SOUTH AFRICAN

PAVEMENT ENGINEERING MANUAL

Chapter 10

Pavement Design

AN INITIATIVE OF THE SOUTH

AFRICAN NATIONAL ROADS AGENCY SOC LTD

Date of Issue: October 2014

Second Edition
South African Pavement Engineering Manual
Chapter 10: Pavement Design

© 2013 South African National Roads Agency SOC Ltd. All rights reserved.

First edition published 2013

Second edition published 2013

Printed in the Republic of South Africa

SET: ISBN 978-1-920611-00-2

CHAPTER: ISBN 978-1-920611-10-1

www.nra.co.za
[email protected]
 SOUTH AFRICAN

PAVEMENT ENGINEERING MANUAL

Chapter 10

Pavement Design

AN INITIATIVE OF THE SOUTH

AFRICAN NATIONAL ROADS AGENCY SOC LTD

Date of Issue: October 2014

Second Edition
 BACKGROUND

1. Introduction

2. Pavement Composition and Behaviour

TESTING AND LABORATORY

3. Materials Testing

4. Standards

5. Laboratory Management

INVESTIGATION

6. Road Prism and Pavement Investigations

7. Geotechnical Investigations and Design Considerations

8. Material Sources

DESIGN

9. Materials Utilisation and Design

You are
here
 10. Pavement Design

DOCUMENTATION AND TENDERING

11. Documentation and Tendering

IMPLEMENTATION

12. Construction Equipment and Method Guidelines

QUALITY MANAGEMENT

13. Acceptance Control

POST CONSTRUCTION

14. Post-Construction
 South African Pavement Engineering Manual
Chapter 10: Pavement Design

SCOPE
The South African Pavement Engineering Manual (SAPEM) is a reference manual for all aspects of pavement
engineering. SAPEM is a best practice guide. There are many relevant manuals and guidelines available for
pavement engineering, which SAPEM does not replace. Rather, SAPEM provides details on these references, and
where necessary, provides guidelines on their appropriate use. Where a topic is adequately covered in another
guideline, the reference is provided. SAPEM strives to provide explanations of the basic concepts and terminology
used in pavement engineering, and provides background information to the concepts and theories commonly used.
SAPEM is appropriate for use at National, Provincial and Municipal level, as well as in the Metros. SAPEM is a
valuable education and training tool, and is recommended reading for all entry level engineers, technologists and
technicians involved in the pavement engineering industry. SAPEM is also useful for practising engineers who would
like to access the latest appropriate reference guideline.

SAPEM consists of 14 chapters covering all aspects of pavement engineering. A brief description of each chapter is
given below to provide the context for this chapter, Chapter 10.

Chapter 1: Introduction discusses the application of this SAPEM manual, and the institutional responsibilities,
statutory requirements, basic principles of roads, the road design life cycle, and planning and time scheduling for
pavement engineering projects. A glossary of terms and abbreviations used in all the SAPEM chapters is included in
Appendix A. A list of the major references and guidelines for pavement engineering is given in Appendix B.

Chapter 2: Pavement Composition and Behaviour includes typical pavement structures, material
characteristics and pavement types, including both flexible and rigid pavements, and surfacings. Typical materials
and pavement behaviour are explained. The development of pavement distress, and the functional performance of
pavements are discussed. As an introduction, and background for reference with other chapters, the basic principles
of mechanics of materials and material science are outlined.

Chapter 3: Materials Testing presents the tests used for all material types used in pavement structures. The
tests are briefly described, and reference is made to the test number and where to obtain the full test method.
Where possible and applicable, interesting observations or experiences with the tests are mentioned. Chapters 3 and
4 are complementary.

Chapter 4: Standards follows the same format as Chapter 3, but discusses the standards used for the various
tests. This includes applicable limits (minimum and maximum values) for test results. Material classification systems
are given, as are guidelines on mix and materials composition.

Chapter 5: Laboratory Management covers laboratory quality management, testing personnel, test methods,
and the testing environment and equipment. Quality assurance issues, and health, safety and the environment are
also discussed.

Chapter 6: Road Prism and Pavement Investigation discusses all aspects of the road prism and pavement
investigations, including legal and environmental requirements, materials testing, and reporting on the investigations.
The road pavement investigations include discussions on the investigation stages, and field testing and sampling
(both intrusively and non-intrusively), and the interpretation of the pavement investigations. Chapters 6 and 7 are
complementary.

Chapter 7: Geotechnical Investigations and Design Considerations covers the investigations into fills, cuts,
structures and tunnels, and includes discussion on geophysical methods, drilling and probing, and stability
assessments. Guidelines for the reporting of the investigations are provided.

Chapter 8: Material Sources provides information for sourcing materials from project quarries and borrow pits,
commercial materials sources and alternative sources. The legal and environmental requirements for sourcing
materials are given. Alternative sources of potential pavement materials are discussed, including recycled pavement
materials, construction and demolition waste, slag, fly ash and mine waste.

Chapter 9: Materials Utilisation and Design discusses materials in the roadbed, earthworks (including cuts and
fills) and all the pavement layers, including soils and gravels, crushed stones, cementitious materials, primes, stone
precoating fluids and tack coats, bituminous binders, bitumen stabilized materials, asphalt, spray seals and micro
surfacings, concrete, proprietary and certified products and block paving. The mix designs of all materials are
discussed.

Preliminary Sections
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Chapter 10: Pavement Design

Chapter 10: Pavement Design covers many aspects of pavement design, including design considerations,
estimating design traffic, pavement investigation and design processes, structural capacity estimation, and software
available for pavement design. The principles of pavement design for flexible, rigid and block pavements are
described. The design traffic estimation section describes various methods of obtaining traffic data, and the
procedures for estimating the cumulative design traffic for the structural design period. The pavement investigation
and design process sections cover both new and rehabilitation design, and look at material availability,
constructability, performance and maintainability. Economic assessments necessary for evaluating alternative
pavement designs are also briefly described. The structural capacity estimation methods for flexible pavements are
described, including the South African Mechanistic-empirical Design Method and the Pavement Number method, as
well as other methods used in South Africa. For concrete and block pavements, the Mechanistic-empirical method is
described, with other older methods. The suitability of all the structural capacity estimation methods for particular
applications is provided.

Chapter 11: Documentation and Tendering covers the different forms of contracts typical for road pavement
projects; the design, contract and tender documentation; the tender process; and the contract documentation from
the tender award to the close-out of the Works.

Chapter 12: Construction Equipment and Method Guidelines presents the nature and requirements of
construction equipment and different methods of construction. The construction of trial sections is also discussed.
Chapters 12 and 13 are complementary, with Chapter 12 covering the proactive components of road construction,
i.e., the method of construction. Chapter 13 covers the reactive components, i.e., checking the construction is done
correctly.

Chapter 13: Quality Management includes acceptance control processes, and quality plans. All the pavement
layers and the road prism are discussed. The documentation involved in quality management is also discussed, and
where applicable, provided.

Chapter 14: Post-Construction incorporates the monitoring of pavements during the service life, the causes and
mechanisms of distress, and the concepts of maintenance, rehabilitation and reconstruction.

FEEDBACK
SAPEM is a “living document”. The first edition was made available in electronic format in January 2013, and a
second edition in October 2014. Feedback from all interested parties in industry is appreciated, as this will keep
SAPEM relevant.

To provide feedback on SAPEM, please email [email protected].

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Chapter 10: Pavement Design

ACKNOWLEDGEMENTS
This compilation of this manual was funded by the South African National Road Agency SOC Limited (SANRAL). The
project was coordinated on behalf of SANRAL by Kobus van der Walt and Steph Bredenhann. Professor Kim Jenkins,
the SANRAL Chair in Pavement Engineering at Stellenbosch University, was the project manager. The Cement and
Concrete Institute (C&CI) and Rubicon Solutions provided administrative support.

The following people contributed to the compilation of Chapter 10:

• Task Group Leader: Dr Herman Wolff, AECOM
• Johns Cairns, Specialist Consultant on behalf of CMA
• Dr Arno Hefer, Rubicon Solutions
• Professor Kim Jenkins, Stellenbosch University
• Dr Fenella Johns, Rubicon Solutions
• Bryan Perrie, The Concrete Institute
• Dr Pieter Strauss, Specialist Consultant
• Dr Hechter Theyse, Pavement Modelling Corporation

This SAPEM manual was edited by Dr Fenella Johns, Rubicon Solutions.

Photos for this chapter were provided by:

• Dr Arno Hefer, Rubicon Solutions
• Dr Emile Horak, Ndodana Consulting Engineers
• Professor Kim Jenkins, Stellenbosch University
• Dr Fenella Johns, Rubicon Solutions
• Dr Phil Paige-Green, Tshwane University of Technology
• Dr Hechter Theyse, Pavement Modelling Corporation

Preliminary Sections
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Chapter 10: Pavement Design

TABLE OF CONTENTS
1. Introduction ....................................................................................................................................... 1
2. Design Principles ................................................................................................................................ 5
2.1 Flexible Pavements ................................................................................................................. 5
2.2 Rigid Pavements ..................................................................................................................... 6
2.3 Block Pavements ..................................................................................................................... 7
3. Design Considerations........................................................................................................................ 8
3.1 Road Category ........................................................................................................................ 8
3.2 Analysis and Structural Design Periods ...................................................................................... 9
3.3 Life Cycle Strategies .............................................................................................................. 10
3.4 Pavement Balance................................................................................................................. 12
3.4.1 Flexible Pavements ..................................................................................................... 12
3.4.2 Concrete (Rigid) Pavements ........................................................................................ 13
3.4.3 Concrete Block Pavements........................................................................................... 13
3.5 Pavement Behaviour ............................................................................................................. 13
3.5.1 Behaviour Under Loading ............................................................................................ 13
3.5.2 Load Sensitivity .......................................................................................................... 14
3.5.3 Long-Term Pavement Behaviour .................................................................................. 14
3.5.4 Materials .................................................................................................................... 20
3.6 Variability in Traffic Loading, Material Properties and Construction............................................. 20
3.7 Environmental Considerations ................................................................................................ 20
3.7.1 Geology and Climate ................................................................................................... 21
3.7.2 Meteorological Environment ......................................................................................... 22
3.8 Practical Design Considerations .............................................................................................. 23
3.8.1 Drainage .................................................................................................................... 23
3.8.2 Compaction ................................................................................................................ 24
3.8.3 Variable Cross Sections and Paved Shoulders ................................................................ 24
3.9 Pavement Type Selection for New and Rehabilitated Pavements ............................................... 25
3.9.1 Traffic Accommodation................................................................................................ 25
4. Design Traffic Estimation ................................................................................................................. 27
4.1 Concepts and Terminology..................................................................................................... 28
4.1.1 Legal Axle Loads......................................................................................................... 28
4.1.2 Axle Load Histograms ................................................................................................. 29
4.1.3 Standard Axles and Equivalent Standard Axles .............................................................. 30
4.1.4 E80s per Heavy Vehicle (E80/HV)................................................................................. 33
4.1.5 Traffic Classes for Structural Pavement Design .............................................................. 34
4.2 Methods of Traffic Measurement and Classification .................................................................. 35
4.2.1 Traffic Measurement ................................................................................................... 35
4.2.2 Vehicle Classification ................................................................................................... 36
4.3 Daily Equivalent Traffic Parameters ........................................................................................ 36
4.3.1 Average Daily Traffic (ADT) ......................................................................................... 36
4.3.2 Average Annual Daily Traffic (AADT) ............................................................................ 36
4.3.3 Average Daily Equivalent Axles (ADE) ........................................................................... 37
4.3.4 Annual Average Daily Equivalent Axles (AADE) .............................................................. 37
4.4 Traffic Loading Variation ........................................................................................................ 38
4.4.1 Lane Distribution ........................................................................................................ 39
4.4.2 Adjustment for Short-Term Variation ............................................................................ 39
4.4.3 Adjustment for Long-Term Variation (Heavy Vehicle and E80/HV Growth Rates) .............. 42
4.5 Sequence of Events and Cumulative Design Traffic .................................................................. 44
4.6 Traffic Investigations for Pavement Design .............................................................................. 46
4.6.1 Published Results........................................................................................................ 47
4.6.2 Transportation Planning Models ................................................................................... 48
4.6.3 Project Specific Visual Observation ............................................................................... 48
4.6.4 Project Specific Traffic Surveys .................................................................................... 50
4.7 Design Traffic Calculation ...................................................................................................... 50
4.7.2 Sensitivity Analysis...................................................................................................... 52
4.7.3 Geometric Capacity Limitations .................................................................................... 53

Preliminary Sections
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Chapter 10: Pavement Design

5. Pavement Investigation and Design Process .................................................................................. 54

5.1 Design Investigation ............................................................................................................. 55
5.1.1 New Design ............................................................................................................... 56
5.1.2 Rehabilitation Design .................................................................................................. 56
5.2 Design Considerations ........................................................................................................... 62
5.2.1 Material Availability and Cost ....................................................................................... 62
5.2.2 Constructability .......................................................................................................... 62
5.2.3 Performance Adequacy ............................................................................................... 62
5.2.4 Maintainability ............................................................................................................ 62
5.3 Structural Pavement Design ................................................................................................... 62
5.3.1 New Design ............................................................................................................... 62
5.3.2 Rehabilitation Design .................................................................................................. 62
5.4 Economic Assessment ........................................................................................................... 66
6. Structural Capacity Estimation ........................................................................................................ 70
6.1 General Comments on Mechanistic-Empirical Design Methods ................................................... 70
7. Structural Capacity Estimation: Flexible Pavements ..................................................................... 74
7.1 South African Mechanistic-Empirical Design Method (SAMDM) ................................................... 74
7.1.1 Hot Mix Asphalt Fatigue .............................................................................................. 75
7.1.2 Unbound Granular Base and Subbase Layer Permanent Deformation ............................... 76
7.1.3 Waterbound Macadam ................................................................................................ 81
7.1.4 Cement Stabilized Base and Subbase Layers ................................................................. 82
7.1.5 Subgrade Permanent Deformation ............................................................................... 85
7.1.6 Analysis Positions for Critical Stress and Strain Parameters ............................................. 86
7.1.7 General Comments on SAMDM 1996 ............................................................................ 86
7.2 Pavement Number (PN) Design Method .................................................................................. 88
7.2.1 Applicability of Pavement Number Method .................................................................... 88
7.2.2 Rules of Thumb / Departure Points .............................................................................. 88
7.2.3 Pavement Number Calculation ..................................................................................... 92
7.2.4 Pavement Capacity Calculation..................................................................................... 92
7.2.5 Comment on the PN Method ........................................................................................ 92
7.3 Dynamic Cone Penetrometer (DCP) Method ............................................................................ 94
7.4 The AASHTO Structural Number (SN) Method .......................................................................... 97
7.5 Deflection Bowl Parameter Analysis ........................................................................................ 99
7.6 Falling Weight Deflectometer (FWD) SN design method.......................................................... 101
7.7 The TRRL Surface Deflection Design Method ......................................................................... 102
7.8 The Asphalt Institute Surface Deflection Design Method ......................................................... 105
7.9 Summary of Suitability of Structural Design Methods for Flexible Pavements ............................ 107
7.9.1 Comment on Determining Remaining Life ................................................................... 107
7.10 Software Packages for Flexible Pavement Design ................................................................... 107
7.10.1 CYRANO .................................................................................................................. 107
7.10.2 PADS Software Series ............................................................................................... 108
7.10.3 Rubicon Toolbox ....................................................................................................... 110
8. Structural Capacity Estimation: Concrete Pavements ................................................................. 112
8.1 Manual M10 ....................................................................................................................... 112
8.2 Mechanistic-Empirical Design Method for Concrete Pavements ................................................ 115
8.3 Summary of Suitability of Structural Design Methods for Concrete Pavements .......................... 118
8.4 Software Package for Concrete Pavements: cncPAVE ............................................................ 118
9. Structural Capacity Estimation: Concrete Block Pavements........................................................ 120
9.1 Equivalent Thickness Concept .............................................................................................. 120
9.2 Catalogue Design Method .................................................................................................... 120
9.3 Research Based Design Methods .......................................................................................... 121
9.4 Mechanistic Design Methods for Block Pavements .................................................................. 122
9.5 General Aspects for Design of Block Paving ........................................................................... 123
9.6 Software Packages for Concrete Block Pavement Design ........................................................ 123
9.6.1 Lockpave ................................................................................................................. 123
9.6.2 blokPAVE ................................................................................................................. 124
References and Bibliography ...................................................................................................................125

Preliminary Sections
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Chapter 10: Pavement Design

LIST OF TABLES
Table 1. Elements of New and Rehabilitation Pavement Design ..................................................................... 4
Table 2. Definition of the Four Road Categories ........................................................................................... 8
Table 3. Recommended Material Depth for Each Road Category ................................................................. 21
Table 4. In Situ Subgrade Delineation for Flexible Pavements ..................................................................... 22
Table 5. Interpretation of Thornthwaite’s Index ......................................................................................... 22
Table 6. Recommended Minimum Paved Shoulder Widths ......................................................................... 24
Table 7. Recommended Pavement Types for Road Category and Design Traffic Class ................................... 25
Table 8. Typical Terminal Conditions and Rehabilitation Options ................................................................. 26
Table 9. Permissible Axle Loads ............................................................................................................... 28
Table 10. Suggested Values for the Relative Damage Exponent (TRH4)........................................................ 30
Table 11. TRH4 Traffic Classes .................................................................................................................. 34
Table 12. Heavy Vehicle Classification Systems Commonly Used in South Africa ............................................. 37
Table 13. Recommended E80 (ADE) Lane Distribution Factors (Be) ............................................................... 39
Table 14. Recommended 5 to 7 day ADE Conversion Factors (F7/5) ............................................................... 40
Table 15. Adjustment for Exceptional Periods .............................................................................................. 41
Table 16. Adjustment for Seasonal Variation ............................................................................................... 42
Table 17. Recommended Traffic Growth Rates Based on Historical Data for South Africa ................................ 43
Table 18. Recommended E80/HV Values and Growth Rates for Heavy Vehicle Classes for Design Purposes ...... 43
Table 19. Equivalent Traffic Calculation for New and Rehabilitation Design .................................................... 45
Table 20. Recommended Traffic Investigation Levels for Road Categories ..................................................... 46
Table 21. Recommended E80/Axle Loading for Visual Observation Technique ................................................ 48
Table 22. Worked Example: Design Traffic Calculation using Published Data (CTO) ....................................... 52
Table 23. Framework for Rehabilitation Investigation and Design.................................................................. 55
Table 24. Percentile Levels Recommended for Data Processing for Flexible Pavements .................................. 59
Table 25. Typical Ranges of Surfacing Life for Flexible Pavements ................................................................ 67
Table 26. Typical Future Maintenance Actions for Life Cycle Cost Analysis of Flexible Pavements ..................... 68
Table 27. Elastic Moduli for Asphalt Materials used in SAMDM 1996 ............................................................. 75
Table 28. Transfer Function and Constants for Asphalt Layers ...................................................................... 76
Table 29. Elastic Moduli for Granular Materials ............................................................................................ 77
Table 30. Transfer Function and Constants for Shear Failure (Granular Materials) .......................................... 78
Table 31. Revised Shear Strength Properties for Unbound Granular Materials (2008b) .................................... 80
Table 32. Elastic Moduli for Waterbound Macadam Layers ............................................................................ 81
Table 33. Transfer Function and Constants for Shear Failure (Waterbound Macadam) .................................... 82
Table 34. Elastic Moduli and Material Properties for Cemented Materials in 1996 SAMDM ................................ 84
Table 35. Transfer Functions for Cemented Materials ................................................................................... 84
Table 36. Elastic Moduli (MPa) of Subgrade Materials for the 1996 SAMDM................................................... 85
Table 37. Transfer Functions for Subgrade and Selected Layer Permanent Deformation .................................. 86
Table 38. Stiffness Determination for the Subgrade ..................................................................................... 90
Table 39. Climate Adjustment Factors ........................................................................................................ 90
Table 40. Modular Ratio Limit, Maximum Allowed Stiffness and Base Confident Factor for Pavement Layers ..... 91
Table 41. Pavement Capacity Calculation .................................................................................................... 93
Table 42. Typical DCP Penetration Rates (DN-values) for Road-Building Materials .......................................... 95
Table 43. Layer Coefficients ...................................................................................................................... 98
Table 44. Deflection Bowl Parameters ........................................................................................................ 99
Table 45. Behaviour States for Granular Base Pavements ............................................................................100
Table 46. Deflection Bowl Parameter Structural Condition Rating Criteria ......................................................100
Table 47. Potential Application of Structural Design Methods .......................................................................107
Table 48. Functionality of the CYRANO Software Package ...........................................................................108
Table 49. Functionality of the PADS series .................................................................................................109
Table 50. Functionality of Rubicon Toolbox ................................................................................................111
Table 51. Stiffness Moduli for Support Layers .............................................................................................113
Table 52. Typical Decision Criteria for Plain and Dowel Jointed and Continuously Reinforced Concrete ............117
Table 53. Potential Application of Structural Design Methods .......................................................................118
Table 54. Functionality of the cncPAVE Software Package ...........................................................................119
Table 55. Summary of Various Factors of Equivalent Substitution.................................................................120
Table 56. Functionality of the Lockpave Software Package ..........................................................................124

Preliminary Sections
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Chapter 10: Pavement Design

LIST OF FIGURES
Figure 1. Effect of Traffic and Environment on Performance of Roads with Different Traffic Levels .................... 2
Figure 2. Typical Pavements ....................................................................................................................... 5
Figure 3. Stress Distribution in a Typical South African Flexible Pavement ....................................................... 5
Figure 4. Typical Stress Distribution in a Concrete Pavement ......................................................................... 6
Figure 5. Typical South African Roads for Road Categories ............................................................................ 9
Figure 6. Examples of Three Possible Design Strategies .............................................................................. 11
Figure 7. Falling Weight Deflectometer (FWD) ............................................................................................ 13
Figure 8. Stress Distribution Versus Deflections .......................................................................................... 14
Figure 9. Example Deflection Bowls ........................................................................................................... 15
Figure 10. Generalized Behaviour of Flexible Road Pavements ....................................................................... 15
Figure 11. Long-Term Changes in the Functional and Structural Indicators of Flexible Pavements ..................... 17
Figure 12. Long-Term Changes in the Elastic Response of Flexible Pavements with Lightly Cemented Layers ..... 18
Figure 13. Change in Stiffness of Different Materials with Time ...................................................................... 18
Figure 14. Long-Term Changes in Functional and Structural Indicators of Rigid Pavements .............................. 19
Figure 15. Importing Layers to Obtain Minimum Subgrade Strength ............................................................... 21
Figure 16. Southern Africa Macro-Climatic Regions Based on Thornthwaite’s Moisture Index ............................ 23
Figure 17. Example of an Axle Load Histogram ............................................................................................. 29
Figure 18. Representative Axle Load Histogram for Mixed Traffic by Equivalent Standard Axle Load Histogram .. 31
Figure 19. Damage Factors for Various Axle Configurations as a Function of Total Load ................................... 32
Figure 20. E80/Heavy Vehicle ..................................................................................................................... 34
Figure 21. Typical WIM setup ..................................................................................................................... 36
Figure 22. Potential Deviation of the ADE from the AADE .............................................................................. 38
Figure 23. Sequence of Events.................................................................................................................... 44
Figure 24. Chronological Events for Rehabilitation Design Traffic Calculations ................................................. 45
Figure 25. Effect of Counting Duration on Accuracy of Results ....................................................................... 47
Figure 26. Example Output from CTO Station ............................................................................................... 49
Figure 27. Calculation of Design Traffic........................................................................................................ 51
Figure 28. Flowchart for New Pavement Design ............................................................................................ 54
Figure 29. Concise Representation of Information from the Initial Assessment Phase ....................................... 60
Figure 30. Main Components of a Mechanistic-Empirical Pavement Design Method .......................................... 71
Figure 31. Critical Parameter and Location for Asphalt Layers ........................................................................ 76
Figure 32. Critical Parameter and Location for Granular and Waterbound Macadam Layers............................... 77
Figure 33. Relationship between Stress, Permanent Deformation (Strain) and Repetitions ................................ 79
Figure 34. Change from Lightly Cemented Layer to Equivalent Granular State ................................................. 83
Figure 35. Critical Parameters and Locations for Lightly Cemented Layers ....................................................... 83
Figure 36. Critical Parameter and Location for Selected and Subgrade Layers ................................................. 85
Figure 37. Analysis Positions for Critical Parameters ...................................................................................... 86
Figure 38. Effective Long Term Stiffness (ELTS): Example for Lightly Cemented Material ................................ 89
Figure 39. Adjustment of Subgrade Stiffness Based on Cover Thickness ......................................................... 90
Figure 40. Criteria for Determining Allowed Capacity from PN ........................................................................ 93
Figure 41. Dynamic Cone Penetrometer (DCP) ............................................................................................. 94
Figure 42. Standard Layer-Strength Diagrams for DCP Design ....................................................................... 96
Figure 43. Estimating Remaining Life Considering the Current Condition ......................................................... 96
Figure 44. Zones of a Deflection Bowl ........................................................................................................100
Figure 45. Using the TRRL Chart to Determine Remaining Life for a Self-Cementing Granular Base Pavement ... 103
Figure 46. Example of the TRRL Overlay Design Chart for Granular Base Pavements ......................................104
Figure 47. Example of Using of the AI Chart to Determine Remaining Life for a Pavement ..............................105
Figure 48. Asphalt Institute Overlay Design Chart for Granular Base Pavements .............................................106
Figure 49. M10 Manual: Determine Axle Loading ........................................................................................112
Figure 50. Nomograph for Determining Equivalent Stiffness .........................................................................113
Figure 51. Relative Movement at Joint ........................................................................................................114
Figure 52. Nomograph for Determining Concrete Slab Thickness...................................................................115
Figure 53. Flowchart for Mechanistic-Empirical Design of Concrete Pavements ...............................................116
Figure 54. Typical Catalogue Design of Concrete Block Pavements ................................................................121
Figure 55. Empirical Design Curves for Concrete Block Pavements ................................................................122
Figure 56. Concrete Block Pavement Design Curves for Road Pavements .......................................................123

Preliminary Sections
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Chapter 10: Pavement Design

1. INTRODUCTION
Pavement design is an engineering discipline, somewhere in between science and art. In contrast to scientists,
engineers do not require perfect models, but models that are “good enough” to produce fit for purpose designs.
Where the scientific knowledge is insufficient, it is supplemented with the experience and sometimes intuition (art) of
the designer. However, it remains the professional responsibility, and liability, of the design engineer to ensure that
the design is based on the accepted design practice of the time.

The loading on pavements consists of millions of relatively small magnitude loads causing the gradual or incremental
deterioration of the pavement, until the level of service becomes unacceptable. The stress imposed by the external
load is normally well below the strength of the material, resulting in gradual deterioration, rather than a catastrophic
failure caused by one load. In some cases, climatic effects are more detrimental than the effects of loading,
especially in low volume roads.

The basic objective of pavement design is to combine materials of sufficient strength in a layered system to provide
the desired functional and structural service levels over the design period, subject to the applicable traffic demand
and environment in which the pavement operates. The economic viability of a design is determined by:
• Functional and structural service levels
• Deterioration rates of these service levels
• Costs associated with the provision and maintenance of these service levels
• Savings by the road users resulting from improved service levels

Although the final design decision is dictated by the most economically viable design, the process of ensuring a
pavement with adequate strength is provided is critical.

The ability of a pavement to provide acceptable functional and structural levels of service defines the pavement
“supply”. The “demand” on a pavement depends on the environments in which the pavement operates, which are:
• Traffic environment, which is the primary “demand” imposed on the pavement by the vehicle traffic operating
on the road. The following factors are important:
− Axle load magnitude
− Contact stress
− Traffic volume
• Natural environment, may be subdivided into the geological environment and climatic environment, which
together determine:
− Available natural material sources
− In situ subgrade conditions
− Moisture regime in the pavement
− Temperature and parameters contributing to aging, specifically of asphalt layers
The natural environment plays an increasingly important role in low volume roads, as illustrated in Figure 1.
• Population environment, which is of particular importance in urban areas

Gravel Roads
Flexible & Rigid Pavements The design of gravel roads is not discussed
Flexible pavements or bituminous in this manual. However, most of the
pavements typically have asphalt or seal design principles discussed apply to gravel
surfacings. These structures are roads. A good reference for the design of
traditionally characterised by higher gravel roads is: TRH20: Unsealed
deflections or bending. Roads: Design, Construction and
Maintenance. 2009.
Rigid pavements or concrete
pavements act in a rigid manner relative Specifications for gravel roads are included
to flexible pavements, producing much in the Standard Specifications.
lower deflections and bending.

Section 1: Introduction
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Chapter 10: Pavement Design

Figure 1. Effect of Traffic and Environment on Performance of Roads with Different Traffic
Levels

The functional service level largely determines how the road user
experiences the service provided by the road, and includes aspects
of safety and ride comfort. The geometric design also contributes
Routine Road Maintenance to the road-user’s perception of the level of service, but falls
Pavement design methods assume routine outside the scope of this manual.
maintenance is done on all roads. A good
reference for routine maintenance is: The structural service level reflects the condition of the pavement
system and is determined by the level of structural deterioration.
• SANRAL. 2009. Routine Road The structural condition of a pavement is generally affected by
Maintenance Manual. Second cracking, i.e., fatigue damage, and permanent deformation (or
Edition. rutting) of flexible pavements, rutting of concrete block pavements
and defects such as joint spalling and faulting, slab cracking and
punch-outs of rigid pavements. The different distress types in pavements are discussed in Chapter 14: 3. The most
common source of problems in a pavement is the ingress of moisture.

A distinction is drawn between structural distress, terminal structural condition and structural failure.
• Structural distress occurs from the day the pavement is opened to traffic. Incremental permanent deformation
and fatigue occur throughout the service life of the facility, but initially the level of distress is insignificant.
• A terminal structural condition is reached when the level of distress reaches a predefined, unacceptable level.
Examples of terminal conditions are 20 mm of rutting for flexible pavements and 5 mm of faulting for rigid
pavements. Although a terminal (unacceptable) level of distress is reached, the pavement has not necessarily
failed in the strict sense of the word. For example, the rut may be rectified with a levelling course and the
pavement may continue to provide years of excellent service.
• Structural failure occurs if the pavement layer or layers lose
strength. For example, if rutting results from unstable, rapid
shear failure, the layers do not have sufficient strength and the Functional Capacity
pavement requires structural strengthening. The functional capacity or service life is
defined as the period from an initial
The functional capacity or service life is defined as the period from sound functional condition to a
an initial sound functional condition with subsequent routine predefined terminal (unacceptable)
maintenance only, to a predefined terminal (unacceptable) functional functional condition. This is determined
condition. For flexible pavements, this is determined by functional by functional deterioration in terms of
deterioration in terms of skid resistance, loose material, potholes and skid resistance, loose material, potholes
riding quality. The functional condition may often be improved and riding quality. The functional
through maintenance alone, but the improvement of a poor riding condition may often be improved through
quality may require light rehabilitation in the form of an overlay. In maintenance alone, but the improvement
many cases, functional distresses are manifestations of structural of a poor riding quality may require light
deterioration. rehabilitation in the form of an overlay.

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Chapter 10: Pavement Design

Structural capacity or service life is defined as the period from an

initial sound structural condition to a predefined terminal condition.
The structural condition is determined by structural deterioration in
Structural Capacity
terms of deformation, cracks, faulting and a loss of load bearing
capacity. Structural failure can often only be corrected through The structural capacity or service life is
heavy rehabilitation, requiring the structural strengthening or defined as the period from an initial
rebuilding of the “failed” pavement structure. sound structural condition to a
predefined terminal (unacceptable)
The structural and functional capacities are measured in terms of the structural condition. During this period
number of load repetitions to reach the terminal condition, or the only routine maintenance is performed,
time period required to reach the terminal condition. These and at the end of this period heavy
structural and function capacities are affected by the timing of rehabilitation or reconstruction is
maintenance and rehabilitation. This is discussed further in Section normally required.
3.3.

There are a number of factors that impact on the functional and structural performance, capacity and service life of a
pavement. These are the construction quality, maintenance schedule and pavement design. Together, these three
aspects determine the performance potential of the pavement. The actual performance is determined by the
environment in which the pavement operates. A pavement with a given design, construction quality and
maintenance schedule performs differently in different environments.

The balance between the potential capacity of the pavement and the demand on the pavement eventually
determines the performance and service life of the pavement. If there is an oversupply of capacity for the given
environment, the pavement will perform exceptionally well and has a service life that exceeds the originally intended
design life. Although this is a safe design approach, it has high initial costs and is probably not economically
warranted in the long-term. Similarly, if the capacity is insufficient for the given environment, the pavement
performs poorly, is unlikely to reach the intended design life, and requires regular maintenance at high costs, making
such an approach unsustainable.

Structural pavement design matches the structural capacity of a pavement with the traffic demand for the given
environment. It is inherently assumed that the design assumptions are met during construction and a proper
maintenance schedule is followed. Structural design therefore requires two components:
• A method to calculate and express the traffic demand in numerical terms.
• A method to estimate the structural capacity of a potential pavement design.

These two components of the structural

pavement design process are presented in this
chapter. The intention of this chapter is to
provide an overview of sound engineering Guidelines for Pavement Design
practice and procedures, as well as the A number of national and industry guideline documents are
techniques used during pavement design. useful for the design of new and rehabilitated pavements.
Reference should be made to the guideline These are:
documents for additional details.
• Flexible pavements
− TRH4 for new design
Table 1 provides a summary of the main
− TRH12 for rehabilitation design
elements of new and rehabilitation design.
− TRH14 for material classification
The sections in this chapter where the topics
are covered are also given. • Rigid pavements
− M10 Manual
− Extensive documentation in the help file of cncPave.
The M10 Manual was superseded by cncPave.
Structural Pavement Design • Block pavements
− UTG2
Structural pavement design matches the
− Concrete Block Paving Book 2 – Design Aspects (CMA)
structural capacity of a pavement with
the traffic demand for the given • Traffic estimation
environment. It is inherently assumed − TRH16 for flexible, concrete block and rigid pavements
that the design assumptions are met
during construction and a proper These documents set out sound engineering design principles
maintenance schedule is followed. See and procedures to follow during the design phase,
Section 3.2 and 3.3 for further supplemented by the other guidelines mentioned in this chapter
discussion. and listed in the references.

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Chapter 10: Pavement Design

Table 1. Elements of New and Rehabilitation Pavement Design

Element New Design Rehabilitation Design
Design Principles • Use material of sufficient strength and stiffness in the structural layers to withstand the
(Section 2) loading
• Provide sufficient cover to the subgrade to ensure it is outside the area of high stress
• Provide a pavement foundation of adequate support for the structural layers
• Create a gradual transition in strength from the structural layers to the subgrade for
flexible pavements
• Provide adequate support in the subbase for rigid pavements
• Maximise material strength, with proper compaction and by keeping the pavement dry:
− Proper drainage design and maintenance
− Maintain surfacing integrity
• Eliminate obvious problems, e.g., repair
badly cracked local areas before overlay
• Select appropriate remedial measures
for areas not requiring structural
strengthening
• Maximise the use of the existing
pavement structure in providing the
required structural capacity
Design • Road category
Considerations • Analysis and structural design periods
(Section 3) • Life cycle strategy
• Pavement balance (for flexible pavements)
• Pavement behaviour
• Materials
• Environmental considerations
• Practical considerations
• Pavement type selection
Design • Design traffic calculations
Techniques • Structural capacity estimation
(Sections 4 & 5)
Design Data collection: Structured approach for investigation:
Investigation • Available data • Initial assessment:
(Section 5) • Additional testing − Condition assessment
• Identify uniform subgrade sections − Homogeneous/uniform sections
• Assess material availability, quality and − Past and future traffic
cost − Initial structural capacity assessment
• Traffic investigation and design traffic • Detailed assessment:
Pavement Design Process

estimate − Identify distress mechanisms and

remedial measures
− Characterise the existing structure
for utilisation in the design
− Generate uniform section reports
Structural • Match structural capacity of the • Match structural capacity of the
pavement pavement with future traffic demand pavement with future traffic demand
design • Use appropriate structural design • Use appropriate structural design
(Sections 6, techniques techniques
7, 8 & 9) − CBR, AASHTO Structural Number, − Deflection based methods, AASHTO
DCP, Catalogues, SAMDM, Pavement Structural Number, DCP, SAMDM,
Number, cncPAVE, Lockpave Pavement Number, cncPAVE,
• Adhere to design principles Lockpave
• Adhere to design principles
Economic • Link to the life cycle strategy
analysis • Consider construction, maintenance and rehabilitation cost
(Section 5) • Select the most economically viable design

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2. DESIGN PRINCIPLES
Typical examples of the three types of pavements; flexible, rigid and block pavements, are shown in Figure 2. This
section discusses the design principles associated with these three pavement types.

Flexible Pavement Rigid Pavement Block Pavement

Figure 2. Typical Pavements

2.1 Flexible Pavements

The basic principles of structural design of a flexible pavement are explained using Figure 3, which shows a multi-
layered pavement system loaded by a dual-wheel, half-axle load. The stresses imposed by the tyres at the tyre-
pavement interface, also called the tyre-pavement contact stress, are applied to a relatively small contact area.
These stresses are dissipated or spread over an area that increases with increasing depth in the pavement structure.
The stress concentration and shear stress, therefore, reduce with increasing depth. This is indicated by the
red/yellow shaded area. The materials in the upper region of the pavement structure therefore need high shear
strength to resist the imposed shear stress conditions. Deeper down in the pavement structure, less shear strength
is required.

