PERANCANGAN PEREKERASAN JALAN II

PAVEMENT DESIGN

Ir. Gatot Rusbintardjo, M.R.Eng.Sc., Ph.D

 INTRODUCTION OF
PAVEMENT DESIGN
 Outline in general

1. Pavement Purpose
2. Pavement Condition
3. Pavement Types
a. Flexible
b. Rigid
4. Pavement Design
5. Example
 Pavement Purpose
• Load support
• Smoothness
• Drainage
 Design Parameter
• Subgrade
• Loads
• Environment
 Subgrade
• Characterized by strength and/or stiffness
– California Bearing Ratio (CBR)
• Measures shearing resistance
• Units: percent
• Typical values: 3 to 10
– Resilient Modulus (MR)
• Measures stress-strain relationship
• Units: psi or MPa
• Typical values: 3,000 to 40,000 psi
 Subgrade
Some Typical Values
Classification CBR MR (psi) Typical Description
Good ≥ 10 20.000 Gravels, crushed stone and
sandy soils. GW, GP, GM, SW,
SP, SM soils are often in this
category.

Fair 5-9 10.000 Clayey gravel and clayey sand,

fine silt soils. GM, GC, SM, SC
soils are often in this category.
Poor 3-5 5.000 Fine silty sands, clays,
silts, organic soils. CL,
CH, ML, MH, CM, OL, OH
soils are often in this
category
 Loads
• Load characterization
– Tire loads
– Axle and tire configurations
– Load repetition
– Traffic distribution
– Vehicle speed
 Load Quantification
• Equivalent Single Axle Load (ESAL)
– Converts wheel loads of various magnitudes and repetitions ("mixed
traffic") to an equivalent number of "standard" or "equivalent" loads
– Based on the amount of damage they do to the pavement
– Commonly used standard load is the 18,000 lb. equivalent single axle
load

• Load Equivalency
– Generalized fourth power approximation
4
 load 
   relative damage factor
 18,000 lb. 
 Typical LEFs

Notice that cars are insignificant and thus usually

ignored in pavement design.
 LEF Example
The standard axle weights for a standing-room-only
loaded Metro articulated bus (60 ft. Flyer) are:
Axle Empty Full
Steering 13,000 lb. 17,000 lb.
Middle 15,000 lb. 20,000 lb.
Rear 9,000 lb. 14,000 lb.
Using the 4th power approximation, determine the total
equivalent damage caused by this bus in terms of
ESALs when it is empty. How about when it is full?
 Environment
 Temperature extremes
 Frost action
 Frost heave
 Thaw weakening
Pavement Types
Flexible Pavement
Hot mix asphalt (HMA) pavements
Called "flexible" since the total pavement structure
bends (or flexes) to accommodate traffic loads
About 82.2% of paved U.S. roads use flexible pavement
About 95.7% of paved U.S. roads are surfaced with HMA
Rigid Pavement
Portland cement concrete (PCC) pavements
Called “rigid” since PCC’s high modulus of elasticity does
not allow them to flex appreciably
About 6.5% of paved U.S. roads use rigid pavement
Flexible Pavement
Rigid Pavement
Stress occur in the pavement layers cause by tyre pressure
 FLEXIBLE
PAVEMENT
PAVEMENT
TRAFFIC
LOADING
Traffic-related data, which includes axles loads, axle
configurations and number of applications, are
required for both new construction and
rehabilitation pavement structural design
Cars and light truck traffic produce only small
stresses in normal pavement structures and
therefore truck traffic is the major consideration in
the structural design of pavements.

The project design ESALs are expressed as the

cumulative Equivalent Single Axle Loads (ESALs) in
the design lane for the design period.
The results of the AASHO Road Test
indicated that the damaging effect on
the pavement structure of an axle
load of any mass can be represented
by a number of 80 kN (8.16 ton)
ESALs.
Indonesia, for Arterial road (Pantura)
use ESAls 10 ton
 Estimating Design ESALs
 Sources of Traffic Data
Counting for traffic volumes and Single Unit Trucks
(SUT) and Tractor Trailer Combinations (TTC) on
the Primary Highway System are published
annually by BINA MARGA.

This report provides values for ESALs per day per

direction for all Traffic Control Sections (TCS)
monitored on the primary highway system.
 The determination of the ESALs per day
per direction is related to the AADT:

where AADT, Average Annual Daily Traffic, is the

average daily two way traffic expressed as vehicles
per day for the period of January 1 to December 31,
and where the traffic volumes are assumed to be
split 50:50 for both directions.
 Lane distribution considerations
The reported ESALs/day/direction are based upon a 50:50
split between directions.

