan roads

U K%31Prsloria, South Atrics 19
The analysis period is a convenient plannin
reconstruction of th pavement is undesirable.
defined as the
that no struct
objective of selectin
it is necessary to c S expected to

riding quality decr

structures, narnely:
Design 1, which requires resurfacin to maintain the surface in a
condition, and later some structural reha ititation such as an overlay (
4(a)), aid
Design 2, which is structurally adequate for the hole of the an
uires only three resurfacin
It is important to note that any design proce
and nature of the maintenance
estimates are only approximate
strategy. The actual maintenan
maintenance procedure. The accuracy of the
having a feedback system.

eriod. There may be a d

d over which a facility

Structural design of urban roads

UTG3, Pretoria, South Africa '1 988
 . It is usually not politically accept
abilitation on recen
oad user cos and the cost of the disr

of short structur
nment is normally fixed.
As shown in Table the structural design perio
is 20 years, for Cat

ads, the structural

e same as for Catas

short structural desi
a short geometric life for a facility in a chan
a lack of short-term fun
a lack of confidence in design ssumptions, especially the
eriods may range from l 0 to 25 years.
sed (Table 2).

or Category UG roads (residential roa

20 years is recommended (Ta

a
Structural design periods for various roa

* The analysis period for Category UA and UB roads is 30 years.

me is so limited that no structural

Structural design of urban roads

UTG3, Pretoria, South Africa '1
 ulative damaging ect of all individual axie loads is expressed as the
ingle-axle loads (E80s). This is the number of 80
cause the same damage to the pavement as
ectrum of axle loads. For structural design, an estimate of the
ic over the structural design period is required. This
ivalent traffic can be determined in two different
stirnation from tabulate ic classes, and
tailed computation from initial and mean daily traffic, growth rates
tribution factors.
tirnation of the cumulative equivalent tra ic over the structural design
ulated values is recommended, unless more specific information

mulative equivalent tra ic (total E80s over the design period) is grouped
traffic classes, varying from R for residential roads to E4 for very
S. The class of traffic is a major factor in the selection of
tructure from the catalogue of designs. The traffic classes

Classification of trafiic for structural des

ic Cumulative e escription

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
construction traffic, a calcula
ic class changes from ER
e in the se
lower vehicle speeds. In these cases a
e selected rather than changin

tailed comput tion of the cumulative equivalent traffic involves:

r surveys of tra
he structural
ting the lane

uivalent traffic. The load equiv

given axle load to the e
uivalency fac
finition of terminal condition
uivalency factors base

here

o overloadin , such as sh
y have n values of

the number of
p of the entire lo

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
 80kN single-axle equivalency factors, derived from

80 kN axle
Single-
equivalency
load, P equivalency
factor, F factor, F

115-124
125 - 134
135 - 144
145- 154
155- 164
165- 174
175- 184
185-194
195 - 204
More than 205

tion the equivalent

............................................. I . . . . . . S . I ...................
. . . . . . . . . . . . . . . S . . . . . . S ....

e the initial year. Such a suwey

S$: le of vehicles;

ased on visual o

ehicles can be
le sc;zles. These
ified into conv
e carried out at the same time. The
te categories.
axle load is
visual count.
Struct~iraldesign of urban roads
lfTG3, Pretoria, South Africa 1988
 estimate of the n

(ie more than emphasis should therefore be plac

these vehicles icle is defined as a vehicle
capacity of m

sed to determice the

led in the traffic lane
it. The load of the axle is then classified in
ments of 2 000 k . If an equivalency fa
ic can be caic

stimation procedures based on visual observations

hen costly traffic determinations
eristics of the road make dynamic
ased on information gained fr

are:
mostly unla

etermined accor
ercial vehicle
uivalent traffic for

mercial vehicle

mercial vehicles

Structural design of urban roads

1 UTG3, Pretoria, South Africa 198
 ote that, over the last
le has increased at a
% per annum. The values in Table 5 could change in the
future, especially if the legal axle load limit changes. Table 5 also gives an
n of the number of E80s per commercial vehicle on various types of

visual estimation procedures can b used% In using these

s more attention is given to the actual loa ing conditions of the
l velicles on the specific route.

