Pavement Design

REQUIRED TRAFFIC INFORMATION

FOR THE DESIGN OF A PAVEMENT

Engineer. Henry Martínez Barbosa

Esp. Roads and Transport UNAL.

Pereira-Risaralda-Colombia
 INFORMACIÓN DE TRÁNSITO REQUERIDA PARA EL DISEÑO
OF A PAVEMENT

The number of axles per lane and their distribution in

different load groups during the period of
pavement design.

The destructive effect of circulating vehicles and

the structural incidence of some axes with respect to
of others of different magnitude and with figuration
 WAYS TO CHARACTERIZE TRAFFIC

Employequivalent loads per axle, converting the loads

expected royalties to an equivalent number of applications of a
normalized axis, generally the simple axis of 80kN. This is the
procedure used in Colombia for pavement design
asphaltic.

Employ thereal load spectrum of simple axes, tandem,

triples and quadruples. This spectrum includes the number of axes in
a series of load groups, during intervals of time
prolonged. This is the standard procedure for design of
rigid pavements
 LOAD EQUIVALENCE FACTOR PER AXLE

Numerical factor that relates to the number of applications of the

load by reference axis that produces on the pavement a
determined deterioration and the required number of applications of
another load per axle to produce the same wear

Deterioration is measured in terms of [Link] index of

present service
 SERVICEABILITY INDEX.
The necessary condition of a pavement to provide users with safe handling and
comfortable at a given moment. Initially, this condition was quantified to
through the opinion of the drivers, whose responses are tabulated between 1 and 5

Where:
SV: Variation of the alignment levels in the longitudinal direction in
relation to the initial grade (Roughness in the longitudinal direction).
Cf: Sum of the fissured areas in square feet2and from the cracks
longitudinal and transverse in linear feet, for every 1000 feet2of
pavement.
P: Paved area in feet2for every 1000 feet2of
pavement.
In the flexible pavements studied by AASHTO,
Average depth of indentation in inches. Measures the
new pavement reached an average value ofpo = 4.2. (elPo transverse roughness.
initial index is 4.2.

P
The final service index t represents the lowest indexcapable of being tolerated by the pavement, before it becomes essential its
rehabilitation through reinforcement or reconstruction. The assumed value depends on the importance of the road and the criteria of the
P
designer, it is suggested for roads with higher traffic a value of Pt ≥ 2.5and for roads with less traffic t = 2.0
Po = 4,2 Po = 2

[Link]
 LOAD EQUIVALENCE FACTOR PER AXLE
Example
Establish the axle load equivalence factor (FECE)
for the following situation:

The action of 100,000 applications of an axis of 80kN produced

in a pavement, a drop in the present service index of
4.2 to 2.5, while another identical pavement supported 10,000
applications of a shaft of 142kN to suffer the same drop in
serviceability
80kN 100,000 ProduceDPCI =4,2 - 2,5
142kN 10,000 ProduceDPCI =4,2 - 2,5

FECE solution = 100,000 / 10,000 = 10

That is to say, that a pass of a simple axis of 142kN produces in a
Floor the same service index loss as 10 passes of an axle
simple of 80kN
 LOAD EQUIVALENCE FACTOR PER AXLE

The axle load equivalency factors (FECE) depend on:

Type of pavement
Structural condition of the pavement
Vehicle axle system
Final service index of the structure

Tables with values of the load equivalence factors by axle for various
combinations of these variables appear in the AASHTO-93 design manual
 LOAD EQUIVALENCE FACTOR PER AXLE

80KN = 18Kip 1 Kip = 453.5937 Kg-f = 4.45 kN 8.2 tons = 18,000 pounds
 LOAD EQUIVALENCE FACTOR PER AXLE

The FECE can be expressed in terms of the magnitude of the charges.