The statistics reported are for total ESALs/day/direction. On

multilane highways, the total would represent all lanes in one
direction. For 4 lane divided highway, an 85/15 split between
the outside and inside lane can be used as guideline to
determine the design. This split may require adjustment on
some highways located near major urban areas.

In cases where directional distribution factors are used and

the pavement structure is designed on the basis of
distributed traffic, consideration should be given to the
design of variable cross-sections. This is addressed in more
detail in the next section.
 Traffic growth
Traffic Growth can be accounted for in design using
the Traffic Growth Factors presented in Table D.20 of
[AASHTO 93] or by calculation:

Traffic Growth Factor (TGF) = [(1 + g)n - 1]/g

where g = rate/100 and is not zero and n is the

design period in years. If the annual rate is zero, the
growth factor is equal to the design period.
 Traffic growth
Alternatively, for a 20 year design period, the
following factors can be used directly:

 for 3% growth TGF = 26.87

 for 5% growth TGF = 33.06.

These factors multiplied by the first-year

ESALs estimate will give the total number of
ESAL applications expected during the 20 year
design period.
 Summary
The process of determining the design ESALs to
be used on a particular project is:

1. Determine the Design Period (n).

2. Determine present ESALs/day/direction.
3. Adjust ESALs/day/direction based on lane
distribution considerations.
4. Select or determine Traffic Growth Factor
(TGF).
5. Calculate Design ESALs/lane for the design
period = ESALs/day/direction x 365 x TGF.
MATERIALS
Introduction of materials
The components and definitions of materials essential
to flexible pavement structures include the subgrade, a
granular base course, and a surfacing of asphalt
concrete. Granular base pavement structures comprise
about 75 percent of the secondary and primary
highway network. To a lesser extent, cement stabilized
base courses (soil cement) or full depth asphalt
concrete pavements have been designed and
constructed in the past. These latter two pavement
types together would represent about 25 percent of the
secondary and primary highway network pavement
structures.
Introduction of materials
(cont.)
The subgrade is comprised of the uppermost materials
placed in the road bed embankment or the soil
remaining at the base of a cut. The subgrade soil is
often referred to as the foundation or road bed soil.

This foundation component is usually constructed of

native inorganic soil often in combination with
imported soils from select borrow sources, and would
be compacted to a specified density and moisture
content.
Introduction of materials
(cont.)
The granular base course (GBC) is that material placed
immediately above the prepared subgrade. The GBC used usually
consists of a well graded crushed gravel with a maximum particle
size varying from 20 mm to 40 mm. On occasion the GBC is
separated from the subgrade by a granular subbase course of
lower quality and less expensive material. Granular subbase
course (GSBC) generally consists of pit run gravel fill with a
maximum particle size of 80 mm to 125 mm.

Asphalt stabilized base courses (ASBC), in Indonesia called ATB

(Asphalt Trated Base) were traditionally used as temporary
wearing courses on first stage granular base or cement stabilized
base course projects. Based upon AT & U analysis, 50 mm of ASBC
has been superseded by 60 mm ACP. Presently ASBC is only used
under special circumstances by some municipalities.
Introduction of materials
(cont.)
The top layer of the flexible pavement structure is
comprised of a densely graded, hot mix, asphalt
concrete pavement (ACP). In addition to functioning as
a structural component of the pavement structure, the
ACP must also resist the abrasive forces of traffic and
climatic and environmental conditions, minimize
surface moisture infiltration to the underlying
pavement structure, provide a skid resistant surface,
and provide a smooth riding surface.
SUBGRADE
SOILS
SOIL CLASSIFICATION
The basic components of soils are differentiated on the
basis of grain size as follows:

Type of soil Size (mm)

Cobels > 75
Gravel 75 - 5
Sand 5 – 0.075
Silt 0.075 – 0.002
Clay < 0.002
SOIL CLASSIFICATION (cont)
Fine grained soils are defined as materials having more than 50
percent of the dry mass smaller than the 0.075 mm particle size.
Although size limitations are arbitrary, such limitations allow
standardization by definition. It is necessary to understand as
well that plasticity is an extremely important property to
differentiate between silt and clay, and to predict behaviour. The
pavement design engineer is most interested in the strength of
the soil and the extent to which this strength varies with climate,
environment and drainage effects.
SOIL CLASSIFICATION (cont)
The Modified Unified Soil classification system
originally developed by Casagrande is the basis for the
system utilized in road design. This system uses
plasticity to differentiate between silts and clays. A
plasticity chart presented in Figure in the next slide
follows which correlates liquid and plastic limit test
results to Soil Group symbols used for soil description.