tion to initial d e
ivalent traffic (daily
r by multiplying by a gro th factor determined from the

g = growth factor

n determination of axle load data an

S given in Table 6.

e initial year is

fy = cumulative
+
(-l 0,OI .i)i(1
(y = structural

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
ffic increase, i (% pa)

Structural design of urban roads

L6TG3, Pretoria, South Africa "1988
llTG3, Pretoria, South Africa 1988
 esign factors for the distribution of traffic and equivalent
and shoulders

Total Design distribution factor,

number
Surfaced Lane 1* Lane 2
lanes

2 1,Q0 1,oo - -
03 0,95 0,30 -
a7 0,70 0,CjO 0,
I (b) Traffic (total axles or evu***)
2 1,oo 1 ,oo - -
4 $70 0,7Q 0,50 -
6 ,3o ,30 0,50
- - -m

Lane 1 is the outer or slow lane

*
** For dual-carriageway roads
*** evu = equivalent vehicle unit; one commercial vehicle = 3 evu

Structural design of urban roads

retcarra, South Africa 3 088
W j = equivalent d

X h factor to initial year (X = period from tra

= cumulative h factor over structural design period

fv (y = structural design period)
e = lane distribution factor for equivalent tra
ner should no go back to Table 3 to determine the desi
irnple interpolation techni ues are available (described in
pavement structure is to be designed to greater accuracy

r to check the geometric capacity of the road, the total daily traffic
the end of the structural design eriod can be calculated from:
n = (initial total daily tra ic) . gx ............. .........................................................
as previously d
er the structural
ibility of capaci

am for determining the desi ic class from the

Structural des~gnof urban roads

UTG3, Pretoria, South Africa 1988
 SPrucl~..rral
design 631 wban roads
IITG3, Pretoria, South Africa 1988
 tion of materials for pavement design is based on a combination of
actors and previous experience. These factors have to be
during the desi n in order to select the materials best suited to the

enerally uses the stan ard material specification define

Guidelines for roa construction materials1 0. The classification of the
. The material codes listed in this table are used
e of designs. Only abbreviated specifications are
TRH1410 should be consulted for more details. aste materials (eg
ce slags) and pedogenic materials have not been cla
rying 4ality. If these materials are used they shou
o the appropriate ma erial codes1 0. The materials are classified into
ories accordin amental behaviour and into different
to their strength characteristics.

s e c t i o n d e s c r i b e s t h e material re 6 a n d their major

stics. The be t types consisting of
ns of these materials

tresses they

Sitructural design of urban roads

UVG3, Pretoria, South Africa 1988
-
COD 1 MATERIAL ABBREVIATED SPECIFICATIONS
G * Graded c r u s h e d slono Denre -pro
3 7 , s mm;

G2 thered cru.hed .lane ; M a n . slzst

mod. A A S H T O ; f l ~ rPT & 8
03 Graded crurhed r t o n soil blndw; M ox. ulre 9 7 , 1
AASNTO I fines P I $ 6
a4

G5 H a t u r a l graval CBR 4 45 ; P I $ 10: H o x , s l z e 63 mm

G6 Noturol grovei

07 Q ravel - soil CBR 4 I S ; M a r sire

G8 Gravel - @ o i l

G 9 CBR -4 7 at tn miru density

G (0

--
BC Conttnuourly p r o d r d : M a r stzo 26,5mm

S Somt-gap-graded: Mox size 37,5mm

TC Tar hot-mix orph~lt I\$ for BC (conlinuouuly g r a d e d l

TS Tar h o t - m l x asphalt
-
PCC

UCS 6 to 12 MPo a t IW'% mod A A S H T O ;