involved, which must correspond to the same configuration
of axles and number of wheels. n
Pi
FACE
Pr
Pi = Charge per considered axis
Pr=Load per reference axis
n= Coeficiente empírico. =4
According to the determination in the AASHTO test, the nen value for asphalt pavements varies in an environment
more or less restricted (3.8-4.2), which has led designers to adopt a value equal to 4.0
in the solution of routine problems with these pavements
4
PI
FECE Law of the fourth power
Pr
LOAD EQUIVALENCE FACTOR PER AXLE

In the same essay AASHTO it was determined that in

rigid pavements, the aggressiveness of a load by
the axis regarding the reference followed a law
similar, but the coefficient was greater than in the
case of asphalt pavements, between 4.0 and 4.4
 EXAMPLE:

Determine the equivalence factor of a load per tandem axle of

29 tons in relation to one of 14.5 tons of the same.
characteristics.

4
Pi
4
29.0
FECE FECES 16
Pr 14.5

That is to say, in general terms, a load of 29 tons.

produce in the structure the same effect as the application of 16
loads of 14.5 tons.
 LOADS BY REFERENCE AXIS

In the AASHO ROAD TEST, it was adopted as a reference load per single axle with system
from a double wheel of a magnitude equal to 80kN (18kip) and it was assumed that it produced in the
unit damage pavement.

The load magnitudes applied with other axle and/or wheel systems that produce
on a pavement the same deterioration as the single axis of a double wheel of 80kN, is
they are also considered as reference loads
LOADS BY REFERENCE AXIS

Simplified formulas for calculating the axle load equivalence factor AASHTO (flexible pavement)
LOAD EQUIVALENCE FACTORS PER AXLE ACCORDING TO THE LAW OF
FOURTH POWER EQUIVALENCE
 CONCEPT OF CHARGE EQUIVALENCE

The most commonly used method to estimate traffic for design purposes
pavements consist of converting the expected repetitions of real traffic to
a number of applications of the normalized reference axis (80kN) that
It would produce the same deterioration on the pavement.

Due to the reduced magnitude of axle loads of light vehicles,

these are often ignored in the traffic computations design confines of
paving.
PRACTICAL EXERCISE:
Calculate the equivalent axles for a vehicle3S3
Gross vehicle weight
52.000kg (Resol 400-2004)

1
1 2 3 4 5 6

AXES AXIS 1 AXIS 2 AXIS 3 AXIS 4 AXIS 5 AXIS 6

DATA OBTAINED IN
SCALES (ton) 6.24 8.32 9.88 8.84 11.44 7.28
Simple axis of Double Tandem Axis
Triple axle double wheel
2 wheels wheel
Type of axis
SUM
4
Pi
FECE
Equivalence factor Pr

TOTAL
 Now:
PRACTICAL EXERCISE 02: LET'S RAISE
Calculate the equivalent axes for a 3S3 vehicle THE LOAD
AT DOUBLE
Gross vehicle weight
104.000kg
2
1 2 3 4 5 6

AXES AXIS 1 AXIS 2 AXIS 3 AXIS 4 AXIS 5 AXIS 6

DATA OBTAINED IN
SCALES (ton) 12.48 16.64 19.76 17.68 22.88 14.56
Simple axle of double tandem axle
Double wheel tridem axle
2 wheels wheel
Type of axis
SUM
4
Pi
FECE
Equivalence factor Pr

TOTAL
 [Link]

[Link]

IMPORTANCE OF CONTROLLING THE WEIGHT OF THE TRUCK

EFFECTS OF OVERLOADS ON PAVEMENTS

[Link]
[Link]
ARTICLE 41.- They shall be fined eleven
(11) a quince (15) minimum monthly wages
current legal land transport companies
Load Automotive, that incur in the following
infractions:

a) Allow, facilitate, stimulate, provide, authorize, or

demand the transportation of goods weighing more than
to the authorized person, without carrying the corresponding permit.