For all new construction it is very important that in-situ

moisture contents, Atterberg limits and grain size
analysis of subgrade soil materials be determined to
assess subgrade soil characteristics and to infer resilient
modulus (MR) values.
CHART FOR ESTIMATING EFFECTIVE ROADBED MR
Subgrade Strength Evaluation
The characteristic material property of subgrade soils used for
pavement design is the resilient modulus (MR). The resilient
modulus is defined as being a measure of the elastic property of
a soil recognizing selected non-linear characteristics. Methods
for the determination of MR are described in AASHTO T294-92
test method. For many years, standard California Bearing Ratio
(CBR) tests were utilized to measure the subgrade strength
parameter as a design input.

For roadbed materials, the AASHTO Guide [AASHTO 93]

recommends that the resilient modulus be established based on
laboratory testing of representative samples in stress and
moisture conditions simulating the primary moisture seasons.
Alternatively, the seasonal resilient modulus values may be
determined based on correlations with soil properties.
Subgrade Strength Evaluation (cont)

Since the resilient modulus test equipment is currently not

present in many laboratories, researchers have developed
correlations to converting CBR values to approximate MR
values. The correlation considered reasonable for fine grained
soils with a soaked CBR of 10 or less is:

MR (MPa) = 10.3 * ( CBR) [AASHTO 93]

For the design of new construction pavement structures, the

subgrade resilient modulus is estimated using an existing
representative roadway located near the new project, with
similar subgrade soils and drainage conditions, as a prototype.
The prototype should preferably meet the following criteria:
Subgrade Strength Evaluation (cont)

 be a minimum of 3 years old

 be a minimum of 0.5 km in length
 be reasonable free of structural distress
 be slightly under-designed for the loading
conditions on the new highway.

The prototype can be tested with the FWD and the

deflection data analyzed with DARWin 3.0 (Computer
programme) to determine the backcalculated subgrade
modulus. This value can then be used as an
approximation of the strength of the subgrade
materials that would exist in the new subgrade.
Swelling Soil Potential
Excessively expansive soils such as highly plastic clays or
bentonitic shales require special attention particularly when in
close proximity to the surface of the road embankment. These
materials contain minerals which result in volume changes
(swelling and shrinking) with changes in moisture content.
Utilization of swelling materials in only lower portions of the
embankment is often undertaken in order to minimize these
effects. Compaction of this soil type at moisture contents slightly
in excess of optimum moisture content will also often result in
reduced swelling potential. Alternatively, the use of soil
modifiers such as lime or Portland cement have been utilized as
effective and economical solutions to reduce the swelling
potential of these soils.
The need to control the intrusion of moisture into such soils is of
major importance in order to mitigate swelling. Special
considerations should be directed at pavement surface cracks
and joints as well as at culvert locations.
Organics Soil
The extremely compressible nature of highly organic
materials in the subgrade often leads to problems
related to pavement performance. These problems are
further intensified when the depths and the properties
of the organic deposits are non-uniform. Prudent
practice includes removal of the organic layer, and
stockpiling for future use, particularly where the
deposits are shallow (0 - 2.5 m).

Deeper and/or more extensive peat or muskeg deposits

require considerations such as displacement, surcharge
embankments for preloading often with special
drainage provisions, or the use of geosynthetics
GRANULAR BASE
AND SUBBASE
GRANULAR BASE AND
SUBBASE
Base courses and granular subbase courses are used in flexible
pavements to increase the load supporting capacity of the
structure. Secondary benefits related to the use of untreated
granular materials include improved drainage and added
protection against frost action. As described earlier the base
course is constructed near the pavement surface and is required
to possess a high resistance to deformation. Subbase materials
placed between the base and the subgrade can be of lower
quality and are generally a less expensive material. Subbase
materials used in the past generally have been limited to the
occasional use of pitrun aggregates (sirtu).
 GRANULAR BASE AND
SUBBASE
(continue)
Base course materials designed for maximum stability
must possess high internal friction which is a function
of particle size distribution, particle shape and density.
Aggregates with little or no fines are also desirous due
to being pervious (free draining) and less frost
susceptible.