63 mm

63 mm

Asphalt s w l a c i n ~

Pophalt surfacing Ref TRHB c o n t l n u o u r l y graded

sirphalt sw facing

Sur l o c o I r@olm@nI Rot T A U 3 r n u l l l p l r r e a l

Ref. TRHSI

ReI TRH S
Slurry Fma grading

Slurry Coarse grading

Asjuvcnolor

aterbound macodwn

%mtmtian rnacodam
)umproc&
J
-- -
n t r r l a c k r n g pavrng
>lacks ( t y p e S - A 3 herrmqborc. bond) Wet crushrnp r t r r n g f h q; 2
--
avin
-9
don-tnt6rlocking povlng
3lacka(typr § - C )

For u r r with c o n c r e k , alay o r o t h r r BloaLw i

UTG3, Pretoria, South Africa 19l3B

 eriais can be used as re
ases. They can be either ce

StrucB~raldesign of urban roads

 \Jpdifl* cq>$aT$s
f3gMy=r
re 7 in order to ensure

a survey of recent unit costs of the materials has been carried out.
erience with a ular material as well as the relevant traHic and
ental factors sh taken into c%s8r'lisidevakEsr1~

bJalurnl gravcl

MaVurel gravel

Natural Q I R N ~

Or vs1 @&l-
O t a v s l -sot1

Grovel-dt

-
Oravel sot#

--.
Bttvmssn h@ -

Blturortsn W -mlN

Tar - m18
fur lrov - iwa

Check-list of material avaiiabilily and unit cnsf

Str~ac"rraldesigi.1 of urban roads
WTG3, Pretoria, Soi~CkAfrica '1 988
 nvironment is characterized by topography, the climatic conditions
re and temperature) under which the road will function, and the
ing subgrade conditions. Environmental factors must be taken into
t in the design of pavement structures.

aphy is dealt ith in an UTG document in preparation (Urban Stormwater

rnent). The importance of its influence on the structural design and
a1 use of roads is clearly eflected in the drainage and maintenance
ents of roads in general. acrodrainage is relevant to this
in rolling or mountainous terrains there may be steep gradients
ravel roads and in particular erosion of their dra
ications for their safety and functional use. Roads that cross
csntsurs at an an le, or even perpendicularly, pose the most draina
ms. In such cases func ional rather than structural requirements may
require that a road provided with erosion rotection. It is therefore
important that re on Layout Plannin d on the Storm
nagement be met before one embarks on the structural design.

Is in the pavement.
ntent. The desi
materials that are excessively
adverse conditions. It is also
y either adjustin values or

ern Africa can be divided into three climatic re

s a map of sou
These are macrociim in mind that diH"~erent
ates may occur ithin these regions.

Slnictural design of urban roads

llTG3, Pretoria, South A f r m 1988
where loge is the natural lo

structural design oi urban roads

~ T *

LSTG3, Pretsrsa, SOU'!^ Africa 5 988

 aterial depths to be used for de
he design CBR of the sub

roups used for structural

* Special treatment required

** Use top 150 mm as subbase or base material, compacted to the correct stan
The normal TRHI 4 requirements should be met.

is normally det
and may be adjusted acco
necessary if a material with a
. These measures includ

subgrade groups.

Skrclclural design of urban roads

UTG3, Pretoria, Sotnth A f r m 4 988
 esigner may use umber of design procedures, such as the mechanistic
rnethod6, the HT0 structural number methodl4, the CBR cover
12 or the catalogue of designs given at the back of this document.
tever the method used, factors such as road category, design strategy,
available materi Is and environment must be taken into account. Some
tion of future maintenance measures is necessary before a comparison of
t structures can be ma e on the basis of present worth of costs. Special
ction considerations that might influence either the pavement structure
or the pavement costs are discussed in Section 8.
ocurnent is based on the use of a catalogue of designs. However, the best
will probably be obtained if the catalo ue is used together with some
er design method.