b) Allow the operation of vehicles with goods

that exceed the allowed dimensions, without carrying
the corresponding permit.
EFFECTS OF OVERLOAD ON PAVEMENTS
 TRUCK FACTOR It is the number by which any amount should be multiplied.
commercial vehicles to convert them to single axles
equivalents of 8.2 tons. (18,000 pounds)

It is the empirical parameter that allows converting real traffic into application.
those equivalents of the reference axis for pavement design
asphaltic
The truck factor is the number of equivalent simple reference axles.
(80kN) that would produce damage on the pavement equivalent to that of a
average commercial vehicle performance.
The truck factor can be determined individually for each type.
of commercial vehicle or as an average of the entire heavy traffic flow
 DETERMINATION OF THE TRUCK FACTOR

The axes of the commercial vehicles circulating through the

via for a certain period.
• The load values per axle obtained are grouped in tables for
the various axle systems (load spectrum)
The tabulated values are affected by the factors of
load equivalence per axle (FECE), applying the factors of
AASHTO or using the fourth power law, if not
has them.
 TRUCK FACTOR COMMENTS

The truck factor is a value whose magnitude changes over time in a

certain road, due to various factors:

Development of the bus and truck manufacturing industry

Modifications to the legal load limits
Changes in the distribution of the heavy vehicle fleet

The numerical value of the truck factor is directly related to the intensity.
of vehicular overload.
EFFECTS OF VEHICULAR OVERLOAD
 Calculation of the equivalent simple axles of 80
kN of the AASHTO standard for flexible pavements (NESE)
from historical series of MOPT - INVIAS

This procedure applies in evaluations

transit for pavement design
asphaltic
CALCULATION OF THE NUMBER OF EQUIVALENT SIMPLE AXES IN A YEAR i

NESEi TPDi*VC*DD*DC*FC*365
DIRECTIONAL DISTRIBUTION OF COMMERCIAL VEHICLE TRAFFIC (DD)

It is generally assumed that DD=0.50

The INVÍAS asphalt pavement rehabilitation guide recommends using
DD=0.55

corresponds
to the percentage distribution of vehicles
commercials in each direction of circulation, obtained
from the results of a count or by observation
directly in the field.
PROPORTION OF COMMERCIAL VEHICLES CIRCULATING IN A
DIRECTION, USING THE DESIGN LANE (DC)
Proportion of the TPD that is mobilized in a specific direction.
Usually, a 50% distribution by direction is assumed.
The "Methodological Guide for the Design of Pavement Rehabilitation Works"
Asphalt in Roads (INVÍAS, 2008) recommends a value of 55%
The "Manual for the Design of Asphalt Pavements for Low Traffic Volume Roads"
"Transit" (INVÍAS, 2007) recommends:
Evolution of vehicle deterioration factors (Fdv) during the period 1970 - 2012
SOURCE: Assessment of truck factor of commercial cargo vehicles circulating on the main road network in Colombia. Luis F. Macea 1, Luis G. Fuentes*1, Allex E.
Alvarez2
1 Department of Civil and Environmental Engineering, Universidad del Norte. Km.
2 Department of Civil Engineering, University of Magdalena. Carrera 32
3 PRACTICAL EXERCISE
Data
Two-lane road
•Tránsito promedio diario = 1200 vehículos
•Livianos = 40%; Buses =15%; Camiones 45%
Truck factor = 2.40

CALCULATE THE NUMBER OF EQUIVALENT SIMPLE AXES IN A YEAR i

NESEi TPDi*VC*DD*DC*FC*365
HISTORICAL TREND AND
Traffic Projection
 TREND EQUATIONS
If information about traffic evolution is available, the NESE is calculated.
over the last few years.
Mathematical growth trends are established and the one is adopted.
which presents a better correlation coefficient.
The most commonly applied trend equations to study motor vehicle traffic are
the exponential and the linear line.
Obtaining the NESE of a year 'i', based on the truck factor, for a historical series
of 'm' years:
 TRANSIT-Procedure INVIAS. (without historical series)

TPD= Transito Promedio Diario.