Figure 3. Stress Distribution in a Typical South African Flexible Pavement

Given this stress dissipation and material strength requirement, the five principles of the structural design process for
flexible pavements are:
• Select materials of sufficient strength and stiffness for the pavement structural layers, to resist the high
imposed shear stresses and to dissipate the high imposed stresses.
• Select sufficient structural layer thickness to ensure that the subgrade material is out of the high stress
region.

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• Provide a subgrade that adheres to the minimum subgrade strength requirement, to act as a proper support
for the structural layers. If the in situ subgrade material is of an insufficient quality, material should be imported.
• The transition from material with high shear strength and stiffness at the top of the pavement structure to
relatively lower shear strength and stiffness in the subgrade should be a gradual transition, resulting in a
balanced pavement structure (see Section 3.4.1).
• The strength potential of all layers should be maximised through proper compaction to achieve a high density,
and by keeping unbound granular layers as dry as possible. This is achieved with proper surface and subsurface
drainage design and maintenance as well as maintaining the integrity of the surfacing layer. Drainage is not
discussed in SAPEM, and is adequately covered in SANRAL’s Drainage Manual (SANRAL, 2006).

Although the subgrade cannot be improved at reasonable cost for rehabilitation projects, the principle that the
subgrade (and other weak layers in the pavement) should be outside the region of high shear stress applies equally
to new and rehabilitation design. Additional design principles apply to rehabilitation design to eliminate obvious
problems. For example:
• Repair badly cracked areas before overlay, to prevent the existing cracks reflecting through the overlay.
• Select appropriate remedial measures for areas not requiring structural strengthening.
• Maximise the use of the existing pavement structure to provide the required structural capacity.

2.2 Rigid Pavements

The principles for concrete or rigid pavement design are similar to those for flexible pavements, except that the
transition from material with high shear strength and stiffness at the top to lower shear strength and stiffness
material in the subgrade is rapid, not gradual. The primary load supporting element of a concrete pavement is the
rigid layer or concrete slab. The shear strength and stiffness of concrete is high in relation to asphalt or crushed
stone road bases, and the imposed stresses are dissipated quickly in the rigid layer. A thin layer of concrete thus
protects the subgrade in a similar way as thicker layers and combinations of asphalt, crushed stone and gravel
materials. This is illustrated in Figure 4.

Half-axle tyre loads

Concrete layer Structural layers

•High shear stresses
•Medium strains
Subbase layer

In situ subgrade Subgrade

•Low shear stresses
•Small strains

Figure 4. Typical Stress Distribution in a Concrete Pavement

The essential elements of concrete pavement design are to design

the slab length, slab thickness, and subbase support type. The slab
length is important to mitigate shrinkage cracking. In Plain Jointed
Concrete Pavements (PJCP), shrinkage cracking is controlled by Subbase in Concrete Pavements
providing joints at regular and relatively short intervals. Moisture enters concrete pavements
through joints and cracks. This causes
Failures in concrete pavement generally occur at joints and cracks. erosion of the subbase, causing more
Design, therefore, focusses on joints and cracks, with the aim of vertical movement of the slab. The
ensuring proper load transfer. Dowels are often installed at joints to design of the subbase is essential to
improve load transfer across the joints and the concrete pavement is mitigate erodibility. This is generally
then referred to as a dowel jointed plain concrete pavement. See achieved by selecting good material and
Chapter 9: 12.2.2 for advice on installing dowels. The width of by stabilizing the subbase.

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shrinkage cracking may also be controlled by installing reinforced steel in the concrete pavement. This type of
concrete pavement is generally referred to as Continuously Reinforced Concrete Pavements (CRCPs). Hybrids such
as Jointed Reinforced Concrete Pavements (JRCP) also exist. The different types of concrete pavements are
illustrated and discussed in Chapter 2: 2.4 or Chapter 9: 12.2.2.

In concrete pavements, moisture enters the pavement through joints and cracks. This causes erosion of the
subbase, loss of support of the slab and slab failures. The design of the subbase is essential to mitigate erodibility.
This is generally achieved by good material selection and by stabilizing the subbase.

2.3 Block Pavements

Concrete block pavements fall somewhere between flexible and a rigid pavements. The layer of paving blocks
provides a surfacing that is stiffer than those provided by bituminous materials (asphalt or seals), but not as stiff as
concrete. The load spreading characteristics of a concrete block pavement are thus between that of flexible and rigid
pavements.

Block pavements are considered as very cracked concrete pavements, with the cracks filled with sand to enhance
load transfer between blocks. In essence, they are similar to thin concrete slabs with discontinuities. As with
concrete pavements, therefore, the quality and strength of the blocks must be adequate to carry the load. The
bedding sand should be permeable and not erodible, comprising of a, preferably, high quality crushed material.

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3. DESIGN CONSIDERATIONS
There are many aspects to consider in the design process, before the actual pavement design can be performed.
This section discusses some of these considerations.

3.1 Road Category

In South Africa, roads are categorized according to the importance and level of service required. Table 2 gives
details of the four road categories used (TRH4; TRH12 and cncPAVE). The “approximate design reliability” is linked
to the category. Photographs of typical roads in each category are given in Figure 5.

For new design, the design reliability is usually introduced when estimating the structural capacity of a potential
design. This process is discussed in more detail in Theyse et al (1995 and 1996) for flexible pavements. For
rehabilitation design, the road category not only determines the approximate reliability for the future structural
capacity of the rehabilitated road, but also provides guidance on the percentile levels to use during the assessment
of condition data for the existing road.

Table 2. Definition of the Four Road Categories

Road Category
A B C D
Description Major inter-urban
Inter-urban collectors Lightly trafficked rural
freeways and major Rural access roads
and rural roads roads, strategic roads
rural roads
Importance Very important Important Less important Less important
Level of service Very high High Moderate Moderate
Typical Pavement Characteristics
Approximate design reliability
95 90 80 501
(%)
Length of road exceeding
terminal distress condition at 5 10 20 50
end of structural design life
0.3 – 10 million < 3 million < 1 million
Total equivalent traffic loading 3 – 100 million over 20
Depending on design Depending on design Depending on
(E80/lane) years
strategy strategy design strategy
Typical pavement class2 ES10 – ES100 ES1 – ES10 < ES0.03 – ES3 ES0.003 – ES1
Daily traffic (evu) > 4000 600 – 10 000 < 600 < 500
Riding quality:
Constructed
IRI 2.4 – 1.6 2.9 – 1.6 3.5 – 2.4 4.2 – 2.4
Terminal
IRI 3.5 4.2 4.5 5.1

Rut level for flexible

pavements (mm)
Warning 10 10 10 10
Terminal 20 20 20 20

Area of shattered concrete for

rigid pavements (%)3
CRCP and UTCRCP
Warning 0.2 0.3 0.4 0.5
Terminal 0.5 0.7 0.8 1.0
JCP and DJCP
Warning 2 3 4 5
Terminal 5 6 8 10
Note
1. Although 50% reliability is stated for Category D, this essentially implies designing for an average situation. Great caution
should, however, be taken when designing for an average situation with average values.
2. Traffic classes given in Section 4.1.5.
3. These criteria from cncPave.

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Category A Category B

Category C Category D

Figure 5. Typical South African Roads for Road Categories

3.2 Analysis and Structural Design Periods

The analysis period incorporates one or more structural design periods and is often related to the geometric design
life of the facility. If the geometric design is expected to be appropriate for a long period, because the traffic
demand can be forecasted with a high degree of confidence, then the analysis period can be as long as 30 years.
With an uncertain geometric design life, in a changing traffic situation, a shorter analysis period, such as 10 years,
can be considered. In many instances, however, budget constraints dictate the analysis and structural design
periods. The economic analysis of the life cycle cost of the road is done for the analysis period.

The following guidelines apply to the selection of a structural design period for the different road categories:
• Category A roads: A structural design period of 25 years, ranging between 15 and 30 years, is recommended
because:
− The road alignment is fixed for a long period with a high certainty.
− It is not acceptable to road users to have heavy rehabilitation on recently constructed important roads.
− The cost of disrupting the high volumes of traffic offsets any advantage of a shorter structural design period.
• Category B roads. A structural design period of 20 years, ranging between 15 and 25 years, is recommended.
Factors that may encourage a shorter design period are:
− A changing traffic situation, which may cause the geometric design to become outdated.
− A shortage of funds for the initial construction cost.
− A lack of confidence in the design assumptions.
If a shortened structural design period is selected, the design should be able to accommodate staged
construction. See Section 3.3 for further discussion.
• Category C roads. Financial constraints may dictate the selection of a shortened structural design period of 10
years. If it is foreseen that structural rehabilitation will be difficult, a longer period of 20 years may be
appropriate.

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• Category D roads. Low volume and experimental roads are often also classified as Category D roads. The
traffic growth on category D roads can be rapid and unpredictable. A short structural design period enables
changes in the initial life cycle strategy to adapt to changing circumstances, without any major financial
implications. A design reliability of 50 percent implies that half the pavement is distressed at the end of its design
period.

3.3 Life Cycle Strategies

The purpose of pavement design is to identify the most economic design, with sufficient structural capacity, for the
particular design situation. Various alternative designs are initially identified, considering the availability of materials,
structural capacity demand of the actual traffic spectrum, and the service level of the facility. The ultimate selection
of a particular design, however, depends on an economic analysis of the design options over the full life cycle of the
facility. The strategy for some of the design alternatives may call for more capital investment for the initial
construction to ensure a longer structural design period, while others may have a bigger demand for maintenance
funds.

The design strategy and economic analysis of the full life cycle of the facility require an understanding of the
behaviour of different pavement types, and the type and timing of maintenance and rehabilitation expected during
the life cycle. An understanding of material and pavement behaviour is therefore critically important.

Figure 6 illustrates three possible design strategies for the design of a new facility. Alternative strategies are
normally compared on the basis of the least Present Worth of Cost (PWOC). The successful realization of any design
strategy depends on the constructability, maintainability and salvage value of the design. See Section 5.4 for more
discussion on economic analyses.

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(a) Reduced Initial Construction Costs for Flexible Pavements

(b) Reduced Future Construction Costs for Flexible Pavements

Constructed riding quality

Riding Quality (PSI)

No maintenance, or, moisture

sensitive subbase material

Terminal riding quality

Structural design and analysis

period (30 to 40 years)

Time/traffic

(c) Reduced Future Construction Costs for Concrete Pavements

Figure 6. Examples of Three Possible Design Strategies

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3.4 Pavement Balance

3.4.1 Flexible Pavements

One of the design principles for flexible pavements is that
the material quality gradually, and smoothly, increases from Pavement Balance
the in situ subgrade up to the structural layers and One of the design principles for flexible pavements
surfacing. Such a pavement structure is referred to as a is that the material quality gradually, and
well-balanced pavement. Pavement balance may be smoothly, increases from the in situ subgrade up
quantified from the analysis of Dynamic Cone Penetrometer to the structural layers and surfacing. Such a
(DCP) data for which pavement balance parameters have pavement structure is referred to as a well-
been defined, or by calculating the modular ratio of the balanced pavement.
stiffnesses of successive layers. Refer to Section 7.3 for
DCP analyses and Section 7.2.2 for modular ratios.

If the strength of a pavement is concentrated in one or two strong layers, those layers initially carry most of the
loading, but deteriorate to achieve balance with the rest of the pavement structure. This process of the relative
strength of the pavement layers being forced into balance is referred to as “traffic moulding”. If the bulk of the
strength of a pavement is concentrated in only the
uppermost layers, the pavement is referred to as a shallow
pavement. If the pavement strength is distributed
throughout the depth of the pavement, the pavement is Avoid Shallow Flexible Pavements
referred to as a deep pavement. Deep, well-balanced Shallow pavements with a cemented or a hot mix
pavement designs are normally less sensitive to high loads asphalt base layer on a subbase or subgrade of
than where all the strength is concentrated towards the top much lower stiffness should be avoided. Such a
of the pavement, with poor support from below. pavement not only deteriorates rapidly under
normal traffic, but is also more sensitive to
Excellent performance has been obtained from deep, well- overloading than a well-balanced, deep pavement
balanced granular pavement structures in South Africa structure.
using only thin asphalt surfacing layers, provided water is
prevented from entering the base through the surfacing. Shallow pavements with a cemented or a hot mix asphalt
base layer on a subbase or subgrade of much lower stiffness should be avoided. Such a pavement not only
deteriorates rapidly under normal traffic, but is also more sensitive to overloading than a well-balanced, deep
pavement structure.

The exception to well-balance pavements is inverted pavements. This is where a granular base is placed on a
stronger, lightly cemented subbase. In this situation the pavement is unbalanced. With the action of traffic, the
lightly cemented layer deteriorates to an equivalent
granular state, and the pavement becomes balanced.
These pavements are commonly, and very
Inverted Pavements successfully, used in South Africa. See Section 7.1.3
An inverted pavement is when the base layer is a high for further discussion.
quality granular layer, and the subbase a cement
stabilized layer. A thin asphalt layer or seal provides Structural design methods do not generally yield a
the surfacing. The term “inverted” is used because the balanced pavement design automatically. Care must
strength of the pavement does not decrease with be taken to ensure that a design is balanced.
pavement depth, because of the stiff cemented layer.
This means that the pavement is not in balance.

The idea behind an inverted pavement is that the Deep and Shallow Pavements
cemented layer provides an anvil upon which the
granular base can be well compacted. This achieves a • In shallow pavements, the strength of the
high quality, dense base. pavement is concentrated in the uppermost
layers.
Over time, the cemented layer weakens to an • In deep pavements, the strength is distributed
equivalent granular state. The pavement is then in throughout the pavement.
balance.
Deep, well-balanced flexible pavement designs are
Inverted or “upside-down” pavement structures are normally less sensitive to high loads than designs
commonly used in South Africa, and are included in the where all the strength is concentrated towards the
TRH4 catalogues. top of the pavement, with poor support from
below.

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3.4.2 Concrete (Rigid) Pavements

The principle of pavement balance does not apply to concrete pavements. The strength of concrete is significantly
higher than that of asphalt, granular and lightly cemented layers used in flexible pavements. Concrete has a very
high modulus of elasticity, which results in great load spreading in the top layer and hence low stresses in the
underlying substructure, consisting of the subbase and subgrade. The concrete layer thus carries the majority of the
applied load, and the distribution of stresses to the lower layers is low. Concrete pavements can therefore be
constructed on poor subgrades, and generally have fewer pavement layers than flexible pavements.

3.4.3 Concrete Block Pavements

The behaviour of concrete block pavements is somewhere between the behaviour of flexible and concrete (rigid)
pavements. The blocks carry much of the load, but some load is distributed to the underlying layers. Pavement
balance should be considered for the support layers.

3.5 Pavement Behaviour

A proper understanding of basic pavement behaviour is required before attempting a pavement design. This includes
the behaviour under loading, load sensitivity, long-term pavement behaviour and materials.

3.5.1 Behaviour Under Loading

The effect of vehicle loading on a pavement is relatively small, when considering each vehicle or loading individually.
However, the cumulative effect of many such loads causes distress in the pavement. An understanding of the short
term effect of loading on a pavement provides a good background for how the cumulative affects manifest, and are
modelled.

Under the action of a moving vehicle load, the pavement deflects, and rebounds when the load has moved away.
The effect of a heavy vehicle load generally extends over an area of 1 to 2 metres from the point of loading, in all
three directions. This deflected area tends to form a circular, deflected indentation known as a deflection bowl. The
size and shape of deflections bowls vary and depend on the pavement structure, the strength and stiffness of the
materials, pavement balance, temperature and of course, the loading magnitude, duration and contact area. For
flexible pavements in a good condition, the maximum deflection is typically less than 500 microns under a standard
axle load.

The most common method of measuring pavement deflections is with the Falling Weight Deflectometer (FWD),
shown in Figure 7. The FWD measures the deflections with sensors placed on the road surface. As with most
equipment, while the FWD is a valuable tool, it has limitations, which should be considered during any analysis. A
good reference for most aspects of FWD measurements is “Guidelines for Network Level Measurement of Pavement
Deflection” (COTO, 2009, which will be republished as TMH13).

Figure 7. Falling Weight Deflectometer (FWD)

The pavement layers influence the deflection bowl. This is illustrated in Figure 8 for a simple three layer pavement
structure. The stress distribution through the pavement from the FWD loading is represented by the black curve. As
the load is distributed into the pavement, the stress distribution increases, although the intensity of the stress is

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reduced. The deflection bowl is represented by the white line, and the blue arrows indicate the locations of the FWD
sensors. The sensor immediately underneath the FWD load measures the largest deflection. All the layers contribute
to that deflection. The sensor furthest away from the load measures a deflection that is generated from the
subgrade. The closer the sensor to the load, the more layers contribute to the deflection. The deflection bowl,
therefore, provides information about the individual layers, by investigating the shape of the bowl. For example,
deflection bowl from a pavement with a weak base layer shows an increased deflection at the first three sensors.
Section 7.5 presents some guidelines for using deflections to analyse and characterise pavements, and also to
identify problem layers in the pavement.

Figure 8. Stress Distribution Versus Deflections

The influence of the pavement structure on the deflection bowls is illustrated by three different scenarios shown in
Figure 9:
• Scenario 1 is a stiff pavement, with a relatively stiff and strong cemented subbase layer. The deflection is
relatively low, and the bowl wide in comparison to its magnitude.
• Scenario 2 is a pavement that is relatively old, but has good quality materials. The deflection is higher
than Scenario 1, because the pavement is less stiff.
• Scenario 3 is an old pavement with that has poor quality materials, and has a moist subbase and
subgrade. The deflection is large, and the width of the bowl is narrow.

Section 7.5 later in this chapter, and Chapter 2: 2 contain discussion on the behaviour of various pavement layer
types under vehicle loading. Chapter 6: 7.3.4.1 contains more on deflection measurements and backcalculation.

3.5.2 Load Sensitivity

The load sensitivity of a pavement is typically used in the conversion of the traffic axle load spectrum to an
equivalent design traffic estimate in terms of standard axles. The type of pavement and pavement balance
determine the load sensitivity of a particular design. Hence, the same traffic load spectrum may convert to different
equivalent standard axle values, depending on the load sensitivity. Load sensitivity and the conversion of actual axle
loads to standard axles are discussed in Section 4.1.3.

3.5.3 Long-Term Pavement Behaviour

The typical long term behaviour under loading of flexible, rigid and concrete block pavements is different, as
described below.

3.5.3.1 Flexible Pavements

The long term behaviour and distress of the different types of flexible pavement share some general phases and
trends, as illustrated in Figure 10.

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Scenario 1 Scenario 2 Scenario 3

40 mm Asphalt 60 mm Old asphalt with seals 30 mm Old asphalt
125 mm G1 Base 250 mm G2 Base 150 mm G4 Base
250 mm C3 Subbase 250 mm G4 Subbase 250 mm G5 Subbase
300 mm G7 Selected 150 mm G6 Selected 450 mm G7 Selected
G9 Subgrade G9 Subgrade G7 Subgrade

Figure 9. Example Deflection Bowls

Pavement Initial phase Primary phase Accelerated distress phase Secondary phase
distress Bedding-in Reliable service Unreliable service Reliable service

Response time

Terminal
condition

Time/traffic
Premature failure Design structural capacity

Routine, preventative maintenance Reactive maintenance or rehabilitation

Figure 10. Generalized Behaviour of Flexible Road Pavements

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• Initial phase. During the initial phase, some bedding-in occurs. The rate at which any particular type of
distress increases may be high. The absolute value of the distress is, however, still well below the limits normally
indicating a terminal condition.
• Primary phase. The rate at which the distress increases normally reduces fairly rapidly to an almost constant
rate during the primary phase. Reliable service is expected during the primary phase as long as the appropriate
routine, preventative maintenance is done. Premature failure may, however, occur due to poor construction, a
lack of maintenance, extreme overloading or unexpected deterioration of the materials used in the pavement.
• Accelerated distress phase. During this phase, the rate of increase in distress becomes unstable. A terminal
condition may be reached if the response time of the Pavement Management System (PMS) is too long, and
reactive maintenance and rehabilitation is not done in time.
• Secondary phase. If reactive maintenance or rehabilitation is done in time during the accelerated distress
phase, a secondary stable condition may be entered, extending the life of the facility beyond the initial structural
design life.

The common flexible pavement types used in South Africa are pavements with the following base layers:
• Unbound granular
• Lightly cemented
• Bitumen stabilized
• Hot mix asphalt

These base layers are supported by granular or lightly cemented subbase layers. In addition to crushed stone, high
quality natural gravel may be used in base layers on roads carrying light traffic. Figure 11 shows the general long-
term distress behaviour of these pavement types. Flexible pavements generally deteriorate gradually over time.
Pavement structures with lightly cemented bases initially show little distress, but deteriorate rapidly once distress
initiates. Remedial action on pavements with lightly cemented bases is therefore urgent, once signs of distress are
noticed.

In addition to the changes in distress, the elastic response of pavements with lightly cemented layers also changes
with time, as illustrated in Figure 12. The behaviour of lightly cemented layers is discussed in more detail in 7.1.3.

The change in stiffness of these material types over time is shown in Figure 13. Asphalt layers tend to lose stiffness
with time, as the layer experiences fatigue cracking and deteriorates with time. Cemented layers, and to a lesser
extent BSM layers, show a sharp increase in stiffness in the first year, during which the layer cures, resulting in
increased stiffness. Thereafter, the layer gradually decreases in stiffness over time. Granular layers generally do not
show much change in stiffness over time, as long as the layer does not get wet and the support conditions remain
the same.

Drainage
Equivalent Granular State Drainage is an extremely important
consideration for pavements! Water is
The equivalent granular state is when a lightly
the primary cause of premature
cemented layer has cracked or weakened to the
failure, accelerated distress and
extent that the effective stiffness is similar to that of
reduced structural capacity.
an unbound granular layer. The “cracked” state does
not imply the material has reached the consistency of
All aspects of drainage are
a granular material, or that it has necessarily visibly
comprehensively covered in SANRAL’s
cracked into smaller, granular like pieces. The cracks
Drainage Manual and not repeated in
are generally micro-cracks that are not that visible,
SAPEM. Download the Drainage
but result in a loss of stiffness.
Manual from www.nra.co.za.

Section 3: Design Considerations

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 South African Pavement Engineering Manual
Chapter 10: Pavement Design

Riding quality

Unbound Rut depth

Granular
Base
Legend: Potholes
Natural gravel subbase Surface cracking
Lightly cemented subbase Potholes

Time, traffic

Riding quality

Legend:
Natural gravel subbase
Lightly cemented subbase

Lightly Potholes
Shrinkage cracking Cracking and pumping
Cemented
Base
Potholes

Fatigue cracking

Crushing Rutting

Time, traffic

Riding quality

Legend:
Natural gravel subbase
Lightly cemented subbase

Hot mix
Asphalt
Rut depth
Base
Potholes
Surface
cracking

Time, traffic

Figure 11. Long-Term Changes in the Functional and Structural Indicators of Flexible
Pavements

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Chapter 10: Pavement Design

Pre- Post-cracked Equivalent Pre- Post-cracked Equivalent

cracked phase granular cracked phase granular
phase phase phase phase

Radius of
curvature

Water Water
Ingress Ingress

Good quality Elastic

material deflection
Effective Modulus
Poor quality
material

Time, traffic Time, traffic

Effective Lightly Cemented Layer Modulus Elastic Deflection and Radius of Curvature

Figure 12. Long-Term Changes in the Elastic Response of Flexible Pavements with Lightly
Cemented Layers

4000
Asphalt Mill &
3500
Equivalent Stiffness (MPa)

BSM Replace
3000 Cemented Asphalt
Granular
2500
2000
1500
1000
500
0
0 1 2 3 4 5 6 7 8 9 10
Years

Figure 13. Change in Stiffness of Different Materials with Time

3.5.3.2 Concrete Pavements

The structural performance of concrete pavements is defined in terms of the percentage of road with the following
types of distress:
• Shattered slabs
• Faulting
• Pumping
• Crack spacing in the case of continuously reinforced concrete pavements (CRCPs)

Shattering of slabs normally initiates at joints in plain jointed concrete pavements and jointed reinforced concrete
pavement, or at closely spaced transverse cracks in CRCP, resulting in punch-outs. The percentage of the road

Section 3: Design Considerations

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Chapter 10: Pavement Design

surface with shattered slabs is the percentage of slabs or areas with two or more interconnected cracks, with
pumping possible in bad cases, and the area that needs to be repaired.

The performance of CRCPs also depends on crack spacing. If the crack spacing is less than 0.5 m, the pavement
loses stiffness, stress on the subgrade support increases, and punch-outs can develop. Areas of the pavement with
less than 0.5 m crack spacing are a high risk area for punch-outs.

Areas that exhibit faulting in excess of 5 mm are a function of the erosion and pumping of the subbase, as well as
the deflection at the joints or cracks under traffic loading, which is dependent on the effectiveness of load transfer
between the slabs.

The long term behaviour of concrete pavements is different for plain jointed, jointed reinforced or continuously
reinforced concrete pavements. The long term changes in the functional and structural indicators of rigid pavements
are shown schematically in Figure 14.

Riding quality

Legend:

Plain jointed
Dowel jointed
Shrinkage Continously reinforced
cracking
Punch-outs

Fatigue cracking Shattered slabs



Time, traffic Time, traffic

Figure 14. Long-Term Changes in Functional and Structural Indicators of Rigid Pavements

3.5.3.3 Concrete Block Pavements

Under traffic, block pavements tend to gradually accumulate rutting. In this respect, the performance of block
paving is similar to that of conventional flexible pavements (refer to rut depth in Figure 11).

The blocks spread concentrated loads over a wide area of earthworks layers. This means that blocks do not merely
act as a wearing course, but also as a load bearing course. The blocks have significant structural capacity when
properly installed. The blocks themselves are generally hardly affected by high surface stresses. However, wear or
abrasion of the blocks has been observed in some applications.

The performance of block pavements is highly dependent on interlocking of blocks, joints between blocks, the
bedding sand and the stabilized subbase. The sand used in the joints should be of high quality, preferably crushed
material, and impermeable. The bedding sand should be continuously graded, but permeable crushed material. A
stabilized subbase is preferred, because of increased support to the bedding sand, its structural stiffness, and its
protection of the sub-layers. All these aspects are discussed in more detail in Chapter 9: 13.

Under traffic, concrete block pavements tend to stiffen, provided the blocks are “locked” in between curbs or beams
on the edges to prevent widening of the joints between the blocks. This leads to the pavements achieving a quasi-
equilibrium or ‘lockup’ condition, beyond which no further deformation occurs. Often the increase in stiffness in the
block layer that accompanies lockup is substantial. After lockup, it may be possible to increase the loads applied to
the pavement without causing damage. The development of lockup is contingent upon careful control of
construction standards and layer works quality. For example, subbase layers of low bearing capacity do not permit
the development of interlock during the early life of the pavement. Where conditions are favourable for achieving
interlock, it can be allowed to develop gradually under traffic or may be more rapidly induced by proof-rolling.

Section 3: Design Considerations

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Chapter 10: Pavement Design

3.5.4 Materials
Structural layers are designed to resist the high stress conditions imposed by external loads and to provide sufficient
protection of the pavement foundation during the structural design period. Material of appropriate quality therefore
needs to be sourced for the imported subgrade and structural pavement layers. Chapters 6, 8 and 9, and TRH3,
TRH14 and TG2 provide detailed information on the behaviour of specific material types. The use of a materials
checklist indicating the availability and cost of materials in the vicinity of the project is recommended.

3.6 Variability in Traffic Loading, Material Properties and Construction

A specific pavement design is based on certain estimates of the traffic loading that will be applied during its life,
properties of the material it will be constructed from and subgrade strength it will be constructed on. It follows that
the pavement design input parameters are not precisely known, and that a range of values exists for each of these
parameters. In addition, variability is built into the pavement during construction because material in quarries and
borrow pits vary spatially and with depth; testing is not sufficiently detailed to identify areas with poorer materials;
and, material selection is by visual inspection. Furthermore, compaction moisture content and compaction effort vary
from one construction section to the next, resulting in a variance in layer density and, therefore, strength. The
constructed layer thickness can vary up to a maximum of 27 mm from the design thickness and still be within
specification. In such cases where the input parameters are variable and construction techniques result in further
variability in the material properties, it is often better to determine the probability of a certain outcome rather than
try to predict the exact outcome. Confidence limits are, therefore, frequently used in pavement engineering to take
variability in materials strength parameters into account. The confidence limits are further coupled to a specific level
of service. The following are used in TRH4:
• 95% confidence limit for Category A roads
• 90% confidence limit for Category B roads
• 80% confidence limit for Category C roads

The confidence limits imply that, for example, for the design of Category A roads, the 5th percentile values of the
material strength parameters are used in the design. It also implies that for a Category A road, there is a 5%
probability that the pavement will not be able to carry the traffic it was designed for, or that 5% of the pavement
area will fail before the design traffic has been carried.

Monte Carlo simulation is a method for taking variability in material strength parameters into account in pavement
design. The loading capacity of a pavement is calculated for material strength parameters that are randomly
selected from a statistical distribution of each strength parameter. This process is repeated for a large number of
iterations and results in a distribution of loading capacities. The 5th, 10th or 20th percentile loading capacity for the
pavement corresponding to Category A, B and C respectively can be determined from this distribution. The 5th
percentile loading capacity indicates, for example, that there is a 95% probability that the pavement will be able to
carry this load.

The variability in traffic and construction is typically not currently taken into account in the design of pavements. It
appears that current construction quality control methods are insufficient to reduce variability caused by construction
to an acceptable level. This is a shortcoming, as premature pavement failures are often related to variability in
material strength and layer thicknesses introduced during construction.

3.7 Environmental Considerations

The environment in which the pavement is situated may be divided into:
• Traffic environment
• Natural (geological and meteorological) environment
• Population (rural or urban) environment

The traffic environment is the primary demand for which the pavement is designed. However, the natural and
population environments also affect pavement behaviour and performance, and must therefore be considered during
pavement design. The effect of environmental conditions on pavement performance is particularly important for light
pavement structures.

The differences between rural and urban environments usually do not have a significant impact on the structural
design of the pavement, but impact on the selection and design of the surfacing layer and drainage. Surfacing layer
selection and design is a specialised activity, for which the following documents provide guidance:
• TRH3: Design and Construction of Surfacing Seals

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Chapter 10: Pavement Design

• Guidelines for Upgrading Low Volume Roads (SARB, 1993a)

• Towards Appropriate Standards for Rural Roads: Discussion Document (SARB, 1993b)

Details on subsurface drainage are provided in:

• The SANRAL Drainage Manual

3.7.1 Geology and Climate

The geology and climate of a region largely determines the characteristics of the in situ subgrade for new roads.
Geological issues are discussed in much detail in Chapter 6, Road Prism and Pavement Investigations: 6 and 8, and
Chapter 7, Geotechnical Investigations and Design Considerations: 3.

3.7.1.1 Flexible Pavements In Situ Subgrade

(i) Material Depth

The material depth denotes the depth below the surface of the finished road that soil characteristics significantly
affect pavement behaviour. Above this depth, the pavement strength must be sufficient for the traffic imposed
stresses. Below this depth, the traffic imposed stress conditions are assumed to have dissipated and the material
quality exceeds strength requirements. The moisture condition above the material depth has a major influence on
the material strength, and needs to be controlled by providing adequate surface and subsurface drainage. The
material below the material depth must be competent to support the pavement structure. The material depths
shown in Table 3 are recommended for the different road categories for flexible pavements. Chapter 9: 2 provides
additional discussion on the material depth.

Table 3. Recommended Material Depth for Each Road Category

Road Category Material Depth (mm)
A 1 000 – 1 200
B 800 – 1 000
C 800
D 700

Material depths are normally not considered for concrete pavements, provided that the support is consistent.

(ii) Minimum Subgrade Strength and In Situ Subgrade Delineation

A key pavement design principle is that the subgrade provides an adequate foundation for the pavement layers. A
minimum Californian Bearing Ratio (CBR) of 15% is generally required for flexible pavements.

To determine the adequacy of the in situ subgrade, it is divided into sections based on the CBR, using the ranges in
Table 4. The 10th percentile CBR value is determined for each region, and must exceed the minimum value in the
range, i.e., 90% of the CBR results should exceed the specified lower limit. If the strength of a particular subgrade
section does not meet the minimum strength requirement, layers of increasing quality are imported to ensure that
the minimum is achieved. Following the recommendations from Table 4, the pavement foundation is built-up, as
illustrated in Figure 15. When the road is constructed on a fill, the material should be controlled to at least the
minimum material depth specified in Table 3.

Figure 15. Importing Layers to Obtain Minimum Subgrade Strength

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Chapter 10: Pavement Design

Table 4. In Situ Subgrade Delineation for Flexible Pavements

1
CBR (%) of Action
delineated
subgrade
sections
• In situ subgrade of a G7 standard and of sufficient strength to support structural layers.
> 15
• Rip and recompact to 93% of modified (mod.) AASHTO density.
• In situ subgrade of a G9 standard.
7 to 15 • Rip and recompact in situ material to 93% of mod. AASHTO density.
• Import a 150 mm thick layer of G7 standard material.
• In situ subgrade of a G10 standard.
• Rip and recompact in situ material to 93% of mod. AASHTO density.
3 to 7
• Import a 150 mm thick layer of G9 standard material.
• Import a second 150 mm thick layer of G7 standard material.
• Chemical/mechanical stabilization
<3 • Or, remove and import new material.
• Or, add additional cover to place poor quality in situ material below material depth.
Note
1. CBR at 93% modified AASHTO density

3.7.1.2 Concrete (Rigid) Pavements

Slab support influences the performance of rigid pavements. It is more important to have a uniform slab support
than a strong, but variable, support. The prevention of voids under the slab due to erosion, plastic deformation and
subsidence and swelling clays is also important. A strong foundation support is not necessarily required, because of
the high stiffness, and therefore, good load spreading ability of concrete.

3.7.1.3 Block Pavements

The in situ subgrade requirements for block pavements are the same as flexible pavements.

3.7.2 Meteorological Environment

The meteorological environment is divided into macro-climatic regions with different moisture and temperature
conditions. Figure 16 shows the macro-climatic regions for moisture conditions based on Thornthwaite’s Moisture
Index (Paige-Green, 2012). Thornthwaite is a function of evapo-transpiration, i.e., dependent on vegetation and
rainfall. It determines the moisture deficit and is more accurate than Weinert’s N value, which is season dependent.
Thornthwaite also provides a more sensitive differentiation in the climatic regions than Weinert. The index is
interpreted as shown in Table 5.

Table 5. Interpretation of Thornthwaite’s Index

Index Range Climatic Region
< – 40 Arid
Dry
– 40 to – 20 Semi-arid
– 20 to 0 Dry Sub-humid
Moderate
0 to 20 Moist Sub-humid
> 20 Humid Wet

Drainage
Drainage is an extremely important consideration for
pavements! Water is the primary cause of premature
failure, accelerated distress and reduced structural
capacity.

All aspects of drainage are comprehensively covered

in SANRAL’s Drainage Manual and not repeated in
SAPEM. Download the Drainage Manual from
www.nra.co.za.

Section 3: Design Considerations

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Chapter 10: Pavement Design

Figure 16. Southern Africa Macro-Climatic Regions Based on Thornthwaite’s Moisture Index

The moisture condition affects the weathering of rock, the durability of weathered material and in combination with
drainage conditions and the surfacing layer integrity, the moisture content and stability of unbound granular layers.
Cognisance must also be taken of local micro-climates within the macro-climatic regions, as these may deviate
substantially from the macro-climatic norm. An example is where orographic rainfall occurs in mountainous areas.

Temperature conditions largely affect the design of surfacing layers, particularly hot mix asphalt. Prediction of the
temperature in these layers using ambient temperatures and solar radiation, for South African conditions, has been
developed (Viljoen, 2001, Denneman, 2007a and b).

3.8 Practical Design Considerations

Poor drainage and insufficient compaction are probably responsible for more pavement failures than poor structural
and material design. Problems related to the subgrade below the material depth must be considered. Other
practical considerations that may impact on the design are variable cross-sections and paved shoulders. These
considerations are discussed in the following sections.

3.8.1 Drainage
Efficient drainage of a pavement structure plays a vital role in Drainage Design
the performance. It is, therefore, imperative that the drainage
Efficient drainage is an essential part of good
design of the pavement structure is completed in great detail.
pavement performance. The following
Adequate surface and subsurface drainage should be provided.
guideline provides details for drainage design:
SANRAL’s Drainage Manual provides guidelines for drainage
design. • Drainage Manual, 6th edition, SANRAL,
2013. Download at www.nra.co.za.
Effective drainage should be provided to at least the material
depth. Special care should be exercised in cuttings. Cuts and
fills on side-slopes often lead to drainage problems. Proper drainage facilities on the embankment side are well
worth the investment. See Chapter 7: 4 and 5 for more on cuts and fills.

Section 3: Design Considerations

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Chapter 10: Pavement Design

3.8.2 Compaction
Insufficient compaction may result in field densities below the minimum
required. In such cases, the strength of the material is not fully utilised, and
densification or failure may occur under traffic. Quality control on site must
Poor Drainage and
ensure that the design specifications are met through proper construction and
Insufficient Compaction
compaction practices. TRH14 and the Standard Specifications provide
recommendations on the minimum density requirements for pavement layers. Poor drainage and insufficient
Any special density requirements should be discussed with the relevant road compaction are probably
authority. Chapters 12 and 13 discuss many aspects of compaction. responsible for more pavement
failures than poor structural and
Compaction problems may result from material grading deficiencies or poor material design.
construction practices, such as not compacting at the optimum moisture
content, poor mixing of the material and compaction fluid, or insufficient or inappropriate compaction energy.
Blending of material from different sources, to improve the grading and compaction potential of the material, may be
better than trying to achieve density with excessive rolling.

