Topic 6 – Asphalt Institute Design

Procedure

Dr. Christos Drakos

University of Florida

Introduction to Pavement Design

1. Introduction
• Establish Layer Thicknesses:
– To limit distress (acceptable levels)
– For anticipated loading & environmental conditions
– Using available/selected materials
1.1 Elements to be Defined/Identified for Design
• Conditions:
– Traffic loading (volume, frequency,magnitude … ESALs)
– Environment (temperature, moisture)
• Material Properties:
– Subgrade – varies w/ season (existing material)
– Pavement Structure (engineered materials)
Introduction to Pavement Design
1.1 Elements to be Defined/Identified for Design (cont.)
• Performance Criteria:
– Conditions that define failure
• Performance Relationship

• TRAFFIC
• ENVIRONMENT
• SUBGRADE
• MATL PROPERTIES
PERFORMANCE PAVEMENT
RELATION PERFORMANCE
• LAYER THICKNESSES

Introduction to Pavement Design

2. Design Approach

NO

PERFORMANCE
y TRAFFIC
y ENVIRONMENT
y SUBGRADE TRIAL TRIAL PERFORMANCE
y MATERIAL MATERIALS THICKNESSES RELATION
PROPERTIES
PERFORMANCE
CRITERIA

LIFE-COST YES
CYCLE

A Pavement Performance Model is an equation that relates

some extrinsic ‘time factor’ (age, or number of load
applications) to a combination of intrinsic factors (structural
responses, drainage, etc) and performance indicators
Introduction to Pavement Design
3. Empirical Vs Mechanistic-Empirical
Difference is in the nature of Performance Relation
3.1 Empirical
• Statistical/Experimental (based on road tests)
• Limited conditions/environment
3.2 Mechanistic-Empirical
Improve the relation by understanding the mechanics
• Relate analytical response to performance:
– More reliable/robust than empirical
– Integrates the structural aspects of a pavement to the
material/mix design properties of the pavement layers!!!

Introduction to Pavement Design

4. Response and Performance
4.1 Response = “Reaction to an action”
Response = Pavement & Material response to applied loads
What are Pavement & Material Responses?
(traffic & environment)

δ1 & δ2
Pavement Responses σ1 σ&ε
δ2 Material Responses
δ1 σ3
AC
element σ2

BASE
Introduction to Pavement Design
4.1 Response = “Reaction to an action”
Predict load responses with structural response models:
• Vary in sophistication:
– Linear Elastic
– Non-linear Elastic
– Viscoelastic
– … etc

Predict temperature responses with thermal response models:

• σth = fnc (material, temperature, cooling rate, dimensions)

Introduction to Pavement Design

4.2 Performance
Performance is the measurable adequacy of STRUCTURAL &
FUNCTIONAL service over a specified design period

Structural Functional (user defined)

Number of loads the pavement • Roughness
can support before it reaches – Ride quality
unacceptable level of • Friction
structural/functional distress • Geometry
• Appearance
– Surface cracking
– Loss of color
Topic 6 – Asphalt Institute Design Procedure
ASPHALT INSTITUTE (AI)
US based association of international asphalt producers that
promotes the use of petroleum asphalt products
• http://www.asphaltinstitute.org/

1. Development
Design method based on computer model DAMA
• Computes amount of damage (cracking & rutting) based
on traffic in a specific environment
• Multilayer elastic theory; used correction factors to
account for base non-linearity
• Used three temperature regimes; representing three
climatic regions in the US – NY(45), SC(60) & AZ(75)
• Developed design charts from the results

Topic 6 – Asphalt Institute Design Procedure

2. Design Criteria
Two types of strains are considered critical in design of asphalt
pavements:
• Horizontal tensile strain, εt @ the bottom of AC layer
• Vertical compressive stain, εc @ the top of the subgrade
2.1 Fatigue Cracking

Basic equation:
− f2
N f = f1 ⋅ ε t ⋅ E − f3
AC εt Where:
• Nf = Number of cycles to failure
• εt = Tensile strain @ bottom of AC layer
• f1 = Field correlation shift factor
• f2 & f3 = Laboratory determined values
Topic 6 – Asphalt Institute Design Procedure
2.1 Fatigue Cracking (cont)
− f2
N f = f1 ⋅ ε t ⋅ E − f3
Asphalt Institute calibrated the field shift factor using data from
the AASHO road test
• f1 = 0.0796
2.1.1 Fatigue tests

Why 3rd-point loading?

