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# PAVEMENT DESIGN THICKNESS USING ASSTHO METHOD 1993 Design Procedure Flexible Pavement : 1.

Determine Traffic Plan ( W18 ) The predicted Traffic Generally is the comulave 18-KIP ESAL W18 = DD x DL x W18 Where : DD = Distribution Factor ( % ) by direction of roadway Dl = Lane Distri bution

## W18 = the commulative two-directional 18-Kip ESAL

2. Determine Reliability Value ( % ) Reliability is the probability that any particular type of stress ( or combination of distress manifestations) will remain below or within the permissible level during the life design.

## Relation Between Reliability and Cost

Suggested Levels of Reability for Various Functional Classifications Functional Recommended Level of Reliability Classification Urban Rural Interstate and Other Freeways 85 99,9 80 99,9 Principal Artesials 80 99 75 95 Collectore 80 95 75 -95 Local 50 - 80 50 - 80 Note : Result based on a survey of the AASHTO Pavement Design Task Force

3. Overall Standard Deviation ( So ) Standart Normal Deviate ( ZR ) Values Corresponding to Selected Levels of Reliability Reliability, Standart Normal R(%) Deviate, ZR 50 0,000 60 0,253 70 0,524 75 0,674 80 0,841 85 1,037 90 1,282 91 1,340 92 1,405 93 1,476 94 1,555 95 1,645 96 1,751 97 1,881 98 2,054 99 2,327 99,9 3,090 99,99 3,750

But the Range So Values Provided or Suggested in Part II AASHTO Guide are based on the values identified bellow : 0,30 0,40 0,40 - 0,50 4. Resilient Modulus ( Mr ) The Resilient Modulus is a measure of the elastic property of soil recognizing certain nonlinier charasteritics . Heukelom and Klom (6 ) have reported correlations between the Corps of Engineer CBR value, using dynamic compaction is given by the following relationship ( Where CBR (%) 10 % ) for Rigid Pavement for Flexible Pavement

5. Design Serviceability loss ( PSI = IPo IPt ) a. Present Serviceability Index ( Po ) The Serviceability of a pavement is defined as its ability to serve the type of traffic ( automobiles and trucks ) which use facility the primary measure of serviceability is the Present Serviceability Index (Po). It ranges from 0 ( impossible road ) to 5 ( Perfect Road ) Since some considerations must also be given to the selection of Po ( it should be recognized that Po values observed at the AASHO Road test were 4,2 for Flexible Pavement and 4,5 for Rigid Pavement. b. Terminal Serviceability Index ( Pt ) Terminal Serviceability Index ( Pt ) is based on the lowest index that will be tolerated before rehabilitation , resurfacing, or reconstruction becomes necessary . 2,5 or higher is suggested for major highway design. 2,0 for highways with lesser traffic volumes. For relatively minor highways where economic dictate that initial capital outlay be kept at a minimum, it is suggested that this is accomplished by reducing the design period of the total traffic volume, rather than by designing for a terminal serviceability less than 2,0. So The Design Serviceability loss ( PSI = IPo IPt )

## 6. Determine Structural Number ( SN )

a. Determine Layer Coefficients ( a ) 1) Layer Coefficien a1 for Asphalt Concrete Surface Course to determind a1 use this figure

## 2) Layer Coefficien a2 for Asphalt Granural Base Course

With EBS is a function of net only moisture but also for the stress state (). Values for stress state within the base course vary with the subgrade modulus and thickness of the surface layer .

If Use Figure from AASTHO Can see bellow and Based CBR , R-value , Modulus and Texas Triaxial .

## 3) Layer Coefficien a3 for Asphalt Granural Subbase Course

With EBS is a function of net only moisture but also for the stress state (). Values for stress state within the base course vary with the subgrade modulus and thickness of the surface layer . If Use Figure from AASTHO Can see bellow and Based CBR , R-value , Modulus and Texas Triaxial .

b.