When compacting a layer, the support layer needs sufficient support to act as an anvil, otherwise the compaction
energy is transmitted and lost through the pavement structure. The use of impact rollers can improve the strength
and support from the subgrade substantially. Impact rollers are discussed in Chapter 12: 2.10.1.

3.8.3 Variable Cross Sections and Paved Shoulders

On multi-lane roads or roads with climbing lanes, the traffic loading may be significantly different between the lanes.
In these cases, the pavement design may be adjusted accordingly. For example, the slow lane of heavily trafficked
roads is often constructed in concrete and the remainder of the pavement in granular, cemented, BSM or asphalt
layers. Care should be exercised not to trap water in the pavement when using layers of different thickness or
material type across the width of the road, including the shoulder. The complexity of implementing such a design
should also be considered, with reference to construction sequences, accommodation of traffic, and the construction
period.

Category A and B roads normally have paved shoulders. There is a zone of seasonal moisture content variation
towards the edge of the pavement (Emery, 1984 and 1985). The recommended minimum paved shoulder widths in
Table 6 should be used to prevent the zone of influence of the outer wheel-path overlapping with the seasonal
moisture content variation zone. A paved shoulder is more important in wet regions than moderate or dry regions.
Low volume roads seldom justify a surfaced shoulder. The decision to pave road shoulders also depends on the
traffic expected on the road, locations where vehicles pull of the road, and erosion protection requirements.

Table 6. Recommended Minimum Paved

Shoulder Widths
Road Category Paved Shoulder Width
(mm)
A 1 200
B 1 000
C 800

If a paved shoulder is provided, the structural capacity of the paved shoulder should be sufficient to carry traffic that
may use the shoulder. See Section 4.4.1 on design traffic estimation for lane distribution factors, including paved
shoulders.

Different Pavement Structures Across

the Width of a Road
When the traffic levels are different across different
lanes, the use of varying pavement structures is
sometimes justified.

However, care should be exercised not to trap water

in the pavement when using layers of different
thickness or material type across the width of the
road, including the shoulder.

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Chapter 10: Pavement Design

3.9 Pavement Type Selection for New and Rehabilitated Pavements

Certain pavement types may not be suitable for some road categories or traffic classes. Table 7 gives recommended
pavement types for road categories and traffic classes. Brief reasons why certain pavement types are not
recommended for some combinations are also given. As a general rule, pavement structures with thin rigid or stiff
layers at the top (shallow structures) should be avoided if many overloaded vehicles are expected. An exception to
this general rule is concrete pavements, where the concrete thickness is calculated to be able to carry the expected
heavy traffic.

Table 7. Recommended Pavement Types for Road Category and Design Traffic Class
Pavement Type Road Category & Design Traffic Reasons for Exclusion
Class
A B C
Base Subbase

< ES0.3
ES100

ES30

ES10

ES3

ES1

ES3

ES1
Granular         Granular subbases prone to
Concrete
Cemented         erosion at joints and cracks
Granular         Uncertain behaviour for high
Granular
Cemented         traffic demand
Hot mix Granular        
Cost effectiveness
asphalt Cemented        
Granular         Cracking, crushing, rocking
Cemented blocks and pumping
Cemented         unacceptable
Cost effectiveness, permanent
BSMs Granular         deformation

There is no design method that accurately predicts the condition of a length of road 10 to 20 years in the future.
However, certain distresses can be expected in particular pavement types by the end of the structural design period.
Rehabilitation options for these distresses need to be considered during the original design. Table 8 provides
guidance for expected terminal conditions. The distress mechanisms are illustrated and discussed in Chapter 14: 4.

3.9.1 Traffic Accommodation

Traffic accommodation is costly and makes up 5 to 10% of the project cost. Every effort should be made to select
an appropriate pavement design that allows repair and/or maintenance, with minimal disruption to traffic. For
example, by designing and constructing a wide enough road and shoulders, traffic can be carried on the shoulder
while the trafficked lanes are maintained.

Traffic accommodation on roads with high traffic volumes normally causes congestion and heavily impacts road user
costs. It is, therefore, appropriate to investigate methods that provide for quick repairs or remedial measures that
save construction time, and which can result in significant savings in terms of road user costs.

Section 3: Design Considerations

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 South African Pavement Engineering Manual
Chapter 10: Pavement Design

Table 8. Typical Terminal Conditions and Rehabilitation Options

Pavement Base Terminal Distress Condition1 Possible Rehabilitation Options2
Layer
Concrete • Shattering • Local repairs, slab replacement and seal or
• Pumping overlay
• Faulting • Crack and seat with seal and/or overlay
• Punch-outs • Treatments of joints important for the
overlay of plain and dowel jointed concrete
pavements
Granular (Crushed • Base stable • Local repairs and seal or overlay, or mill and
Stone and Natural • Top-down distress replace surface
Gravel) • Crocodile cracking • Recycle with stabilization for excessive
• Loss of surfacing distress and seal or asphalt overly
• Pumping of fines • Pre-treatment patching with overlay
• Potholes • Recycle layer as subbase and construct new
• Patching base with surfacing
• Permanent deformation (rutting)
• Unstable
Hot Mix Asphalt • Fatigue cracking • Recycle with stabilization and seal or overlay
• Pumping • Pre-treatment patching with overlay
• Utilise recycled layer as subbase and
construct new base and surfacing
• Mill and replace (inlay)
• Permanent deformation (rutting) • Mill and replace with stable material
including concrete
Cemented • Cracking • Recycling and stabilize and new surfacing
• Crushing • Utilise recycled layer as subbase and
• Rocking blocks construct new base and surfacing
• Pumping
• Carbonation or durability
problems with deformation and
shear
Bitumen Stabilized • Cracking • Recycling with stabilization and surfacing
Materials • Permanent deformation • Utilise recycled layer as subbase and
construct new base and surfacing
Note
1. Distress types illustrated and discussed in Chapter 14: 3.
2. Overlays and inlays of all pavements can be asphalt or concrete.

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Chapter 10: Pavement Design

4. DESIGN TRAFFIC ESTIMATION

The composition of vehicle traffic on roads is highly varied,
ranging from light passenger vehicles to buses and heavy
vehicles transporting commercial goods. The flow of the
Abbreviations used in Traffic Analyses
combined light and heavy vehicles is important for traffic
engineering. However, the pavement design process • AADE: annual average daily E80s
focuses on the response of pavements to loading, • AADT: annual average daily traffic
specifically the volume and loading of heavy vehicles.
• ADE: average daily equivalent E80s
The study and quantification of traffic loading is • ADT: average daily traffic
complicated by its extremely variable nature. There are • ADTT: average daily truck traffic
two modes of land-based transport for commercial goods,
rail and road. Shifts in the preferred mode of transport
• BE: lane distribution factor
from rail to road results in changes in the traffic loading. • CTO: Comprehensive Traffic Observations
Economic growth requires good transport infrastructure, Stations
which also affects the long-term growth in traffic volumes. • E80: standard axle load (80 kN per axle)
Sporadic construction activity causes an increase in specific • E80/HV: E80 per heavy vehicle, considering
heavy vehicle types for the duration of the construction all axles
project. Seasonal activities such as harvesting affect the
traffic on certain routes.
• ES0.003 to ES100: TRH4 design traffic
classes
Changes to legal axle load limits, and the level of • ET: cumulative equivalent traffic
enforcement also affects the loading and overloading per • EVU: equivalent vehicle units with respect to
vehicle, as do changes in the mechanical design and load lane capacity (e.g., 1 heavy = 3 light)
carrying capacity of vehicles. Therefore, a host of factors
• F7/5: adjustment of 5 day to 7 day traffic
are considered to properly assess the volume, loading, count
seasonal fluctuation and long-term changes in traffic,
specifically heavy vehicle traffic. • FE: adjustment for exceptional periods
• FS: adjustment for seasonal variation
The wander of heavy vehicles across the width of the lane • HVV: heavy vehicle volume
also affects the loading used in design. A variety of heavy
vehicles on a 3.7 metre wide lane will have a typical wander
• LEF: load equivalency factor
pattern that is normally assumed for pavement design. • MESA: million equivalent standard axles
However, a Bus Rapid Transport (BRT) situation has a • n: damage exponent in power damage law
much more concentrated wander, and hence causes a • sdp: structural design period
greater degree of damage to the pavement. Similarly, high
speed heavy vehicles cause short duration loads, while • SHV: short heavy vehicle
slower moving vehicles result in longer duration loads that • WIM: weigh-in-motion
are more severe for many types of pavement layers.

The speed of vehicles also determines the increase in loading caused by dynamic effects. This is normally not
catered for in pavement design, other than specifying minimum riding quality requirements. Bonuses are often paid
to contractors who exceed the riding quality specification because smooth riding surfaces reduce the magnitude of
dynamic loads and, therefore, increase pavement life.

The consequence of an incorrect design traffic estimate is serious and costly. Although the calculations used in the
process of estimating the design traffic are fairly simple, the high uncertainty associated with the inputs often leads
to low confidence in the results.

The loading on port pavements, container terminals, airport

runways and bus lanes are different to the loading on road
pavements, and require careful consideration. It is Airports, Ports, Container Terminals
recommended that design guidelines developed for these
specific pavement applications are consulted when attempting The loading on port pavements, container
the design of these pavements. Examples of appropriate terminals, airport runways and bus lanes are
design guidelines are: different to the loading on road pavements,
and require careful consideration. It is
• Heavy Duty Pavements: The Structural Design of recommended that design guidelines
Heavy Duty Pavements for Ports and Other developed for these specific pavement
Industries. Edition 4. 2007. Interpave, The Precast applications are consulted when attempting the
Concrete Paving and Kerb Association. www.paving.org.uk design of these pavements.

Section 4: Design Traffic Estimation

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• A Guide to Airfield Pavement Design and Evaluation. Third Edition. 2011. Construction Support Team,
Defence Estates, Ministry of Defence, United Kingdom. http://zemubarek.files.wordpress.com

The national guideline documents for design traffic estimation

are: References for Traffic
• TRH16: Traffic Loading for Pavement and Measurement and Estimation
Rehabilitation Design
Good references for Traffic Measurement
• TMH3: Traffic Loading Load Surveys for Pavement and Estimation for Pavement Design are:
Design specifies the methods for axle load surveys.
• TRH16, Traffic Loading for Pavement
and Rehabilitation Design
This section provides an overview of the design traffic estimation
process, loosely following TRH16. The components of the • TMH3, Traffic Loading Load Surveys
process are presented in the following sequence: for Pavement Design
• Concepts and terminology
TRH4 and TRH12 also include detailed
• Traffic investigation for pavement design sections on handling traffic.
− General considerations
− Loading surveys
All of these guidelines can be downloaded
• Design traffic calculations from www.nra.co.za.

4.1 Concepts and Terminology

The concepts and terminology associated with design traffic terminology, include:
• Legal axle loads
• Axle load histograms
• Standard axles and equivalent standard axles
TRH16 Based on 1989 Road Traffic Act
• E80s per heavy vehicle (E80/HV)
The latest version of TRH16, published in 1991, is
• Traffic classes based on the 1989 Road Traffic Act. The
permissible axle load limits were increased in the
4.1.1 Legal Axle Loads 1996 Road Traffic Act. See Table 9 for the changes.
The permissible axle load limits, in terms of the average
static axle mass for different axle groups, are set by Regulations 234 to 240 of the Road Traffic Act of 1996, and
summarized in Table 9. Note that the latest version of TRH16 was published in 1991, and is based on the 1989 Act.

Table 9. Permissible Axle Loads

Wheel Permissible Static Mass (kg)
Vehicle Axle Group
Configuration Pre-19961 Post-19962
Steering Single 7 700 7 700
Dual-wheel 8 200 9 000
Single
Single 7 700 8 000
Dual-wheel 16 400 18 000
Truck Tandem
Single 15 400 16 000

Dual-wheel 21 000 24 000

Tridem
Single 21 000 24 000

Steering Single 7 700 7 700

Bus
Single Dual-wheel 10 200 10 200

Note
1. Based on 1989 Act, and used in TRH16.
2. After the increase in legal axle loads in 1996.

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The permissible load for single wheels on axles other than steering axles, is less
than for dual-wheels for single and tandem axles. The use of wide-based super
single tyres is limited in South Africa. No limits are included in the legislation for Tyre Pressures
tyre pressures. As a result, tyre pressures are dictated by tyre specifications and
vehicle fleet operators. The Road Traffic Act does
not provide limits for tyre
In enforcing the legislation, a 5% grace is allowed on top of the permissible loads pressures. As a result,
before prosecution. Poor enforcement of the legislation often results in actual axle tyre pressures are dictated
loads significantly exceeding the legal limits. Although the permissible loads and by tyre specifications and
the level of enforcement are two important factors that determine the distribution the vehicle fleet operators.
of actual axle loads on roads, these two factors are not directly included in design
traffic calculations. Their influence is therefore indirectly accounted for through the distribution of actual axle loads.

4.1.2 Axle Load Histograms

The permissible axle loads and their enforcement
set an upper bound for in-service axle load
Traffic Investigation and Design Traffic distributions. Operating conditions, such as the
Investigation vehicle load carrying capacity and overloading,
Traffic investigation and design traffic estimation are determine the in-service distribution of axle loads.
specialised activities. Incorrect traffic data and This distribution is therefore normally wide, and
inaccurate design traffic estimates contribute to design cannot be represented by a single value.
risk as much as an inaccurate structural capacity
estimate. Traffic surveys and design traffic estimation The details of axle load surveys are covered in
are, unfortunately, often neglected during the pavement Sections 4.6.4. Such surveys result in thousands of
design process, as most of the effort is focussed on the individual axle mass observations. Axle load
structural capacity estimation component. Details on histograms summarise this huge volume of axle load
traffic surveys and design traffic estimation techniques data into a limited set of categorised data by
are presented in Sections 4.2 and 4.7. counting the number of observations within
predefined categories, as illustrated Figure 17.

3.0

2.5

2.0
Frequency (%)

1.5

1.0

0.5

0.0
0.1
0.9
1.7
2.5
3.3
4.1
4.9
5.7
6.5
7.3
8.1
8.9
9.7
10.5
11.3
12.1
12.9
13.7
14.5
15.3
16.1
16.9
17.7
18.5
19.3

Axle load bin (tonne)

Figure 17. Example of an Axle Load Histogram

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4.1.3 Standard Axles and Equivalent Standard Axles

The standard axle load concept originated from the AASHO
road test (Highway Research Board, 1961 and discussed in
Chapter 1: 2.2). It is based on the principle that any load may Standard Axle Load
be converted to an equivalent number of standard axle loads,
based on the damage done by the load in relation to the The standard axle load for South Africa is an
damage done by a standard load. Results from the AASHO test 80 kN dual-wheel, single axle load. Any other
indicated that the amount of pavement damage is not load P may be converted to its equivalent
proportional to the axle load, but increases according to a number of standard axles (E80s) based on the
power law. In South Africa the standard axle load is an 80 kN damage done by load P in relation to the
single axle load with a dual wheel configuration. The centres of damage done by the standard load.
the wheels are 350 mm apart. The standard axle load bears no Equation (1) is used to calculate the relative
relation to the permissible axle loads, but is a design standard. damage, with a value of 4 or 4.2 for n.

Load sensitivity is generally expressed by the damage law, often called the fourth power law. The load equivalency
factor (LEF) of load P is calculated using Equation (1), which is known as the power damage law, or the 4th power
law. The unit of the LEF is equivalent standard axles (ESA) or E80s. The abbreviation MESA is often used for million
equivalent standard axles. A load equivalency factor of 10 ESAs for load P therefore indicates that load P does
damage equivalent to the damage done by 10 80 kN standard axles.
n
Structural capacity for reference load P
= LEF = � � (1)
Structural capacity for load P 80

where LEF = Load Equivalency Factor (E80)

P = Any axle load for which the load equivalency is required (kN)
80 = Reference axle load, typically 80 kN (standard axle)
n = damage exponent

The damage exponent n was originally determined as 4.2 from the AASHO Road Test, although a value of 4 is often
used. Heavy Vehicle Simulator testing in South Africa has shown that depending on the pavement type, pavement
balance and distress mechanism, n may vary from 2 to 6, as shown in Table 10.

Table 10. Suggested Values for the Relative Damage

Exponent (TRH4)
Base/Subbase Combination Range of Values
(Recommended Value)
Granular/granular 3 – 6 (4)
Granular/cemented 2 – 4 (3)
Cemented/granular
pre-cracked 4 – 10 (5)
post-cracked 3 – 6 (5)
Cemented/cemented
pre-cracked 3 – 6 (4 –5)
post-cracked 2 – 5 (4 – 5)
BSM/granular 2 – 6 (4)
Hot mix asphalt/cemented 2 – 5 (4)
Concrete (4.5)

By applying the power damage law, the axle load histogram for mixed traffic can be converted to an axle load
histogram consisting of only 80 kN axle loads with a frequency equal to the equivalent number of standard axles, as
illustrated in Figure 18. This value for the equivalent standard axles is now used
to calculate the daily equivalent traffic parameters (Section 4.2).

Standard Axle &

Legal Axle Loads
In South Africa, an 80 kN
dual wheel axle configuration
constitutes a standard axle.
This is below the legal axle
load limit of 88 kN.

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Equivalent Standard Axle Load Calculation: Example

A 100 kN axle load is equivalent to 2.4 single axle loads:
[100/80]4 = 2.4

Axle load (P)

4.1.3.1 Effect of Axle Configuration on a Standard Axle

The effect of tandem, tridem and other axle configurations on the LEF is generally not considered in South Africa.
The effect can be evaluated using Figure 19 (Havens et al, 1981). The standard 18 kips (80 kN) axle load applied as
a single axle has a damage factor of 1. Therefore, when six 18 kips axle loads are applied (108 kips total) as single
axles, the number of equivalent axle loads is 6 x 1 = 6. However, when the 108 kips are applied through a group of
six axles on a truck, the damage factor is 0.85 and the number of equivalent axles thus 6 x 0.85 = 5.1. It follows
that the number of equivalent axles are overestimated by 15 percent when the effect of multi-axles is not
considered. This overestimation is not considered significant, especially considering the wide limits of the design
traffic classes, especially at the higher end of the load spectrum.

Equivalent number
Frequency of standard axles
80 to 100

80
10 to 20

20 to 40

40 to 60

60 to 80
0 to 10

Standard axle (kN)

Axle load interval (kN)

Actual mixed traffic load spectrum Equivalent design traffic

Figure 18. Representative Axle Load Histogram for Mixed Traffic by Equivalent Standard
Axle Load Histogram

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18 kip = 80 kN

Figure 19. Damage Factors for Various Axle Configurations as a Function of Total Load

4.1.3.2 Load Equivalency of Grouped Axle Load Data

The conversion from a mixed traffic spectrum to an E80 value requires using the load equivalency formula for the
lower and upper limits of each load interval, followed by the calculation of the average load equivalency. Equation
(2) is used to calculate the LEF for each load interval, using the lower and upper limits of the interval.

Pl n P n
� +� u�
� (2)
LEFi = 80 80
2
where LEFi = Load Equivalency Factor (E80) for the load interval i
Pl = Lower limit of the axle load interval (kN)
Pu = Upper limit of the axle load interval (kN)
80 = Reference axle load (80 kN)
n = Damage exponent

4.1.3.3 Using the Full Traffic Spectrum in Pavement Design

Modern pavement design methods are moving away from using load equivalency and standard axle loads by
incorporating the axle load histogram in the design analysis, using an incremental damage approach. The simplest
form of this utilises Miner’s Law with the current failure criteria, as defined in Section 7.1. A more detailed, and
theoretically correct, approach requires a recursive pavement design method.

To use Miner’s Law with existing failure criteria or transfer functions, the following process is followed for each layer:
• Determine the number of ultimate load repetitions of each axle group or vehicle type that can be
accommodated, denoted N1,max, N2,max … Nj,max. For example, determine the number of fully loaded tandem axle
trucks can be accommodated before the asphalt layer fails in fatigue using the asphalt fatigue transfer function

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(Section 7.1.1). Note that the transfer functions use the initial condition of the pavement to estimate the
terminal condition.
• For each load applied of each axle group (nj,i), determine the proportion of damage done by that load using
Equation (3).
• Add the damage from each axle load and axle load group. When the total damage reaches one, the layer
has reached the end of its life (or phase).

nj,i
Damage = � ≤1 (3)
Nj,max
where nj,i = Number of load applications of load j
Nj,max = Repetitions to failure of load j, as determined by transfer function

This simple method is often performed using a specific time period, such as a 3 months season. The damage for all
the applications of each axle load group carried during that period is summed, and failure occurs when the damage
equals, or exceeds, one.

This Miner’s Law approach is linear in that the damage develops linearly between the initial and terminal condition,
as those are the only condition states. Each load application of an axle group is considered to do the same amount
of damage, regardless of the current condition of the pavement when the load is applied. This is a simplification of
how damage develops in pavements. This method is fairly widely used, but should be used with caution as the
failure criteria utilised were not developed and calibrated for such an application.

A full recursive pavement design method re-evaluates the condition of the pavement, and the changing stress state
of the materials, to determine the effect of damage on the pavement system from each application of each axle load
group. An overloaded truck will therefore not do the same amount of damage when applied at the beginning than at
near the end of the life of the layer. The revised SAMDM (SAPDM) (see Section 7.1) will incorporate recursive
analysis techniques.

4.1.4 E80s per Heavy Vehicle (E80/HV)

For many projects, the full axle load distribution is not available. In these cases, the concept of an E80 per heavy
vehicle (E80/HV) is used. An E80/HV is a factor that converts different truck loads to an equivalent number of
standard axles. The concept is illustrated in Figure 20, where the truck axle loading is first converted to an
equivalent standard axle (using Equation (1) in Section 4.1.3), and summed for all the axles to obtain the E80/HV for
that vehicle.

The E80/HV for each vehicle type is, however, not that useful, considering the many different vehicle types on any
one route. Therefore, the average E80/HV for a network or section of road is generally used. This average is a
weighted average of the E80/HV of the vehicle types and the number of the vehicles per day, and is specific to a
network route or project section. The value of the average E80/HV factor gives an indication of the loading on a
road. Generally, roads with a higher number of heavy vehicles, and with more axles, have a higher E80/HV. For
example, the N3, which carries large number of heavy trucks, typically assumes an E80/HV of 3.1 whereas the N2
between Port Elizabeth and Grahamstown uses 1.5. When the term E80/HV is used, it typically refers to the
weighted average of the E80/HV for the specific network. Changes to the legal axle load and the level of
enforcement generally affects the E80/HV for a network.

E80/HV
An E80/HV is a factor that
converts different truck loads
to an equivalent number of
standard axles.

When the term is used, it

typically refers to the
weighted average of the
E80/HV for the specific project
section.

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E80/axle 0.4 0.4 0.2 0.9 0.9 1.2 0.5 0.8 0.8 0.7 0.7 1.0 0.7

E80/HV 1.0 3.5 4.7

Number of
250 100 50
vehicles

Weighted
= 1.0 x (250/400) = 3.5 x (100/400) = 4.7 x (50/400)
Average + +
E80/HV = 0.63 = 0.88 = 0.59

= 2.09

Figure 20. E80/Heavy Vehicle

4.1.5 Traffic Classes for Structural Pavement Design

TRH16 (1991) lists seven design traffic classes. However, TRH4 (1996) makes provision for ten pavement classes.
It is recommended that TRH4 classes, as shown in Table 11, are used.

Table 11. TRH4 Traffic Classes

Pavement Structural Capacity Traffic Volume and Description of Traffic2
Class (million standard Approximate Description
axles/lane) vpd3
ES0.0031 < 0.003 <3
Very lightly trafficked roads with very few heavy vehicles.
ES0.01 0.003 – 0.01 3 – 10
Includes roads transitioning from gravel to paved roads
ES0.03 0.01 – 0.03 10 – 20
and may incorporate semi-permanent and/or all weather
ES0.1 0.03 – 0.1 20 – 75
surfacing layers.
ES0.3 0.1 – 0.3 75 – 220
Lightly trafficked roads carrying mainly cars, light delivery
ES1 0.3 – 1 220 – 700
and agricultural vehicles with very few heavy vehicles.
ES3 1–3 > 700 Medium traffic volume roads with a few heavy vehicles.
4 High traffic volume roads or roads with many heavy
ES10 3 – 10 > 700
vehicles.
ES30 10 – 30 > 22004 Very high traffic volume roads with a high proportion of
ES100 30 – 100 > 65004 fully laden heavy vehicles.
Notes
1. ES = Equivalent Standard Axle (80 kN) class.
2. Traffic demand converted to Equivalent 80 kN axles.
3. vpd = vehicles per lane per day. The approximate vpd per lane for ES0.003 is estimated from the structural capacity and thus
pavement class based on the following: 10% heavy vehicles, 1.2 E80s per heavy vehicle, 4% growth rate in E80s over a design
period of 20 years.
4. For ES10 to ES100 the vpd is total per direction with 20% heavy vehicles and 2 E80s per heavy vehicle.

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4.2 Methods of Traffic Measurement and Classification

4.2.1 Traffic Measurement

Traffic counts and classification are done manually or are automated using traffic counting stations installed on the
road. Traffic counting is performed on a special or project basis (short term), or on a temporary (medium term) to
permanent (long term) basis by road authorities, as part of their road management system data collection strategy.
Whilst permanent stations provide a continuous traffic record from one year to the next, temporary stations are used
on a sampling or periodic basis to collect data over a minimum specified time period.

Depending on the application, different equipment and combinations of equipment or systems are used to provide
the required data in the most cost-effective way. Installation, implementation and maintenance of these systems are
normally done by specialist service providers. The information provided here is therefore introductory.

Traffic counting and classification is performed at various levels of detail. Primary sensors are the essential sensors
to detect vehicle presence and are also used for basic vehicle classification. By adding secondary sensors, more
information is recorded and a more detailed classification undertaken.

Pneumatic tubes, induction loops, and piezo-electric sensors are typical primary sensors. Induction loops are the
most common primary sensor used and detect the presence of a vehicle by electromagnetic induction. Inductive
profiles are used to distinguish light from heavy vehicles using a single loop. A dual loop system provides inductive
profiles plus vehicle length, and can therefore be used to classify vehicles as short, medium and long.

Piezoelectric sensors, or axle sensors, can be used as traffic counters and vehicle classifiers. They are normally used
as secondary sensors together with induction loops. Classification is based on axle spacing profiles, therefore the
number of axles per vehicle.

Weight measurement and classification is done through weigh-in-motion (WIM) systems. These devices measure the
dynamic axle mass of a moving vehicle to estimate the corresponding static mass. WIM systems can be divided into
high speed weigh-in-motion (HSWIM) and low speed weigh-in-motion (LSWIM). The function of these systems
differs in that HSWIM attempts to quantify actual loads applied by moving vehicles and is an effective way to
measure the entire spectrum, but at lower accuracy. LSWIM can be used to measure samples or pre-screened
vehicles at a higher accuracy, and is, therefore, used for law enforcement.

Different WIM technologies exist. The most common types of mass sensors are piezoelectric cables, load cells, and
bending plates. A complete WIM installation typically consists of at least one mass sensor and two induction loops.
A typical WIM setup is shown in Figure 21. The mass sensors are briefly described below, in order of increasing life
expectancy, accuracy and cost.
• Piezoelectric sensors: These strips essentially consist of copper wire surrounded by piezoelectric material,
which produce a charge when subjected to pressure. The waveform current is proportional to the axle mass.
• Bending plates: A steel plate is instrumented with strain gauges at critical positions to measure strain induced
by a vehicle. The strain is analysed to determine axle load.
• Load cells: These sensors typically consist of one or more steel platforms, beams or plates that are simply
supported by a load cell on each corner to measure the applied force.

Site selection and location characteristics are fundamental to the performance of WIM systems and the selection of
an appropriate site is based on experience and intuition. Apart from pavement characteristics (installation site and
approach), vehicle and climatic characteristics impact on the reliability and accuracy of measurements. Furthermore,
to determine the equivalent static axle mass of a moving vehicle, the system output needs to be properly calibrated.
Whilst calibration requirements vary among different WIM systems, routine calibration is needed.

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Figure 21. Typical WIM setup

4.2.2 Vehicle Classification

The appropriate vehicle classification system depends on the traffic data required and the capabilities of the traffic
monitoring equipment. Heavy axle loads, associated with heavy vehicles, do most of the damage on pavements.
For pavement design, traffic should therefore be split between light and heavy vehicles.

A number of heavy vehicle classification systems are available. The common systems used in South Africa are
summarised in Table 12. For classification systems using the number of axles per vehicle, traffic measurements are
made using an axle load sensor in combination with loop sensors (see Section 4.2)

The extended heavy vehicle classification system is based on the length of the vehicle rather than the number of
axles. The definition of the heavy vehicle classes is:
• Short heavy vehicle: length < 10.8 metres
• Medium heavy vehicle: length between 10.8 and 16.8 metres
• Long heavy vehicle: length > 16.8 metres

The Extended Light/Heavy vehicle classification system is commonly used for estimating design traffic.

4.3 Daily Equivalent Traffic Parameters

4.3.1 Average Daily Traffic (ADT)

Traffic is most often denoted by the Average
Daily Traffic (ADT). The ADT represents the
number of vehicles on a road in both Daily Equivalent Traffic Parameters
directions and on all lanes, and includes heavy • ADT is the average daily traffic, and includes all vehicles
and light vehicles. (light and heavy) travelling in all directions.
• AADT is the average annual daily traffic and includes all
4.3.2 Average Annual Daily Traffic vehicles and all directions. The total year’s traffic is divided
(AADT) by 365 days. Heavy vehicles are often given as a
The AADT is calculated by extrapolating the percentage of the AADT or ADT.
ADT to the full year, and dividing by 365 days. • ADE is the average E80s per lane per day over the duration
The heavy vehicles are often given as a of the survey period, calculated using Equation (4).
percentage of the total ADT or AADT. • AADE is the total E80s per lane for one year, divided by
365 days. ADE is extrapolated over the year to get AADE.
Care must be taken to ensure the ADE survey period is
representative of the full year’s traffic.

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Table 12. Heavy Vehicle Classification Systems Commonly Used in South Africa
Classification Light/Heavy Extended SANRAL Toll
System Light/Heavy
Equipment Dual loop with axle load
Single loop Dual loop Dual loop with axle load sensor
requirement1 sensor
Motorcycle
Light vehicles Light vehicles
Light motor vehicle Toll class 1 (light vehicles)
Light motor vehicle and trailer
Two axle bus Toll class 2 (2 axle heavy
Two axle single unit vehicles)
Buses with maximum 4 axles
Short heavy (including trailer)
vehicles Single unit with maximum 4 axles
Toll class 3 (3 and 4 axle
(including trailer)
heavy vehicles)
Two axle single unit with or without
Vehicle
trailer (maximum 4 axles)
classes
Single trailer (maximum 4 axles)
Heavy vehicles
Buses with 5 or more axles
Medium heavy Single unit and trailer with more than
vehicles 4 axles
Five axle single trailer
Toll class 4 (5 and more
Six axle single trailer
axles heavy vehicles)
Five axle multi-trailer
Long heavy Six axle multi-trailer
vehicles Seven axle multi-trailer
Eight or more axle multi-trailer
Notes
1. See Section 4.2 for descriptions of the equipment.

4.3.3 Average Daily Equivalent Axles (ADE)

The average daily equivalent axles (ADE) are the average E80s per lane per Definitions of Traffic
day for the duration of the survey period. The ADE can only be calculated Parameters
directly from data from permanent WIM stations. The ADE is calculated Different road authorities can use
using Equation (4) from the total E80s for the survey period, divided by the different definitions for the traffic
survey duration and number of lanes on which the survey was done, if not parameters. Before embarking on
already accounted for, or lane distribution factors are not available. The the traffic calculations, check that
ADE is valid for the period of the survey alone. Where permanent WIM the definitions you assume are the
station data are not available, the ADE is estimated from the ADT and same as your client’s.
AADT, considering the directional splits and lane distributions.

If axle load histogram ∑ki=1 ni x LEFi

available: 𝐴DE =
duration x lanes
(4)
If axle load histogram is not E80/HV x HVV
available and E80/HV values 𝐴DE =
duration x lanes
are used:
where ni = Axle count in bin i (i = 1 to k)
LEFi = Load equivalency factor of bin i (from Equations 4 or 5)
lanes = Number of lanes. Only included if the lane distributions have not
already been taken into account, and lanes carry equal E80s.
E80/HV = E80 per heavy vehicle
HVV = Heavy vehicle volume for survey duration

4.3.4 Annual Average Daily Equivalent Axles (AADE)

The annual average daily equivalent axles (AADE) are the total E80s per lane for one year, divided by 365 days. The
AADE is valid for the year during which the survey was done. The AADE is calculated from the ADE.

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If the survey period is fully representative of the traffic conditions for the full year, then the ADE equals the AADE.
However, if the survey period is not representative of the traffic conditions for the full year, the ADE needs to be
carefully converted to the AADE. Figure 22 illustrates two different ADEs determined from different surveys on the
same route. In situations like this, the ADE needs to be adjusted to account for the variations, as discussed in
Section 4.4.
Number of Daily E80s per Lane

ADE from Survey A

ADE from Survey B
Traffic
Survey
A

True AADE
Traffic
Survey
B

One Year, or 365 Day Period

Figure 22. Potential Deviation of the ADE from the AADE

4.4 Traffic Loading Variation

Variations in traffic loading occur over the short or long-term:
• Short-term variations occur within a year. Seasonal variations are
recurring periodic patterns occurring each year, and are usually related to
Traffic Surveys
weather or agricultural activities, such as planting and harvesting. Periods
of exceptionally low traffic activity may also occur when economic activity Great care must be taken to
is halted at a specific time of the year. Corrections for seasonal variation ensure that traffic during the
and exceptional periods are made using adjustment factors, but should survey period is representative
only be applied if they are expected to occur each year for the duration of of the traffic during the year.
the design life of the facility.
• Long-term variations include changes in traffic volumes and loading of vehicles over a period longer than a
year. Traffic volume changes are affected by a host of factors, for example, population growth or decline,
establishment of new industries such as mines and quarries, long-term construction programmes and economic
recessions. Traffic volumes and vehicle loading are also influenced by changes in the way the preference shifts
between different transportation modes, particularly road, rail and pipeline.

Three main factors influence the equivalent standard axles per heavy vehicle:
• Improved vehicle design leads to changes in the type and size of heavy vehicles.
• Efficient management of road transport, i.e., fewer vehicles running empty and better utilisation of vehicle
capacity.
• Level of overloading control.

Changes in Government regulations and policies, such as changes in the legal

axle load or gross vehicle mass of vehicles, and deregulation of road transport Adjustments for Long-
have a significant effect on traffic loading. The degree to which law Term Variations
enforcement is applied to overloading also has a significant effect on the Adjustments for long-term
loading per vehicle. variations are complex.
Adjustment factors should be
developed over at least a five
year period.

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In South Africa, a general decrease in the number of short heavy vehicles has been observed from the late 1980s to
2003, while the number of long heavy vehicles has increased (De Bruin and Jordaan, 2004).

Provision must be made for long-term changes in traffic volumes and vehicle loading by:
• Traffic volumes: Apply a growth rate to the heavy vehicle traffic. Road geometric capacity restrictions are
essential to contain volume growth to realistic levels.
• Loading per vehicle: Apply an E80 per heavy vehicle growth rate in addition to the volume growth rate. Care
should, however, be exercised not to grow E80/HV to practically impossible levels. Guidelines on the E80/HV
growth rates are given in Table 18.

Adjustments for long-term variations are complex. Care should be taken to not overestimate the long-term changes
in the traffic volume and vehicle loading based on cyclic fluctuations lasting several years. These are usually related
to economic activity of the country. It is not advisable to correct for these cyclic variations as their average impact
corresponds with the trend. Consequently, any adjustment factors should be developed over at least a five year
period.

4.4.1 Lane Distribution

If traffic data is collected and processed on a lane by lane basis, a lane distribution is not required for multilane
facilities. However, if the ADE is calculated from traffic counts, or from the results of transportation planning models,
a lane distribution is required. The distribution between lanes may vary along the length of a road depending on
geometric design, climbing lanes and ramps. The distribution of traffic volume and loading is also normally not the
same. Suggested lane distribution factors are given in Table 13. The design ADE for each lane is calculated by
multiplying the total ADE per direction by the lane distribution factor, often termed Be.

For surfaced fast shoulders, the same pavement design is used as the adjacent lane.

Table 13. Recommended E80 (ADE) Lane Distribution Factors (Be)

Total Number of E80 Lane Distribution Factor
Lanes in Both Surfaced Slow Lane 11 Lane 2 Lane 3
Directions Shoulder
2 1.00 1.00 – –
4 0.95 0.95 0.30 –
6 0.70 0.70 0.60 0.25
Notes
1. Lane 1 is the outer or slow lane
2. For dual-carriageway roads

4.4.2 Adjustment for Short-Term Variation

If a traffic survey is conducted over a long enough period during a year, the influence of weekends, public holidays
and peak periods are averaged out, and the ADE provides a direct indication of the AADE. However, if the ADE is
determined from a relatively short survey, then the influence of night time, weekends and unusual periods is large,
and adjustments are needed for the following:
• Variation between day and night traffic, where data was only collected for a 12 hour period.
• Variation between weekday and weekend traffic.
• Variation between periods of exceptionally low traffic, such as holidays when businesses, factories and the
construction industry are closed, and periods of normal traffic.
• Variation between periods of exceptionally high traffic, such as harvesting season in agricultural areas, and
out-of-season periods.