εt
To have an even distribution
of M; we know the value of
V M, no matter where the
specimen fails

Topic 6 – Asphalt Institute Design Procedure

2.1.1 Fatigue tests (cont)
Topic 6 – Asphalt Institute Design Procedure
2.1.2 Constant Stress Fatigue Test
• Apply constant stress
• Failure occurs when the material fractures

σ0
Stress, σ

Strain, ε
ε0

Number of Cycles, N Number of Cycles, N

2.1.3 Constant Strain Fatigue Test
• Apply constant strain (rate of deformation)
• Failure occurs when E=½E0 εσ = 12 × σε ; σ = 2 × σ
1 0
0
0 0

ε0
Stress, σ

Strain, ε
σ0

Number of Cycles, N Number of Cycles, N

Topic 6 – Asphalt Institute Design Procedure

2.1.4 Fatigue Test Analysis
• Plot the strain Vs number of repetitions to failure on log scales
• C1 & C2 curves for the same material @ different temperature
C1 Which curve has the highest stiffness?
Low
Strain, Log εt

C2
Check:
• Select a strain level
High • Find the corresponding Nf
• Higher stiffness will have less
Nf2 Nf1 number of cycles to failure
Number of Cycles, Log Nf
From the graph:
• Stiffness of the material will depend on time of the year (temperature)
• εt depends on the material properties (E)
• So, the cycles to failure Nf will also depend on the temperature
Must use cumulative damage approach to evaluate failure
Topic 6 – Asphalt Institute Design Procedure
2.2 Damage Ratio
Actual # of Load Repetitions
Dr= Pavement has ‘failed’ if Dr=1
Allowable # of Load Repetitions
p m
n
Dr = ∑∑
i, j Where:
m = no. of load types = 1 for AI
i =1 j =1 Ni, j p = no. of periods in analysis = 12 for a year

2.2.1 Damage ratio example

Periods (Seasons) 1 2 3 4

Material properties E1, εt1 E2, εt2 E3, εt3 E4, εt4

Allowable Traffic Nf1 Nf2 Nf3 Nf4

Actual Traffic n1 n2 n3 n4
Damage Ratio Dr1= n1/Nf1 Dr2= n2/Nf2 Dr3= n3/Nf3 Dr4= n4/Nf4

Dr=ΣDri Æ i.e. Dr=0.1; Design Life = 1/Dr = 10 years

Topic 6 – Asphalt Institute Design Procedure

2.3 Permanent Deformation
Only SUBGRADE rutting considered, as governed by
compressive strain
− f5
Nd = f4 ⋅ε c AI calibrated the equation
−4.477
using AASHO road test data
N d = 1.365 × 10 −9 ⋅ ε c
Consider the following two pavements
• Similar structure
• E3A >> E3B
E1 E1 • Assume σcA = σcB
E2 E2
BUT:
E3A εcA E3B εcB σc So, εcA << εcB
εc @ P =
E3
Assume σcA = σcB THUS:
NdA >> NdB
Topic 6 – Asphalt Institute Design Procedure
3. Environment
• Nf & Nd vary with time of the year because of change in
material properties with the weather
3.1 Asphalt Concrete
• AI procedure considers the environment based on:
– Mean monthly temperature
– Monthly variable material modulus
⎛ 1 ⎞ ⎛ 34 ⎞
M P = M A ⋅ ⎜1 + ⎟−⎜ ⎟+6
⎝ z+4⎠ ⎝ z+4⎠
• Where:
– MP = Mean pavement temperature
– MA = Mean monthly air temperature
– z = Depth below the surface (1/3 of AC layer depth)

• Then we can use: Log (E1 ) = 6.48 − 0.01(M P )

Topic 6 – Asphalt Institute Design Procedure

3.2 Subgrade
• Four distinct periods: Frozen MR
– Freeze
– Thaw Normal MR

– Recovery Thaw MR

– Normal
• Table 11.9 shows the suggested conditions to represent frost
effects on the subgrade
Topic 6 – Asphalt Institute Design Procedure
4. Traffic
Calculate design ESALs (Topic 4)
5. Design Procedure
5.1 Objective
DETERMINE THE REQUIRED STRUCTURAL THICKNESS FOR
EXPECTED TRAFFIC, SUBGRADE CONDITIONS, AND
ENVIRONMENT SUCH THAT:
• Rutting < ½ in
• Fatigue Cracking < 20% of Area
OVER THE DESIGN LIFE (as defined by traffic)

Topic 6 – Asphalt Institute Design Procedure

5.2 Pavement Types
5.2.1 Full-Depth HMA
• Pavement constructed completely from HMA
• Figure 11.11; includes both surface and base course thickness

