Ministry General

PERU Vice Ministry Management

of Transport
of Transport of Roads and
and
Communications Railways

12.1.1 AASHTO Guide Method 93 design.

This procedure is based on models that were developed based on pavement

performance, vehicle loads and subgrade resistance for calculating thicknesses.

The calculation equation is included later in the AASHTO Guide version – 93.

The purpose of the model is to calculate the required Structural Number (SNr), based
on which a set of thicknesses of each layer of the pavement structure are identified
and determined, which must be built on the subgrade to support vehicular loads with
acceptable serviceability during the design period established in the project.

l) Design Period

The Design Period to be used for this design manual for flexible pavements will
be up to 10 years for low traffic volume roads, a two-stage design period of 10
years and a one-stage design period of 20 years. The pavement design engineer
may adjust the design period according to the specific conditions of the project
and the requirements of the Entity.

m) . Variables

The basic equation for the design of a flexible pavement structure is as follows:
^PSI
log10( )
log10(W18)^ZRSO^9.36log10(SN^1)^0.2^ 4.120^914.5 ^2.32log10(MR)^8.07
0.4^
(SN ^ 1)5.19

From this equation the following definitions arise:

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a) W18, is the Cumulative Number of Simple Equivalent Axles at 18,000 lb (80
kN) for the design period, corresponds to the Number of EE Repetitions of
8.2t; which is established based on the information from the traffic study
(see chapter 6).

b) Resilience Module (RM)

The Modulus of Resilience (MR) is a measure of the stiffness of the
subgrade soil, which is calculated using the equation that correlates with
the CBR, recommended by the MEPDG (Mechanistic Empirical Pavement
Design Guide):

Mr (psi) = 2555 x CBR 0.64

Below is the calculation of the resilience modulus for different types of CBR.

Table 12.5
Resilient modulus obtained by correlation with CBR

CBR% SUBGRADE SUBGRADE CBR% SUBGRADE SUBGRADE

SUBGRAD RESILIENT RESILIENT SUBGRAD RESILIENT RESILIENT
MODULUS MODULUS MODULUS MODULUS
E (MR) (PSI) (MR) (MPA) E (MR) (PSI) (MR) (MPA)

6 8,043.00 55.45 19 16,819.00 115.96

7 8,877.00 61.20 20 17,380.00 119.83

8 9,669.00 66.67 21 17,931.00 123.63

9 10,426.00 71.88 22 18,473.00 127.37

10 11,153.00 76.90 23 19,006.00 131.04

11 11,854.00 81.73 24 19,531.00 134.66

12 12,533.00 86.41 25 20,048.00 138.23

13 13,192.00 90.96 26 20,558.00 141.74

14 13,833.00 95.38 27 21,060.00 145.20

15 14,457.00 99.68 28 21,556.00 148.62

16 15,067.00 103.88 29 22,046.00 152.00

17 15,663.00 107.99 30 22,529.00 155.33

18 16,247.00 112.02

Source: Own elaboration, based on the CBR – Mr correlation equation, recommended by the MEPDG (Mechanistic Empirical Pavement Design Guide)

c) Reliability (%R)
The AASHTO method incorporates the reliability criterion (%R) which represents

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the probability that a given structure will behave, during its design period, as
expected. This probability depends on the variability of the factors that influence
the structure of the pavement and its behavior; however, stresses other than
those expected, such as construction quality, extraordinary weather conditions,
exceptional growth in heavy traffic greater than expected and other factors, can
reduce the expected useful life of a pavement.

According to the AASHTO guide, it is sufficiently approximate to consider that

the behavior of the pavement with traffic follows a normal distribution law,
consequently statistical concepts can be applied to achieve a certain reliability;
for example, 90% or 95% means that only 10% or 5% of the paved section will
have a serviceability index lower than expected; that is, the behavior model is
based on serviceability criteria and not on a specific failure mechanism.
Consequently, the higher the level of reliability, the greater the thickness of the
pavement structure to be designed.

Reliability is not a direct input parameter in the Design Equation; for this, the
statistical coefficient known as Standard Normal Deviation (Zr) must be used.