The ADE is corrected with adjustment factors. Where applicable, the adjustment is done by calculating weighted
average values for the AADE, considering the duration of the normal and exceptional traffic in a year. The
adjustments must only be applied if:
• Variations occur year after year on the specific road.
• Traffic survey results do not represent the conditions for a full year.
• The adjustments have a significant impact, resulting in serious error if the adjustment is not applied.

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4.4.2.1 Variations between Day and Night Traffic

If a twelve hour traffic survey was done, typically between 06:00 and 18:00, the counts are adjusted for night-time
traffic. Typically about 70% of the daily traffic loading uses the road during the 12 hour period. However, this
proportion varies between 40% for rural routes and 90% for urban freeways (TRH16, 1991). Projections of the 12
hour survey to 24 hour data should be done using local knowledge, and if possible, by using classification counts
over a 24 hour period. Classification counts usually provide the number of vehicles of each type for each hour of the
day and night. Assuming that the vehicles are similarly loaded during the day and night, the survey data can be
extended to give the ADE.

4.4.2.2 Variations between Weekday and Weekend Traffic

Traffic loading is normally lower during weekends than on weekdays. If the ADE is determined from a survey done
during the 5 day work week only, then the ADE needs to be adjusted to a full 7 day week. This is done using the
factor F7/5, given in Equation (5).

ADE7
F7/5 = (5)
ADE5

where ADE7 = ADE for a full 7 day week

ADE5 = ADE for a 5 day work week

Unfortunately, in a design situation, the ADE7, and therefore F7/5, is unknown. Therefore, published values of F7/5 are
generally used. TRH16 recommends a value between 0.7 and 1, where:
• F7/5 = 0.7: no additional heavy vehicle traffic over a weekend.
• F7/5 = 1.0: traffic volume during the weekend and work week is the same.

Since TRH16 was published, some additional F7/5 values have been recommended (Theyse, 2008c), and are given in
Table 14.

Table 14. Recommended 5 to 7 day ADE Conversion Factors (F7/5)

Route Description Weekend Traffic Volume (%) F7/5 Factor
Range Recommended
Value
Routes carrying mainly agricultural traffic in rural areas
14 to 16 15 0.85
and urban routes with high traffic during weekdays
Routes carrying industrial and mining traffic 13 to 19 17 0.86
Routes connecting major centres and export routes 18 to 21 19 0.89

4.4.2.3 Adjustment for Exceptional Periods

The adjustment for exceptional periods is done with the exceptional period factor, FE. FE is less than one. The
calculation of FE, and AADE using FE, are shown in Equations (6), (7) and (8) in Table 15.

Based on weigh-in-motion data collected at various stations in South Africa, the only period of exceptionally low
heavy vehicle traffic activity is from middle to end December. Depending on which day the Christmas and New Year
holidays fall, the duration of this exceptional period varies between one and two weeks. Investigations showed that
the error in ignoring this exceptional period is small for both AADE and when projected over a 20 year period.
(Theyse, 2008c)

Adjustments for Exceptional Periods

In South Africa, the only period with
exceptionally low traffic is over the Christmas
and New Year period. Investigations showed
that the error in ignoring this exceptional period
is small for both AADE and when projected over
a 20 year period.

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Table 15. Adjustment for Exceptional Periods

Adjustment Factor FE

ADEE
FE = (6)
ADEN

where ADEE = ADE for exceptional days

ADEN = ADE for normal days

Traffic Survey During Normal Period

ADEN = ADE7
ADEE = FE ADE7

(DN ADE7 + (365 − DN )FE ADE7 )

AADE = (7)
365

where DN = Number of days with seasonally high traffic in a year

Traffic Survey During Exceptional Period
ADEE = ADE7
ADE7
ADEN =
FE

DN ADE7
� + (365 − DN )ADE7 �
FE (8)
AADE =
365

where DN = Number of normal days in a year

4.4.2.4 Adjustment for Seasonal Variation

The adjustment for seasonal variation is done similarly to the adjustment for exceptional periods, but with the
seasonal adjustment factor FS. The calculation of FS is given in Equation (9) in Table 16, along with the calculation of
the adjusted AADE (Equations (10) and (11)). FS is normally equal to or less than one.

The adjustments for exceptional periods and seasonal variation are done consecutively. The AADE output from the
adjustment for exceptional periods is the ADE input of the sample period (ADE7) for the seasonal variation correction.

(i) Study of the Effect of Harvesting Season

In the study investigating the effect of short-term traffic variations (Theyse, 2008c), extensive data were not
available to calculate the value of the seasonal adjustment factor FS and the duration of seasonally high traffic. A
yearly set of WIM data was, however, available for one location where sugarcane is harvested. The E80/HV was 2.5
for the seasonal harvesting period, compared to 2.0 for the rest of the year. The traffic volume increased from 419
to 449 HV/lane/day during the harvesting season.

If a 7 day traffic survey is done during the non-harvesting season and the ADE is not corrected for the higher traffic
volume and vehicle loading during the harvesting season, the result is a 9% underestimation of the design traffic
over a 20 year period (assuming 6% traffic growth rate). Such an error may result in the road lasting for only 18
years and not the intended 20 years. Again, the difference is not dramatic, but it may be more severe for other
cases. It is recommended that the potential for seasonal traffic loading be carefully investigated. If it is likely to
occur, the traffic survey should be conducted in and out of season. Alternatively, if the adjustment for seasonal
traffic is neglected, the survey should be done during the high season, to ensure a conservative error.

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Table 16. Adjustment for Seasonal Variation

Adjustment Factor FS

ADEO
FS = (9)
ADEI

where ADE0 = Out of season ADE

ADEI = In season ADE
In Season Traffic Survey
ADEI = ADE7
ADEO = FS ADE7

(DS ADE7 + (365 − DS )FS ADE7 ) (10)

AADE =
365
where DS = Number of days with seasonally high traffic in a year
Out of Season Traffic Survey
ADEO = ADE7
FS
ADEI =
ADE7

D ADE7
� S + (365 − DS )ADE7 � (11)
FS 7
AADE =
365
where DS = Number of normal days in a year

4.4.3 Adjustment for Long-Term Variation (Heavy Vehicle and E80/HV Growth Rates)
Adjustment for long-term traffic variation is probably the most likely cause of incorrect design traffic estimates. This
is because it is extremely difficult to anticipate how the traffic volume and loading per heavy vehicle change with
time. In general, a growth in heavy vehicle volume has been observed in South Africa (De Bruin and Jordaan, 2004
and Theyse, 2008c). The general trends show:
• Number of long heavy vehicles increasing.
• Number of short and medium heavy vehicles increasing at a much lower rate, or remaining constant
with time.
• End result is that the total number of heavy vehicles is increasing with time.

There are always exceptions to the general trend. Cases were found where the heavy vehicle volumes remained
fairly constant over a period of a few years. These stations are, however, in areas where the economic activity in the
area has stabilized, such as fully developed agricultural and forestry areas.

The growth rate for heavy vehicle volumes may be derived from past data using Equation (12), if data are available
for a sufficient duration of time, at least 5 years. Typical heavy vehicle volume growth rates were calculated from
historical data collected at selected permanent traffic observation stations in South Africa and the results are
summarised in Table 17 (De Bruin and Jordaan, 2004). The period for which data was available varied from 4 to 9
years. Although the data in the table only cover a very limited set of conditions, it does provide an indication of the
extreme values that may be expected for traffic growth in South Africa.

If the trend in traffic volume growth is difficult to anticipate, the trend in heavy vehicle loading is almost impossible
to anticipate. Generally, because there is a shift toward using long heavy vehicles, the average number of E80/HV
should increase. However, the enforcement of legal axle load limits (or the lack thereof) has a significant effect on
the long-term trend for the E80/HV, combined with the starting E80/HV:
• If the E80/HV starts from a low base on a specific route and there is a lack of overload control, the
E80/HV increases with time.
• If there is a lack of overload control on a route, the E80/HV starts from a high base, but may even reduce
if effective policing is applied.

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1�
HVVn n
r = �� � − 1�
HVV1 (12)

where r = Heavy vehicle volume growth rate (%)

HVVn = Heavy vehicle volume at year n
HVV1 = Heavy vehicle volume at year 1

Table 17. Recommended Traffic Growth Rates Based on Historical Data for South Africa
Route Description and Economic Activity Heavy Vehicle Volume
Growth Rates (%)
Range Typical Long-
(pre 2007) term Values
Major routes connecting centres of major economic development 9 to 19 6 to 10
Routes connecting centres of moderate economic development 6 to 8 4 to 7
Routes in areas of stagnant economic development 0.5 to 1.5 0 to 2

TRH16 uses a technique developed by Bosman (1989 and 2004) to distinguish between routes with different heavy
vehicle compositions. Routes are classified according to the percentage of 2 axle heavy vehicles in the total HV
traffic. Although the extended vehicle classification does not separate out 2 axle heavy vehicles, the short vehicle
class should consist mostly of 1 and 2 axle heavy vehicles. Using the percentage of short heavy vehicles (SHV) as an
indicator of heavy vehicle composition, recommended E80/HV values are given in Table 18. These values should
only be used for new design, or, where there are good reasons for not conducting an axle load survey on an existing
road. The values are based on a damage law exponent of 4.2 and could be higher for more load sensitive
pavements (see Section 4.1.3).

Potential E80/HV growth rates are shown in Table 18. These growth rates only apply if the freight movement
demand increases on a route with an existing low or moderate freight movement demand, under normal overloading
control levels. The E80/HV at the end of the analysis period must not exceed realistic levels when using these
growth rates. Under strict overloading control, the E80/HV is limited by the legal axle loads and no growth occurs.
When the freight movement demand is high, with normal overloading control, the E80/HV is limited by the vehicle
capacity. Increases in demand are accommodated by increasing heavy vehicle volumes.

Table 18. Recommended E80/HV Values and Growth Rates for Heavy Vehicle Classes for
Design Purposes
Overloading control by Normal Strict
law enforcement
Freight movement Low Moderate High All levels
demand (SHV1 > 45%) (SHV = 20 – 45%) (SHV < 20%)
Heavy Vehicle Class Recommended E80/HV Values
Short heavy 0.5 – 1.5 0.4 – 0.8
Medium heavy 1.0 – 4.0 2.0 – 5.0 1.0 – 3.0
Long heavy 1.5 – 4.5 3.5 – 6.0 4.5 – 7.0 3.0 – 5.0
All heavy 0.8 – 2.8 2.0 – 4.5 3.0 – 5.0 2.0 – 3.0
Heavy Vehicle Class E80/HV Growth Rates
Short heavy 0
Medium heavy 3 0
0 0
Long heavy 5 2
All heavy 6 2
Notes
1. SHV = short heavy vehicle, 1 and 2 axle heavy vehicles

The heavy vehicle volume growth rate (Table 17) and the E80/HV growth rate (Table 18) are combined into a single
growth rate for the AADE using Equation (13).

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i = [(1 + h)(1 + v) − 1] (13)

where i = yearly AADE growth rate as a decimal fraction

h = yearly heavy vehicle volume growth rate as a decimal fraction
v = yearly E80/HV growth rate as a decimal fraction

4.5 Sequence of Events and Cumulative Design Traffic

The chronological sequence of events is important when determining the design traffic. The following three dates
are necessary:
• Date of the traffic investigation
• Date of design
• Date of opening

The process of projecting the AADE from the survey date to the date of design, followed by the accumulation of the
equivalent traffic for the duration of the structural analysis period is illustrated in Figure 23.

Projection with
Design Traffic cumulative
equivalent traffic

compound growth
Cumulative

Time
Duration of structural analysis period, y
AADE

AADEO Projection with

compound growth
AADES

Date of traffic Date of Date of end of structural Time

survey, DS opening, DO analysis period, DY

Figure 23. Sequence of Events

The date of the traffic survey and design may coincide, but if historical traffic data is used for the design, these dates
differ. The AADE determined from the traffic survey data is projected to the AADE at the date of opening, using a
compound growth calculation given by Equation (14).

AADEO = AADES (1 + i)n (14)

where AADEO = AADE at the time of opening the facility

AADES = AADE at the time of the traffic investigation
i = yearly AADE growth rate as a decimal fraction
n = Time (years) from the date of the traffic investigation to the date of opening

Once the facility is opened to traffic, the cumulative equivalent traffic (ET) is calculated for the duration of the
structural design period using the cumulative compound growth equation (Equation (15) in Table 19). The
cumulative equivalent traffic at the end of the structural design period is the design traffic or traffic demand that
must be provided by the structural pavement design.

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Table 19. Equivalent Traffic Calculation for New and Rehabilitation Design
[(1 + i)y − 1]
Cumulative Equivalent Traffic: ET = 365 x AADEO (1 + i) (15)
i
where ET = Cumulative equivalent traffic
i = Yearly AADE growth rate as a decimal fraction
AADE = AADE at the beginning of the calculation period
y = Time in years for the calculation period since the opening of the facility, the
structural design period for the design traffic determination
Inputs
AADE Years (y)
Design
Years since the opening of the facility,
New Design (future) AADEO at time of opening facility.
the structural design period.
traffic
AADEOI at the date of the past opening
of the existing road. Calculated using Age of the existing road in years from
Past traffic Equation 13 and the number of years the past opening (DI) to the date of
from the survey date to the opening the investigation (DINV).
Rehabilitation
date, DI (a negative number).
Design
AADEO at time of opening the
Design Structural design period (sdp) in years
rehabilitated road. Calculated using
(future) after the opening of the rehabilitated
Equation 13 from AADE at the survey
traffic road.
time and the time to opening.

Rehabilitation design requires that the past cumulative equivalent traffic and future anticipated traffic are estimated.
Figure 24 illustrates the time-based relationship between the events used in the traffic calculation process for
rehabilitation design. The formula for calculating the past traffic is also used for projecting the future traffic from the
date of the traffic survey, Equation (15) with different input values. The input variables for Equation (15) for both
future and past equivalent traffic are given in Table 19.

Figure 24. Chronological Events for Rehabilitation Design Traffic Calculations

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4.6 Traffic Investigations for Pavement Design

Traffic data are required for network level planning and management, and project level pavement design. This
guideline focuses on project level analyses. An incorrect design traffic estimate results in the same design risk as a
pavement structure of inadequate structural capacity. The allocation of funds to pavement and material
investigations often enjoy preference to spending funds on traffic surveys. Funds spent on a project specific traffic
survey are, however, well worth the investment for reducing the design risk. One-day traffic counts should only be
used for design with caution.

Four traffic parameters have a dominant effect on the accuracy of the design traffic estimate:
• Daily heavy vehicle volume per lane for the base year
• Heavy vehicle volume growth rate
• E80/HV for the base year
• E80/HV growth rate

TRH16 provides for a number of methods of estimating or measuring these parameters:

• Published results or results from other projects related to the design project in terms of:
− Similar loading of heavy vehicles
− Linked to the heavy vehicle classification
system
− Based on a road stratification system Road Stratification System
• Transportation planning models A road stratification system is used to classify roads into
different strata, with each stratum essentially having the
• Estimations based on project specific visual same traffic characteristics. Sampling can then be done
observations by measuring the traffic characteristics of a few roads in
• Project specific traffic surveys each strata, and applying the measured characteristics to
all the roads in that strata.
The level of effort and cost associated with these
methods increases from the use of known results to the project specific surveys, but so does the value of the results
obtained. The application of these techniques is linked to the importance of the road. Table 20 recommends the
minimum level of investigation based on the road category.

Table 20. Recommended Traffic Investigation Levels for Road Categories

Traffic Parameter
Road Base Year HV HV Volume Growth Base Year E80/HV E80/HV Growth Rate
Category Volume Rate
A Traffic surveys1 Transportation models Traffic surveys Published results
Transportation models
B Traffic surveys Traffic surveys Published results
Published results
2
C Visual observation Published results Visual observation Published results
D Published results3 Published results Published results Published results
Notes
1. Project specific traffic surveys
2. Project specific visual observation and tabulated values
3. Published results, or results from other projects with similar traffic characteristics

For a specific project, the necessary data to derive the base year HV volume, E80/HV, AADE growth rate and E80/HV
growth rate are seldom available. If historical axle load data and traffic volume data are available for a route, these
are used to derive the necessary input. Lacking such historical data, a project specific traffic survey should be done
for Category A and B roads. However, given the once-off nature of the survey it is not possible to derive historical
trends and estimate future growth rates. A stratification system, or results from other projects with similar traffic
characteristics, needs to be used to derive growth parameters.
Lacking this type of information, it is recommended that the
historical growth rates listed in Table 17 are used as a guide.
Justification for Traffic Surveys
The base year HV volume and E80/HV are easily derived from Given the relatively low cost of traffic surveys,
project specific traffic surveys. Given the relatively low cost of compared to the construction and
traffic surveys compared to the construction and rehabilitation rehabilitation cost, it is highly recommended
cost, it is highly recommended that project specific traffic that project specific traffic surveys are done as
surveys are done as part of rehabilitation investigations. part of rehabilitation investigations.

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Detailed project specific traffic surveys are not necessary for Category C and D projects, and replaced with a visual
observation of the traffic and vehicle loading characteristics. For Categories A and B, it is recommended that either a
7 day count with limited static weighing, or a full 7 day axle load survey is done. Figure 25, from the SADC Low-
volume Sealed Roads Guideline, shows the effect of the count duration on the error in the traffic estimates.

Figure 25. Effect of Counting Duration on Accuracy of Results

A particularly difficult problem is the design of a green fields project, where traffic data cannot be collected. In such
cases, only published results or transportation planning models can be used. The preferred option is a transportation
planning model, done by a transportation engineer.

4.6.1 Published Results

When using published results, the traffic conditions must be the same. To check this, compare the loading per heavy
vehicle, the type/classes of heavy vehicles operating on the road, or using a stratification system.

When published results or those measured on other roads are used, TRH16 warns that significant errors in the
design traffic estimate can result. This technique should therefore only be applied to Category C and D roads
carrying little traffic (less than ES0.3). In such situations, a basic traffic count significantly enhances the design
traffic estimation.

A stratification system classifies routes based on the function of the route, in addition to the characteristic of the
heavy vehicles. A simple system considers the proportion of 2-axle heavy vehicles in the total heavy vehicle traffic
spectrum as an indicator of the type of route (Bosman, 1989 and 2004). TRH16 lists the E80/HV based on the
original work by Bosman. However, given the influence of the 1996 increase in legal axle load limits and the
influence of the level of overloading control, those E80/HV values
may be too low. It is therefore recommended that the E80/HV
values listed in Table 18 for the short-medium-long heavy vehicle
classification, considering the level of overloading control and the TRH16 E80/HV Values
proportion of short heavy vehicles, are used. Because of the
The TRH16 (1991) recommended values
general lack of E80/HV growth data it is recommended that the
for the E80/HV and the growth rate were
growth rates in Table 18 are also used. In general, TRH16 is
determined before the 1996 increase in
outdated, and needs updating.
the legal axle load, and do not consider
the level of overloading control.
It is therefore recommended that the
values given in Table 18 are used for
E80/HV and the growth rates.

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4.6.1.1 Comprehensive Traffic Observations (CTO) Stations

SANRAL have installed a number of Comprehensive Traffic Observation (CTO) stations on the national road network.
Traffic is monitored for varying periods of time at these stations, but counts as long as one year on certain important
routes are not uncommon.

The information available from the CTO stations includes calculation of the average daily E80s for the particular
count. This information can be used to calculate the AADE. The information can also be used to calculate E80 and
E80/HV growth rates if historic counts from the same station are available. An example of the output obtained from
a station at Kinkelbos on the N2 in the Eastern Cape is shown in Figure 26.

4.6.2 Transportation Planning Models

Transportation planning models predict traffic patterns in terms of traffic distribution, growth, and future volumes.
Various inputs are used, such as economic activity and geographical zones. The models are usually based on an
urban modelling procedure, which looks at the region as a number of zones (van Zyl, 1986). Traffic is applied to the
zones and the number of trips generated and attracted to each zone is modelled. The trips are assigned to each link
of the network to obtain the traffic flows. This modelling technique is a powerful aid for judging the future traffic on
existing links and, where possible, should be used in conjunction with axle load surveys.

4.6.3 Project Specific Visual Observation

The manual visual observation technique is simple and inexpensive, and gives acceptable results if a high level of
accuracy is not required. The technique should only be applied to Category C and D roads with design traffic less
than 1 million equivalent standard axles.

The method is based on an assessment of the loading of the heavy vehicles. The recommendations in TRH16
regarding the E80 loading per axle are repeated in Table 21 and are considered adequate. Using these values, the
E80 for predominantly fully laden 7 and 8 axle vehicles is 6.3 and 7.2 E80/HV. These agree well with the values in
Table 18 for long heavy vehicles under normal overloading control. TRH16 provides a template for recording the
data during the visual observation survey.

Table 21. Recommended E80/Axle Loading for Visual Observation Technique

Description of Heavy Vehicle Loading Percent of Vehicles Axle Load Factors
Fully Laden (%) Empty or Partially (E80/axle)
Laden (%)
Predominantly lightly laden vehicles < 35 > 45 0.3
Fully laden, partially laden and empty vehicles 40 – 45 34 – 45 0.5
Fully and partially laden vehicles 60 – 75 < 30 0.7
Predominantly fully laden vehicles > 70 0.9

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Figure 26. Example Output from CTO Station

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4.6.4 Project Specific Traffic Surveys

The main purpose of a traffic survey is to obtain estimates of the base year HV volume and E80/HV. A number of
survey options are possible, each requiring different levels of effort and cost, and yielding different levels of detail.

4.6.4.1 Manual or Electronic Counts with Limited Static Weighing

This technique is applicable to Category C and B roads, when the traffic volumes are relatively low, i.e., less than 300
heavy vehicles per day. The traffic volume from electronic 7 day surveys is combined with limited static weighing of
selected vehicles to determine the E80/HV. It must be determined whether the survey was done during seasonally
high traffic or exceptionally low traffic. The static weighing is done using portable scales which should be placed in a
safe, but accessible location. The static weighing process is limited to daylight hours for safety reasons, but should
be done for at least a 12 hour period from 06h00 to 18h00. The team doing the survey must ensure the random
selection of the heavy vehicles for static weighing, as there is normally a tendency to target the heavily laden
vehicles. The methods of weighing are discussed in Section 4.2.

4.6.4.2 Dynamic Weighing or Weigh-In-Motion

This method is recommended for Categories A and B roads carrying high volumes of traffic. The survey should be
conducted for at least 7 days, and it must be assessed whether the survey was done during seasonally high traffic or
exceptionally low traffic.

The axle load of individual axles is recorded under normal operating conditions. This type of survey is generally
referred to as a weigh-in-motion (WIM) survey (see Section 4.2). The axle load measurements are done at the
operating speed of the heavy vehicles, which impacts the results. Vehicles moving at speed tend to bounce and roll,
while the wheels hop at a high frequency. This results in an axle with a fixed static weight causing a spread in
results when weighed dynamically. For this reason, the approach to the WIM installation should be smooth and the
pavement structure sound. The WIM must also be properly calibrated to get a reliable estimate of the static axle
load. Referred to TMH3 (1988) for detailed survey requirements.

Two types of error are associated with the results from dynamic axle load surveys:
• Systematic error or bias: deviation of the observed dynamic axle load from the actual static load.
• Random error: spread of the observed dynamic axle load for a fixed actual static load.

Statistical techniques have been developed to correct the errors (Prozzi et al, 2006 and Theyse et al, 2007), but can
only be applied if the level of error is known. The correction for random error has been shown to have a minimal
effect on design traffic estimates. However, a 5% WIM bias may result in a 20% error in the design traffic estimate.
The proper calibration of WIM equipment is, therefore, of the utmost importance.

4.7 Design Traffic Calculation

The steps involved in a design traffic calculation are shown in a flowchart in Figure 27.

(i) Worked Example of Traffic Calculation

A worked example of calculating traffic from published data is shown in Table 22. The data are obtained from the
CTO Station in Figure 26.

WIM Calibration Know Your Traffic Data!

A small bias in WIM measurements When calculating design traffic from
can result in a large error in the available or measured traffic data, it is
design traffic estimate. The proper essential to know what the data is for.
calibration of WIM equipment is For example, if it’s for the entire road,
therefore of the utmost importance. directional and lane distributions need to
be applied.

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DETERMINE GENERAL DESIGN INPUT

PARAMETERS

Time of traffic survey or date of published/known data

Section 4.5, Figures 22, 23 & 25
Date of opening of the facility

DETERMINE THE FOUR BASIC INPUT VARIABLES

Daily heavy vehicle volume for the base year Section 4.3

Heavy vehicle volume growth rate Section 4.3, Table 17, Equation 12

E80/HV for the base year Section 4.4.3, Table 18

E80/HV growth rate Section 4.4.3, Table 18, Equation 13

CALCULATE THE ADE AT THE TIME OF THE Section 4.3, 4.3.1, Equation 4
TRAFFIC SURVEY

Heavy Vehicle Volume

E80/HV

Adjust for lane distribution (if necessary) Section 4.4.1, Table 13

ADJUST ADE TO AADE Section 4.4, Equation 5, 7, 8, 10 & 11

Weekend/weekday variations Section 4.4.2.1, Table 14, Equation 5

Seasonal variation Section 4.4.2.3, Table 15, Equation 10 &11

Exceptional periods Section 4.4.2.2, Table 15, Equation 7 & 8

PROJECT AADE FROM DATES OF TRAFFIC

Section 4.5, Equation 14
SURVEY TO OPENING

AADE Growth Rate Section 4.4.3, Table 17, Equation 13

Heavy Vehicle Volume

E80/HV growth rate

CALCULATE EQUIVALENT DESIGN TRAFFIC Section 4.5, Equation 15

Base year AADE

AADE Growth Rate

Structural Design Period

Figure 27. Calculation of Design Traffic

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Table 22. Worked Example: Design Traffic Calculation using Published Data (CTO)
Parameter Data Comments
Step 1: Determine General Design Input Parameters
Time of traffic survey or
date of published/known 2010/12/31 From CTO data (Figure 26).
data
Date of opening 01/01/2013 Assumed from project data.
Step 2: Determine the Four Basic Input Parameters
Daily heavy vehicle volume ADTT from CTO Data in
per lane for the base year 682 Figure 26.
(HVV)
Assumed from Table 17,
range of 4 – 7% (routes
Heavy vehicle volume connecting centres of
5%
growth rate (h) moderate economic
development, long-term
values).
Estimated average E80/truck
E80/HV at the survey time 1.5
from CTO Data in Figure 26.
Assumed from Table 18, for
E80/HV growth rate (v) 2%
“all heavy”.
Combined heavy vehicle i = [(1+h)(1+v)-1]
Equation (13), input from this
growth and E80/HV growth = [(1+0.05)(1+0.02)-1]
step.
= 0.07
Step 3: Calculate the ADE at the Time of the Traffic Survey
CTO Data in Figure 26
Adjust for lane distribution N/A
indicates only 1 lane.
E80 Equation (4), input from Step
ADE = ∙ HVV 1.5 ∙ 682 2.
HV =
duration x lanes 1∙1 Data duration for full year.
= 1023
Step 4: Adjust ADE to AADE
Weekend/weekday
variation
N/A Data available for full year.
Seasonal variation
Exceptional periods
ADE = AADE = 1023 No adjustments for variations.
Step 5: Project AADE from Date of Traffic Survey to Date of Opening
Time from survey to
2 years
opening date (n)
AADE at time of opening AADEO = AADES ⋅(1+i)n
= 1023⋅(1+0.07)2 Equation (14), input from
= 1171 Steps 3 and 2.
Step 6: Calculate Equivalent Design Traffic
Structural design period 20 years Design assumption.
Equivalent traffic [(1 + i)y − 1]
ET = 365 ∙ AADEO (1 + i) Equation (15), input from
i Steps 6 and 2.
[(1 + 0.07)20 − 1]
= 365 ∙ 1171 (1 + 0.07)
0.07
= 18 748 635
= 18 million E80s (18 MESA)

4.7.2 Sensitivity Analysis

The design traffic estimation relies on a number of input variables determined from traffic surveys or estimated.
These inputs are therefore not exact and can vary. The sensitivity of the design traffic estimate to variation in the
inputs must be evaluated. This is done with a simple sensitivity analysis. To do this, assign a low, medium and high
value to each input variable, and repeat the design traffic calculation at different combinations of the inputs. A
Monte-Carlo simulation technique may also be used where a statistical distribution is assigned to each of the inputs.

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The inputs are randomly generated from the distribution and the design traffic calculated. The process is repeated
many times, and a distribution for the design traffic is generated.

4.7.3 Geometric Capacity Limitations

The volume of traffic that can be carried by a road is limited by its geometric capacity. The traffic volume at the end
of the analysis period must therefore be compared with the road’s capacity. The topography of the area and the
level of service required also influence the capacity of the road, and must therefore be considered.

Geometric Capacity Limitations

The volume of traffic that can be carried by a road
is limited by its geometric capacity. The traffic
volume at the end of the analysis period must
therefore be compared with the road’s capacity.

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5. PAVEMENT INVESTIGATION AND DESIGN PROCESS

The design investigation processes are different for new and rehabilitation design. Design investigation for new
design focuses on the characterisation of the in situ subgrade and materials available from nearby sources, such as
borrow-pits and quarries. Except for the utilisation of the in situ subgrade, the pavement is constructed from new.
The design investigation for rehabilitation design aims to identify and remedy distressed and weak layers in the
existing pavement structure, and attempts to maximise use of the existing pavement structure in the design of the
new pavement structure.

For new pavements, the investigation delineates the subgrade into sections of similar quality. The rehabilitation
investigation process divides the existing project road into a number of homogeneous or uniform sections, some of
which only require remedial measures while others require structural strengthening to accommodate the anticipated
future traffic. A structural pavement design needs to be done for those sections requiring structural strengthening
similar to the structural design required for new pavements, to ensure adequate structural capacity to carry the
traffic. When the structural design is actually being done, the differences between new and rehabilitation design are
less significant. However, certain structural design techniques are better suited to rehabilitation design, while others
are better suited to new design.

Pavement design for new and rehabilitation projects are based on the same principles, design considerations and
techniques. However, the detail of the tasks performed during new and rehabilitation design is sufficiently different,
especially during the design investigation phase, to warrant separate discussion. Figure 28 presents a diagram for
new pavement design, and Table 23 provides a framework for rehabilitation design.

Client Brief:
• Service objective
• Analysis period and structural design period
• Life-cycle strategy
• Road category

Design Investigation:
• Develop a design strategy
• Traffic investigation and design traffic estimate
• Material availability, quality and cost
• Environmental considerations
• Practical considerations

Subgrade Delineation

Structural Design

Economic Analysis

Figure 28. Flowchart for New Pavement Design

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Table 23. Framework for Rehabilitation Investigation and Design

Main Component Activity Elements
• Client brief
• Available information (traffic, environment)
Gathering information
• Detailed visual inspection
• Pavement surveillance measurements
• Traffic data
Data processing • Visual inspection data
Initial
• Surveillance data (rut, profile, deflection)
assessment
• Condition assessment
• Demarcation of uniform sections
Pavement evaluation and
• Backcalculation of deflection data (if
initial structural capacity
applicable)2
estimation
• Initial structural capacity assessment
Design • Uniform section reports
Investigation • Test-pits and bulk samples for laboratory
testing
Additional testing • Relative movements at joints and cracks
• Cores and DCP tests
Detailed
• Detailed traffic survey
assessment
Cause and mechanism of • Pavement condition and behavioural state
distress • Distress manifestation and correlations
Pavement situation
• Update uniform section reports
description
• Material availability and cost
Design Practical and functional • Constructability
considerations aspects • Performance adequacy
• Maintainability
Identify rehabilitation • Eliminate weak layers and utilise existing
options (design strength
alternatives) • Refer to design considerations (Section 3)
Rehabilitation Design
• Select appropriate design method(s)1
Structural pavement
• Prepare design method inputs
design
• Structural capacity estimation and design
• Decide on cost elements to consider
Present worth of cost • Develop life cycle strategy for design
(PWOC) analysis alternatives
• PWOC calculation
Economic Analysis
• Decide on different strategies
Incorporation of • Assign probabilities and outcomes
uncertainty • Calculate expected PWOC for each option
• Calculate expected PWOC for each strategy
Note:
1. It is generally recommended that more than one design method is used to determine appropriate pavement structures.
2. Backcalculation is a specialist exercise and should only be done by knowledgeable engineers. See Chapter 6: 7.3.4.1 a
discussion on backcalculation.

5.1 Design Investigation

The first step for both new and rehabilitation design is the design investigation. The main purpose is to gain a
comprehensive understanding of the design problem, the parameters governing the design and to obtain the
necessary design inputs. The importance of the activities associated with the design investigation should never be
underestimated. The eventual design is only as good as the information gathered during the design investigation,
and incorrect design input from the design investigation may lead to significant design risk.

The design investigation begins with determining, in conjunction with the road authority, the design strategy. This
includes determining the appropriate road category, design structural capacity, analysis and structural design periods
and possible stage construction. The design strategy may also be influenced by the future maintenance and
rehabilitation strategy for the road. For example, certain roads may need designs that do not require frequent
maintenance, to limit traffic disruptions. Therefore, the life cycle strategy for the road needs to be determined. For
this, the initial traffic demand is required, which may be obtained from past traffic surveys on the road and road

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management systems. It may be necessary to revisit the design and life

cycle strategies at times during the pavement design process, when
more accurate information becomes available.
Drainage

5.1.1 New Design Drainage is an extremely important

consideration for pavements! Water is
For new design, the formulation of the design strategy is followed by the primary cause of premature
these components of the design investigation: failure, accelerated distress and
• Detailed traffic investigation and design traffic estimate reduced structural capacity.
• Materials investigation
All aspects of drainage are
• Environmental and practical considerations comprehensively covered in SANRAL’s
Drainage Manual and not repeated in
5.1.1.1 Traffic Investigation and Design Traffic Estimate SAPEM. Download the Drainage
Manual from www.nra.co.za.
Detail on the traffic investigation options and design traffic estimation
process are given in Section 4. Traffic survey options are limited in the
case of new pavement design because:
• The road is a completely new facility and a transportation study is required to estimate the future traffic.
• If the road is being upgraded from unpaved to paved standard, some indication of the future traffic may be
obtained from the traffic using the existing gravel road. Provision must also be made for traffic attracted to the
upgraded road.

5.1.1.2 Materials Investigation

The materials investigation potentially consists of three components for new pavement design:
• Centre-line soils investigation to delineate the in situ subgrade and to determine the subgrade class
according to Section 3.7.1.1. See also Chapter 4, Appendix A and Chapter 6: 8.
• Confirmation of material availability and cost from excavations, borrow-pits and quarries. A materials checklist
is useful. See Chapter 8, Materials Sources for more information.
• Assessment of the potential improvement of available materials through mechanical or chemical
stabilization. If the available material shows potential for improvement based on limited testing, and the
structural design indicates that the improved quality is required, the initial tests are supplemented with a proper
mix design.

The TRH4, Standard Specifications or TRH14 material classification systems are used to classify the subgrade. The
TRH14 system is summarized in the Appendix to Chapter 4 and the materials are discussed in Chapter 4: 2, 3 and 5
and Chapter 9. The material classification system for design, discussed in Chapter 9: 15, and in TG2 can also be
used.

5.1.1.3 Environmental and Practical Considerations

The potential impact on the design of the environmental and practical considerations must be considered before
proceeding with the structural design of the pavement. See Sections 3.7 and Section 5.2. This particularly applies to
the climate and traffic environments, and their impact on the selection of an appropriate pavement type and
surfacing, as well as drainage and compaction requirements.

5.1.2 Rehabilitation Design

The design investigation process for rehabilitation design is Rehabilitation Design
more involved than that of new design and is described in
detail in TRH12 for flexible pavements. The principles are the TRH12 is a good reference for most aspects of
same for rigid pavements. The aim of pavement rehabilitation rehabilitation design for flexible pavements.
is to restore deficient or failed pavements so that they can The current version is from 1997, but is due
carry the future traffic expected over the design period with for an update.
only periodic maintenance. The scope of pavement
rehabilitation, therefore, includes any of the following: • TRH12: Flexible Pavement
Rehabilitation Investigation and
• Complete pavement reconstruction
Design. 1997.
• Partial reconstruction by strengthening existing layers
before resurfacing Although TRH12 is for flexible pavements,
• Asphalt, granular or concrete overlays most of the principles discussed apply to rigid
• Surfacing rehabilitation pavements.

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• Drainage provision or improvement of existing drainage

facilities
Uniform Sections
The main components of a rehabilitation investigation are:
• Initial assessment A uniform section is a section of road for
which the condition and structure are
• Detailed assessment similar. Appropriate rehabilitation options
• Environmental and practical design considerations are therefore suitable for the whole
section. The final design selected is used
The condition assessment, which is part of the initial and detailed on the full uniform section.
assessments, forms the foundation of the rehabilitation
investigation and design process. The aim is to determine uniform Uniform sections should not be so short as
pavement sections at the project level that are similar in condition to introduce construction problems.
and require similar structural or functional improvement. This is
done during the initial assessment. The cause and mechanism of distress on each uniform section is identified
during the detailed assessment.

The nature and detail of the condition assessment should take the following into consideration:
• Road category
• Available resources
• Nature, quantity and quality of data available at the onset of the investigation

The initial and detailed assessments are integral to the condition assessment, but are treated separately for ease of
discussion. They are also discussed in Chapter 6.