aviour of a pavement and the type of distress that will become the most
ith the type of pavement. There are five major pavement types,
granular, bituminous, concrete and cemented-base pavements and
nts with paving blocks. The behaviour of these different pavement types
ill determine the ty e of maintenance normally required (Subsection 9.5) and
ay also influence the selection of e pavement ty A brief descri
ical behaviour of each pavement pe is given be1

turninous surfacing, a base of

r or cemented subbase and a
f distress in a pave
ation arising from shear or densification in
nifest itself as ruttin

e until the layer eventually exhibits properties

hrinkage or thermal cracks, they may reflect to the

ork has sho n that the post-cracked phase of a ce

ases adds su
Structural design of urban roads
UTG3, Pretoria, South Africa 1988
- 3Q00to 500 as shown in Figure 9(c).
igues under tr
even under CO es a lawer ebf
s not normally result in a m
increase in defor resilient deflection and ra

ulus of the cemented subbases

ally stabilized, the ceme

may behave like

lus of the cemented subbase

h shear stresses in t

ts it is necessary

Structural design of urban roads

UTG3, Pretoria, Seutk
 . - ,

,. ,p. -<=-
,# [<[J
L,-.* ,-,
i t,.,,J >:: 1 W c; b.:f:
C.: !-I ;h:~ c!
IF"..^,l
3 L. h".
: Sp,
h" &...jA
E
i
 untreated granular subbase or a eakly stabilized cemented SIJ
Rutting may originate in either the bituminous or the untreated layers, or in
both. This is illustrated in Figure 9(b). If the subbase is cemented there is a
probability that shrinkage or thermal cracking will reflect to the su
especially if the bituminous layer is less than 150 mm thick or if the subbase
is excessively stabilized. Maintenance usually consists of a s
treatment to provide better skid resistance and to seal small cracks an
asphalt overlay in cases where riding quality needs to be restored and
it is necessary to prolong the fatigue life of the base, or recycling of the
base when further overlays are no longer adequate.

Tar-base pavements
The fatigue life of a tar prernix is well below that of most bitu
materials. Only weakly cemented subbases are used. The main
appears to be cracking of the cemented subbase, followe
cracking of the tar base.
Maintenance for tar bases is the same as for bituminous bases.

In concrete pavements, most of the traffic loading is carried by the concrete sla
and little stress is transferred to the subgrade. The cemented subbase p
a uniform foundation and limits pumping of subbase and subgrad
Through the use of tied shoulders, most of the distress stemming from t
of the pavement can be eliminated and the slab thickness can also be r
Distress of the pavement usually appears first as spalling near the joints, and
may then progress to cracking in the wheel paths. Once distress beco
evident, deterioration is usually rapid. See Figure 9(e).
Maintenance consists of patching, joint repair, crack repair, under-sealii~g;
grinding, or thin concrete or bituminous overlays. In cases of severe
thick concrete, bituminous or granular overlays will be used, or the concrete
may be recycled.

c stresses are absorb

layers and a little by the subgrade. It is likely that some blo
evident very early in the life of cemented bases; this is caused by the
mechanism of drying shrinkage and by thermal stre es in the cement
Traffic-induced cracking will cause the blocks to ak up into sm
These cracks propa ate through the surface. The ingress of water t
surface cracks may cause the blocks to rock under tra
of fines from the lower layers. Rutting or roughn
o this stage but is likely to accelerate as the e
increases. See Figure 9(d).
Structural design of urban roads
UTG3, Pretoria, South Africa 1988
 base are cemented,
overloading and moisture. T

racks may be rehabilitated by sealin . Once trafiic-load-associated

become extensive, rehabilitation involves either the reprocessing of
e application of a substantial bituminous or granular overlay.