Recommended reliability level values for different traffic ranges are specified
below:

Table 12.6
Recommended Reliability Level Values For a single design stage (10 or 20 years)
according to Traffic range
TYPE OF TRAFFIC ACCUMULATED EQUIVALENT RELIABILITY
Level (R)
ROADS AXES
TP0 100,000 150,000 65%
Low Volume Traffic
TP1 150,001 300,000 70%

Roads TP2 300,001 500,000 75%

TP3 500,001 750,000 80%
TP4 750 001 1,000,000 80%
TP5 1,000,001 1,500,000 85%
TP6 1,500,001 3,000,000 85%
TP7 3,000,001 5,000,000 85%
TP8 5,000,001 7,500,000 90%
TP9 7,500,001 10’000,000 90%
Rest of Paths TP10 10’000,001 12’500,000 90%
TP11 12’500,001 15’000,000 90%
TP12 15’000,001 20’000,000 95%
TP13 20’000,001 25’000,000 95%
TP14 25’000,001 30’000,000 95%
TP15 >30’000,000 95%
Source: Prepared by the authors, based on data from the AASHTO'93 Guide

For a staged design, according to AASHTO, the reliability of each stage must be
determined, taking into account the total reliability corresponding to the entire
design period, which for this Manual, corresponds to the values indicated in
Table 12.6, raised to the inverse power of the number of stages. Thus we have
the following relationship:

REtapa = Reliability of each stage

RTotal = Total reliability for the total design period (see table 12.6)

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n = Number of stages

Table 12.7
Recommended Reliability Level Values For two design
stages of 10 years each according to traffic range

TYPE OF TRAFFI Accumulated EQUIVALENT RELIABILITY Level (R)

ROADS C AXES 1ST. 2ND. TOTAL (1) X
STAGE (1) STAGE (2) (2)

TP 0 100,001 150,000 81% 81% 65%

TP 1 150,001 300,000 84% 84% 70%

Low Volume Traffic

Roads TP 2 300,001 500,000 87% 87% 75%

TP 3 500,001 750,000 89% 89% 80%

TP 4 750 001 1,000,000 89% 89% 80%

TP 5 1,000,001 1,500,000 92% 92% 85%

TP 6 1,500,001 3,000,000 92% 92% 85%

TP7 3,000,001 5,000,000 92% 92% 85%

TP 8 5,000,001 7,500,000 95% 95% 90%

TP 9 7,500,001 10’000,000 95% 95% 90%

Rest of Paths TP 1 10’000,001 12’500,000 95% 95% 90%

0
TP 1 12’500,001 15’000,000 95% 95% 90%
1
TP 1 15’000,001 20’000,000 97% 97% 95%
2
TP 1 20’000,001 25’000,000 97% 97% 95%
3
TP 1 25’000,001 30’000,000 97% 97% 95%
4
TP 1 >30’000,000 97% 97% 95%
5

d) Statistical Coefficient of Normal Standard Deviation (Zr)

The Normal Standard Deviation (Zr) statistical coefficient represents the value of
the selected Reliability, for a set of data in a normal distribution.

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Table 12.8
Statistical Coefficient of Normal Standard Deviation (Zr)
For a single design stage (10 or 20 years)
According to the selected Reliability Level and the Traffic Range

TYPE OF ACCUMULATED EQUIVALENT NORMAL

TRAFFIC STANDARD
ROADS AXES DEVIATION (ZR)

TP0 100,001 150,000 -0.385

TP1 150,001 300,000 -0.524

Low Volume Traffic

Roads TP2 300,001 500,000 -0.674

TP3 500,001 750,000 -0.842

TP4 750 001 1,000,000 -0.842

TP5 1,000,001 1,500,000 -1.036

TP6 1,500,001 3,000,000 -1.036

TP7 3,000,001 5,000,000 -1.036

TP8 5,000,001 7,500,000 -1.282

TP9 7,500,001 10’000,000 -1.282

Rest of Paths TP10 10’000,001 12’500,000 -1.282

TP11 12’500,001 15’000,000 -1.282

TP12 15’000,001 20’000,000 -1.645

TP13 20’000,001 25’000,000 -1.645

TP14 25’000,001 30’000,000 -1.645

TP15 >30’000,000 -1.645

Source: Prepared by the authors, based on data from the AASHTO'93 Guide

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Table 12.9
Statistical Coefficient of Normal Standard Deviation (Zr)
For two design stages of 10 years
eachAccording to the selected Reliability Level and the Traffic Range