5.1.2.1 Initial Assessment

The objectives of the initial assessment are:
• Record and process data into a format that may be readily used Condition Assessment
during subsequent detailed investigations. These chapters discuss various
• Benchmark the pavement condition against standard conditions. elements of the condition
The condition limits given in Section 7.5 for deflections, and Chapter assessment of roads, including the
6: 7 and TRH12 for all distress types. devices used for measurement:
• Divide the road into uniform sections that require different • Chapter 6: Road Prism and
rehabilitation actions. See Chapter 6: 7.2.2.1 for more details. Pavement Investigation,
• Recommend appropriate measures for sections that obviously only Section 5 and 7
exhibit surfacing or localized distress. • Chapter 14, Post-Construction,
• Identify and recommend appropriate tests for the sections that need Section 3
detailed investigation to determine the cause and mechanism of
pavement distress.

The components of the initial assessment include the gathering of information, data processing and condition
assessment, and an initial assessment of the structural capacity of the uniform sections.

(i) Information Gathering

The information gathered during the initial assessment is mostly obtained from three sources:
• Preliminary investigation: The preliminary investigation relies mostly on available data such as construction
and pavement management system (PMS) data and a preliminary site visit. PMS data typically includes historic
traffic data, surveillance measurements, and maintenance and rehabilitation records. Often the PMS surveillance
measurements are sufficient, and only supplemental surveys are
required. The photo and video records in most PMS systems
provide valuable information, which should be viewed and can
be checked during the detailed visual inspection. The Know Your Traffic Data!
preliminary investigation is followed by a detailed visual distress When calculating design traffic from
survey and non-destructive surveillance measurements. available or measured traffic data, it is
• Detailed visual inspection of the road: Photographs are essential to know what the data is for.
invaluable to the visual inspection process and create a For example, if it’s for the entire road,
permanent record of the visual distress. Photographs should be directional and lane distributions need to
taken of the distress on the road, and the condition of road be applied.

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furniture such as guardrails, signposts and fencing.

The detailed visual inspection is done to record and
map:
− Position of distress Network vs Project Level Data
− Mode and type of distress Collection and Analysis
− Degree and extent of distress Data collection and analysis at the network level is
− Spacing of distress intended to monitor the general performance of a
− Pertinent construction details and deficiencies network, and to highlight and prioritise sections for
− Topographical, geological and vegetation maintenance or rehabilitation.
clues to the cause of distress
− Condition of drainage structures and facilities Project level data collection and analysis is
• Pavement surveillance measurements. The typically a lot more detailed than network level
automation of pavement surveillance for network level analysis. It is intended to gather sufficient
pavement management has led to the increased information with which to assess the condition of
availability of valuable data, such as rut, riding quality the pavement, and to decide on appropriate
and deflections, for project level preliminary maintenance and rehabilitation measurements.
investigations. In many situations, the Road Agency’s
PMS has sufficient data for the initial assessment For example, for network level monitoring, SANRAL
phase. See Chapter 6: 7 and Chapter 14: 3.4 2 for measures FWD deflections at 200 metre intervals.
discussion on the surveillance equipment. For project level investigations, FWDs at least every
100 metres are recommended.
TMH9 provides guidance on the rating of visual distress
for flexible, rigid and gravel pavements. Although TMH9 is primarily intended for network level evaluations, it
contains useful photographic examples of flexible pavement distress. The degree rating system in TMH9 is valid for
both network and project levels. The most critical aspect of the visual inspection is for the team doing the visual
inspection to be properly trained and consistent in their evaluation of distress.

The most comprehensive method of recording distress is for inspection teams to walk the length of road (if safety
conditions allow) and to map the chainage/longitudinal distance and transverse position of the distress. This process
is, however, time consuming. If a competent team is doing the inspection, the visual distress is recorded in terms of
a degree and extent rating similar to the process used for network level evaluations. However, for project level
surveys, the segment lengths are normally reduced to 200 metres or less. The level of detail of the survey is also
influenced by the perceived remedial or rehabilitation action required. For example, if pre-treatment such as
patching followed by a surfacing is likely, then the comprehensive approach offers many benefits. If it is clear that
some form of reworking is required, then the degree and extent rating system approach may suffice.

Additional information to allow for the selection of uniform sections is obtained from non-destructive testing, such as
riding quality, rut depth and skid resistance measurements. These are used as measures of functional serviceability
of the road. Deflection measurements, Dynamic Cone Penetrometer (DCP), rut depth measurements and trial pit
results are used as indicators of the structural condition of the pavement. These are discussed in more detail in
Chapter 6: 7. The length of uniform sections varies and the delineation of these sections is often based on a
cumulative difference approach. Refer to Appendix J of the 1993 AASHTO Design Guide for details on the cumulative
difference procedure (AASHTO, 1993). Chapter 6: 7.3.4.1 contains a brief discussion of the cumulative difference
approach.

(ii) Data Processing and Condition Assessment

Data processing of the visual inspection ratings, non-destructive Visual Assessment References
test results and preliminary traffic data is done during the initial
Visual assessments have been covered in
assessment phase. The effective evaluation of the collected
many guidelines: M3-1, THM6, TMH12, TRH6
data requires data to be categorized against set criteria and
and TRH19.
presented in a form that facilitates analytical comparison.
Therefore, performance criteria are necessary for each type of
A new guideline is currently being compiled,
measurement. A classification of the existing pavement
and will be released as a revised THM6. This
condition and expected future behaviour as “sound”, “warning”
TMH6 will cover all pavements types, including
or “severe” is done based on each measurement type. The
flexible, rigid and gravel roads, and will
classification is in terms of current condition for the visual
supersede the guidelines listed above. When
condition inspection data, and in terms of the current and
the guideline is ready it will be available on the
expected future condition for measured pavement response.
SANRAL website. www.nra.co.za
Different performance criteria are applied to different road
categories. Table 24 provides criteria for the percentile levels according to which the condition of the road should be
classified for flexible pavements.

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Table 24. Percentile Levels Recommended for Data Processing

for Flexible Pavements
Road Category Percentage of Road Allowed Recommended
to Perform Unsatisfactorily at Percentile Level for
the End of the Design Period Data Processing
A 5 95
B 10 90
C 20 80
D 50 50

The classification system used for visual condition and surveillance measurements is based on the Road Category,
and therefore the appropriate percentile value, and pre-defined criteria for each measurement type. These criteria
are set out in Appendix 1 of TRH12. Assessment criteria for rigid pavements are included in Table 2 of this chapter.
The length of pavement used to classify the pavement is generally a uniform section, for which the particular type of
measurement seems consistent. Chapter 6: 7 contains discussion on all measurement types and the associated
criteria.

The data processing, and specifically the classifications, is done with a view to collating the results to obtain a
condition assessment.

The initial estimate of the past and future traffic demand is done in accordance with the calculations set out in
Section 4.7. It is normally based on traffic data from network level observations.

(iii) Pavement Evaluation and the Initial Structural Capacity Assessment

All the information available from the initial assessment phase is used to identify uniform, or homogenous, sections
with consistent problems and rehabilitation needs over the length of the uniform section. This includes the
pavement structure information, probably from as-built data, visual condition survey data and non-destructive test
results. All this information should be displayed in a concise manner similar to the example shown in Figure 29 for a
flexible pavement. These types of plots are often called “stripmaps”.

The plot in Figure 29 contains the as-built pavement information and the pavement condition classification based on
the visual condition, FWD deflection, rut and riding quality data. The information for this particular case shows that
there is a change in both the visual condition and FWD deflection classifications at about km 11.77. At chainages
lower than km 11.77 the pavement shows very little visual distress, except for the binder condition, and all the
deflection, rut and riding quality parameters are low. The classification of the pavement condition at chainages less
than km 11.77 is mostly sound. Higher than km 11.77, the pavement shows visual distress and the deflection and
riding quality parameters are higher, resulting in warning to severe classifications for a number of parameters. The
section of road shown in the example should be divided into two uniform sections at km 11.77.

Similar stripmaps can be prepared for concrete pavements by considering the failure mechanisms of concrete
pavements as described in M3-1 or TRH19.

Once the project has been divided into uniform sections, an initial structural capacity assessment is done for each
uniform section. It is recommended that this initial structural capacity assessment is done using simple, empirically
derived relationships, such as (included in Section 7):
• Surface deflection methods
• DCP method, if DCP tests were done during the initial assessment and rut results are available
• AASHTO SN method, if riding quality results are available
• Pavement Number method

A more detailed and/or sophisticated structural capacity assessment is done during the rehabilitation design stage.

Measurement Types and Associated Criteria Visual Assessment Surveys

The most critical aspect of the visual
Chapter 6: Road Prism and Pavement Investigation,
inspection is for the team doing the visual
Section 7, contains discussion on all measurement types
and the associated criteria. inspection to be properly trained and
consistent in their evaluation of distress.

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Figure 29. Concise Representation of Information from the Initial Assessment Phase

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Once each lane of the full project length has been divided into uniform sections, and the initial structural capacity
assessment completed, each uniform section is classified according to:
• Sections with no significant problems therefore requiring no action. Sections with no significant problems
are those sections that can economically be kept at an acceptable level of service using routine maintenance.
These sections can be often excluded from further analysis. The underlying assumption is that if the road looks
fine, it is fine. However, if the future traffic demand is high, it is advisable to check the structural capacity of
these sections as part of the detailed assessment phase.
• Sections with only surfacing problems. Ravelling, bleeding and polishing are classified as surfacing-only
distress in the absence of other forms of distress. Further tests may be required on the surfacing material to
establish appropriate rehabilitation alternatives, but these tests are not regarded as part of the rehabilitation
design phase.
• Sections with localized problems. Areas of localised distress are identified and treated separately so as not
to influence the assessment and design of the remainder of the project, and to ensure that appropriate measures
are applied to these sections to prevent recurrence of the problem. In South Africa, inadequate drainage is by far
the most common cause of localised distress. Vegetation close to the edge of the road is normally associated
with drainage problems, as are blocked drains.
• Sections requiring structural strengthening for increased structural capacity where the estimated future
traffic exceeds the remaining life. Generally, if 25 to 30% of the pavement surface needs patching, consideration
should be given to rehabilitating the pavement.

Sections that do not fit in the above categories, or for which there is uncertainty regarding the cause of distress, or
the initial structural capacity assessment indicates a low remaining structural capacity, require further analysis during
the detailed assessment phase.

The final step of the initial assessment phase is to generate a uniform section report for each uniform section. This
summarises the data collected during the initial assessment, with recommendations for:
• Additional testing required during the detailed assessment phase.
• Remedial measures for those sections not requiring structural
strengthening. Drainage
• Sections that should be considered for structural rehabilitation. In South Africa, inadequate
drainage is by far the most
These uniform section reports are updated during the detailed assessment common cause of localised
phase, when more information becomes available. distress.

5.1.2.2 Detailed Assessment

The detailed assessment deals with those sections that are identified as probably requiring structural improvement.
There are three activities typically associated with the detailed assessment phase:
• Additional testing. The purpose is to collect any additional information required, to support tentative findings
and recommendations from the initial assessment phase and to increase confidence in the causes and
mechanisms of distress. Typically, the additional tests are intrusive tests. These may include test pits and bulk
material samples for laboratory testing, as well as cores from layers that are still effectively bound. If the traffic
information available from the preliminary investigation is doubtful, a detailed traffic survey may be included
during the detailed assessment to boost confidence in the design traffic estimate. Refer to Section 4.6 for traffic
survey options.
• Determination of the cause and mechanism of distress. The establishment of the cause and mechanism of
distress for each uniform subsection is crucial for the selection of appropriate remedial actions and effective
rehabilitation design. A sound understanding of pavement behaviour is the key to identifying the origin and
hence the cause and mechanism of distress. The aspects of pavement behaviour presented in Section 3.5 are
useful for this analysis.
• Pavement situation description:
− Type and thickness of layers
− Traffic loading, both past and future
− Environment, both temperature and moisture
− Pavement performance
− Present condition, visual as well as pavement tests
− Cause and mechanism of distress

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The final step of the detailed assessment phase is to update the uniform section reports from the initial assessment
phase with more reliable information. Then, the cause and mechanism of distress can be pinpointed. The input for
the structural pavement design should also be presented in a concise manner.

5.2 Design Considerations

Before embarking on the design, the designer should be aware of material availability and cost, as well as practical
and functional considerations that influence the final rehabilitation decision.

5.2.1 Material Availability and Cost

The existing pavement is a major source of available material in a rehabilitation design. The potential utilisation of
the existing pavement material through recycling must be investigated.

5.2.2 Constructability
Factors that need to be considered include:
Reusing Materials in
• Traffic accommodation Existing Road
• Widening of the paved surface The existing pavement is a
• Bridge and overpass clearance major source of available
• Layer thickness constraints material in a rehabilitation
design. The potential
• Availability of resources utilisation of the existing
• Potential for deep in situ recycling pavement material through
• Environmental impacts of the selected rehabilitation option recycling must be investigated.

5.2.3 Performance Adequacy

Drainage conditions and the selection of an appropriate surfacing or wearing course for specific characteristics should
be kept in mind. For example, porous asphalt is used to reduce spray and noise.

5.2.4 Maintainability
Pavements have a long lifespan, including several maintenance and rehabilitation cycles. Maintainability
considerations are often determined by the road authority’s resources and policies, such as budget, maintenance
capabilities, maintenance policies and political policies. It is unwise to opt for a rehabilitation option that impairs the
future maintainability of the facility.

5.3 Structural Pavement Design

The structural design of a pavement, and subsequent economic analysis, should only proceed once sufficient
information has been gathered during the design investigation.

5.3.1 New Design

The purpose of the structural design of a new pavement is to develop a number of potential designs with sufficient
structural capacity to match the design traffic demand, while adhering to the principles of pavement design. Refer to
Section 2 for the principles of design and Sections 7, 8 and 9 for structural design methods. Appropriate structural
design methods for new design include:
• TRH4 catalogue and other industry catalogues
• DCP method, Section 7.3
• SAMDM for flexible pavements, Section 7.1
• Mechanistic-empirical design method for concrete pavements, Section 8.2
• Pavement Number method, Section 7.2
• Mechanistic-empirical design method for block pavements, Section 9.4
Maintainability
5.3.2 Rehabilitation Design It is unwise to opt for a
rehabilitation option that
The philosophy of rehabilitation design is to fully utilise the remaining strength of
impairs the future
existing layers. The structural design is done for each of the subsections
maintainability of the facility.
requiring structural strengthening. From a practical point of view, it is not
advisable to have short lengths of slightly different designs to be constructed

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under a single contract. Consideration should therefore be given to combine

uniform sections in the design and documentation stage to ensure
constructability.
Short Uniform Sections
5.3.2.1 Appropriate Rehabilitation Options: Flexible Pavements From a practical point of view,
it is not advisable to have
Before suggesting an appropriate rehabilitation option, typical causes and uniform sections with short
mechanisms of distress are discussed. lengths of slightly different
designs to be constructed
(i) Cause and Mechanism of Distress under a single contract.
The mode of distress, cracking or deformation, serves as pointers towards the
origin and cause of distress in pavements. The types of distress that manifest in flexible pavements are illustrated
and discussed in Chapter 14: 4.1.

Deformation in flexible pavements results from the following:

• Deformation caused by surfacing inadequacies may be identified by a poor rut-deflection correlation, and the
DCP indicating a sound base/subbase combination.
• Deformation caused by a poor base and/or subbase normally exhibits a narrow, deep rut with heaving next
to the rut. The DCP should also indicate a poor base and/or subbase quality.
• Deformation of the subgrade is normally characterised by a wide rut and a better rut-deflection correlation.
Although deformation occurs in the subgrade, it may not necessarily indicate a poor subgrade quality and may be
the result of inadequate protection or cover by the base/subbase layers.
• Post-construction compaction is normally characterised by the absence of heaving next to the rut. The width
of the rut may depend on the depth at which the post-construction compaction occurred. DCP tests done in and
between the wheel-paths should indicate an increased strength in the wheel-paths.
• Subgrade swell and collapse normally take the form of transverse undulations spaced along the length of the
road, and are uniform across the width of the road. Knowledge on the geology of the subgrade also assists in
determining the cause of distress as either swell of a clay subgrade or collapse of a sandy subgrade.

Cracking in flexible pavements typically results from the following:

• Crocodile cracking. May be confined to a region close to the wheel-tracks with an associated rut. High
deflections with a small radius of curvature (from deflection measurements) may point towards fatigue cracking.
A soft base layer may also cause fatigue cracking, which may be identified with DCP testing or radius of curvature
measurements.
• Surface cracking from aged, brittle asphalt surfacing. In this case, the cracking is distributed over the full
width of the pavement and is not traffic associated. Rutting is not a prerequisite. The closing of these cracks in
the wheel-tracks is an indication that the crack may be limited to the surfacing only.
• Block cracking associated with shrinkage of treated/stabilized materials has a characteristic pattern, which is
not confined to the wheel-tracks.
• Longitudinal cracking that is not confined to the wheel-tracks is indicative of construction joints or
embankment instability.
• Transverse cracking is symptomatic of temperature associated distress, and can initiate structural problems if
left unsealed.

(ii) Rectifying Deformation

Different remedial actions need to be considered, depending on the origin of deformation. Surfacing deformation is
rectified by recycling or replacing the surfacing.
• A thick overlay may not be the most appropriate rehabilitation option for rectifying deformation originating from
a poor base or subbase. The recycling of the base layer material, with the
addition of low percentages of bituminous or cementitious binder should be
considered. The deep, in situ recycling of base and subbase layers with the
addition of low percentages of cement, emulsion or foamed bitumen is Measurement Types
popular in South Africa. Concrete inlays and overlays can also be and Associated Criteria
considered. Chapter 6: Road Prism and
• Subgrade deformation due to insufficient cover is rectified by Pavement Investigation,
reconstructing the base and subbase combination to form a reworked Section 7, contains discussion
subbase, followed by the addition of a new base or a thick overlay. on all measurement types and
the associated criteria.

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• Measures for rectifying subgrade swell and collapse are not aimed at strengthening the pavement.
Drainage may be the indirect cause of these problems, which then needs to be rectified. A thick asphalt levelling
course can be applied to counteract undulations, after the pavement has settled. For swelling clays, the
migration of moisture into and out of the subgrade needs to be limited and moisture equilibrium maintained. In
the case of existing pavements, special treatments, such as construction of cut-off membranes to sufficient depth
on both sides of the structure, may be required.
• Post-construction compaction actually increases the structural capacity of the pavement. Normally, only a
thin levelling course is required.

(iii) Rectifying Cracking

Different remedial actions are considered, depending on the origin of cracking:
• Reflective cracking from previously stabilized layers is rectified by ripping or milling and recompacting the
treated layer. Granular overlays have also been proven effective in preventing propagation of reflection cracking.
Because reflection cracks are often not associated with structural deficiency, some authorities permit their
occurrence, but require sealing to prevent ingress of moisture as part of the routine maintenance programme.
• Fatigue cracking us rectified with an overlay of sufficient thickness; inlay (asphalt or concrete) to decrease the
deflection; or, partial reconstruction, but be careful of reflective cracking. To mitigate potential reflective
cracking, a stress absorbing membrane interlayer, typically a bitumen rubber seal, may be constructed before
proceeding with the overlay. Where secondary cracking becomes visible, patching or milling of the defected
areas are common pre-treatment requirements, before construction of an overlay for strengthening. See also
crocodile cracking.
• Crocodile cracking caused by an aged surfacing is rectified with a special surface treatment; replacing the aged
material with fresh material; or, where the extent is large, complete removal by milling.
• Surfaces with advanced cracking should be removed before an overlay is placed.

Note that when deep in situ recycling is used, the surfacing layer can be recycled in with the base material to form
the new base.

5.3.2.2 Appropriate Rehabilitation Options: Concrete Pavements

(i) Cause and Mechanism of Distress

The mode and type of distress serves as pointers towards the origin and cause of distress in pavements. The types
of distress that manifest in rigid pavements are illustrated and discussed in Chapter 14: 4.2.

The distress types in concrete pavements are:

• Cracking, including corner and mid-slab cracking, cracking close to a joint and closely spaced cracks.
• Shattered slabs
• Pumping
• Faulting

These distresses are construction, environmental, traffic and load related. Poor or erodible support under concrete
pavements leads to pumping, and later faulting and cracking under traffic loading, especially if water is allowed to
enter through cracks and poorly maintained joints.

Cracking in slabs is initiated by shrinkage of the concrete, either due to the concrete mix properties or low
temperatures. Corner and mid-slab cracking are only found in jointed concrete slabs, with curling at the corners or
between transverse joints, loss of slab support and loading at the corners or joints occurs. These cracks need to be
properly sealed to keep surface water entering the pavement structure. When surface cracking occurs, partial depth
repairs may be considered. However, a low success rate makes this a questionable approach.

Cracking close to joints normally develops as a result of poorly designed or constructed joints. Closely spaced cracks
develop in CRCP pavements where there are variations in the concrete. These cracks do not require maintenance,
but may eventually lead to punch-outs in CRCP.

If cracks are wide enough, and joints are not maintained properly, surface water enters the pavement and
accumulates between the concrete slab and the supporting subbase layer. The deflection of the slab under traffic
loading results in erosion of this supporting layer, manifesting as pumping of fines through joints and cracks.

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In a jointed concrete pavement, erosion of the supporting layer not only results in pumping, but also causes
displacement of subbase fines from the slab downstream of the transverse joint towards the upstream side of the
joint. Accumulation of fines below the upstream slab causes it to rise, whereas the downstream slab goes down due
to the void. This results in a step at the transverse joint, also called faulting. Usually the void that develops under
the downstream side of the transverse joint results in transverse cracking about 2 metres away from the joints.
Faulting affects the riding quality of the road, and is rectified by grouting the voids underneath the slab followed by
grinding down the step at the joints.

Structural failures under traffic loading usually occur at, or close to, transverse joints or shrinkage cracks. This is
because of a break in the uniformly constructed pavement, a decrease in the ability of the pavement to transfer the
load across the joint/crack, and, thus an increase in stress in the concrete slab. The design philosophy therefore is
to ensure proper load transfer at the joint/crack under moving traffic loading. This capability to transfer loads across
the joint/crack is defined in terms of relative vertical movement as the load moves across the joint/crack. This is
measured by moving a wheel load across the joint/crack, or by using the FWD. With the FWD, the difference in
deflection between the loaded slab and the adjoining slab on the other side of the joint/crack is measured. The
calculated relative vertical movement is used in cncPAVE as an input into the calculation of tensile stress. The
measured relative vertical movement on existing pavements can be used to design overlays. As a guide, the relative
vertical movement suggests the following rehabilitation options:
• Relative vertical movement < 0.09 mm: A combination of asphalt layers with modified binders is successful.
• Relative vertical movement > 0.10 mm: Reinforced concrete pavements with or without steel fibres are
recommended to achieve an acceptable life expectancy.
• Relative vertical movement > 0.20 mm: Methods such as crack-and-seat, installing dowel bars, grouting at
joints/cracks, or, slab repairs to improve the relative vertical movement, should be considered before overlaying
the old concrete slab.

Punch-outs, i.e., loose blocks about 300 mm x 300 mm in size, are only found in CRCP. Punch-outs develop where
transverse shrinkage cracks are relatively wide and are closely spaced (load transfer at these cracks is limited),
pumping is occurring and longitudinal cracks occur between these transverse cracks.

Once cracking of the slab becomes excessive, resulting in loose blocks, punch-outs and a loss in riding quality, it is
defined as a shattered slab, which then requires a full depth repair or even slab replacements. Methods for this are
described in the Concrete Road Construction Manual (C & CI, 2008).

Overlays using asphalt or concrete are also considered as a long term rehabilitation option. To avoid reflection
cracking, the type of asphalt mix must be carefully selected to resist the relative vertical movement at joints and
cracks.

Before overlays are placed, and as routine maintenance, severely cracked or shattered slabs should be replaced,
cracks should be cleaned out (routed) and resealed with silicone or bitumen rubber.

5.3.2.3 Appropriate Rehabilitation Options: Block Pavements

Block pavements can exhibit deformation as in flexible pavements. Cracking of the concrete blocks can occur which
generally indicates a strength problem of the concrete used for the manufacturing of the blocks. Should the block
pavement need to be repaired, the blocks can be removed, the support reinstated and then the same blocks relaid,
provided the blocks are undamaged.

5.3.2.4 Appropriate Rehabilitation Options: Composite Pavements

Composite pavements are pavements that are rehabilitated by using concrete and bituminous materials
together. For example, concrete overlays can be constructed on flexible pavements. This is often referred to as
white-topping. A special case is an Ultra-Thin Continuously Reinforced Concrete Pavement (UTCRCP), which is at
least 50 mm thick and constructed on an existing flexible pavement (see Chapter 9: 12.2.2). Full or partial depth
concrete inlays are constructed in the slow lanes of flexible pavements, where the heavy traffic has increased to such
an extent that flexible pavements are no longer cost effective. The fast lanes of heavily trafficked roads can be
constructed as a flexible pavement and the middle and slow lanes, or only the slow lane, in concrete, to cater for the
heavier loads.

Concrete roads with insufficient texture depth, or where the riding quality is unacceptably low, are repaired by
regrinding to restore the skid resistance and riding quality. However, this type of restoration requires expensive
specialised equipment and, if it is not required on large scale, is likely to be unfeasible. Pavements which have been
heavily repaired, or show severe faulting of joints and cracks, are overlaid with asphalt or concrete. Where new

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concrete inlays constructed by labour intensive methods have a low riding quality, this is rectified by the construction
of an asphalt overlay.

Where the noise levels on concrete pavements are an issue, particularly in urban areas, the surface can be treated to
reduce the noise. Re-texturing or asphalt overlays are an appropriate surface treatment in this situation.

Composite pavements have some special construction requirements, for example, the vertical longitudinal joint
between a concrete and asphalt pavement. Chapter 12: 3.12.7.1 discusses some special requirements.

Decision makers should note that creating a composite pavement by overlaying concrete with asphalt results in a
new pavement system, requiring a different set of deterioration models and intervention criteria in pavement
management systems. Traditional flexible and concrete models do not necessarily apply.

5.3.2.5 Rehabilitation Design Methods

The structural capacity of uniform sections requiring structural improvement may be increased by an overlay, partial
or full reconstruction. Many methods of designing these rehabilitation options are available, and are discussed in
Sections 7, 8 and 9.

The most appropriate methods should be selected for the design. The input information required for a structural
design should be available if the process outlined in this chapter and Chapter 6: 7 is followed, and a uniform section
report produced.

5.4 Economic Assessment

The selection of the final pavement design is based on the life cycle economic assessment of a number of alternative
designs. The purpose of the structural design method is therefore not the selection of the final design, but to
provide the designer with a number of design alternatives with the required structural capacity. The details of the
economic analyses for new and rehabilitation design are slightly different, refer to TRH4 and TRH12 for more
information. Although TRH4 and TRH12 refer to flexible pavements, the same economic principles apply for concrete
or concrete block pavements.

The basic principle of the economic assessment is the same for new and rehabilitation design. The cost comparison
of alternative pavement designs, for a specific design case, is based on the Present Worth of Cost (PWOC), Net
Present Value (NPV) and Internal Rate of Return (IRR) of the initial construction and anticipated maintenance and
rehabilitation costs. The cost comparison allows the selection of the final design on economic considerations, but
should not override all other considerations. Financial affordability should also be considered. The availability of
funds for the initial construction, and the availability of maintenance funds must be considered, as these could
influence the final design decision.

The PWOC of the alternative designs is calculated from Equation (16), and the NPV from Equation (17). The IRR is
obtained by setting the NPV in Equation (17) equal to zero, and solving for r, the real discount rate.

m
Mi S
PWOC = C + �� �− (16)
(1 + r)ni (1 + r)p
i=1
m
Mi S
NPV = −C − �� �+ (17)
(1 + r) ni (1 + r)p
i−1

where PWOC = Present Worth of Cost

NPV = Net Present Value
C = Construction cost in terms of current cost
S = Salvage value in terms of current cost
Mi = Cost of the ith maintenance or rehabilitation action in terms of current cost
m = Total number of maintenance and rehabilitation actions
ni = Number of years from the present to the ith maintenance or rehabilitation action
p = Analysis period
r = Real discount rate

Items that are assumed to be equal for different design alternatives, such as the salvage value of the pavement at
the end of the analysis period and the road user cost, are usually omitted from the economic assessment. An

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indication of the real discount rate is obtained from the difference between the opportunity cost of capital and the
inflation rate. For public projects, the discount rate used is published by the National Treasure
(www.treasury.gov.za).

A difference in the economic indicator between two alterative designs of less than 10% is insignificant, and the
designs are assumed to be equivalent in economic terms.

The development of a realistic life cycle strategy is of utmost importance to the validity of the economic assessment.
The cost of future maintenance and rehabilitation actions cannot be ignored. Table 25 lists typical ranges of
surfacing life for different combinations of base type, surfacing type, road category and traffic class. Table 26
provides typical future maintenance and rehabilitation measures for different pavement types. These values are only
meant for planning purposes during the design stage, and may be different under in service conditions. Monitoring
and management of in service maintenance and rehabilitation actions form part of the activities of the Pavement
Management System (PMS).

Table 25. Typical Ranges of Surfacing Life for Flexible Pavements

Base Type Surfacing Type Range of Surfacing Life (Years) for Combinations
(< 50 mm thickness) of Road Category and Traffic Class
A B C, D
ES3 – ES10 ES3 – ES10 ES1 – ES10
Granular Bitumen sand or slurry seal – – 2–8
Bitumen single surface treatment 6–8 6 – 10 8 – 11
Bitumen double surface treatment 6 – 10 6 – 12 8 – 13
Cape seal 8 – 10 10 – 12 8 – 18
Continuously graded asphalt 8 – 11 – –
Gap graded asphalt 8 – 13 – –
Hot mix asphalt Bitumen sand or slurry seal – – 2–8
Bitumen single surface treatment 6–8 6 – 10 8 – 11
Bitumen double surface treatment 6 – 10 6 – 12 8 – 13
Cape seal – 8 – 15 8 – 18
Continuously graded asphalt 8 – 12 8 – 12 –
Gap graded asphalt 8 – 14 10 – 15 –
Porous asphalt 8 – 12 10 – 15 –
Cemented Bitumen sand or slurry seal – –
Bitumen single surface treatment 4–7 5–8
Base type not
Bitumen double surface treatment 5–8 5–9
used for category
Cape seal 5 – 10 5 – 11
A roads
Continuously graded asphalt 5 – 10 –
Gap graded asphalt 6 – 12 –

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Table 26. Typical Future Maintenance Actions for Life Cycle Cost Analysis of Flexible
Pavements
Base Type Surface Maintenance Structural Rehabilitation
Surface Treatment Asphalt Original Moderate Distress Severe Distress
Original Surfacing Surfacing
Granular S1 @ 9 years S1 @ 9 years 30 – 40 mm AC/BRAC > 100 mm BC
S1 @ 18 years S1 @ 18 years or
or Granular/concrete
40 mm AG @ 11 years overlay
40 mm AG @ 22 years or
Recycling
Hot mix asphalt S1 @ 10 years S1 @ 11 years 30 – 40 mm AC/BRAC > 100 mm BC/concrete
S1 @ 20 years S1 @ 21 years or
or Recycling
40 mm AG @ 11 years
40 mm AG @ 22 years
Cemented S1 @ 5 years S1 @ 5 years Further surface Thick granular/concrete
S1 @ 10 years S1 @ 10 years treatments overlay
S1 @ 15 years S1 @ 15 years or
S1 @ 20 years S1 @ 20 years Recycling
Concrete Re-grooving 30 – 40 mm AC/BRAC Concrete
@ 25 years
Notes:
AC is continuously graded hot mix asphalt
BC is hot mix asphalt base
BRAC is bitumen rubber asphalt
S1 is a single surface treatment

(i) TRH12
TRH12 introduces uncertainty in the economic assessment by using decision trees and Bayesian theory to assess
various probable outcomes, within the present worth of cost method. This procedure allows for the incorporation of
personal experience in the formal analysis procedure. Refer to TRH12 for more detail.

(ii) Highway Development and Management System (HDM)

The Highway Design and Maintenance Standards Model (HDM-III), developed by the World Bank, has been used for
over two decades to combine technical and economic appraisals of road projects, to prepare road investment
programmes and to analyse road network strategies.

The International Study of Highway Development and Management (ISOHDM, 2004) was carried out to extend the
scope of the HDM-III model, and to provide a harmonised systems approach to road management, with adaptable
and user-friendly software tools. This produced the Highway Development and Management Tool (HDM-4), which is
also used for the economic assessment of road projects. The scope of HDM-4 goes beyond traditional project
appraisals and provides a powerful system for the analysis of road management and investment alternatives. The
HDM-4 analytical framework is based on pavement life cycle analysis, over typically 15 to 40 years, to predict the
following over the life cycle of a road pavement:
• Road deterioration
• Road work effects
• Road user effects
• Socio-economic and environmental effects

Once constructed, road pavements deteriorate as a consequence of several factors, most notably:
• Traffic loading
• Environmental weathering
• Effects of inadequate drainage systems

The rate of pavement deterioration, and overall long-term condition, is directly affected by the maintenance applied
to repair defects on the pavement surface. When a maintenance standard is defined, it imposes a limit to the level

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of deterioration that a pavement experiences. Consequently, in addition to the capital costs of road construction, the
total costs incurred by road agencies depend on the applied standards of maintenance and improvement.

The impacts of the road condition and design standards on road users are measured in terms of road user costs, and
other social and environmental effects. Road user costs comprise vehicle operating costs, costs of travel time and
the cost to the economy of road accidents.

Economic benefits from different road investment options are determined by comparing the total cost streams for
various road works and construction alternatives against a base case alternative. The base case is not doing the
project or doing the minimum, usually representing the minimum standard of routine maintenance. HDM-4
estimates the costs for a large number of alternatives year-by-year for a user-defined analysis period. All future
costs are discounted to the specified base year.

To make these comparisons, detailed specifications of investment programmes, design standards, and maintenance
alternatives are needed, together with unit costs, projected traffic volumes, and environmental conditions. Although
a substantial number of inputs to this system are required, only a few inputs and variables are project specific. The
rest remain unchanged for the larger economic environment. For this reason, road authorities requiring HDM
analysis usually adopt defaults, or standard inputs, for non-project related variables.

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6. STRUCTURAL CAPACITY ESTIMATION

The purpose of structural pavement design methods are to provide a method for the unbiased estimate of the
structural capacity of alternative design options, with the aim of selecting the most economical option and that
ensures the traffic demand will be met.

Structural design methods vary greatly in the amount of detail required and the level of analysis involved. The
methods are generally:
• Empirical methods, based on observations of the performance of pavements.
• Mechanistic-empirical (ME) methods, which analyse the pavement as a mechanism, and link mechanistic
parameters to the structural capacity through empirical observations of performance.
• Catalogues with standard designs for general conditions. These are developed either empirically or using ME
methods, or a combination of both.

The next three sections, Sections 7, 8 and 9, include the common empirical
and mechanistic-empirical design methods for flexible, rigid and block Design Catalogues
pavements. Section 6.1 gives some general comments on Mechanistic- These catalogues available in
Empirical Design Methods. TRH4 (1996) are “tried and
tested”, and should be used to
TRH4 contains catalogues of pavements for different combinations of benchmark any pavement
pavement type, road category and design structural capacity for flexible design.
pavements. The flexible pavement designs are all based on the South
African Mechanistic-Empirical Design Method of 1995 (Theyse et al, 1995 and
Theyse et al 1996). These catalogues are “tried and tested”, and should be used to benchmark any pavement
design. The M10 manual (1995) contains some catalogues for rigid pavements. UTG (1982) contains catalogues for
block pavements.

It is important to keep in mind that there is no single structural capacity value associated with a pavement, but
rather a range of appropriate values. This is because of the variation in all the variables used to determine the
structural capacity, resulting in a distribution in the structural capacity assessment. In addition, all assessment
methods are estimates, and no one method provides an absolute prediction. The structural capacity estimate is
therefore a single point estimate taken from a possible distribution of values and most often reflects the average
value. The use of stochastic simulation techniques to estimate a structural capacity distribution, such as the Monte
Carlo simulation technique, is useful. An example of the use of such a method is given in Jooste (1997).

6.1 General Comments on Mechanistic-Empirical Design Methods

Classical mechanistic-empirical (ME) methods have been used for many years. Many aspects of this type of analysis
are common to all ME methods and to rigid, flexible and block pavements. Some general comments on these
methods are discussed here, with details on specific methods given in Sections 7.1 for flexible pavements, 8.2 for
rigid pavements, and 9.4 for block pavements.

Mechanistic-empirical methods analyse the pavement as a mechanism by assuming a material model for the
pavement type (see Chapter 2: 3 and 4.2) and calculates engineering parameters such as stresses and strains. The
engineering parameters are then linked to the structural capacity of the pavement through observations of
performance. These methods follow a logical structure and adhere to the laws of solid mechanics, but have
absolutely no “intelligence” incorporated in the design method. Therefore, although the design method enables the
design engineer to develop a pavement design with sufficient structural capacity, it may not necessarily be the
optimal design. The “intelligence” in the system is provided by experience and sound engineering practice.
Fortunately, much of the sound engineering practice in South Africa has been captured in national and industry
guideline documents.

Figure 30 shows the typical components of a classical mechanistic-

empirical design method.
ME Methods
Although ME design methods enable a
pavement design with sufficient structural
capacity, it may not necessarily be the
optimal design. The “intelligence” in
the system is provided by experience
and sound engineering practice.

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Pavement structure
Loading
Material parameters
• Resilient properties
• Strength properties

Pavement (Resilient)
Response Model
• Stresses and strains

Critical Response Parameters

• Stress or strain parameter

Design iterations:
Empirical Damage Models • Material quality
adjustment
• Layer thickness
Pavement Structural
adjustment
Capacity Estimate

No
Adequate?