types of interlocking and non-interlocking se ental blocks are used in a

tions which range from footp ays to heavily
servicing yards. The use of segmental block
nts is a recent phenomenon in South frica. The popularity of these
increasing due to a number of factors:
cks are manufacture from local materials;
ide a labour-intensive operation or can be manufactured

they are aesthetically acceptable in a ide range of applications, and

y are versatile as they have some of the advantages of both flexi
crete pavements.
practice a small plate vibrator is used to bed the locks into a san
of approximately 20 and to compact joi
I 'blocks. The selection type of sand
nt since a non- rves best as
"cc contentis re uired to fill the j
ents are adequately waterproof

faces. Those t
ion into a pav
ick or any other
for structural use is

Structural design of urban roads

kn'G3, Pretoria, South Africa 1988
 hi
cur (0) 1

Strt~cturaldasign of urban roads

UYG3, Pr~hsria,South Africa 1988
 LENGTH OF R O A D EXCEEDING STAT D R U T DEPTH (%)
LOCAL REPAIRS ONLY'

anges of terminal rut depth conditions for diverent road categories

igure 9 indicates that the more r d structures deteriorate r

hereas the more fl avements general
en more visible on rigid pavements.
structures consistin ater-suscepti le materials m
undesirable f ~ r et climatic regions, unless special provision is rna
drainage.
ent types (base and
road categori
not recornmen

Structural design of urban roads

U163,Pretoria, South Africa 19
 ested pavement

Pavement types Road category and traffic class Abbreviated reasons why
-- listed pavement types are
Subbase UA UB UC UD not recommended for the
given road category and
E4 E 3 E2 E2 E l E 0 E 0 ER - traffic class

Granular Granular X X v fl I/ V/ Uncertain behaviour

Cemented P V V V V V V Y V -
Bitumen Granular V V/ X X X X Too expensive
Cemented v v' X X X X Too expensive
Tar Gra8iular X X X X X X X X X Fatigue life of tar premix too
low, too expensive
Cemented X X X X X E4: Uncertain behaviour,
EO, ER too expensive
Concrete Granular X X X X X X X X X Extrathicknessrequiredto
prevent fatigue cracking,
pumping and faulting
Cemented V v X X ' X Too expensive, too difficult
to trench
Cemented Granular X X X X X V V Fatigue cracking, pumping
and rocking blocks
Cemented X X V / V V Shrinkagecracks
unacceptable
Paving Granular X X X V V Notrecommendedat high
blocks Cemented X X V V v v v v

ot recommended for ithout special provision for draina

nly for steep gradien

necessarily e

Structural design of urban roads

U7G3, Pretoria, South Africa 1988
I ieatrnct~t3f
m

Speejal Rip and ~ i ailtj

p Rip 3nd Use as
in s d b , ~ treatnevst ri;{:csrr~pai;t rc3t2ompac;t rf3:;~mr:jacl subba;s.;i;
sub g r a d ~ recjuiied to '1 561 rmrr 90 $50rrsin to "150 nlnl or base
G l0 f-2 9 ZE;7 layer*"

5~i-ue4ural
design of urban roads
UTG3, Pretoria, South Africa 1' 988
 e-j~cjas an inieriril riifq-q surface

e c'a~ateri;~!
sh(:crid comply with
future flaave5nient if the wearing
ratic~r!should be giwm to .the
rcjctjarr, :;br~i~irJ s ~ 9 ~ruhkjae
h

Sr~uc"rksraides~gnof urban roads

IJTG3, Pretoria, South Africa 1988
 paved road. ill normally be possible only for some Catego
roads, but then special restrictions should be placed on the
ex of the fines.

the wet season is th

gravel road. It is b
ing gravel materi

rade. The thick

avelling, the thickness of

ovision for gravel loss
SIX-year life). In Table 14 the t

d in practice.

' The quality of the wearing course may change depending on the climate, maleriai
the design approach.
** Design traffic class > E l .