TYPE OF ACCUMULATED EQUIVALENT NORMAL

TRAFFIC STANDARD
ROADS AXES DEVIATION
(ZR)
TP0 100,001 150,000 -0.878

TP1 150,001 300,000 -0.994

Low Volume Traffic

Roads TP2 300,001 500,000 -1.126

TP3 500,001 750,000 -1.227

TP4 750 001 1,000,000 -1.227

-1.405
TP5 1,000,001 1,500,000

-1.405
TP6 1,500,001 3,000,000

TP7 3,000,001 5,000,000 -1.405

TP8 5,000,001 7,500,000 -1.645

TP9 7,500,001 10’000,000 -1.645

Rest of Paths TP10 10’000,001 12’500,000 -1.645

TP11 12’500,001 15’000,000 -1.645

TP12 15’000,001 20’000,000 -1.881

TP13 20’000,001 25’000,000 -1.881

TP14 25’000,001 30’000,000 -1.881

TP15 >30’000,000 -1.881

e) Pooled Standard Deviation (So)

The Combined Standard Deviation (So) is a value that takes into account the
expected variability of traffic prediction and other factors that affect pavement
behavior; such as construction, environment, and model uncertainty. The
AASHTO Guide recommends adopting So values between 0.40 and 0.50 for
flexible pavements; in this Manual, the value of 0.45 is adopted for the
recommended designs.

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f) Present Serviceability Index (PSI)
The Present Serviceability Index is the ease of movement offered to the user. Its
value varies from 0 to 5. A value of 5 reflects the best theoretical comfort (difficult
to achieve) and on the contrary a value of 0 reflects the worst. As the road
condition decreases due to deterioration, the PSI also decreases.

f.1) Initial Serviceability (Pi)

Initial Serviceability (Pi) is the condition of a newly constructed road. The

initial service rates for different types of traffic are listed below:

Table 12.10
Initial Serviceability Index (Pi)
According to Traffic Range

TYPE OF ACCUMULATED INITIAL

TRAFFIC SERVICEABILIT
ROADS EQUIVALENT AXES Y INDEX (PI)

TP1 150,001 300,000 3.80

TP2 300,001 500,000 3.80

Low Volume Traffic
Roads
TP3 500,001 750,000 3.80

TP4 750 001 1,000,000 3.80

TP5 1,000,001 1,500,000 4.00

TP6 1,500,001 3,000,000 4.00

TP7 3,000,001 5,000,000 4.00

TP8 5,000,001 7,500,000 4.00

TP9 7,500,001 10’000,000 4.00

Rest of Paths TP10 10’000,001 12’500,000 4.00

TP11 12’500,001 15’000,000 4.00

TP12 15’000,001 20’000,000 4.20

TP13 20’000,001 25’000,000 4.20

TP14 25’000,001 30’000,000 4.20

TP15 >30’000,000 4.20

Source: Prepared by the authors, based on data from the AASHTO'93 Guide

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f.2) Final Serviceability or TerminaI (PT)

Terminal Serviceability (Pt) is the condition of a road that has reached the
need for some type of rehabilitation or reconstruction.

The final serviceability indices for the different types of traffic are indicated
below.

Table 12.11
Final Serviceability Index (Pt)
According to Traffic Range

TYPE OF FINAL
ACCUMULATED EQUIVALENT SERVICEABILIT
TRAFFIC
ROADS AXES Y INDEX (PT)

TP1 150,001 300,000 2.00

TP2 300,001 500,000 2.00

Low Volume Traffic
Roads
TP3 500,001 750,000 2.00

TP4 750 001 1,000,000 2.00

TP5 1,000,001 1,500,000 2.50

TP6 1,500,001 3,000,000 2.50

TP7 3,000,001 5,000,000 2.50

TP8 5,000,001 7,500,000 2.50

TP9 7,500,001 10’000,000 2.50

Rest of Paths TP10 10’000,001 12’500,000 2.50

TP11 12’500,001 15’000,000 2.50

TP12 15’000,001 20’000,000 3.00

TP13 20’000,001 25’000,000 3.00

TP14 25’000,001 30’000,000 3.00

TP15 >30’000,000 3.00

Source: Prepared by the authors, based on data from the AASHTO'93 Guide

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f.3) Serviceability Variation (ΔPSI)

(Δ PSI) is the difference between Initial and Terminal Serviceability

assumed for the project under development.