Yes
Final pavement design

Figure 30. Main Components of a Mechanistic-Empirical Pavement Design Method

The process begins with the characterisation of the design problem in terms of the following inputs:
• Pavement structure
− Number of layers
− Layer thickness
• Material characteristics for each pavement layer
− Resilient response characteristics: Resilient modulus and Poisson’s Ratio (see Chapter 2: 3 for definitions)
− Strength characteristics, which depend on the material type
− Material properties, which also depend on the material type
• Design loading
− Number of loads
− Coordinates for each individual load
− Contact stress, load or load radius for each individual load

(i) Loading
Historically, ME design has used the standard axle as the load input. See Section 4.1.3 for a definition of a standard
axle and details on how to convert actual loading to the equivalent standard axle. A circular load of uniform contact
pressure is used.

(ii) Inputs
The solution type used for the multi-layered pavement system dictates the required material models and inputs,
namely Young’s modulus and Poisson’s ratio (defined in Chapter 2: 3). Young’s modulus applies to perfectly linear-
elastic materials, while pavement materials mostly behave non-linearly and inelastically. The resilient modulus (Mr),
a linear secant modulus, is used as the Young’s modulus input to approximate the non-linear, stress-strain behaviour
of pavement materials.

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(iii) Pavement Response Models

The pavement response model uses layered elastic analysis to determine the displacements, strains and stresses
induced in the pavement by the loading. This is done through the pavement response model, which attempts to
model the resilient response of the individual pavement layers and the whole pavement system. The response model
therefore includes the material models and the system model:
• The material model describes the stress-strain behaviour of the material in each of the pavement layers when
viewed in isolation.
• The system model combines the material models of the individual pavement layers, the interaction between
pavement layers, the external loading and the boundary conditions of the problem to model the response of the
complete system.

The continuum mechanics model used in classical ME models for pavement materials is the homogenous, isotropic,
linear-elastic model. See Chapter 2: 3 and 4.2 for a description of this model and further discussion. This solution is
available in a number of software packages, the oldest being BISAR, ELSYM5, CHEV15 and WESLEA, some of which
are part of Cyrano, ME-Pads and Rubicon Toolbox, which are more commonly used now. See Sections 7.10, 8.4
and 9.6.

The pavement response model provides stress and strain results at any location within the pavement system using
the multi-layered linear-elastic system. The damage in pavement layers is determined by the stress or strain induced
at specific locations in the pavement structure. The location and stress or strain parameter is determined by the
material type and associated expected distress mechanism. These stresses and strains at specific locations in the
pavement are referred to as critical parameters and serve as the primary, load related, input to the damage model.

See the green side-box below for a discussion on the complexities of the response models.

(iv) Damage Models

The permanent response of the pavement to loading is captured in the damage models, also referred to as ‘transfer
functions’ or failure criteria. The transfer functions are material specific and are calibrated for the dominant
mechanical modes of distress, permanent deformation and fatigue in flexible pavements and shattered slabs,
pumping and faulting for rigid pavements. The calibration of the transfer functions is done from observed damage
data and is thus the empirical component of the process. The damage models often include some measure of
material strength. Although the strength properties are associated with the damage models, they are also part of
the material input parameters. Often these are not known explicitly and typical properties associated with the
material type and class are used, termed “default” properties. Examples of the types of strength and materials
properties included are the shear strength, density and saturation for granular materials and strain-at-break for
lightly cemented materials.

The structural capacity of a pavement also depends on the conditions in which the pavement is operating. Wet
conditions, for example, reduce the structural capacity of a pavement. Classical ME design methods assume that a
consistent set of conditions apply for the duration of the structural life of the pavement.

Most mechanistic-empirical (ME) methods were only calibrated for predefined terminal conditions. These methods
estimate the structural capacity (N) from the initial condition to a predefined terminal level of distress. No
information is provided on how damage is accumulated and how the terminal condition is reached.

(v) Recursive Analysis Methods

Recent developments in ME design methods involve modelling the incremental damage that occurs within periods of
similar conditions in terms of traffic loading, environmental conditions and pavement characteristics. Methods based
on this approach are referred to as recursive ME-design methods. The incremental damage that occurs within a
period of similar conditions may be modelled using a linear incremental damage model, based on Miner’s Law, or a
non-linear incremental damage model. For linear recursive methods, the damage models from classical ME design
methods may be used, although they were not calibrated for this use. Non-linear recursive methods require more
advanced mathematical formulations of the damage models to capture the non-linear accumulation of damage.
Research is underway to incorporate recursive methods into the South African Mechanistic-Empirical Method. See
Section 4.1.3.3 for a brief discussion on recursive methods.

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Discussion of Complexities of Response Models

The continuum mechanics model used for pavement materials is the homogenous, isotropic, linear-elastic model.
See Chapter 2, 3 and 4.2 for a description of this model and further discussion.

The system response for continuum mechanics models is done using integral transformation or finite element
techniques.
• Integral transformation techniques are based on closed form integral solutions of the displacement,
strain and stress of layered systems. These solutions are derived from classic elasticity theory for layered
systems of simple geometry and basic load types.
• Finite element solutions model the pavement system as a number of separate but interconnected
elements. Finite element solutions can accommodate more complex geometry, including pre-defined cracks
in the pavement system, as well as non-linear material models.

Both solutions consider conditions of equilibrium and compatibility as well as the boundary conditions of the
problem, to solve the internal displacement, strain and stress for a given external load. These system models
are also based on static or dynamic response analyses, although static response models are much more
common.

Static response analysis assumes that the load is applied to the system for such a long period that the response
of the system comes to rest. Although there are internal displacements in the system and therefore
displacement at the boundaries of the system, these displacements are constant and the velocity and
acceleration of all points within the system are zero. The external load, is therefore, only resisted by the
stiffness of the system.

Dynamic response analysis incorporates the effects of load magnitude variation, movement of the point of load
application and the dynamic response of the system to the changing load conditions. The load characteristics
therefore change continuously, and the system reacts dynamically and has not come to rest. The damping and
inertia of the system therefore needs to be included in the response, in addition to the system stiffness.

The best known, and most often used, response model is the integral transformation solution for the static
analysis of a homogenous, isotropic multi-layered, linear-elastic system subjected to a circular load of uniform
contact pressure. This solution is available in the pavement engineering industry in a number of software
packages, the most common being the older BISAR, ELSYM5, CHEV15 and WESLEA and the more recent Cyrano
200, ME-Pads, and Rubicon Toolbox (see Section 7.10).

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7. STRUCTURAL CAPACITY ESTIMATION: FLEXIBLE PAVEMENTS

There are many structural capacity estimation methods available for flexible pavements. Each has their own
advantages and disadvantages, and may only be used for appropriate situations. The following methods are
discussed in this section:
• South African Mechanistic-empirical Design Method (SAMDM)
• Pavement Number (PN)
Mechanics of Materials
• Dynamic Cone Penetrometer (DCP)
• AASHTO Structural Number (SN) The mechanics of materials,
including stresses and strains and
• FWD deflection bowl parameter method materials models, are discussed in
• FWD Structural Number (SN) Chapter 2: 3 and 4.2. How these
• TRRL Surface Deflection concepts are applied to pavement
materials is also discussed.
• Asphalt Institute Surface Deflection

This section briefly discusses each of these methods, and provides a reference for each design method where full
details are available. The advantages and disadvantages of the methods are summarised, and the applicability to
various pavement situations is mentioned. It is the responsibility of the designer to select the most appropriate
method(s) for a particular design situation.

The input parameters required by the selected design method should be determined for the actual materials available
for the project. It serves no purpose to select values from published data, because that only results in a general
design similar to those already contained in a design catalogue. Mechanistic-empirical methods do, however, provide
the scope to study the impact of changes in certain input parameters, such as the loading conditions and pavement
composition, on the structural capacity estimate.

7.1 South African Mechanistic-Empirical Design Method (SAMDM)

The 1996 version of the South African Mechanistic-Empirical Design Method (SAMDM) has been widely used in South
Africa for many years. The historical development of the method is discussed in Theyse et al (1996). Ranges of
typical resilient modulus and material strength input values are published for South African road-building materials.
Damage models were calibrated for each of the main material groups used in South African road construction.

The damage models currently provided for by the 1996 version of the SAMDM are:
• Hot mix asphalt fatigue
− Fatigue of thin (< 50 mm thick) surfacing layers: continuously and gap-graded
− Fatigue of thick (> 75 mm thick) base layers
• Unbound granular base and subbase layer
− Permanent deformation
• Cemented base and subbase layers
− Crushing failure
− Effective fatigue Latest AASHTO Design Guide
− Permanent deformation
In the USA, a mechanistic-empirical design
• Subgrade permanent deformation guide has been developed by AASHTO for all
typical pavement types. The method is also
The SAMDM is currently under review. Details on the known as NCHRP 1-37, and was published in
anticipated characteristics of the revised method can be found 2004. The method is complex, and needs to be
in Theyse et al, 2007, with some interim recommendations calibrated for climatic areas and specific
and models included in Theyse et al, 2011. Where possible, projects.
some brief details on the interim SAMDM (SAPDM) are
provided. Further updates are likely, with the revised SAPDM The method utilises a recursive procedure, to
likely to be published in 2013. calculate the deterioration over the life of the
pavement.
Substantial research has recently been done on bitumen
stabilized materials (BSMs) (Long and Theyse, 2003; Jooste et Aspects of this AASHTO method that are
al, 2009), unbound granular materials including crushed stone applicable and useful to South Africa are being
and natural gravel, and South African subgrades (Theyse, included in the SAMDM revision, which is
2001) to improve the mechanistic-empirical models. The known as the South African Pavement Design
improved models for these materials will be incorporated as Method, SAPDM.
part of the method revision.

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The correct characterisation of the input required, and the availability of unbiased, properly formulated and calibrated
transfer functions for different pavement materials are vitally important to the successful application of the method.
The models are developed in a research environment, but the resilient and strength properties of the available
materials must be characterised from available data as best as possible for each design project. Detail on material
characterisation for the SAMDM 1996 can be found in Theyse et al (1995 and 1996.) The 1996 material resilient
response characteristics (Young’s modulus and Poisson’s ratio) and damage models are currently generally used by
practitioners and are provided in the following sections. It is important to always clearly state how the inputs were
obtained, and provide justification for their use.

7.1.1 Hot Mix Asphalt Fatigue

(i) 1996 SAMDM

In the SAMDM, asphalt surfacing layers are only analysed for fatigue. It is assumed the cracks start at the bottom of
the layer and propagate up to the surface. The structural capacity, or fatigue life, determined represents surface
cracking over a defined area of the road. This area depends on the reliability assigned to the road category, for
example, 95% reliability for Category A implies 5% of the road area is cracked.

Rutting, or permanent deformation in an asphalt layer has typically been considered a function of the mix properties,
and has therefore not been considered in the structural analysis.

The resilient moduli for thin continuously and gap-graded asphalt surfacing layers of are shown in Table 27. These
layers are generally less than 50 mm in thickness.

Table 27. Elastic Moduli for Asphalt Materials

used in SAMDM 1996
Code Depth (d) Below Modulus
Surface (mm) (MPa)
AG1 ≤ 50 3000
BC2 ≤ 100 4000
100 < d ≤ 150 5000
150 < d ≤ 200 6000
200 < d ≤ 250 7000
Notes
1. Gap graded asphalt surfacing, as defined in TRH14 (1985)
2. Continuously graded hot mix asphalt, as defined in TRH14 (1985)

The Poisson’s Ratio is generally assumed between 0.4 and 0.44, with 0.44 the recommended value.

Asphalt layers are modelled as a bound layer, which

bends under the load application. This induces
cracks at the bottom of the layer, which propagate
up to the surface. The damage function uses the HMA Fatigue Transfer Functions
horizontal tensile strain at the bottom of the layer, It is generally understood that the 1996 SAMDM fatigue
which represents the resistance to the crack transfer functions for asphalt are not that reliable.
formation. This concept is illustrated in Figure 31,
where εt represents the tensile strain. The transfer In South Africa, we generally use asphalt layers that are
functions for both thin (< 50 mm) surfacing layers less than 50 mm thick, and failure of the asphalt layer is
and thick (> 75 mm) asphalt bases are shown in not necessarily a terminal condition for the pavement.
Equation (18) in Table 28, with the constants The pavement can continue to carry traffic with the
applicable to the required reliability level or Road application of crack sealants to cracks, a seal to
Category. For thick asphalt bases, a shift factor to waterproof the layer, or patches to correct particularly
account for the propagation of cracks from the weak areas. For these reasons, in an analysis of the full
bottom of the layer to the surface is also used, and pavement system, the structural capacity of the asphalt
is given in Equation (19) in Table 28. layer is usually not considered in the critical layer
determination.

Both Shell (Huang, 1993) and the Asphalt Institute

(Austroads, 1992) have transfer functions for fatigue of
asphalt. It is appropriate to use these transfer functions
as an additional check for a design.

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Figure 31. Critical Parameter and Location for Asphalt Layers

Table 28. Transfer Function and Constants for Asphalt Layers

log εt
α �1− � (18)
Nf = 10 β

Where Nf = Fatigue life

α, β = Constants, values shown below
εt = Horizontal tensile strain at bottom of asphalt layer
Thin Surfacing (< 50 mm)
Reliability Continuously Graded Gap-graded
Level
(Category) α β α β
95% (A) 17.40 3.40 15.79 3.705
90% (B) 17.46 3.41 15.85 3.719
80% (C) 17.54 3.42 16.93 3.736
50% (D) 17.71 3.46 16.09 3.774
Thick Asphalt Bases (> 75 mm)
Reliability Asphalt Stiffness (MPa)
Level 1000 2000 3000 5000 8000
(Category) α β α β α β α β α β
95% (A) 16.44 3.378 16.09 3.357 15.78 3.334 15.52 3.317 15.086 3.227
90% (B) 16.81 3.453 16.43 3.428 16.11 3.403 15.73 3.362 15.296 3.272
80% (C) 17.25 3.543 16.71 3.487 16.26 3.435 15.83 3.383 15.390 3.291
50% (D) 17.87 3.671 17.17 3.583 16.68 3.524 16.10 3.441 15.650 3.346
Shift Factor for Crack Propagation
If thickness of layer < 25 mm SF = 1
(19)
If thickness of layer ≥ 25 mm SF = 0.0489 • t – 0.2225
Where t = Layer thickness in mm

(ii) SAPDM
The revised SAMDM, known as SAPDM (South African Pavement Design Method), will include updated models for
asphalt layers. These models will include analysis methods for both fatigue and permanent deformation.

At the time of writing this chapter, field testing is being performed, to obtain data with which to calibrate the
potential models. Thereafter, the models most suited to South African conditions will be selected. For more on the
progress on this research, see www.sapdm.co.za.

7.1.2 Unbound Granular Base and Subbase Layer Permanent Deformation

(i) 1996 SAMDM

In the 1996 SAMDM, unbound granular layers are assumed to accumulate permanent deformation, from shear
deformation, in the layer. The resilient properties for unbound granular base and subbase layers are given in
Table 29. The suggested ranges are shown, along with the values used in the development of TRH4 in brackets.

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The stiffness in a granular layer depends on the strength of the support; the stronger the underlying layer, the stiffer
the granular layer. For rehabilitation investigations, it is important to realise that wide ranges can exist for the same
material, depending on the in situ state.

Table 29. Elastic Moduli for Granular Materials

Material Material Description Elastic Modulus
Code Support Condition
Over Cemented Over Granular
G1 High quality crushed stone 250 – 1000 (450)1 150 – 600 (300)
G2 Crushed stone 200 – 800 (400) 100 – 400 (250)
G3 Crushed stone 200 – 800 (350) 100 – 350 (250)
G4 Natural gravel (base quality) 100 – 600 (300) 75 – 350 (225)
G5 Natural gravel 50 – 400 (250) 40 – 300 (200)
G6 Natural gravel (subbase quality) 50 – 200 (225) 30 – 200 (150)
EG4 Equivalent granular, G5/G6 parent material – 200 – 400 (300)
EG5 Equivalent granular, G7/G8 parent material – 100 – 300 (200)
EG6 Equivalent granular, G9/G10 parent material – 30 – 200 (140)
Note
1. Values shown in brackets were used for the development of the catalogues in TRH4 (1996).

Granular layers are analysed by determining the shear stress state in the middle of the layer, and comparing this to
the shear strength, in terms of the cohesion and friction angle using the Mohr-Coulomb model. This shear strength
state is known as the safety factor, and is used in the transfer function to determine the structural capacity of the
layer. The damage model (transfer function) is given in Equations (20) and (21) in Table 30, along with the shear
strength parameters (cohesion and friction angle) for the applicable materials classes. The transfer function
calculates the structural capacity of the granular layer to a terminal condition of 20 mm of rutting in the layer.

Granular Materials Transfer

σ1 Functions

σ3 It is generally understood that the

σ3
permanent deformation transfer functions
for granular materials are on the
σ3
conservative side.

The calculation of the safety factor can

become quite complicated, primarily because
the material is assumed to behave linear
elastically. In reality, granular materials are
not linear elastic materials, and they cannot
take tension. This requires some
adjustments to be made to the calculations.
These adjustments are detailed in Theyse et
al, “Overview of South African Mechanistic
Figure 32. Critical Parameter and Location for
Pavement Design Method”, 1996.
Granular and Waterbound Macadam
Layers

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Table 30. Transfer Function and Constants for Shear Failure (Granular Materials)

N = 10(α𝐹+β)
(20)
Where N = Number of equivalent standard axles to safeguard against shear failure
α, β = Constants, values shown below
F = Stress Ratio, defined in Equation (21)

φ φ
σ3 �K �tan2 �45 + � − 1�� + 2 K C tan �45 + �
2 2
F=
(σ1 −σ3 )
(21)
σ3 φterm + Cterm
F=
(σ1 −σ3 )

Where σ1, σ3 = Major and minor principle stresses acting in the middle of the granular
layer (compressive stress positive)1
C = Cohesion
φ = Angle of Internal Friction
Cterm = Values given below for material codes
φterm = Values given below for material codes
K = Constant for moisture
• 0.65 for saturated (wet)
• 0.8 for moderate
• 0.95 for normal
Constants for Equation (20)
Reliability Level α β
95% (Category A) 2.605122 3.480098
90% (Category B) 2.605122 3707667
80% (Category C) 2.605122 3.983324
50% (Category D) 2.605122 4.510819
C and Ø-Terms for Equation (21)
Moisture Condition
Material
Dry Moderate Wet
Code
Ø-term C-term Ø-term C-term Ø-term C-term
G1 8.61 392 7.03 282 5.44 171
G2 7.06 303 5.76 221 4.46 139
G3 6.22 261 5.08 188 3.93 115
G4 5.50 223 4.40 160 3.47 109
G5 3.60 143 3.30 115 3.17 83
G6 2.88 103 2.32 84 1.76 64
EG42 4.02 140 3.50 120 3.12 100
EG53 3.37 120 2.80 100 2.06 80
EG64 1.63 100 1.50 80 1.40 60
Notes
1. If a tensile stress, i.e., a negative σ3 is calculated, σ3 is reset to zero and σ1 is increased by the value of σ3. The net result is
that (σ1 – σ3) remains the same, and σ3 = 0.
2. EG4: broken down cemented material, G5/G6 parent material
3. EG5: broken down cemented material, G7/G8 parent material
4. EG6: broken down cemented material, G9/G10 parent material

This 1996 SAMDM granular materials transfer function is are the most commonly used when implementing the
SAMDM.

(ii) Wolff Model (1993)

An alternative damage model for permanent deformation in crushed and natural granular layers (G1 to G6) for use in
the SAMDM was developed by Wolff (1993, 1994). The model relates the stress state in a granular layer of a specific
strength to the permanent deformation caused by repetitions of that stress state. The model was developed from
Heavy Vehicle Simulator (HVS) testing over a period of approximately ten years. The HVS tests indicated that

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granular materials do not behave as a fully elastic material, but rather as an elasto-plastic material. An elastic and
plastic deformation component exists for each load application. The cumulative plastic deformation caused by the
load repetitions appears as a rut at the top of the granular layer. Therefore, the sum of the principal stresses
calculated in the centre of a granular layer using non-linear elastic theory defines the stress state. The model allows
for the calculation of the permanent deformation in each granular layer of a specific strength for any number of load
repetitions. The structural capacity of a pavement structure can thus be determined by limiting the sum of the
permanent deformation calculated in each pavement layer to the maximum permanent deformation allowable on the
surface of the pavement (10 or 20 mm depending on the road category). This concept makes the approach very
attractive for use in rehabilitation design, where measured rut levels can be effectively used to realistically calibrate
the system.

An example of the function relating permanent deformation to stress state and stress repetitions is shown in
Figure 33 for a G6 material at 90 percent design reliability.

While this model was developed using sound engineering, it is not widely used in practice. This is primarily because
it has only been incorporated into the Cyrano software package, and not into other software packages.

G6 Material at 90% Lower Confidence Limit

Figure 33. Relationship between Stress, Permanent Deformation (Strain) and Repetitions

(iii) SAPDM
Theyse (2008b) has recommended shear strength properties and transfer functions for unbound granular materials
for use in the SAPDM. These properties are listed in Table 31. A notable change is that G5 and G6 subbase quality
material are subdivided according to coarse and fine material, and the product of the Bar Linear Shrinkage (BLS) and

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the percentage passing the 0.425 sieve. Coarse subbase materials showed a significant reduction in friction angle
under wet conditions when the product of the BLS and the -0.425 fraction exceeds 170.

The updated transfer function still looks at the shear behaviour of the granular layer, but uses the stress ratio rather
than the safety factor. The stress ratio is conceptually the inverse of the safety factor. The model provides for
subgrade deformation levels from 1 to 20 mm. Details of the models, and how they are implemented, are provided
in Theyse et al, 2011. The formulation of these models may change for the final SAPDM, expected in 2013.

Table 31. Revised Shear Strength Properties for Unbound Granular Materials (2008b)
Shear Strength Parameters
Application Material Code Saturation Level1
Cohesion (kPa) Friction Angle (°)
Dry 90 – 130 53 – 57
G1 Moderate 75 – 100 51 – 55
Wet 50 – 75 50 – 53
Dry 100 – 125 54
G2 Moderate 50 52
Wet 45 50
Base
Dry 75 51
G3 Moderate 40 51
Wet 20 50
Dry 75 51
G4 Moderate 40 47
Wet 20 45
Dry 100 – 125 45 – 49
G5/6
Subbase Moderate 50 – 100 41 – 45
(BLS4252< 170)
Coarse Materials Wet 10 – 50 39 – 42
GM: 1.7 – 2.3 Dry 225 – 275 45 – 49
G5/6
Max size: 28 – 37.5 Moderate 50 – 100 41 – 44
(BLS425 > 170)
Wet 25 – 35 31 – 33
Subbase Dry 125 – 250 43 – 45
Fine material G5/6
Moderate 40 – 50 43 – 45
GM: 1.5 – 1.6 (BLS425 < 100)
Max size: < 14 Wet 10 – 25 40 – 43
Dry 75 – 100 43 – 45
G7
Moderate 0 41 – 43
Ferricrete
Wet 0 40 – 41
Selected Subgrade
Dry 75 – 100 35 – 37
G7
Moderate 0 37 – 40
Sand
Wet 0 35 – 37
Dry 75 45
G10
Moderate 0 37
Ferricrete
Wet – –
Dry 80 – 100 30 – 35
In Situ Subgrade Silt Moderate 0 30 – 35
Wet 0 30 – 35
Dry > 250 20 – 30
Clay Moderate 25 – 50 15 – 25
Wet 5 – 25 10 – 15
Notes:
1. Dry = 20% Moisture
Moderate = 50% Moisture
Wet = 80% Moisture
2. BLS425 = Product of the bar linear shrinkage and percentage passing the 0.425 mm sieve

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7.1.3 Waterbound Macadam

Waterbound macadam layers are a special type of crushed stone layers, however, they were not included in the
original SAMDM. However, in 2000 CSIR published “Guidelines for the Selection, Design and Construction of
Waterbound Macadam Base Layers” in which recommendation for mechanistic-empirical analysis of waterbound
macadam layers are given. As with unbound granular layers, waterbound macadam layers are assumed to
accumulate permanent deformation, from shear deformation. The resilient properties for waterbound macadam
bases are given in Table 32. The stiffness in a waterbound macadam layer depends on the strength of the support;
the stronger the underlying layer, the stiffer the layer. For rehabilitation investigations, it is important to realise that
wide ranges can exist for the same material, depending on the in situ state.

Table 32. Elastic Moduli for Waterbound Macadam Layers

Material Layer thickness Dry Condition Moist Condition
Code (mm) (30 % saturation) (60 % saturation)
Good support1 Weak support2 Good support1 Weak support2
100 1200 800 1100 640
WM1
> 100 1080 620 1010 550
100 1000 600 900 440
WM2
> 100 880 420 790 330
Note
1. Well supported by an intact cemented-treated subbase that creates confinement of the waterbound macadam layer.
2. Relatively weak support provided by a granular or equivalent granular subbase layer

Waterbound macadam layers are also analysed by determining the shear stress state in the middle of the layer, as
illustrated in Figure 32, and comparing this to the shear strength, in terms of the cohesion and friction angle using
the Mohr-Coulomb model. However, the shear strength state parameter is the stress ratio, which is essentially the
inverse of the safety factor. The transfer function is given in Equations (22) and (23) in Table 33, along with the
shear strength parameters (cohesion and friction angle).

Waterbound Macadam for Road Widening

Waterbound macadam layers are useful when widening a
road or working in restricted areas, such as wedges.
Lighter equipment can be utilised to achieve the required
“strength” of the layer without damaging the adjacent
granular pavement. In addition, waterbound macadam
layers allow lateral drainage of moisture, and thus
prevent the development of the so called “bath-tub”
situation, which invariably results in premature failures.

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Table 33. Transfer Function and Constants for Shear Failure (Waterbound Macadam)

log N = α + 0.075 RD − 0.009 S + 0.028 PS − 1.643 SR (22)

Where N = Number of equivalent standard axles to safeguard against shear failure

α = Constant for Reliability Level, given below
RD = Relative Density
S = Saturation
PS = Plastic strain, calculated as the terminal rut depth (% of layer thickness)
SR = Stress Ratio, defined in Equation (23)

�σ1𝑎 − σ3 �
SR = (23)
φ φ
σ3 ��tan2 �45 + � − 1�� + 2 C tan �45 + �
2 2

Where σ1a = Applied major principal stress (kPa)

σ3 = Minor principle stress acting in the middle of the granular layer
(compressive stress positive)1
C = Cohesion
φ = Angle of Internal Friction, calculated using Equation (24)
C = Cohesion, recommended value = 74 kPa

φ = −26.38 + 1.021 RD − 0.171 S (24)

Constants for Equation (22)

Reliability Level α
95% (Category A) 1.601
90% (Category B) 1.661
80% (Category C) 1.731
50% (Category D) 1.861
Notes
1. If a tensile stress, i.e., a negative σ3 is calculated, σ3 is reset to zero and σ1 is increased by the value of σ3. The net result is
that (σ1 – σ3) remains the same, and σ3 = 0.

7.1.4 Cement Stabilized Base and Subbase Layers

(i) 1996 SAMDM

Cement stabilized layers are analysed as bound layers
for effective fatigue, and for crushing of the material at Equivalent Granular State
the top of the layer. It is assumed that the cracks start The equivalent granular state is when a lightly
at the bottom of the layer and propagate to the top of cemented layer has cracked or weakened to the
the layer, with cracks in thicker layers taking longer to extent that the effective stiffness is similar to that of
propagate. The terminal condition is when the material an unbound granular layer. The “cracked” state does
has cracked or weakened to an extent that it has a not imply the material has reached the consistency of
similar effective stiffness to an unbound granular layer. a granular material, or that it has necessarily visibly
This is known as the equivalent granular state. It is cracked into smaller, granular like pieces. The cracks
important to note that the “cracked” state does not are generally micro-cracks that are not that visible,
imply the material is the same consistency as a granular but result in a loss of stiffness.
material, or that it has visibly cracked into smaller,
granular like pieces. The cracks are generally micro-
cracks that are not that visible. The stiffness of the layer is, however, reduced. The term “effective fatigue” is used
to suggest that the typical fatigue cracking, such as with asphalt layers, is not expected. Once a cemented material
has reached the end of its effective fatigue life, is enters into a new phase wherein it behaves as an equivalent
granular layer, as illustrated in Figure 34. The parameter used to calculate the effective fatigue life is the horizontal
tensile strain at the bottom of the layer, shown in Figure 35.

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Figure 34. Change from Lightly Cemented Layer to Equivalent Granular State

When the cemented layer has reached the equivalent granular state, it is analysed in a second phase using the
granular materials transfer function, with the materials properties for the equivalent granular state shown in
Table 30. The combined life of the layer is calculated from the life of both phases, as discussed in Section 7.1.7.2.
Theyse et al (1996) provides complete details.

Cemented layers are also analysed for crushing at the top of the layer, using the vertical compressive stress as
shown in Figure 35. This is particularly relevant for base layers. Crushing is not considered a terminal condition, and
hence it is not used in the critical layer calculation. However, it is an important check, as any crushing has a
significant impact on the surfacing.

Inverted Pavements
An inverted pavement is when the base layer is a
high quality granular layer, and the subbase a
cement stabilized layer. A thin asphalt layer or
seal provides the surfacing. The term “inverted”
is used because the strength of the pavement
does not decrease with pavement depth, because
of the stiff cemented layer. This means that the
pavement is not in balance. σv
The idea behind an inverted pavement is that the
cemented layer provides an anvil upon which the
granular base can be well compacted. This
εt
achieves a high quality, dense base.

Over time, the cemented layer weakens to an

equivalent granular state. The pavement is then
in balance.

Inverted or “upside-down” pavement structures

are commonly used in South Africa, and are
included in the TRH4 catalogues.
Figure 35. Critical Parameters and Locations
for Lightly Cemented Layers

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The resilient properties (elastic moduli) for cemented materials are shown in Table 34, along with recommended
material properties for the damage models. The damage models for crush initiation, advanced crushing and effective
fatigue are given in Equations (25) and (26) in Table 35. The relationship to account for layer thickness and the time
for crack propagation, used with the effective fatigue transfer function, is also given in Equation (27) in Table 35.
Note that C1 and C2 cemented layers are not commonly used anymore, as the high cement content results in
significant cracking and consequent reflection cracking.

Table 34. Elastic Moduli and Material Properties for Cemented Materials in 1996 SAMDM
Initial Class Modulus Strain-at- UCS Equivalent Modulus
(MPa) Break (εb) (kPa) Granular Class (MPa)
C3 2 000 125 2250 EG4 300
C4 1 500 145 1125 EG5 200

Table 35. Transfer Functions for Cemented Materials

Crush Initiation and Advanced Crushing

σv
Nci/ca = 10a�1−b UCS� (25)

where Nci/ca = Standard axles to crack initiation or advanced crushing

σv = Vertical compressive stress at top of layer
UCS = Unconfined compressive strength (kPa), recommended values in
Table 34
a, b = Constants, given below
Effective Fatigue

ε
Neff = SF •10
c�1−
d εb
� (26)

where Neff = Effective fatigue life

ε = Horizontal tensile strain at bottom of layer (microstrain)
εb = Strain-at-break, recommended values in in Table 34
c, d = Constants, given below
SF = Shift Factor for crack propagation (see below)
t = Layer thickness
Shift Factor (SF) to Account for Layer Thickness (t)
Thickness Shift Factor
< 102 mm 1
(27)
102 mm to 319 mm 10 (0.00285t – 0.293)
> 419 mm 8
Constants
Reliability Level Crush Initiation Advanced Crushing Effective Fatigue
a b a b c d
50% (Category D) 8.216 1.21 8.894 1.31 7.06 7.86
80% (Category C) 7.706 1.31 8.384 1.23 6.87 7.66
90% (Category B) 7.506 1.10 8.184 1.20 6.84 7.63
95% (Category A) 7.386 1.09 8.064 1.19 6.72 7.49

(ii) SAPDM
Recent research by Theyse has suggested new input parameters for cement stabilized materials. These input
parameters are used with the existing transfer functions (Equation (20) in Table 30 and Equation (26) in Table 35).
Refer to Theyse (2008b), for further information. These new inputs are not yet commonly used.

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7.1.5 Subgrade Permanent Deformation

(i) 1996 SAMDM

The subgrade, and lower selected layers are analysed for permanent deformation in the layer, which manifests as
permanent deformation, or wide rutting, on the pavement surface. The rutting is calculated using the vertical
compressive strain at the top of the layer, as shown in Figure 36. Transfer functions are available for both 10 and 20
mm of rutting in the layer. The 20 mm transfer function is conservative, in that if the subgrade or selected layer has
20 mm of rutting, then the rutting at the surface of the pavement is likely to be considerable higher than the typically
20 mm terminal rut depth. Therefore, the 10 mm transfer function is more commonly used, particularly for Category
A and B roads. The recommended resilient moduli are shown in Table 36, and the damage model in Equation (28) in
Table 37.

εv

Figure 36. Critical Parameter and Location for Selected and Subgrade Layers

Table 36. Elastic Moduli (MPa) of Subgrade

Materials for the 1996 SAMDM
Selected Layers and Elastic Moduli
Subgrade Material Classes (MPa)
G7 120
G8 90
G9 70
G10 45

(ii) SAPDM
SAPDM uses new models for subgrade permanent deformation. These are described in a 2011 CAPSA paper by
Theyse et al, “Interim Revision of the South African Mechanistic-Empirical Pavement Design Method for Flexible
Pavements” and Theyse, 2008a. These models use the deflection at the top of the subgrade layer to predict the
permanent deformation, as this was found to be a better predictor than vertical compressive strain. New transfer
functions using deflection have been developed. These new models have not yet been widely implemented.

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Table 37. Transfer Functions for Subgrade and Selected Layer Permanent Deformation
Permanent Deformation

NPD = 10(a−10 log εv ) (28)

where NPD = Standard axles to set level of permanent deformation

εv = Vertical compressive strain at top of layer
a = Constant, given below
Constants
A
Reliability Level
10 mm Terminal Rut Depth 20 mm Terminal Rut Depth
95% (Category A) 33.30 36.30
90% (Category B) 33.38 36.38
80% (Category C) 33.47 36.47
50% (Category D) 33.70 36.70

7.1.6 Analysis Positions for Critical Stress and Strain Parameters

The location in the pavement structure at which the critical parameters are calculated depends on the material type
and the assumed mode of failure. Figure 37 summarises the critical parameters and locations used for a typical
South African pavement structure, as discussed in the previous sections. Note that generally a half-axle load is
assumed, because the other side of the axle is out of the zone of influence. The critical parameters are calculated
both underneath and in-between the loads. This is because the deeper into the pavement, the more the two zones
of loading influence, represented by the “cones” Figure 37, interact. Standard practice is to calculate the critical
parameter under and between the wheels, and then use the value which produces the shortest structural capacity.

Figure 37. Analysis Positions for Critical Parameters

7.1.7 General Comments on SAMDM 1996

The SAMDM is a powerful design tool. However, it does have some weaknesses, which must be considered when
using the method. There are also some important tips and checks useful for using the method. This section
attempts to discuss some of these aspects.

7.1.7.1 Standard Axle and Tyre Pressure

The SAMDM is generally used with standard axle loading. See Sections 3.5, 3.5.2 and 4.1.3 for definitions and
discussion on standard axles. The catalogues in TRH4 were developed using standard axle loading, with a 520 kPa

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tyre pressure. However, since those analyses in 1995, tyre pressures in South Africa have risen, and 520 kPa is no
longer representative of current loading. Theyse (2011) recommends a 650 kPa tyre pressure. A pressure of 750
kPa is widely used to account for current loading. These higher values affect the results, which should be noted
when comparing designs to the TRH4 catalogues.

7.1.7.2 Critical Layer and Structural Capacity Determination

The SAMDM works by determining the structural capacity of each layer in the pavement. The structural capacity of
the pavement is determined by the layer with the shortest life, termed the critical layer. The exception is when thin
asphalt layers are not considered in the determination of the critical layer, as discussed in Section 7.1.1.

For pavements that include cement stabilized layers, the analysis is done in two phases. The first phase is the
effective fatigue phase, and in this the cemented layer is analysed as a cemented layer, with a high resilient modulus
used as input. The structural capacity of this phase is determined by the effective fatigue of the cemented layer. At
the end of the first phase, the cemented layer is assumed to be in an equivalent granular state. The layer is not in a
terminal condition. In the second phase, the cemented layer is now analysed as an equivalent granular material.
The structural capacity of the pavement is a combination of the first and second phase. Should two cemented layers
be present, the pavement is likely to need analysis in three phases. Details on how to calculate the combined
structural capacity from the phases are included in Theyse, 1996.

7.1.7.3 Method Sensitivity

The 1996 SAMDM is very sensitive to the input values, and large differences in the structural capacity estimates are
found with small changes in the inputs. To prevent inaccurate and inappropriate results, it is important for the
following issues to be taken note of:
• The input values used should be realistic for the available materials. It is highly recommended that the input
values used are similar to those that are suggested for the applicable materials (see Table 27, Table 29, Table 34
and Table 36). In addition, it is important that, especially for rehabilitation design, the available materials
information is used to verify the design inputs. The material classification system for design discussed in
Chapter 9: 15 is useful for deciding appropriate material classes for existing pavement layers.
• The SAMDM can give inappropriate answers. It is important to check the results with some common sense
“does it pass the test of reasonableness?”, and against other methods including the catalogues in TRH4. A
CAPSA 2004 paper by Jooste, illustrates some weaknesses of the method.
• The method must be used in the way it was developed and calibrated. For example, the method specifies
that that granular shear transfer function calculates the safety factor in the middle of the layer. The middle of
the layer may not be the point at which the safety factor is the highest, but the transfer functions were validated
for the calculation in the middle of the layer, and the answers are inappropriate if another position is used.