HMA SURFACE h1A

• Use Subgrade MR & ESALs
Thickness • Read thickness off the chart
HMA BASE h1B
For multiple HMA within a layer use
composite modulus
Example: ⎛ h1 A ⋅ (E1 A )1/ 3 + h1B ⋅ (E1B )1/ 3 ⎞
• Subgrade MR = 11,000 psi E = ⎜⎜ ⎟
⎟
⎝ h1 A + h1B ⎠
• Traffic = 1.1x106 ESAL
• Thickness = ?
Topic 6 – Asphalt Institute Design Procedure
5.2.1 Full-Depth HMA (cont)

Thickness = 8in

Topic 6 – Asphalt Institute Design Procedure

5.2.2 HMA over Emulsified Asphalt Base
Emulsified Asphalt:
• Mixture of asphalt cement, water and emulsifying agent
• Run through a colloid mill that produces asphalt droplets (5-10 microns)
• Suspended in in the mixture by electrical charge
• Upon contact with aggregate it ‘sets’ or ‘breaks’; water is squeezed out or
evaporated
• Anionic emulsified asphalts – Negatively charged; compatible with
aggregate with positive charge (limestone)
• Cationic emulsified asphalts – Positively charged; compatible with
aggregate with negative charge (siliceous aggregates)
• Rapid, Medium and Slow setting

Emulsified Base:
• TYPE I – Dense Graded (Crushed Rock)
• TYPE II – Gap Graded (Rounded Gravel)
• TYPE III – Uniform Graded (Sand Asphalt)
Topic 6 – Asphalt Institute Design Procedure
5.2.2 HMA over Emulsified Asphalt Base (cont)

HMA SURFACE hHMA • TYPE I – Fig 11.12

• hEMUL from the graph
hEMUL • TYPE II – Fig 11.13
EMULSIFIED BASE • Determine hHMA
• TYPE III – Fig 11.14

Minimum HMA thickness required

• ƒ(ESAL & Base Type) Table 11.12

Topic 6 – Asphalt Institute Design Procedure

5.2.2 HMA over Emulsified Asphalt Base (cont)
Topic 6 – Asphalt Institute Design Procedure
5.2.3 HMA over Untreated Aggregate Base
• Select the thickness of the aggregate base first
• Figures 11.15-11.20 – design charts for HMA surface courses
on aggregate base courses of 4,6,8,10,12 and 18 in

HMA SURFACE hHMA

• Determine the required HMA thickness
for the specific base thickness
• Fig 11.15-11.20
AGGREGATE BASE (known)

Topic 6 – Asphalt Institute Design Procedure

5.2.3 HMA over Untreated Aggregate Base (cont)
Topic 6 – Asphalt Institute Design Procedure
5.2.4 HMA on Asphalt Emulsion over Untreated Aggregate Base
• Design charts do not exist
• Have to determine substitution ratio between HMA &
emulsified asphalt base
Substitution Ratio (SR)
• Thickness of emulsified asphalt base required to substitute a unit
thickness of HMA

HMA Surface 2”
HMA Surface 2”
hHMA hEMUL
TEMUL=hEMUL-2
Full Depth HMA THMA=hHMA-2 Emulsified Base

Figure 11.11 Figure 11.12-11.14

TEMUL
SR =
THMA

Topic 6 – Asphalt Institute Design Procedure

5.2.4 HMA on Asphalt Emulsion over Untreated Aggregate Base
1. Design pvt using full-depth HMA
• Fig 11.11
First three
• Assume 2” HMA surface
steps to • Determine THMA
determine 2. Design pvt using Emulsified Asphalt Mix
SR • Fig 11.12-11.14
• Assume 2” HMA surface
• Determine TEMUL
3. Calculate SR=TEMUL/THMA
Actual
4. Design pvt using HMA on Aggregate Base
Design
• Select aggregate base thickness
• Fig 11.15-11.20
5. Determine minimum HMA thickness
Last three • Table 11.12
steps to 6. Determine HMA thickness to be replaced by Emulsified Mix
perform the • Design thickness (step 4) – Min HMA (step 5)
substitution
7. Determine thickness of Emulsified Mix
• Thickness (step 6) * SR (step 3)
Topic 6 – Asphalt Institute Design Procedure
5.2.5 Combined Design Example
Given:
• ESUB = 10,000 psi
• Design ESAL = 1,000,000
Need to design a pavement with HMA surface, emulsified mix
Type I base, and 8” aggregate subbase

WORK EXAMPLE ON THE BOARD

Topic 6 – Asphalt Institute Design Procedure

6. Planned Stage Construction
Apply successive HMA layers according to predetermined
schedule:
• Based on the concept of remaining life
• Second stage constructed before first shows significant
distress
Why? What are the advantages/reasons for planned stage?