Table 12.12
Serviceability Differential (Δ PSI)
According to Traffic Range

TYPE OF ACCUMULATED EQUIVALENT SERVICEABILIT

TRAFFIC Y
ROADS AXES
DIFFERENTIAL
TP1 150,001 300,000 1.80

TP2 300,001 500,000 1.80

Low Volume Traffic
Roads
TP3 500,001 750,000 1.80

TP4 750 001 1,000,000 1.80

TP5 1,000,001 1,500,000 1.50

TP6 1,500,001 3,000,000 1.50

TP7 3,000,001 5,000,000 1.50

TP8 5,000,001 7,500,000 1.50

TP9 7,500,001 10’000,000 1.50

Rest of Paths TP10 10’000,001 12’500,000 1.50

TP11 12’500,001 15’000,000 1.50

TP12 15’000,001 20’000,000 1.20

TP13 20’000,001 25’000,000 1.20

TP14 25’000,001 30’000,000 1.20

TP15 >30’000,000 1.20

Source: Own elaboration

g) Structural Number Required (SNR)
The data obtained and processed are applied to the AASHTO design equation
and the Structural Number is obtained, which represents the total thickness of the
pavement to be placed and must be transformed to the effective thickness of each
of the layers that will constitute it, that is, the tread layer, base layer and sub-base

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layer, through the use of structural coefficients. This conversion is obtained by
applying the following equation:

SN = a1 x d1 + a2 x d2 x m2 + a3 x d3 x m3

Where:

a1, ,
a2 a3 = structural coefficients of the layers: surface, base and subbase,
respectively

, ,
d1 d2 d3 = thicknesses (in centimeters) of the layers: surface, base and subbase,
respectively

m2 m3, = drainage coefficients for the base and subbase layers,

respectively

According to AASHTO, the SN equation does not have a unique solution, that is,
there are many combinations of thicknesses of each layer that give a satisfactory
solution. The Design Engineer must perform a performance analysis of the
selected pavement structure alternatives, in such a way that it allows deciding on
the alternative that presents the best values of service, functional and structural
levels, lower than those admissible, in relation to the traffic that the roadway must
support.

The values of the structural coefficients considered in this manual are:

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Table 12.13
Structural Coefficients of Pavement Layers ai

PAVEMENT COEFFICIE STRUCTURAL

COEFFICIENT OBSERVATION
COMPONENT NT
VALUE ai (cm)
SURFACE LAYER

Recommended surface layer for all types

Hot-melt asphalt binder, modulus 2,965 a1 0.170 / cm
of traffic
MPa (430,000 PSI) at 20 oC (68 oF)

Cold Asphalt Folder, asphalt mix with Recommended Surface Layer for Traffic
a1 0.125 / cm
emulsion. ≤ 1,000,000 EE

Recommended Surface Layer for Traffic

Micropaving 25mm a1 0.130 / cm
≤ 1,000,000 EE

Recommended Surface Layer for Traffic

≤ 500,000EE.
Not applicable on sections with a
Two-layer surface treatment. a1 0.250 (*) gradient greater than 8%; and on roads
with sharp curves, turning curves, curves
and reverse curves, and on sections that
require vehicle braking.
Recommended Surface Layer for Traffic
≤ 500,000EE
12mm asphalt slurry seal. a1 0.150 (*) Not applicable in sections with a slope
greater than 8% and in sections that
require vehicle braking

(*) Global Value (thickness is not

considered)

BASE

Granular Base CBR 80%, compacted at Recommended Base Layer for Traffic ≤
a2 0.052 / cm
100% of the MDS 5'000,000 EE

100% CBR Granular Base, 100% Base layer recommended for Traffic >
a2 0.054 / cm
compacted from the MDS 5'000,000 EE

Asphalt Treated Granular Base (Marshall Base layer recommended for all types of
a2a 0.115 / cm
Stability = 1500 lb) traffic

Base layer recommended for all types of

Cement Treated Granular Base (7 day a2b 0.070 cm
traffic
compressive strength = 35 kg/cm2)

a2c
Base layer recommended for all types of
Lime Treated Granular Base (7 day 0.080 cm
traffic
compressive strength = 12 kg/cm2)

SUBBASE

Granular Sub Base CBR 40%, Recommended Sub Base Layer for
a3 0.047 / cm
compacted at 100% of the MDS Traffic ≤ 15,000,000 EE

Granular Sub Base CBR 60%, Recommended Sub Base Layer for
a3 0.050 / cm
compacted at 100% of the MDS Traffic > 15'000,000 EE

Source: Prepared by ourselves, based on data from the AASHTO'93 Guide. The AASHTO SN equation
also requires the drainage coefficient of the base and subbase granular layers. This
coefficient is intended to take into account the influence of drainage on the pavement
structure.

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The value of the drainage coefficient is given by two variables which are:

a. The quality of drainage.

b. Exposure to saturation, which is the percentage of time during the year that
a pavement is exposed to moisture levels approaching saturation.

Table 12.14 presents values of drainage quality with the time it takes for the water to
be evacuated.