Advantages of the SAMDM Disadvantages of the SAMDM

• Suited to new and rehabilitation design • Developed for new pavement design, and
• Evaluates the adequacy of individual layers and adapted to rehabilitation design with difficulty
the pavement system • Perceived to be biased towards certain
• Calibrated for South African conditions and pavement types
materials • Overly sensitive to small variation in input
• Accommodates different pavement types and • Input parameters not well related to routine
pavement compositions engineering parameters
• Accommodates changes in operating conditions, • Damage models outdated
such as axle loads • Relatively complex, only suited to computer
application
• Inconsistent results, stronger and thicker layers
(especially subbase) do not always lead to an
increase in structural capacity

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7.2 Pavement Number (PN) Design Method

The Pavement Number (PN) design method was developed as part of TG2 (2009) for the design of bituminous
stabilized layers in pavements. The method is, however, also applicable to granular and cemented materials. The
method is described in detail in Appendix C of TG2 and the background development by Jooste (2009). Although the
method is relative new, it is already being widely used in South Africa.

The PN method is applicable to Category A and B roads where the design traffic is between 1 and 30 MESA. The
method can be used in the initial and detailed assessment phase in the design of new and rehabilitated pavements.

The PN design method is a knowledge-based approach. It is based on the Structural Number concept, as used in the
AASHTO method (Section 7.4). However, some of the shortcomings of the Structural Number have been overcome
in the PN method. The PN method has the following advantages:
• Data from in-service pavements were used to develop the method. The type and detail of the data suggests
the use of a relatively simple method and precludes the use of a Mechanistic-Empirical design method.
• The method gives a good fit to the available field data.
• The method is robust, and cannot easily be manipulated to produce inappropriate designs.

This method relies on basic rules-of-thumb, which reflect well-established principles of pavement behaviour and
performance, and ensure an appropriate pavement design solution in most situations. The concepts in the rules-of-
thumb are quantified into specific rules with constants or functions associated with each rule. The rules-of-thumb
are briefly described in the following sections.

The constants shown for the PN method included here and in Appendix C of TG2 were the values used at the time of
publication of TG2. Although these values are well validated it may be necessary from time to time to make changes
to improve the system. If changes are made, the modified values will be reflected on
www.asphaltacademy.co.za/bitstab. It is therefore recommended that before commencing a Pavement Number
calculation, the website is checked for any changes in values or tests.

The PN method is designed to be used in conjunction with the material classification system described in Chapter
9: 15 and in TG2, Chapter 3 and Appendix A. Software is also available on www.asphaltacademy.co.za/bitstab.
However, it is simple to do the calculations in a spreadsheet.

7.2.1 Applicability of Pavement Number Method

Before the Pavement Number method is used, the designer must check that the following situations do not apply:
• Design traffic greater than 30 MESA: The method was calibrated using a knowledge base which was limited
to pavements that had accommodated less than 30 MESA. Thus, if the design traffic exceeds 30 MESA, the PN
method is inappropriate as it has not been validated at these high traffic levels.
• Presence of thin, weak lenses: If thin, weak lenses of material exist below the surfacing, or between
stabilized layers, especially within the upper 400 mm, then zones of high slip and shear develop, and the PN
calculations do not apply. In such situations, the structural capacity assessment of the PN method is not
appropriate, and special treatment of the affected weak lens must be undertaken.
• Subgrade CBR less than 3%: The knowledge base on which the PN method was calibrated did not include
any pavements that had a subgrade CBR less than 3%. The PN method should therefore not be used in cases
where the subgrade CBR is less than 3% at a depth 600 mm below the surface.

7.2.2 Rules of Thumb / Departure Points

The rules-of-thumb underlying the method reflect well
established principles of pavement behaviour and performance.
The following rules-of-thumb are used:
PN Method
• Pavement system in general
− The structural capacity of a pavement is a function of the The PN Method is described in detail in TG2
combined long term load spreading potential of the (2009) in Appendix C. The method is
pavement layers and the relative quality of the subgrade. relatively new and although it has been well
− The relative quality and stiffness of the subgrade is the validated, it may be necessary from time to
departure point for design, as the subgrade is a key time to make changes to improve the
determinant in the overall pavement behaviour and method. Any such changes will be published
performance. on www.asphaltacademy.co.za/bitstab, and
registered users will be notified.

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− For pavements with thin surfacings, the base layer is the most critical component, and failure in this layer
effectively constitutes pavement failure.
• Specific pavement layers
− The load spreading potential of an individual layer is a product of its thickness and its effective long term
stiffness under loading.
− The Effective Long Term Stiffness (ELTS) of a layer depends on the material type and class, and on its
placement in the pavement system.
− Fine-grained subgrade materials act in a stress-softening manner. For these materials, the ELTS is
determined mainly by the material quality and by the climatic region. Owing to the stress softening
behaviour, subgrade materials generally soften with decreased cover thickness.
− Coarse-grained, unbound layers act in a stress-stiffening manner. For these materials, the ELTS is
determined mainly by the material quality and the relative stiffness of the supporting layer. The ELTS of
these materials increases with increasing support stiffness, by means of the modular ratio limit, up to a
maximum stiffness, determined mainly by the material quality.
− BSMs are assumed to act in a similar way to coarse granular materials, but with a higher cohesive strength.
However, owing to the higher cohesive strength in bituminous stabilized materials, these layers are less
sensitive to the support stiffness than unbound granular materials and can therefore sustain higher modular
ratio limits. If the cement content of a BSM mix exceeds 1 percent, then the material is assumed to behave
as a cemented material.

These rules-of-thumb introduce several concepts such as the ELTS, modular ratio limit, maximum stiffness and
stress-stiffening behaviour, which are briefly described in the following sections.

(i) The Effective Long Term Stiffness (ELTS)

The ELTS is a model parameter which serves as a relative indicator of the average long term in situ stiffness of a
pavement layer. As such, the ELTS averages out the effects of decreasing stiffness owing to traffic related
deterioration, as well as seasonal variations in stiffness. Thus, the ELTS does not represent the stiffness of a
material at any specific time. This concept is illustrated in Figure 38 for cemented materials, but is applicable to all
materials included in the Pavement Number.
Effective Stiffness

Effective Stiffness

Note: For hot mix asphalt and stabilized layers, the modular ratio limit ensures
Pre-Cracked Phase (E > 3000 MPa) that faster breakdown of stiffness due to weaker support is incorporated

ELTS of cement stabilized material on stiff support

Effective Fatigue Phase (E = 800 to 2000 MPa)

Equivalent Granular Phase (E = 200 to 400 MPa)

ELTS of cement stabilized material on soft support
ELTS

Axles Accommodated
Axles Accommodated

Figure 38. Effective Long Term Stiffness (ELTS): Example for Lightly Cemented Material

The ELTS is also not a stiffness value determined by means of a laboratory or field test. It is a model parameter,
calibrated for use in the PN design method. It may therefore differ from stiffness values typically associated with
material classes.

(ii) Modelling of Subgrade Materials

Characterization of the support is critical to the pavement design of all pavements. For new construction, the TRH4
procedure for delineation of the in situ subgrade and for importing selected subgrade material, if necessary when the
structural strength of the in situ subgrade is insufficient, applies to the PN method. For rehabilitation projects, the
guidelines in TRH12 for evaluating and designing for changing support conditions should be followed.

The first step in the calculation of the PN-value is the determination of the subgrade material class using the Material
Classification System for Design described in Chapter 9: 15 and Appendix C of TG2. Once the subgrade class has
been determined, the ELTS for the subgrade is calculated. This involves the following steps:
• Assignment of an ELTS based on the materials class. The values are given in Table 38.

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• Adjustment of the ELTS for different climatic regions (wet, dry or moderate), according to Table 39.
• Adjustment of the stiffness determined to take account of depth of subgrade cover using the chart or equation
shown in Figure 39.

Table 38. Stiffness Determination for the Subgrade

Design Equivalent Material Stiffness Value (MPa)
Class for Subgrade
G6 or better 180
G7 140
G8 100
G9 90
G10 70
Note:
Subgrade stiffness value should be adjusted for climate (Table 39)
and cover depth (Figure 39).

Table 39. Climate Adjustment Factors

Climate and Weinert N Values Adjustment Factor
(after TRH4, 1996)
Wet (Weinert N < 2) 0.6
Moderate (Weinert N = 2 to 5) 0.9
Dry (Weinert N > 5) 1.0

15
Adjustment to Subgrade Stiffness (MPa)

10

-5
If Cover Thickness (in mm) is:
> 800, then Adjustment = +10 MPa
-10 < 500, then Adjustment = -10 MPa
else:
Adjustment = -10 + [(Cover-500)/300] * 20 MPa
-15
400 450 500 550 600 650 700 750 800 850 900
Thickness of Subgrade Cover (mm)

Figure 39. Adjustment of Subgrade Stiffness Based on Cover Thickness

(iii) The Modular Ratio Limit and Maximum Stiffness

The modular ratio is defined as the ratio of a layer’s stiffness Modular Ratio
relative to the stiffness of the layer below it. Thus, if the stiffness The modular ratio is the ratio of a layer’s
of a base layer is 300 MPa, and the stiffness of the support below stiffness relative to the stiffness of the layer
it is 200 MPa, then the modular ratio of the base layer is 1.5. below it. Thus, if the stiffness of a base
layer is 300 MPa, and the stiffness of the
The modular ratio accounts for the stress-sensitive stiffness of support below it is 200 MPa, then the
granular materials, and, albeit to a lesser extent, BSM materials. modular ratio of the base layer is 1.5.

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The stress-sensitivity causes the stiffness of the material to decrease when the material is placed over a weaker
support. This decrease in stiffness occurs where the support layer is soft, causing a tendency for the overlying layers
to bend into the support, thereby increasing the likelihood of higher shear and tensile forces in the overlying layers.
This effect limits the stiffness obtained in the layer. By placing a limit on the modular ratio that can be sustained for
a specific material, it is ensured that the stiffness value assumed for that layer is realistic, given the material quality
and stiffness of the support. In essence, the concept of a limiting modular ratio for materials ensures that stress-
sensitive stiffness behaviour is implicitly taken into account.

The modular ratio that a material can sustain varies over the life of a pavement, and in the PN method it pertains to
the overall long term stiffness that a material can maintain. Modular ratio values for use in the PN method are given
in Table 40.

Table 40. Modular Ratio Limit, Maximum Allowed Stiffness and Base Confident Factor for
Pavement Layers
General Material Description Material Class1 Modular Maximum Base
Ratio Limit Allowed Confidence
Stiffness Factor
(MPa)
Hot mix asphalt (HMA) surfacing and base
AG, AC, AS, AO 5.0 2 500 1.0
material
S1, S2, S3, S4,
Surface seals 2.0 800 N/A
S5, S6

High strength bitumen stabilized material,

normally using crushed stone or reclaimed BSM1 3.0 600 1.0
asphalt (RA) source material

Medium strength bitumen stabilized

material, normally using natural gravel or BSM2 2.0 450 0.7
RA source material
G1 2.0 700 1.1
Crushed stone material G2 1.9 500 0.8
G3 1.8 400 0.7
G4 1.8 375 0.2
Natural Gravel G5 1.8 320 0.1
G6 1.8 180 -2.0
G7 1.7 140 -2.5
G8 1.6 100 -3.0
Gravel-soil blend
G9 1.4 90 -4.0
G10 1.2 70 -5.0
Cement stabilized crushed stone C1 and C2 9 1500 0.8
C3 4 550 0.6
Cement stabilized natural gravel
C4 3 400 0.4
Note:
1. Design equivalent material class for rehabilitation projects (see Chapter 9: 15).

(iv) Maximum Stiffness

Under the action of loading, there is a maximum stiffness that materials achieve. As with the modular ratio, the
maximum stiffness depends on the quality of the material. Less dense and angular materials do not develop very
high stiffnesses under loading, regardless of the stiffness of the support. The maximum allowed stiffnesses for use
in the PN are given in Table 40.

In the PN model, the modular ratio limit and the maximum allowed stiffness are used to determine ELTS values.
These parameters are used in the following way:
• The stiffness of the supporting layer is first determined. Thus the PN calculation process starts from the
subgrade and proceeds upward towards the surfacing.
• The modular ratio limit and maximum allowed stiffness for each layer are determined based on the
material type and class, as determined by the material classification system for design.

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• The ELTS for a layer is determined as the minimum of the support stiffness multiplied by the modular ratio limit
and the maximum allowed layer stiffness.

(v) The Base Confidence Factor

The type of material in the base layer is an important determinant of the performance of the pavement because the
base is the main load bearing element and failure of the base effectively constitutes pavement failure. Experience
has shown that there is a limit on the types of base materials considered for any given traffic situation. In particular,
suitable design options are significantly limited as the design traffic increases.

In the PN method, the appropriateness of the base material is controlled by the Base Confidence Factor (BCF), which
is used to adjust the layer contribution to the PN. Table 40 contains BCF values.

(vi) Thickness Adjustment for Cemented Layers

For cemented layers, the layer contribution to the PN is adjusted for thickness to account for crack propagation.

7.2.3 Pavement Number Calculation

Appendix C of TG2 contains the full details of the PN calculation along with a worked example. The main steps are
summarized below. In a pavement design situation, the steps described are applied for each uniform design section.
For rehabilitation design situations, it is thus presumed that the designer has detailed information on the existing
pavement layer properties for each uniform section.

Step 1: Check to ensure that the design method is applicable for the design situation.
Step 2: Determine the layer thicknesses, and available material properties for each layer. Determine the
design equivalent material class (DEMAC) using the guidelines in Chapter 9: 15 or Chapter 3 and Appendix A
of TG2. To prevent the use of unrealistic layer thicknesses, maximum and minimum limits are given.
Values outside these limits have not been validated.
Step 3: Combine layers with similar properties to obtain a five layer pavement system, including the subgrade
(i.e., four layers plus the subgrade). Check that the layer thicknesses do not exceed the maximum for
design purposes. Guidelines are given in TG2 on increasing or decreasing to 5 layers.
Step 4: Determine the ELTS of the subgrade by means of the given values. Adjust the stiffness for the climatic
region and depth of subgrade cover.
Step 5: For each layer above the subgrade, determine the modular ratio limit and maximum allowed
stiffness.
Step 6: Use the modular ratio limit and maximum allowed stiffness to
determine the ELTS for each layer by working up from the
Inputs in the PN Method
subgrade.
The values used for the ELTS,
Step 7: For the base layer, determine the Base Confidence Factor
modular ratio, layer thickness limits
(BCF).
and BCF are specific to the PN
Step 8: For each layer, calculate the layer contribution to the PN method and should not be adjusted
using the ELTS, layer thickness and BCF (for base layers). by the designer.
Step 9: Add the layer contributions for each layer to get the PN.

The values used for the ELTS, modular ratio, layer thickness limits and BCF are specific to the PN method and should
not be adjusted by the designer.

7.2.4 Pavement Capacity Calculation

The calculation of the pavement capacity depends on the Pavement Number and the Road Category. The
relationship in Equation (29) is used, in conjunction with the constants in Table 41. The relationship between the PN
and the pavement capacity does not give a pavement life prediction, but rather provides a lower limit for which the
pavement should carry the desired traffic sufficiently. Figure 40 shows the criteria in a graphical format.

The criteria are only applicable to Category A and B roads and for design capacities between 1 and
30 MESA. For Category C and D roads, a catalogue of design is recommended, see TG2.

7.2.5 Comment on the PN Method

The PN method was developed from data from in service pavements and from the TRH4 catalogues. None of the
pavement structures available had asphalt surfacing layers thicker than 50 mm. Experience with the PN number is

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showing that when an asphalt surfacing thicker than 50 mm is used, the asphalt layer contribution to the PN seems
unreasonably high, resulting in an unconservative pavement life. Until data from pavements with asphalt layers
thicker than 50 mm can be obtained, it is not advised to use the PN method for such thick asphalt layers. In the
interim, to obtain reasonable answers, limit the asphalt thickness to 50 mm or less. With thicknesses less than 50
mm, the layer contributions from all the layers seem to balance out to provide reasonable answers.

Table 41. Pavement Capacity Calculation

Nallow = N1 + (PN − PN1 ) ∙ slope (29)

where Nallow = Allowed pavement capacity (MESA)

N1 = Lower limit for the capacity range
PN = Calculated pavement number
PN1 = Lower limit for the PN range
Slope = Slope for the PN range
PN Range N1 PN1 Slope
Category A
PN < 15 Less than 3 MESA, not suited for Category A roads
15 < PN ≤ 23 3 15 0.00
23 < PN ≤ 25 3 23 3.50
25 < PN ≤ 32 10 25 0.00
32 < PN ≤ 35 10 32 6.67
PN > 35 30 35 0.00
Category B
PN < 3 Less than 1 MESA, use Design Catalogue
3 < PN ≤ 8 1 3 0.00
8 < PN ≤ 11 1 8 0.67
11 < PN ≤ 15 3 11 0.00
15 < PN ≤ 25 3 15 0.70
PN > 25 Use Category A Criteria

35
Minimum Structural Capacity (MESA) h

30 Category A
Category B
25

20

15

10

0
0 10 20 30 40 50
Pavement Number

Figure 40. Criteria for Determining Allowed Capacity from PN

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Advantages of the PN Method Disadvantages of the PN Method

• Relatively easy to apply and robust • Limited to Category A and B roads
• For new and rehabilitation design • Limited to between 1 and 30 million E80s
• For initial and detailed assessments • Cannot be used where subgrade of CBR < 3%
• Evaluates the adequacy of individual layers in the within 600 mm pavement depth
pavement system • Currently should not be used for asphalt
• Calibrated for southern African conditions using surfacing thicker than 50 mm
performance data from existing pavements
• One of the few methods calibrated for BSM layers
• Easy to implement in a spreadsheet

7.3 Dynamic Cone Penetrometer (DCP) Method

The DCP design method is for new and rehabilitation pavement design. It is an empirical method that incorporates
concepts such as pavement balance (see Section 3.4). The Dynamic Cone Penetrometer (DCP), shown in Figure 41,
is a fairly basic evaluation instrument. However, the analysis and interpretation of DCP data have evolved to the
extent where it may be used as a design tool in South Africa (Kleyn, 1984; Kleyn et al, 1989; Sampson, 1984;
Jordaan, 1989a; and De Beer, 1991). The DCP device and measurements are described in Chapter 6: 7.4.5.

DCP References
A good reference for the DCP design
method is:
• P Paige-Green, P. and Du Plessis,
J.L. 2009. The Use and
Interpretation of the Dynamic
Cone Penetrometer (DCP) Test.
CSIR Built Environment. Pretoria.
• Paige-Green, P. and Pinard, M.I.
2012. Optimum Design of
Sustainable Sealed Low Volume
Roads using the Dynamic Cone
Penetrometer (DCP). 25th ARRB
Conference. Perth, Australia.
Figure 41. Dynamic Cone Penetrometer (DCP)

The DCP design method was developed and calibrated for new and rehabilitation design of granular and lightly
cemented pavements. This design method has been verified with a number of HVS tests and by use in the industry
for many years. The method is suitable to light pavement structures with mostly unbound granular or lightly
cemented layers.

The important concepts involved in the DCP design approach and the input parameters required are:
• DCP penetration rate, DN (mm/blow).

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• Number of blows DSNd required to penetrate to depth “d”. Typically, a depth of 800 mm is used, denoted
DSN800.
• Relative contribution of the individual pavement layers to the strength of the total pavement system, also referred
to as the pavement strength balance.

A DCP penetration rate is required for any material to be used in the DCP design method. Correlations to convert the
penetration rate (DN) to a CBR, UCS and effective stiffness are available, with the best known correlations reported
by Kleyn et al (1989) and de Beer (1991). Based on the correlations and minimum strength requirements for
unbound and cement stabilized material, recommended typical DN values are given in Table 42.

Table 42. Typical DCP Penetration Rates (DN-values) for Road-Building Materials
Material Code or Description DN-values
Surfacings Dense and hard asphalt < 0.6
Open and/or cracked asphalt < 0.8
Surface treatment, good condition < 1.0
Unbound granular G1 1.25 (1.1 – 1.4)
G2 1.6 (1.4 – 1.8)
G3 < 2.0
G4 < 3.7
G5 < 5.7
G6 < 9.1
G7 < 14
G8 < 19
G9 < 25
G10 < 48
Lightly cemented C3 1.2 (0.6 – 1.8)
C4 2.6 (1.8 – 3.4)

The number of blows required to penetrate a certain material depth is referred to as the DSNd-value with the
subscript “d” indicating the depth of material penetrated. Empirical correlations have been developed that relate the
structural capacity to the DSN800 for full-depth granular pavements, and to the DN50 (weighted average DN in the top
50 mm of the cemented layer) and DSN200 for lightly cemented (C3 and C4) pavements.

The DCP design method also explicitly handles pavement balance (see Section 3.4.1). To do this, a pavement
balance curve is plotted, using the pavement depth and the contribution of that depth to the total pavement
strength. The balance curve is compared to a perfectly balanced structure, which has a constant contribution to the
total pavement strength with depth. A curve that deviates significantly from the perfectly balanced structure is not in
balance. Guidelines for determining where the pavement is out of balance are provided.

Jordaan (1989) developed a series of standard layer-strength diagrams for different levels of structural capacity, as
illustrated in Figure 42. These diagrams are often used for rehabilitation design by plotting the actual DCP layer-
strength diagram with the design curves. Any portion of the actual DCP layer-strength diagram that plots to the right
of the required design curve indicates inadequate material quality. Shifting the required design curve upwards until
the total DCP layer-strength diagram plots to the left of the design curve indicates the additional cover required.

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Figure 42. Standard Layer-Strength Diagrams for DCP Design

The DCP method, as with other methods like the SAMDM, does not use the current functional condition, i.e., the rut
depth, in the estimation of the structural capacity. To incorporate the current condition via the rut depth, a simple
linear relationship can be used, as illustrated in Figure 43.

Pavement
distress

Terminal
condition

Current
distress

Equivalent
Past Estimated
traffic
traffic remaining
structural capacity

DCP structural capacity estimate

from current DCP survey data

Figure 43. Estimating Remaining Life Considering the Current Condition

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Advantages of the DCP Method Disadvantages of the DCP Method

• Suited to new and rehabilitation design • Need DCP Data
• Relatively simple and easy to apply • Empirical: derived from CBR cover design
• Tested for South African conditions and materials • Mostly applicable to unbound and lightly
cemented pavements
• Variable results (need many repeats)
• Dependent on in situ moisture conditions
(seasonal)
• Influenced by large aggregates in the pavement
structure

7.4 The AASHTO Structural Number (SN) Method

The AASHTO Guide for Design of Pavement Structures (AASHTO, 1993) gives a full description of the structural
number (SN) method. The method can be used for new and rehabilitation pavement design. The method is based
on the results of the AASHO road test done in Ottawa, Illinois during the late 1950s to early 1960s. This method
must be applied with caution for a number of reasons:
• The method is an empirical method, based on performance data collected almost 50 years ago.
• The subgrade and pavement materials, as well as the pavement structures, used in the AASHO road test are
foreign to South Africa.
• The method is in imperial units and conversion to metric units must be done correctly.

The structural number method is, however, important because it is the only structural design method used in South
Africa based on a reduction in the functional level of service of the pavement. The structural capacity estimation is
based on a reduction in the Present Serviceability Index (PSI), a measure of riding quality. The pavement
deterioration models of the Highway Development and Management system, HDM-4 (ISOHDM, 2004) also uses the
structural number approach and these models will be incorporated in the revision of the South African flexible
pavement design method. The method also provides a good check of designs completed using more complex
methods.

The basic formula to estimate the structural capacity of a pavement is given by Equation (30). Each layer in the
pavement contributes to the structural number according to a layer coefficient depending on material type, the
thickness of the layer and a drainage coefficient for the layer, calculated using Equation (31). Note these equations
use imperial units.

Refer to Table 2 for the initial and terminal serviceability indices for the road categories used in South Africa.
Variability is accounted for by using the standard normal deviate and overall standard deviation, for which
recommended values related to the design reliability are given in the references for the method.

The first step in the process of estimating the structural capacity of a pavement with the SN method is to determine
the effective roadbed resilient modulus, which is an average subgrade resilient modulus adjusted for seasonal
changes. The AASHTO design guide makes provision for dividing a year into half-month periods to accommodate
seasonal moisture content variation in the subgrade. This division is believed to be too fine for subgrade moisture
content variation in South Africa and a monthly or quarterly division is recommended, if such data are available.

Each layer is assigned a layer coefficient, representing

the strength of the material. The value of the layer
coefficients increases with increasing material quality.
Typical ranges for the layer coefficients of the main AASHO Road Test
South African material groups are provided in Table 43, The AASHO Road Test is described in Chapter 1: 2,
and are based on the AASHTO 1993 design guide and “History of Pavement Design”. The test was an
local research. enormous effort to systematically quantify the
complex interaction between road deterioration,
traffic and composition of the pavement structure on
a closed loop test track with trucks.

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 ∆PSI 
log 
log SC = Z R × So + 9.36 × log ( SN + 1) − 0.20 +  4.2 − 1.5  + 2.32 × log M − 8.07
1094
( ER ) (30)
0.40 +
( SN + 1)
5.19

where SC = Structural capacity of the pavement (Standard Axles)

ZR = Standard normal deviate
S0 = Combined standard error of the traffic and performance predictions
SN = Structural number of the total pavement thickness
∆PSI = Difference between the initial (PSI0) and terminal (PSIt) serviceability indices
MER = Effective roadbed resilient modulus adjusted for seasonal variation (psi)

SN =
a1 D1 + a2 D2 m2 + a3 D3m3 (31)

where SN = Structural number of the total pavement thickness

ai = ith layer coefficient (per inch)
Di = ith layer thickness (inches)
mi = ith layer drainage coefficient

Table 43. Layer Coefficients

Material Ranges for South African
Materials
Asphalt concrete 0.20 – 0.44
Crushed stone 0.06 – 0.14
Cemented-treated material 0.10 – 0.28
Bituminous-treated material 0.10 – 0.30

The AASHTO design guide of 1993 provides recommendations and predictive equations relating the layer coefficients
of different material groups to other engineering parameters. The method also requires that drainage coefficients
are applied to account for the quality of the drainage and the time the materials are exposed to near saturation
conditions.

When using the AASHTO SN method to estimate the initial structural capacity in the initial assessment phase, the
subgrade modulus derived from FWD backcalculation, or from the DCP penetration rate, may be substituted for the
effective roadbed modulus. However, care should be exercised when using these values in a rehabilitation design
situation since South African subgrade stiffnesses are often much higher than those the method caters for, which
may result in unrealistically high structural capacity outputs. The change in riding quality is calculated from the
appropriate percentile value for the current riding quality (PSI) and the terminal riding quality (PSI).

Advantages of the AASHTO Method Disadvantages of the AASHTO Method

• Models riding quality deterioration • Empirical: derived from data collected at one
• Models available for flexible and rigid pavement site in the USA
design • Not sensitive to quality of base
• Relatively simple to apply • Not sensitive to pavement balance, switch layer
• Applicable to new and rehabilitation design positions and get same result
• Principles used in the HDM IV economic analysis • Outdated: derived from data collected almost 50
software years ago
• Relatively quick and easy to use, and provides a • Developed for foreign conditions and materials
good check of pavement designs done by other • Uses imperial units
methods

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7.5 Deflection Bowl Parameter Analysis

Although not listed as an independent rehabilitation design method in its own right in TRH12, the interpretation of
Falling Weight Deflectometer (FWD) deflection results has evolved to the point where it is quite a widely used
method for evaluating pavements and for crude estimates of the remaining life. The method is described in more
detail in TRH12, Maree (1990) and Horak (2008). Much of the discussion in this section is taken from Horak (2008).

When a flexible pavement deflects under the load of a heavy vehicle, the influence of the load extends to about 1 to
2 metres in three dimensions. The deflection area is typically a circular deflected indentation known as a deflection
bowl. See Section 3.5.1 for a brief discussion on deflection bowls and FWD measurements. Deflection bowls are
often used to backcalculate stiffness moduli for the pavement layers. To do this however, requires good knowledge
of the materials in the layers and the layer thicknesses. The deflection bowl can be used to identify weak areas in the
depth of a pavement structure and over the length of a uniform section, without detailed knowledge of the pavement
structure and without backcalculation.

Deflection bowl parameters have been developed for analysing the deflection bowl. These are the base layer index
(BLI), middle layer index (MLI) and lower layer index (LLI). The formulae for calculating these parameters are
shown in Table 44.

Table 44. Deflection Bowl Parameters

Parameter Formula
Base layer index (BLI)1 BLI = D0 – D300 (32)
Middle layer index (MLI)2 MLI = D300 – D600 (33)
Lower layer index (LLI)3 LLI = D600 – D900 (34)
= (L)2
Radius of curvature (RoC) RoC � (1−D � (35)
2 D0 200 /D0 )

where D0 = Maximum (peak) deflection4, measured under the load

D300 = Deflection at 300 mm sensor
D600 = Deflection at 600 mm sensor
D900 = Deflection at 900 mm sensor
L = 200 mm for the FWD
Notes
1. Previously referred to as surface curvature index (SCI)
2. Previously referred to as base curvature index (BCI)
3. Previously referred to as base damage index (BDI)
4. Also known as Y-max.

A deflection bowl measured under a load can be divided into three zones, as reflected in Figure 44 (from Horak,
2008):
• Zone 1 is the closest to the load, and generally lies within 300 mm from the load. In this zone, the curvature of
the bowl is positive. This zone is mainly surface and base layers and correlates well with the base layer index
(BLI).
• Zone 2 is typically between 300 mm to 600 mm, although the exact positions depend on the pavement
structure. In this zone, the curvature switches from a positive to reverse curvature. This zone is mostly the
subbase layers, and correlates well with the middle layer index (MLI).
• Zone 3 lies furthest away from the load, and is generally from 600 mm to up to 2 000 mm from the load. The
curvature is reverse and the deflection eventually reduces to zero. The extent of the deflection bowl depends on
the pavement structure. Zone 3 is mostly selected and subgrade layers, and correlates well with the lower layer
index (LLI).

Condition classification criteria have been developed for a number of FWD deflection bowl parameters. Limiting
criteria, relating the cumulative number of E80s to a number of deflection bowl parameters are available. The
criteria given in TRH12 are shown in Table 45. Criteria for different behaviour states are given, including a crude
estimate of remaining life for pavements with deflection bowl parameters within those ranges. These correlations to
remaining life must be used with great care, as they can lead to an over simplification and inaccuracies.

Horak has also suggested criteria for assessing pavements in terms of sound, warning and severe, shown in
Table 46. By using these assessment criteria, deficiencies in the structural layers are identified. By assessing a
length of road, the possible cause of structural deficiencies can be deduced. An example is given in the stripmap in
Figure 29.

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Zone 1: Zone 2: Zone 3:

Positive Curvature Reverse
curvature inflection curvature

Figure 44. Zones of a Deflection Bowl

Table 45. Behaviour States for Granular Base Pavements

Behaviour Traffic Range Maximum BLI MLI LLI
State (MESA) Deflection (mm) (mm) (mm)
(mm)
Very stiff 12 – 50 < 0.3 < 0.08 < 0.05 < 0.04
Stiff 3–8 0.3 – 0.5 0.08 – 0.25 0.05 – 0.15 0.04 – 0.08
Flexible 0.8 – 3 0.5 – 0.75 0.25 – 0.5 0.15 – 0.2 0.08 – 0.1
Very flexible < 0.8 > 0.75 > 0.5 > 0.2 > 0.1

Table 46. Deflection Bowl Parameter Structural Condition Rating Criteria

Pavement Structural Deflection Bowl Parameters
Base Type Condition
Ymax RoC BLI (mm) MLI (mm) LLI (mm)
Rating
Sound < 500 > 100 < 200 < 100 < 50
Granular base Warning 500 – 750 50 – 100 200 – 400 100 – 200 50 – 100
Severe > 750 < 50 > 400 > 200 > 100
Sound < 200 > 150 < 100 < 50 < 40
Cementitious
Warning 200 – 400 80 – 150 100 – 300 50 – 100 40 – 80
base
Severe > 400 < 80 > 300 > 100 > 80
Sound < 400 > 250 < 200 < 100 < 50
Bituminous
Warning 400 – 600 100 – 250 200 – 400 100 – 150 50 – 80
base
Severe > 600 < 100 > 400 > 150 > 80

The following comments apply to the use of the deflection bowl analysis method:
• The method is an empirical method that was calibrated for South Africa pavements and conditions.
• The method allows for different pavement types.
• The method should therefore be used with caution as a rough indication of the remaining structural
capacity of pavements.
• The use of deflection bowl parameters allows for the assessment of the adequacy of at least three zones
within the pavement, from the upper layers to the subgrade.
• The method is based on the FWD, which is currently the preferred deflection test instrument at network and
project level.

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Advantages of the Deflection Bowl Disadvantages of the Deflection Bowl

Parameter Method Parameter Method
• Very simple and easy to apply • Crude indication of remaining life.
• Calibrated for South African conditions, • Conservative: little remaining life is often
pavements and materials calculated when the visual condition of the
• Allows for different pavement types pavement is still good
• Allows adequate assessment of different zones in
the pavement
• Current: uses the preferred deflection device for
network and project level testing

7.6 Falling Weight Deflectometer (FWD) SN design method

The method was developed by Rohde (1994) for use in network level analyses, and uses FWD deflection
measurements to determine the AASHTO Structural Number. The method is rapid, does not need mechanistic
analysis tools and is generally used for characterising pavement strength in pavement management systems (PMS).
As such, it can be used in the initial assessment phase of rehabilitation projects. In South Africa, the method is not
frequently used, and when it is used it is generally only in PMSs, such as the Western Cape PMS.

The method uses the assumption that the surface deflection measured at an offset of 1.5 times the pavement
thickness originates entirely in the subgrade. By comparing this deflection with the peak deflection, an index
associated with the magnitude of deformation within the pavement structure is calculated using Equation (36).

SIP = D0 – D1.5Hp (36)

where SIP = Structural index of pavement (µm)
D0 = Peak deflection measured under a standard 40 kN FWD load (µm)
D1.5Hp = Surface deflection measured at offset of 1.5 times Hp, under standard 40 kN
FWD impulse load (µm)
Hp = Total pavement thickness (mm), which includes all imported pavement layers.
Where selected layers are used, they form part of the pavement thickness.

A relationship between FWD measured surface deflections and a pavement’s structural number was developed by
analysing a large number of pavements with layered-elastic theory, and shown in Equation (37). The structural
capacity is calculated using the AASHTO method.
k2 k3
SN = k1 SIP Hp (37)
where SN = structural number (inches) as used in HDM-III
SIP = structural index of pavement (µm)
Hp = total pavement thickness (mm)
k1, k2, k3 = coefficients
Surface Type k1 k2 k3
Surface Seals 0.1165 -0.3248 0.8241
Asphalt Concrete 0.4728 -0.4810 0.7581

Using Surface Deflection Methods

Surface deflection methods are applicable to pavements where the subgrade is a problem, or where the
subgrade cover is insufficient.

If Benkelmen beam data are the only deflection data available, the TRRL or Asphalt Institute surface deflection
methods are appropriate, however the conditions for their use still apply.

When using the Benkelman beam, be careful of the loading used, as there are a few “standard” loads.

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Advantages of the FWD SN Method Disadvantages of the FWD SN Method

• Models riding quality deterioration • Empirical: derived from data collected at one
• Models available for flexible and rigid pavement site in the USA
design • Outdated: derived from data collected almost 50
• Relatively simple to apply years ago
• Principles used in the HDM IV economic analysis • Developed for foreign conditions and materials
software • For rehabilitation design only
• Uses FWD data, which is quick and relatively • For initial assessment purposes only
inexpensive to obtain

7.7 The TRRL Surface Deflection Design Method

This discussion of the TRRL surface deflection method is taken largely from Jordaan (1989). The TRRL method was
developed by the Transport and Roads Research Laboratory in England and is applicable to rehabilitation design.
The primary pavement input to the method is the peak Benkelman beam surface deflection under a dual wheel load
of
31 kN (single axle load of 62 kN) moving at creep speed, at a temperature of 20 °C 40 mm below the pavement
surface. The design standard in South Africa is, however, an 80 kN axle load. Jordaan adjusted the design charts
linearly to accommodate deflections at 80 kN. Deflections should be recorded at intervals of less than 12 metres.

The TRRL surface deflection method provides design charts to estimate remaining life and determine overlay
thickness. Although the method is based on Benkelman beam deflections, it also allows for the use of Deflectograph
deflections by converting using a single conversion relationship. FWD deflections also need to be converted to a
Benkelman beam deflections before the method can be used. It should also be noted that the conversion of
deflections measured from one deflection device to another depends on the pavement structure, materials and
moisture conditions, and therefore conversions should always be used with great care.

Charts for adjusting the deflection for variation in the pavement temperature at the time of the deflection survey to
the reference temperature of 20 °C for the “standard deflection” are provided for different pavement types. Jordaan
warns that the temperature corrections are inaccurate for pavements with weak or strong subgrades at the extremes
of the conversion ranges.

(i) Estimate Remaining Life

Charts to estimate the remaining life of an existing pavement to reach a critical (terminal) condition are available for
the following bases types:
• Granular bases
• Granular bases exhibiting self-cementing
• Bituminous bases (HMA)
• Cement-bound bases

Figure 45 shows an example of the charts, this one for a self-cementing granular base.