1. When funds are insufficient

2. When traffic is unpredictable (Utah Olympics example)
3. May detect weak spots during 1st stage (organic peat in
subgrade)
Topic 6 – Asphalt Institute Design Procedure
6.1 Relative Damage
n1 Where:
Dr1 = • n1 = Actual (predicted) ESALs for Stage 1
N1 • N1 = Allowable ESALs for initial thickness h1

Stage 1 = X-amount of years. So, n1 is the predicted traffic for

the specific location for X-amount of years

N1 is the DESIGN life ESALs for h1. Meaning that the pavement
will fail (20% cracking / ½” rutting) after N1 applications of loads

What happens if n1=N1?

Dr = 1 … so our pavement will fail at the end of stage 1!

BUT, we want to construct the second stage before the first one
starts showing signs of distress

Topic 6 – Asphalt Institute Design Procedure

6.2 Planned Stage Procedure
1. Define a relative damage for the end of the first stage (AI
suggests 0.6)
0 0.6 1
Dr

Stage 1 Remaining
X-years & n1 (actual) loads life

Design Life for N1 loads

2. Assume Dr1 = 0.6 Æ at the end of the 1st stage (after X-
amount of years & n1 loads) the pavement reached 60% of its
life span
3. By dividing n1 with 0.6 we get a design N1 that allows so
much traffic, that by the end of Stage 1 we reach a damage
ratio of 0.6
Topic 6 – Asphalt Institute Design Procedure
6.2 Planned Stage Procedure (cont.)
Stage 1:
Purpose is to select an initial thickness that will have some
remaining life after the initial applied (n1) ESALs

• Specify Dr1 after Stage 1(AI suggests Dr1 = 0.6)

n1
N1 =
Dr1
• N1 = allowable ESALs for Stage 1

• Use N1 to obtain thickness h1 that will provide sufficient

protection, so that after n1 loads the relative damage will be
equal to 0.6

Topic 6 – Asphalt Institute Design Procedure

6.2 Planned Stage Procedure (cont.)
Stage 2:
For the 2nd stage design we need to consider the existing
structure from Stage 1; the remaining life that carries over to
the 2nd stage is Dr2
• Dr2 = 1-Dr1
• For the 2nd stage we expect to have n2 ESALs over Y-amount
of years
n2
N2 =
(1 − Dr1 )
• Use N2 to obtain thickness h2 that will provide sufficient
protection for the expected traffic, n2
• hoverlay = h2 – h1
Topic 6 – Asphalt Institute Design Procedure
6.2.1 Planned Stage Construction Example
Given:
• Full-depth HMA pavement to undergo two-stage construction
• ESUB=10,000 psi & Dr1=0.6
• First Stage: 5 years, n1=150,000 ESAL
• Second Stage: 15 years, n2=850,000 ESAL

Determine h1 & h2 (hoverlay)

WORK EXAMPLE ON THE BOARD

Topic 6 – Asphalt Institute Design Procedure

7. Material Characterization
Calculate subgrade MR (Topic 5):
• Confining stress: σ1=σ2=2 psi
• Deviator stress: σd=6 psi

8. Variability/Reliability
• Subgrade MR values WILL vary within a design unit (segment)
• If material and test method remain the same, we may
assume that MR is normally distributed with mean MR(avg)

MR(min) MR(avg) MR(max)

Topic 6 – Asphalt Institute Design Procedure
8.1 Three Levels of Reliability
1. 104 ESAL or less, design using MR60
• 60% probability that MR>MR60
2. 104-106, design using MR75
• 75% probability that MR>MR75
3. 106 or more, design using MR87
• 87.5% probability that MR>MR87

MR(min) MR87 MR75 MR60 MR(avg) MR(max)

50% of values less than MRAVG 50% of values greater than MRAVG

Topic 6 – Asphalt Institute Design Procedure

8.2 Variability/Reliability Method
1. Need to get at least eight subgrade samples

2’ x x x x
x x x x

2. Evaluate the samples and rank in descending MR order

3. Calculate percent equal or greater than

• C1= MR values in
C1 C2 C3 descending order
• C2= # of values equal
to or greater than

• C3 =
100%
× C2
# of values
Topic 6 – Asphalt Institute Design Procedure
8.2 Variability/Reliability Method (cont)
4. Plot Percent Greater/Equal Than Vs Resilient Modulus

Which value is the most conservative estimate?