Table 12.14
Drainage Quality

DRAINAGE QUALITY TIME IT TAKES FOR THE

WATER TO be EVACUATED

Excellent 2 hours

Well 1 day

Medium 1 week

Bad 1 month

Very bad The water does not evacuate

Source: AASHTO Pavement Structures Design Guide - 1993

Table 12.15 presents values of drainage coefficient mi , for percentages of time that
the pavement structure is exposed to moisture levels close to saturation and
drainage quality.

Table 12.15
Recommended Drainage Coefficient Values for Untreated Granular
Bases and Subbases in Flexible Pavements

P=% OF THE TIME THAT THE PAVEMENT IS EXPOSED TO

DRAINAGE HUMIDITY LEVELS CLOSE TO SATURATION.
QUALITY
LESS THAN 1% 1% - 5% 5% - 25% GREATER
THAN 25%
Excellent 1.40 – 1.35 1.35 - 1.30 1.30 – 1.20 1.20

Well 1.35 – 1.25 1.25 – 1.15 1.15 – 1.00 1.00

Regular 1.25 – 1.15 1.15 – 1.05 1.00 – 0.80 0.80

Poor 1.15 – 1.05 1.05 – 0.80 0.80 – 0.60 0.60

Very poor 1.05 – 0.95 0.95 – 0.75 0.75 – 0.40 0.40

Source: AASHTO Pavement Structures Design Guide - 1993

For the definition of the pavement structure sections of this Manual, the drainage
coefficient for the base and subbase layers was assumed to be 1.00.

Based on the parameters required by AASHTO and specified in the tables above, the
different Structural Numbers required have been determined for each traffic range
expressed in equivalent axles (EE) and soil type range, as presented in the following
graph and table:

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Figure
12.1
STRUCTURAL NUMBER FOR FLEXIBLE PAVEMENTS D

8.07
1094
(SN + 1)

H= 5936
P0=4.00 Pt=
2.40 SO=
0.45

R= 5•76
R= 8596 P0= [Link]
PC= 3.70 Pt=2.30 so=
Pt= 2.20 0.45
R= -5 SO= 0.45
P0= 3.50
RF 70% Pt= 2.00
R= 6'0= 3.40 S0= 0.45
6596 Pt= 2.00
PO= 3 in_ 0.45
30
Pt= 1.90
go- 0.45 4.30 5.00 10.00 15.00 30.00

Source: Prepared by the authors based on AASHTO Method 93.

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Table 12.16
“Soils, Geology, Geotechnics and Pavements” Section: Soils and Pavements
Structural Number Required for Flexible Pavements (SN) - Design period 20 years

CATALOG OF STRUCTURAL NUMBERS (SN) REQUIRED BY TYPE OF TRAFFIC AND SUBGRADEHot

Asphalt Coating + Granular Base + Granular Sub Base

Inadequate Good Very Good 20% < CBR <

————— SUBGRADE TYPE
Poor 3% < CBR < 6% (*) Regular 6% < CBR < 10% 30% Excellent CBR > 30%
TRANSIT CLASS -----_ CBR < 3% (*) 10% < CBR < 20%

2.136 1.871 1.557 1.392

TpO 75,000
Tp1 2.470 2.165 1.809 1.625
150,000

2.702 2.367 1.979 1.780

Tp2 300,000

2.956 2.593 2.173 1.959

Tp3 500,000 EE < 750,000

3.107 2.725 2.283 2.059

Tp4 750,000

3.434 3.012 2.521 2.274

Tp5 1'000,000

3.866 3.395 2.841 2.561

Tp6 1'500,000

4.206 3.707 3.105 2.797

Tp7 3'000,000

4.630 4.103 3.449 3.107

Tp8 5'000,000

4.837 4.300 3.624 3.267

Tp9 7'500,000 EE < 10'000,000
Tp10 5.092 4.552 3.869 3.501
10'000,000

5.226 4.679 3.985 3.609

Tp11 12'500,000 EE < 15'000,000

5.341 4.883 4.173 3.786 ! I

Tp12 15'000,000 EE < 20'000,000 >¡
• :
Tp13 20'000,000 EE < 25'000,000
5.907 5.323 4.580 4.172 • :
ii •
6.052 5.460 4.708 4.293 :!
Tp14 25'000,000 EE < 30'000,000
6) Prior to the placement of the pavement structure, Soil Stabilization is required, which will be the subject of a Special Study. - With the Stabilized
:
Soil, the Structure of the Pavement to be Placed Will Correspond to that of a Regular Soil (CBR26% to CBR<10%)
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