The charts for estimating remaining life should be used with caution on pavements with extensive surface distress.
These pavements may have low deflections, but the
surface distress leads to rapid deterioration and early
failure.
Converting Deflections from Different
The following cautions apply to the use of the chart for Devices
pavements with cement-bound bases:
Converting deflections measured from one
• The performance of pavements with cemented layers deflection device to another depends on the
depends on deterioration associated with pavement structure, materials and moisture
shrinkage cracking of the cemented layer. conditions. It is advised not to convert deflections.
• The chart for estimating the remaining life of cement- However, if conversion is done, it must be done
bound pavements is only valid above 10 million with great care.

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E80s for bituminous cover 175 mm or thicker.

• The surface deflection does not give a good indication of the remaining life when structural weakness is
present in and upper cemented layer, supported by a sound lower cemented layer.
• Surface deflection early during the life of pavements with cemented layers does not give a good indication of the
remaining life, if the grading of the aggregate for the cemented layers is such that the material has little
mechanical stability. Cracking of the layer results in disintegration, with an associated rapid reduction in
remaining life.

Figure 45. Using the TRRL Chart to Determine Remaining Life for a Self-Cementing Granular
Base Pavement

(ii) Overlay Design

Overlay design charts are provided for the same pavement types as for remaining life. The thickness of the overlay
depends on the pavement type, the standard deflection before rehabilitation and the expected future traffic. The
design charts are based on a 90% probability of achieving the design life. An asphalt overlay thickness of 40 mm is
considered the minimum. Figure 46 shows an example for pavements with granular bases.

The following comments apply to the use of the TRRL surface deflection method:
• The method is an empirical method developed from data collected only in England.
• The method is based on Benkelman beam deflection. Although a conversion from Deflectograph to
Benkelman beam deflection is provided, it is based on a single correlation between these two deflection types,
which probably does not hold for all pavement types.
• The method provides for different deflection-performance relationships depending on pavement type.
• The method was developed for a 62 kN axle load while the design standard in South Africa is an 80 kN axle
load. Although Jordaan (1989b) adjusted the charts to accommodate the deflection at an 80 kN axle load, the
adjustment is linear. It is known from field observations that the relationship between axle load and pavement
deflection is not linear.
• Although deflections are adjusted for temperature, no adjustment is recommended for seasonal (moisture)
variation.
• The method was developed using data from sections that all had inadequate subgrade cover, designed to fail
within a reasonable time. The method is therefore suited for pavements that have inadequate cover, which
needs to be provided.

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• The deflection–capacity relationship is only valid for the types of pavements tested. The trend that the
deflection increases with accumulated traffic and deterioration is because the pavements did not have adequate
subgrade cover.
• The method does not allow for the evaluation of the adequacy of the individual pavement layers.
• The mathematical formulation for the design charts is not available and the application of the method relies
on plotting the deflection and past traffic on the charts by hand and visually reading off the remaining life and
required overlay thickness. The method is therefore not well suited for modern software systems for pavement
rehabilitation.
• The Benkelman beam and Deflectograph are becoming obsolete and the current preferred instrument for
deflection surveys is the Falling Weight Deflectometer.

Figure 46. Example of the TRRL Overlay Design Chart for Granular Base Pavements

Advantages of the TRRL Method Disadvantages of the TRRL Method

• Provides for different pavement types • Empirical: derived from data collected in
• Accommodates Benkelman beam and England
Deflectograph deflection • Outdated: based on Benkelman beam deflection
• Corrects deflection for temperature variation • Developed for 62 kN axle loads
• Relatively simple and easy to apply • Relies on correlations for converting
Deflectograph and FWD deflections to equivalent
Benkelman beam deflections
• Not convenient for software implementation
• Applies to rehabilitation design only

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7.8 The Asphalt Institute Surface Deflection Design Method

The Asphalt Institute (AI) method for pavement rehabilitation design uses either a pavement layer analysis or a
deflection analysis procedure. Only the deflection procedure is discussed in this section, and the discussion is taken
largely from Jordaan (1989c). This method is not routinely used in South Africa.

The primary pavement input to the method is Representative Rebound Deflection (RRD). The RDD is calculated from
the mean Benkelman beam surface deflection plus two standard deviations for the deflection data sample. A
minimum of 10 deflections at maximum intervals of 80 metres are recommended per road section. The deflection is
adjusted to a reference temperature of 21 °C at the most critical period, usually just after the rainy season. A chart
is provided for temperature adjustment of the deflection, but no guidelines are provided on the adjustment for the
critical period.

The AI surface deflection method provides design charts to estimate the remaining life of an existing pavement to
reach a terminal condition, and to determine the asphalt overlay thickness required to extend the life of the
pavement to carry the future expected traffic.

(i) Remaining Life Estimation

A single chart, shown in Figure 47, is provided for estimating the remaining life, regardless of the pavement type.
The method was, however, developed for pavements with granular base layers and thin surfacings, and therefore
only applies to these pavements. This relationship was developed by combining the data from a number of sources
(Jordaan, 1989c). The RRD (adjusted for deflection variation, temperature and season) is used to determine the
total traffic that can be accommodated from the AI design line. The past traffic estimate is subtracted from the total
traffic estimate to obtain the remaining life.

Past traffic Remaining life

Figure 47. Example of Using of the AI Chart to Determine Remaining Life for a Pavement

(ii) Overlay Design

The AI overlay design chart is shown in Figure 48. The overlay design chart was developed using linear-elastic,
multi-layer theory assuming an overlay resilient modulus of 3 400 MPa.

The following comments apply to the use of this method:

• The method was developed with data from test sections with granular bases and thin surfacings.
• The Representative Rebound Deflection (RRD) and pavement life relationship is only applicable to
traffic loadings between 0.014 and 7.3 million equivalent standard axles, and deflections between 0.76 and 3.56
mm.
• The overlay design chart was developed for asphalt with a resilient modulus of 3 400 MPa at 21 °C, and is only
applicable to design overlays with similar characteristics.

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• Although an adjustment for temperature variation is provided, no adjustment guideline is provided for
seasonal variation.
• The method was developed to provide adequate cover to the subgrade and does not allow for the evaluation of
the adequacy of the individual pavement layers.
• The thickness design chart is not sensitive to a RRD below 1 mm.
• The original overlay design chart was only developed for traffic loadings up to 7.3 million equivalent standard
axles and was only later extended to 50 million.
• The mathematical formulation of the RRD and pavement life relationship is provided, but not for the overlay
design chart. Only part of the method is therefore well suited to application in modern software systems.
• The Benkelman beam is becoming obsolete and the current preferred instrument for deflection surveys is the
Falling Weight Deflectometer.

Figure 48. Asphalt Institute Overlay Design Chart for Granular Base Pavements

Advantages of the AI Method Disadvantages of the AI Method

• Very simple and easy to apply • Empirical: derived from data collected in North
• Corrects deflection for temperature variation America
• Incorporates spatial variation of deflection data • Only for granular pavements with thin surfacings
• Only developed for traffic up to 7 million E80
• Insensitive to deflections less than 1 mm, which
is where many South African pavements
operates
• Outdated: based on Benkelman beam deflection

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7.9 Summary of Suitability of Structural Design Methods for Flexible Pavements

Table 47 provides a summary of the potential application of the structural design methods discussed in the preceding
sections.

7.9.1 Comment on Determining Remaining Life

One of the key aspects in the analysis of a pavement for rehabilitation is determining the remaining life. All of the
structural design methods discussed, except the AASHTO SN method, actually determine the structural capacity from
the initial conditions, and do not consider the observed distress, i.e., rut depth. There is no widely accepted method
used for adjusting the structural capacity estimate from the initial conditions using the current condition to obtain the
remaining life. Jordaan (1989a) provides some indications for incorporating the observed distress, or the simple
method discussed for the DCP in Section 7.3 is an approach used. The analysis method suggested by Wolff (1993,
1994) for granular materials (Section 7.1.2(ii)) is an example of an approach that directly uses the current condition
in estimating the remaining life.

Table 47. Potential Application of Structural Design Methods

Method Potential Application
New Rehabilitation Design
Design
Initial Assessment Rehabilitation Design –
– Remaining Life Future Structural
Capacity
SAMDM for flexible pavements  Not practical 
Pavement Number method   
DCP design method   
AASHTO SN method   (with riding quality 
results)
FWD deflection bowl parameter method   
FWD SN method   1
TRRL surface deflection method   
AI surface deflection method   
Notes
1. Suitable for rehabilitation design if used in conjunction with AASHTO Method.

7.10 Software Packages for Flexible Pavement Design

Software packages are available to assist with various tasks of the pavement design process, including design traffic
estimation, design investigation, pavement modelling and analysis as well as structural capacity estimation. The
purpose of these packages is to facilitate capturing, storing, processing and analysing of large volumes of data in a
fraction of the time required to do a single analysis by hand. The intention is to improve the design engineer’s
efficiency and to create a better understanding of the design problem, by including more data in the analysis and
interpretation than is possible without the software. These software packages are not intended as “black-box”
solutions, and should never be regarded as substitutes for engineering knowledge and expertise, but rather as
supplements to engineering knowledge, expertise and the design process.

This section presents a brief overview of the software packages available for flexible design. Rigid and block
pavements are dealt with in Sections 8.4 and 9.6. These packages were not critically evaluated and it is not the
intention to compare them or to endorse a specific package. Only the salient features of the software are described,
refer to the software vendors for detailed information on the functionality of the software.

7.10.1 CYRANO
Cyrano was developed by Dr Pieter Strauss and Dr Martin Slavik, and is obtained by contacting [email protected].
Cyrano is largely based on the South African Mechanistic-Empirical Design Method (SAMDM) with the following
modifications and additions:

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• The factor of safety model for unbound granular base layers (Maree, 1978; Section 7.1.2) is replaced with
the permanent deformation model developed by Wolff (1993) (Section 7.1.2(ii)).
• The principle that deformation is dependent on stress ratio is applied to calculate the deformation of the
subbase.
• Crushing of the surface of the base and the associated loss of bond between the surface and the top of the
base is based on equations developed from finite element analysis.
• The change in stiffness of the surface, base and subbase with increased load cycles or time is done through a
recursive simulation scheme.
• The outcome of the analysis, namely the percentage of the area with unacceptable cracking and
deformation, is translated into area that has to be repaired and the calculation of present worth of pavement
life cost.
• The increase in road roughness with an increase in load cycles is based on work done at the AASHTO
road test and by Ullidtz (1998).

Table 48. Functionality of the CYRANO Software Package

Application Area Aspect/Functionality Comment
Design traffic estimation Traffic data options Weigh-in motion (WIM) axle load spectra are
used. Typical default spectra are included if data
are not available.
Pavement load sensitivity From calculated pavement response under load
spectra and empirical performance prediction.
Design traffic estimation Calculated from the traffic input data.
Design investigation Input data Pavement layer characteristics and costs, traffic
loading data and environmental condition
Data analysis options Sensitivity analysis using the “What if” function
Data import, export and Summary report containing input and output
reporting
Pavement analysis and Analysis engine ELSYM 5
modelling Analysis options Analyze the effect of variation in input data on the
outcome by using the “What if” facility.
Material data and damage User defined material properties and calibration
models coefficients
Structural capacity estimation Progressive distress through a recursive
simulation scheme
Simulation schemes Monte Carlo variability Used to arrive at the predicted percentage area
simulation failed with loading or time
Recursive damage model Available as part of Monte Carlo simulation
procedure
Riding quality deterioration Based on AASHTO and calibrated for SA
conditions

7.10.2 PADS Software Series

The Pavement Analysis and Design Software (PADS) series is developed and distributed by CSIR Built Environment.
It is available directly from CSIR, www.csir.co.za. The software consists of a number of independent components
that are integrated into a single package for project level design investigation and analysis. The series consists of
the following packages:
• Traf-PADS®: design traffic estimation
• Back-PADS®: deflection bowl analysis and backcalculation
• Me-PADS®: mechanistic-empirical structural capacity estimation
• Pro-PADS®: project level design investigation and analysis

Table 49 summarises the functionality of the PADS series.

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Table 49. Functionality of the PADS series

Application Area Aspect/Functionality Comment
Design traffic Traffic data options Weigh-in-motion (WIM) data are read directly from the .RSA
estimation file format to provide vehicle loading and traffic volume inputs.
WIM axle load spectra (vehicle loading) may also be used in
conjunction with traffic counts (traffic volume) data. Axle
load spectra may also be generated from traffic count data in
combination with the load capacity utilisation of different
vehicle classes.
Pavement load sensitivity AASHTO power damage law or mechanistic-empirically derived
load sensitivity.
Design traffic estimation Estimated from the traffic input data described above as well
as traffic and vehicle loading growth rates.
Design investigation Input data Accommodates the following data:
• Lane configuration
• As-built structure information
• Test-pit and core data
• Visual condition assessment
• Rut
• Riding quality
• Deflection (FWD and Deflectograph)
• Dynamic Cone Penetrometer (DCP)
• Digital images
Data analysis options Multiple data views are provided.
The following data analysis options are provided:
• Deflection bowl parameter analysis
• Cumulative sum of difference analysis for analysis and
uniform section identification
• Automated backcalculation per user-defined uniform
section
• DCP single point and average point analysis per user-
defined uniform section
Data import, export and All input data are imported through Microsoft Excel
reporting spreadsheet templates or directly from the instrument files
e.g., .F25 or .FWD file format for the FWD.
Analysis results are exported to Microsoft Excel for further
manipulation.
Lane summary reports are generated showing the visual
condition assessment input data.
Lane summary reports are generated showing all the available
processed data on a stripmap for each lane aggregated
according to analysis section or uniform section.
A one-page summary report is generated per uniform section.
Pavement analysis Analysis engine GAMES (Maina, 2004) with unrestricted number of layers and
and modelling non-uniform contact stress distribution.
Analysis options Stress and strain results at 100 user-defined analysis points
Stress and strain profile plots and contour plots.
Material data and User defined material properties.
damage models Model formulation based on the 1996 SAMDM.
User definable calibration coefficients.
Structural capacity Allows for 3 distinct phases.
estimation
Simulation schemes Monte Carlo variability Possible but requires manual user-intervention.
simulation
Recursive damage Not available
modelling
Riding quality Not available
deterioration

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7.10.3 Rubicon Toolbox

Rubicon Toolbox is developed and distributed by Rubicon Solutions (www.rubiconsolutions.co.za). The software
consists of a number of independent components that may be combined according to user needs. Rubicon Toolbox
consists of the following components:
• Automated backcalculation tool
• Deflection bowl analysis tool
• Data viewer for drawing stripmaps of many different data types
• DCP analyser
• Standard axle tool
• Stress and strain calculator
• Monte Carlo simulation tool
• Structure comparer tool
• Trial pit reporter
• Photo logger
• Grading analysis tool
• Axle spectrum tool
• Finite element tool

Table 50 summarises the functionality of Rubicon Toolbox.

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Table 50. Functionality of Rubicon Toolbox

Application Area Aspect/Functionality Comment
Design traffic Traffic data options Loading is user defined, with many loads allowed. Loads defined
estimation by co-ordinates, load and pressure.
Pavement load sensitivity Incorporated in Axle Spectrum Tool by including different load
groups and allocating daily repetitions to each group.
Design traffic estimation Estimated from load definitions, and traffic and vehicle loading
growth rates.
Design Input data Accommodates the following data:
investigation • Test-pit data
• Gradings
• Visual condition assessment
• Rut
• Riding quality
• Deflection (FWD and Deflectograph)
• Dynamic Cone Penetrometer (DCP)
• Digital images
Data analysis options Multiple, user-defined data views are possible using the data
viewer. The following data analysis options are provided:
• Deflection bowl parameter analysis
• Aggregation of data with summary statistics for user-defined
sections
• Cumulative sum of difference analysis for analysis and uniform
section identification
• Automated backcalculation
• DCP single and multiple point analysis
Data import, export and Input data are imported through Microsoft Excel spreadsheet
reporting templates and Microsoft Access databases, or directly from the
instrument files, e.g., .F25 or .FWD file format for the FWD.
Analysis results are exported to Microsoft Excel for further
manipulation
Concise summary reports are generated for each analysis option
Customized uniform summary reports using the Data Viewer.
Pavement Analysis engine WESLEA
analysis and Analysis options Comparison of stress and strain results at critical locations in
modelling alternative pavement structures.
Stress and strain results at user-defined analysis points.
Stress and strain profile plots and contour plots using the Finite
Element Tool.
Material data and User defined material properties
damage models Wide selection of damage model formulations
User defined calibration coefficients
Database with pre-defined published damage models
Structural capacity Allows for multiple distinct analysis phases.
estimation
Simulation Monte Carlo variability Variability allowed on material properties, layer thickness and
schemes simulation traffic wander.
Recursive damage Based on cumulative damage using Miner’s Law.
modelling
Riding quality AASHTO SN Method Tool available
deterioration

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8. STRUCTURAL CAPACITY ESTIMATION: CONCRETE PAVEMENTS

The first formal design method for concrete pavements in South Africa was included in Manual M10: Concrete
Pavement Design and Construction (1995). It became apparent from overseas research, performance of local
pavements and some instrumented sections of a concrete inlay on the N3 that the method was inherently
conservative, and thus resulted in expensive pavements. A new design method to design cost effective pavements
was needed. It also needed to be mechanistically based, to facilitate interaction with the mechanistic flexible
pavement design methods. The mechanistic-empirical design method for concrete pavements was developed, based
on the same principles as in the Manual M10. This method is implemented in the software package cncPAVE. Both
these methods are based on the principle that the joint or a transverse crack is the weakest point in the pavement
and load transfer, as defined in terms of relative vertical movement under a passing wheel load or under the FWD, is
therefore the basis for predicting structural performance.

Brief overviews of the following methods for concrete pavements are discussed in this section:
• Manual M10
• Mechanistic-empirical design method (cncPAVE)

8.1 Manual M10

Manual M10 was developed from the AASHTO method for concrete pavements (M10, 1995). The AASHTO method
essentially follows a recipe type approach to design and uses a series of nomograms, but it does contain some
aspects of mechanistic design (AASHTO, 1993). For Manual M10, the AASHTO method was refined, validated and
simplified for South African conditions. It is discussed here in some detail, as it provides a good idea of the basic
elements of structural capacity estimation for concrete pavements.

Manual M10 essentially follows this sequence for designing concrete pavements:
• Determine axle group loading
• Select stiffness moduli used for slab support layers
• Use nomograph to get equivalent support stiffness
• Use nomograph to determine relative vertical movement at joint/crack, i.e., load transfer
• Use nomograph to obtain slab thickness

(i) Determine Axle Group Loading

The graph in Figure 49 is used to convert the axle loads and types to an equivalent single axle load.

Figure 49. M10 Manual: Determine Axle Loading

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(ii) Support Stiffness

The first step in determining the stiffness of the support layers is to identify the type of subbase and subgrade, and
the subbase thickness. Recommended stiffness values for the materials types are given in Table 51. To determine
the equivalent support stiffness from subgrade and subbase, the nomograph in Figure 50 is used.

Table 51. Stiffness Moduli for Support Layers

Material and Stiffness Value (MPa)
Material Class
PCC 30 000 to 50 000
Asphalt 1 500 to 5 000
Cemented 1 500 to 15 000
G1 250 to 750 (400)1
G3 150 to 400 (200)
Granular G5 100 to 250 (130 for subgrades)
G7 50 to 160 (90 for subgrades)
G9 30 to 80 (50 for subgrades)
Note
1. Recommended value in parenthesis

Figure 50. Nomograph for Determining Equivalent Stiffness

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(iii) Determine Relative Vertical Movement at Joints or Cracks

The next step is to determine the relative joint or crack movement, using the nomograph in Figure 51. This
nomograph requires the spacing of dowel bars and the dowel bar diameter, and/or the crack/joint spacing and
maximum aggregate size in the concrete mix. The minimum movement from the two nomographs in Figure 51 is
used.

Figure 51. Relative Movement at Joint

(iv) Determine Slab Thickness

The final step in the concrete slab design is to determine the slab thickness required. This is done using the
nomograph in Figure 52, which uses the:
• Equivalent single 80 kN axle loads from Figure 49 and the number of each load group
• Equivalent support stiffness from Figure 50.
• Concrete flexural strength
• Relative joint movement
• Type of concrete pavement is shown to give an indication of the expected movement

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Figure 52. Nomograph for Determining Concrete Slab Thickness

8.2 Mechanistic-Empirical Design Method for Concrete Pavements

Concrete pavement design in South Africa is now generally done using the Mechanistic-Empirical Design Method, as
implemented in cncPAVE. The principles are the same as from Manual M10, with more details and analysis options
as well as taking variation in pavement characteristics into account.

The flowchart in Figure 53 illustrates the design process using this method.

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Pavement Structure Loading Climate

• Support & concrete layers: thickness, • Axle spectra, from • Temperatures
properties WIM data • Rainfall
• Type of pavement & slab dimensions • Number of axles to • Humidity
• Joint types determine n
• Steel dimensions

Variation in concrete mix properties &

strength
• Cement & water content
• Aggregate properties
• Flexural strength
• Shrinkage: determines crack spacing for
CRC & load transfer at cracks/joints
• Curling: determines voids between
subbase and concrete slab

Variation in slab support

• Combine support layers to get one layer
below the subbase
• Subbase stiffness and erosion
characteristics

Calculate Stress
Stress is a function of
• Load transfer from aggregate and dowels
• Development of voids due to curling and
subbase erosion
• Loading: load and tyre pressure

Determine Structural Capacity

for
• Shattered slabs
• Pumping
• Faulting

Determine Damage
Number of instances when n > N to determine:
• Shattered slabs (%)
• Faulting (mm)
• Pumping (%)

Performance
• Predict change in IRI with time and loading
• Calculate life cycle costs

Figure 53. Flowchart for Mechanistic-Empirical Design of Concrete Pavements

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The design process begins with determining the inputs, which fall into these categories:
• Pavement structure
• Concrete mix properties and strength
• Loading: number of axles and the axle load spectra
• Climate: temperature, rainfall and humidity

In the cncPAVE implementation, many of the input parameters are input as distributions, to account for variability
and to enable Monte Carlo type statistical analyses.

Suitable design models were developed from finite element and multilayer evaluations. These models are used to
determine:
• Shrinkage, which affects crack width as well as curling of the slab
• Effective subbase support by combining all support layers into one layer
• Erosion characteristics of the subbase
• Load transfer across joints from crack width, aggregate size and dowels defined in terms of relative vertical
movement at joints/cracks under moving loads
• Development of voids under the slabs
• Structural capacity for the following three mechanisms:
− Shattered slabs
− Faulting
− Pumping

The models were calibrated by performance data from different concrete paved sections, including roads, streets and
hardstandings, some of which were accurately instrumented.

The damage is determined as the ratio of the number of axles n, and the structural capacity, N, for each distress
mechanism. The number of instances in the statistical simulation, where n>N determines:
• Percentage shattered concrete surface
• Percentage pumping concrete surface
• Faulting in the concrete pavement (in the case of plain and dowel concrete)

The performance of the concrete pavement is determined by predicting the change in IRI with time and loading.

The final step is to calculate the life cycle costs to enable selection of an appropriate and cost-effective pavement
design. The decision criteria for plain, dowel and continuously reinforced concrete are shown in Table 52.

Table 52. Typical Decision Criteria for Plain and Dowel Jointed and Continuously Reinforced
Concrete
Plain and Dowel Jointed Concrete
Decision Variable Good Acceptable Excessive
% shattered concrete < 2% 2% to 5% > 5%
% pumping < 2% 2% to 5% > 5%
% faulting < 2% 2% to 5% > 5%
Continuously Reinforced Concrete
Decision Variable Good Acceptable Excessive
% shattered concrete < 0.2% 0.2% to 0.8% > 0.8%
From % pumping < 2% 2% to 5% > 5%
1.0 m to 1.5 m Below 1.0 m or more than
Crack spacing From 1.5 to 2.0 m
2.0 m to 2.5 m 2.5 m

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Desirable Aspects of Mechanistic Cautionary Aspects for Mechanistic

Design of Concrete Pavements Design of Concrete Pavements
• Easy to use • Default values provided with software need to be
• Updated regularly adjusted for specific designs
• Calibrated for South African conditions • Ensure that variation in properties are realistic
• Allows for different slab support layers and reflect actual conditions
• Suited to new and rehabilitation design
• Can do “what-if” analyses to study the outcome of
different input parameters on the design
• Calculates life cycle costs

8.3 Summary of Suitability of Structural Design Methods for Concrete Pavements

Table 53 provides a summary of the potential application of the structural design methods discussed in the preceding
sections.

Table 53. Potential Application of Structural Design Methods

Method Potential Application
New Rehabilitation Design
Design
Initial Assessment Rehabilitation Design –
– Remaining Life Future Structural
Capacity
M10   
C & CI rigid pavement design method   

8.4 Software Package for Concrete Pavements: cncPAVE

The software package cncPAVE can be obtained from Dr Pieter Strauss, [email protected]. cncPAVE models the
structural deterioration of plain, dowel jointed, continuously reinforced concrete and UTCRCP. The following damage
mechanisms are provided for:
• Percentage of shattered concrete surface
• Percentage of pumping concrete surface
• Percentage faulting in plain and dowel jointed concrete
• Crack spacing in continuously reinforced concrete

cncPAVE also models the life cycle cost of concrete pavements. Table 54 summarises the functionality of the
software. cncPAVE will be incorporated into the new South African Pavement Design Method (SAPDM).

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Table 54. Functionality of the cncPAVE Software Package

Application Area Aspect/Functionality Comment
Design traffic Traffic data options Weigh-in-motion (WIM) axle load spectra are
estimation used. Typical default spectra are included if data
are not available.
Pavement load sensitivity From calculated pavement response under load
spectra and empirical performance prediction.
Design traffic estimation Calculated from the traffic input data.
Design investigation Input data Pavement layer characteristics and costs, traffic
loading data and environmental condition.
Data analysis options Sensitivity analysis using the “What if” facility.
Data import, export and reporting Summary report containing input and output
generated and exported via the “Write report”
facility.
Pavement analysis Analysis engine Equations developed from FE analysis,
and modelling Westergaard theory, AASHTO and South African
experience.
Analysis options Analyze the effect of variation in input data on the
outcome by using the “What if” facility.
Material data and damage models User defined material properties and calibration
coefficients to generate output distributions for
different damage types.
Structural capacity estimation Progressive distress, through a recursive
simulation scheme.
Simulation schemes Monte Carlo variability simulation Variability in material properties used to arrive at
the predicted percentage area failed with loading
or time.
Recursive damage model Available as part of the Monte Carlo simulation
procedure.
Riding quality deterioration Available, predicts IRI change over time.

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9. STRUCTURAL CAPACITY ESTIMATION: CONCRETE BLOCK PAVEMENTS

The methods that are available for designing concrete block pavements are described in detail in Concrete Block
Paving Book 2: Design Aspects published by the Concrete Manufacturers Association (CMA, 2007). The methods are
divided into the following four categories:
• Equivalent thickness concept
• Catalogue design method
• Research based design methods
• Mechanistic design methods (Lockpave and blokPAVE)

9.1 Equivalent Thickness Concept

The equivalent thickness concept assumes that the pavement can be designed with established flexible pavement
design procedures, and that the blocks and bedding sand substitute an equivalent part of the conventional design.
Table 55 gives a summary of the various values of equivalent substitution used in Argentina, Australia, UK and USA.
Using the equivalency factor, the block pavement is designed with well-established flexible pavement design
procedures, incorporating a measure of subgrade strength, such as the Californian Bearing Ratio (CBR).

Table 55. Summary of Various Factors of Equivalent Substitution

Country Concrete Block Paving is Equivalent to…
Argentina 2.5 times thickness of granular subbase
Australia 2.1 – 2.9 times thickness of crushed rock base
1.1 – 1.5 times dense graded asphaltic concrete
USA Corps of Engineers 165 mm cover
2 – 2.85 times thickness of granular base
United Kingdom 225 mm of soil cement
160 mm of rolled asphalt

This design approach assumes that block paving responds to traffic in a similar manner to conventional flexible
pavements and that, consequently, there is no impediment to the use of established design procedures. However,
this is not strictly correct. The advantages particular to block paving, such as the development of progressive
stiffening and lockup, the ability to tolerate large transient deflections, and the ability to spread the load, thus
reducing the stress below the bedding sand, are not recognized.

The equivalent thickness concept is not generally used in South Africa for designing block pavements.

9.2 Catalogue Design Method

With the catalogue design method, the blocks and base thickness are selected based on experience of road
construction on subgrades similar to that under consideration. Where experience is extensive, as in Europe, this
simple approach can yield satisfactory results. The design procedures are often presented as a design catalogue,
which encapsulates local knowledge, but tends to make little distinction between different subgrade conditions or
wheel loads.

In South Africa, these design manuals are based on catalogue designs:

• Draft UTG2 (1987): Structural Design of Segmental Block Pavements for Southern Africa
• Guidelines for the Provision of Engineering Services in Residential Townships. (Community Development,
1983.)

In all cases, the road is classified in terms of traffic volume (cumulative E80s), traffic type (residential or industrial)
and climatic conditions. Once the road has been classified, the catalogue can be used to select the pavement design.
Figure 54 is a typical design taken from UTG2. The material classes specified for the pavement design are as per
TRH14. The catalogue method lacks flexibility in that only subgrade strength of CBR = 10 or 15 is accommodated,
and often yields a less than optimal pavement design. Experience with the catalogue in Figure 54 is that the
pavement structures are thinner than required.

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Note:
1. The pre-1995 TRH4 traffic classes are used
2. E3 traffic range is 3 – 12 million E80s and not 2 – 12 as indicated

Figure 54. Typical Catalogue Design of Concrete Block Pavements

9.3 Research Based Design Methods

Although many engineers have used tests of prototype interlocking concrete pavements to obtain materials
equivalencies or substitution ratios, only one design method appears to be wholly based on accelerated trafficking
tests. This is the method developed by Shackel at the University of New South Wales for the Cement and Concrete
Association of Australia, first published in 1979. Subsequently, following trafficking tests in South Africa, designed in
part to verify the procedure, the method was slightly revised (Shackel, 1979 and 1980). The method is restricted to
block pavements subjected to highway loadings, and which incorporate unbound granular bases.

It is possible to use accelerated trafficking tests of full-scale prototype block pavements to develop statistically-based
models to relate, for a given subgrade strength, the block and base thickness to measures of performance, such as
rut depth. These models have been extended to cover the full range of subgrade conditions using mechanistic
analyses. Typical design curves are shown in Figure 55. This method has been used successfully in a variety of
climates since the late 1970’s, but has been replaced by mechanistic procedures similar to those described in
Section 9.4.

References for Block Pavements

A good reference for block pavements is:
Brian Shackel, “Design and Construction of
Interlocking Concrete Block Pavements”, 1990.

The Concrete Manufacturers Association (CMA) has

four books on Concrete Block Paving. These books
can be downloaded from www.cma.org.za. The books
are titled:
• Book 1: Introduction
• Book 2: Design Aspects
• Book 3: Specification and Installation
• Book 4: Site Management and Laying

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Figure 55. Empirical Design Curves for Concrete Block Pavements

9.4 Mechanistic Design Methods for Block Pavements

Several mechanistic procedures for the design of block pavements have been developed, the first in South Africa.
The block pavements were analysed as homogenous isotropic flexible mats overlying a flexible subgrade, with a CBR
defined strength. The second mechanistic analysis was reported in Britain in 1979. This method was based on a
three-layer linear elastic analysis of the pavement and assumed that conventional criteria for relating subgrade strain
to the expected life of an asphaltic pavement could be applied to a block pavement.

Recently, a variety of mechanistic procedures utilising the methodology of conventional flexible pavement design
have been developed. Usually these analyses either compute the tensile strains in a bound subbase and relate these
to a fatigue life, or, determine the vertical compressive strains in the subgrade or granular subbase to relate to the
rutting that develops under traffic. By iterating, the thickness of the various pavement layers may be chosen to
achieve both an adequate fatigue life and tolerable levels of rut deformation.

Initially, the most effective application of mechanistic methods was in the design of block pavements incorporating
bound subbases, such as lean concrete or cement stabilized granular materials. However, in 1988 Shackel published
a comprehensive mechanistic design methodology suited to both bound and unbound subbases. This procedure was
designed to be run, in an interactive mode, on a computer. This design method is now available as a computer
programme called Lockpave. The method is believed to be an advance on earlier mechanistic procedures in that it
completely avoids the need to use concepts of axle load equivalency, but rather analyses and designs each pavement
in terms of an appropriate spectrum of axle loads. This is of particular importance in the designing of industrial
pavements, which often have to accept a very wide range of wheel loads, vehicle configurations and differing load
repetitions for each vehicle type. The positions at which the stresses and strains are calculated in Lockpave are
similar to those described for flexible pavements (shown in Section 7.1.6). Examples of design curves for both road
pavements and industrial hardstands are given in Figure 56.

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Figure 56. Concrete Block Pavement Design Curves for Road Pavements

9.5 General Aspects for Design of Block Paving

The success of block paving depends on:
• The use of a stabilized subbase to provide adequate support to the blocks and the sand blanket.
• A sand blanket of 15 to 30 mm in which the blocks embed.
• The width of the joint is between 3 and 5 mm.
• The quality of the jointing sand.
• Confinement on the sides of the paved area to hold the blocks in place.

Desirable Aspects of Mechanistic Cautionary Aspects for Mechanistic

Design for Block Pavements Design for Block Pavements
• Range of methods from simple to more • Rehabilitation design procedures not included
complicated computerised methods
• Computer based models allow for limited
• South African input to design models pavement material types

9.6 Software Packages for Concrete Block Pavement Design

9.6.1 Lockpave
Lockpave is distributed together with Permpave, a design method for permeable concrete paving, by the Concrete
Manufacturers Association (CMA). The program calculates the critical stresses and strains occurring either on or near
the vertical load axis at the bottom of all bound (brittle) layers and at the top of the subgrade. The service life of the
pavement is predicted. Conversely, for a designated service life, it is possible to calculate what values of stress and
strain can be tolerated and, by trial and error, to determine the combination of layer thicknesses required to not
exceed these stresses and strains. Table 56 summarises the functionality of Lockpave.

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Table 56. Functionality of the Lockpave Software Package

Application Area Aspect/Functionality Comment
Design traffic Traffic data options Not modelled separately. Pre-defined axle
estimation Pavement load sensitivity loads are adjusted by load safety factors to
Design traffic estimation cater for braking, acceleration and cornering
Design investigation Input data Pavement layer characteristics and traffic
loading
Data analysis options Trial and error
Data import, export and reporting Outcome reported
Pavement analysis Analysis engine Multi-layer linear elastic model
and modelling Analysis options No additional options
Material data and damage models User defined material properties,
environmentally adjusted
Structural capacity estimation Adjust base and subbase layer thickness until
distress criteria are satisfied
Simulation schemes Monte Carlo variability simulation Not included
Recursive damage model Not included

9.6.2 blokPAVE
A software program, blokPAVE, for the design of block paving is being developed as part of SAPDM. This program
will include new models for prediction of block paving performance. The functionality of the software and analysis
options will be the same as cncPAVE, as described in Table 54. The software should be available for distribution in
2014 from Dr Pieter Strauss, [email protected].

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REFERENCES AND BIBLIOGRAPHY

AASHTO. 1993. Guide for Design of Pavement Structures. American Association of State Highway and
Transportation Officials, Washington DC.

AASHTO. 2004. Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Design
Structures. NCHRP 1-37A. National Co-operative Highway Research Program, Washington DC.

AUSTROADS. 1992. A Guide to the Design of Road Pavements. Austroads. New South Wales, Australia.

BOSMAN, J and Visser, A.T. 1989. Characteristics of a Sample of Heavy Vehicles on South African Roads Measured
with the Traffic Data Logger. Proceedings of the Annual Transportation Convention 1989, Volume
3A. Pretoria, South Africa.

BOSMAN, J. 2004. Traffic Loading Characteristics of South African Heavy Vehicles. Proceedings of the 8th
International Symposium on Heavy Vehicle Weights and Dimensions. Muldersdrift, South Africa.

BOSMAN, J. 2008. Personal Communication via e-mail, 16 September 2008.

C & CI. 2008. Concrete Road Construction Manual. Cement and Concrete Institute. Midrand. Available from
The Concrete Institute, www.theconcreteinstitute.org.za.

COLTO. 1998. Standard Specifications for Road and Bridge Works for State Road Authorities. Committee
for Land and Transport Officials. Pretoria.

cncPAVE. Current. cncPAVE502. Cement and Concrete Institute. Midrand. www.cnci.org.za.

CMA. 2007. Concrete Block Paving Book 2: Design Aspects. Concrete Manufacturers Association, Midrand.

COMMUNITY DEVELOPMENT. 1983. Guidelines for the Provision of Engineering Services for Residential
Townships. South African Department of Community Development.

COTO. 2009. Committee of Transport Officials. Guidelines for Network Level Measurement of Pavement
Deflection. COTO Road Network Management Systems (RNMS) Committee. 2009 (Currently under review,
likely to be available at www.nra.co.za, and renamed TMH13)

CSIR. 2000. Guidelines for the Selection, Design and Construction of Waterbound Macadam Base
Layers. DP-2000/5. Transportek, CSIR. Pretoria.

DE BEER, M. 1991. Use of the Dynamic Cone Penetrometer (DCP) in the Design of Road Structures.
Division of Roads and Transport Technology, CSIR, Pretoria. Research Report DPVT-187.

DE BEER, M., Kleyn, E.G. and Savage, P.F. 1988. Towards a Classification System for the Strength-balance of Thin
Surfaced Flexible Pavements. Proceedings of the Annual Transportation Convention, Vol 3D, Paper
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