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
Siructurat deslgn of urban roads
UIG3, Pretoria, South Africa 1 488
Structural design of urban roads
U1-63, Pretoria, South Africa 1988
 Structural design of urban roads
IJTG3, Pretor~a,South Africa 1
a) The s

design of urban roads

Strl~~lural
UYG3,Pretoria, South Africa 1988
 of constructi
ess for the base.

Structural design of urban roads

UTG3, Pretoria, South Africa "198
UTG3, Pretoria, South Africa 1988
NOTE T H E PURPOSE O F Y W l S D I A G R A M I S T O I L L U S T R A T E
& L L T H E DiFFEREMT A S P E C T S O F PAVEMENT S T R U C T U R E
TERMlkdOLOGY I T IS N O T N E C E S S A R I L Y A REFLEC%IOF6 OF
NORMAL P R A C T I C E

3i;ilctural design of airban roads

L.BSG3, Pr&crrea, S s u l h Africa 1988
nd of the analysis period
 Structural design of urban roads
CJ"TG3,Pretoria, South Africa 1
Structural design of urban roads
sria, South Africa 11988
 Typical maintenance measures"

Measures 6-0 improve Structural maintenarrce

Base type the sudacing condition*"

Original surfacing Asp halt Moderate Severe

prernix distress distrrgss

S1 (10-15 yrs) S1 (12-20 yrs) 30-40 AG, A@ > I 0 0 BS, BC

S1 (21-365 yrs) OF
or Granular overlay
AG (l 3-22 yrs) or
AG (24-33 yrs) ecycling of base,

Bituminous - Sl((13-17yrs) 30-40 AG, AC > 100 BS,

S1 (22-28 yrs) Qr
ar Recycling of base
G (13- i 7 yrs)
A@ (26-34 yrs)

Cemented

Paving
blocks

ick biturnen surf

Structural design of urban roads

lB'S"G3, Pretoria, South Africa 1988
Structural design af urban roads
UTG3, Pretoria, South Africa 19
UTG3, Pretoria, South Africa 1988
Structural design of urban roads
UIG3,Pretoria, South Africa 1988
B inad-bearing c
 a horl -cu

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
 Structural design of urban roads
UIG3,Pretoria, South Africa 1988
I Cumulative
t
f * fy**
X
class

* for x -
** fory = '15 ye
3 years

SEructural design of urban roads

UTG3, Pretoria, South Africa 1988
@llumen hot-mlu a s p h a l t

Tor hat-mlx asphull

Tar hat-mix osphalt

ISur tom I r @&non?

Surfaca treatment

Sand m ~ a l

Slurry

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
 --

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
 nces, rf any, of t h e
srbie pavement struct
ater, he may sp

15 years and .the analys~speriod is 3

can be estimat m Tabbes 3 3 G C I~T This r
ly maintc;i:ar:cc. (say bet

St~uctuuraldes~Qnof urban roads

UTG3, Pretoria, South Afrtca 1988
Structural design of urban roads
UTG3, Pretcarla, South Africa 1988
Structural design of urban roads
 Pavenlent sfruct ure Initial Discounted Present
costs maintenance costs worth of
m2 wm2 costs
m2

Cost

30 A@ (13 years)

*
), this value would not be Ica

Structural design of urban roads

UTG3, Pretoria, South Africa 1988
 Structural design of urban ro
UIG3, Pretoria, South Africa 1
Structural design of urban roads
UTG3, Pretoria, South Africa 1988
U fG3, Pretoria, South Africa 1988
Structural design of urban roads
UTG3, Pretoria, South Africa 1988
 Structural design of urban roads
UTG3, Pretoria, Souf h Africa 1988
Structural design of urban roads
UTG3, Pretoria, South Africa 1988
 Structerral design of urban roads
UTG3, Pretoria, South Africa 198
Structural design of urban roads
UIG3, Pretoria, South Africa 1988
 Strer6;-luraldesign of urban roads
UT63, Pretoria, South Africa 1988
Structural dssign of urban roads
UTG3, Pretoria, South Africa 1988
Structural design of urban roads