A = % Estimated heavy vehicles (Bus - Truck)
B = % Heavy vehicles using the design lane
r = % annual growth rate of traffic (in percentage). Growth factor
n = Design period (in years)
 ANNUAL GROWTH FACTOR - INVIAS procedure
Period of
design (Years) Without growth 2% 3% 4% 5% 6% 7% 8% 9% 10%

1 1 1.01 1.01 1.02 1.02 1.03 1.03 1.04 1.04 1.05

2 2 2.04 2.06 2.08 2.10 2.12 2.14 2.16 2.18 2.20
3 3 3.09 3.14 3.18 3.23 3.28 3.33 3.37 3.42 3.47
4 4 4.16 4.25 4.33 4.42 4.50 4.59 4.68 4.78 4.87
5 5 5.26 5.39 5.52 5.66 5.80 5.95 6.10 6.25 6.41
6 6 6.37 6.56 6.76 6.97 7.18 7.40 7.63 7.86 8.10
7 7 7.51 7.78 8.06 8.34 8.64 8.95 9.28 9.61 9.95
8 8 8.67 9.03 9.40 9.79 10.19 10.61 11.06 11.52 12.00
9 9 9.85 10.31 10.79 11.30 11.83 12.39 12.98 13.60 14.25
10 10 11.06 11.63 12.24 12.89 13.57 14.29 15.06 15.87 16.72
11 11 12.29 13.00 13.75 14.56 15.42 16.33 17.30 18.34 19.44
12 12 13.55 14.40 15.32 16.31 17.37 18.51 19.73 21.03 22.44
13 13 14.83 15.85 16.96 18.15 19.44 20.84 22.34 23.97 25.73
14 14 16.13 17.34 18.66 20.08 21.64 23.33 25.17 27.17 29.35
15 15 17.47 18.88 20.42 22.11 23.97 26.00 28.22 30.66 33.34
16 16 18.83 20.46 22.26 24.24 26.44 28.85 31.52 34.47 37.72
17 17 20.21 22.09 24.17 26.48 29.05 31.91 35.08 38.61 42.54
18 18 21.63 23.76 26.15 28.83 31.82 35.18 38.93 43.13 47.84
19 19 23.07 25.49 28.22 31.30 34.76 38.67 43.08 48.06 53.68
20 20 24.54 27.27 30.37 33.89 37.88 42.41 47.57 53.43 60.09
21 21 26.04 29.10 32.60 36.60 41.18 46.42 52.41 59.28 67.15
22 22 27.57 30.99 34.93 39.46 44.68 50.70 57.65 65.66 74.92
23 23 29.13 32.94 37.35 42.46 48.39 55.29 63.30 72.62 83.46
24 24 30.73 34.94 39.86 45.61 52.33 60.19 69.40 80.20 92.85
25 25 32.35 37.00 42.47 48.91 56.49 65.44 75.99 88.46 103.19
 PRACTICAL EXERCISE 04:
CALCULATE THE NESE WITH THE FOLLOWING DATA: = ∗ ∗ ∗ 365 ∗ ∗
100 100

A roadway will be designed with a design period of 20 years. Growth factor

trunk
4 The road will have dual carriageway. (two lanes in each direction).
The current average daily traffic is 5500 v/d
Truck factor FC=1.45
Annual traffic growth. 4%
The percentage of heavy vehicles is 11% (buses + trucks)
 Sources consulted
Manual for the design of asphalt pavements on roads with medium and high traffic volumes. INVIAS 1998.
Fernando Sánchez Sabogal. PAVEMENTS. Theory, design, geological study, economic study, and failures.
Calculation of the number of equivalent single axles of 80 kN from the AASHTO standard for flexible pavements (NESE) based on historical series
from MOPT - INVIAS
National University of Colombia
Manizales Headquarters
Faculty of Engineering and Architecture
Department of Civil Engineering
Pavements. Professor: Luis Ricardo Vásquez Varela, [Link]