In general, it has been determined that performance

and economy are well balanced when the largest
maximum aggregates size are utilized assuming the
crush count criteria has been achieved.
ASPHALT
CONCRETE
ASPHALT CONCRETE
Dense graded asphalt concrete is the type of HMA that
commonly much use for surface or wearing course
pavement layer. Even though since 1995 most country
have used Superpave dsign method to produce HMA, in
Indonesia up today still use Marshall design method.
The strength of asphalt concrete is expressed in
Marshall Stability and Flow.
PAVEMENT
DESIGN
REVIEW OF
PREVIOUS
LECTURER
RESULTS &
DISCUSSIONS
PENETRATION, SOFTENING POINT AND
SPECIFIC GRAVITY TEST RESULTS

% Buton- Penetration Temperature Spesific

NRA in the at 25°C of Softening gravity
Binder (dmm) Point (°C)

15% 62 42.5 1.09

20% 52 42.5 1.019
25% 45.5 44 1.053
30% 45.5 45.5 1.09
35% 43 46 1.215
50% 28.5 52 1.44
65% 13 59.5 1.484
STATISTICAL ANALYSIS OF PENETRATION TEST RESULTS

Mean of Standard Coeff. of Confidenc Coef. of Coeff. of

Penetrati Deviation confiden e correlati Determinatio
P e n e tr a tio n a t 2 5 ° C (d m m )
on (σ) t Interval on n
(%) (µ) R (R2)
372.5 58.46 95 -1 < µ< 0.9902 0.9804
107

REGRESSION OF PENETRATION TEST RESULTS

at 25°C, 100 gram
90
80 83
f(x) = 59.56x^2 - 140.69x + 81.25
70
R² = 0.98 62
60
50 52
45.5 45.5 43
40
30 28.5
20
10 13
0
-5% 0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50% 55% 60% 65% 70%

% Buton-NRA in the binder

STATISTICAL ANALYSIS OF SOFTENING POINT TEST RESULTS

Mean of Standard Coeff. of Confidenc Coef. of Coeff. of

Softening Deviation confiden e correlati Determinatio
Point (σ) t Interval on n
(%) (µ) R (R2)
371 25.42 95 29 < µ< 0.9969 0.9939
77
REGGRESION OF SOFTENING POINT TEST
70
Temp. Soft. Point (°C)

60 59.5
f(x) = 34.67x^2 + 7.39x + 39.84
52
50 R² = 1 45.5
42.5 42.5 46
39.5
40 44

30

20

10

0
0% 10% 20% 30% 40% 50% 60% 70%

% of Buton-NRA in the Binder

STATISTICAL ANALYSIS OF SPECIFIC GRAVITY
Mean of Standard Coeff. of Confidenc Coef. of Coeff. of
Specific Deviation confiden e correlati Determinatio
gravity (σ) t Interval on n
(%) (µ) R (R2)
9.406 0.6872 95 1<µ<2 0.9484 0.8995
Specifc gravity

REGRESSION OF SPECIFIC GRAVITY

1.6

1.5 R² = 0.9

1.4

1.3

1.2

1.1

1
0 5 10 15 20 25 30 35 40 45 50 55 60 65

% Buton-NRA in the Binder

PENETRATION INDEX
% Buton-NRA P.I. % Buton-NRA P.I.
content in the content in the
Binder Binder
0% -3.2 30% -2.6
15% -2.8 35% -2.6
20% -3.2 50% -1.9
25% -3.0 65% -1.5

STATISTICAL ANALYSIS OF PI
Mean of Standard Coeff. of Confidenc Coef. of Coeff. of
PI Deviation confident e correlatio Determinatio
(σ) (%) Interval n n
(µ) R (R2)
-2.97 1.9297 95 -5 < µ < 0.9618 0.9251
-1
 Penetration Index (PI)
0

-0.5

-1

-1.5 -1.5
R² = 0.93
P.I.

-1.9
-2

-2.6
-2.5
-2.6
-2.8
-3 -3
-3.2 -3.2
-3.5
0% 10% 20% 30% 40% 50% 60% 70%

% of Buton-NRA content
MARSHALL TEST RESULTS

% Buton- Air Voids VFB STABILITY FLOW STIFFNES

NRA (%) (%) (kg) (mm) S
content (kg/mm)
  Test Spec. Test Spec. Test Spec. Test Spec.
0% 0 3 – 6 98.46 75- 129 750 7.7 2–4 169
85 4
15% 0 3 – 6 99.32 75- 222 750 8.3 2–4 268
85 9
20% 0.87 3 – 6 96.76 75- 197 750 8.4 2–4 236
85 4
25% 1.86 3 – 6 95.76 75- 178 750 7.7 2–4 233
85 8
30% 1.91 3 – 6 96.31 75- 205 750 8.4 2–4 243
85 2
35% 3.15 3 – 6 94.43 75- 195 750 7.1 2–4 274
85 5
50% 7.63 3 – 6 89.91 75- 237 750 7.6 2–4 311
85 4
65% 10.7 3 – 6 86.80 75- 166 750 7.9 2–4 169
3 85 1
CONCLUSIONS
CONCLUSIONS

 Buton-NRA will increase the resistant of

binder to the temperature susceptibility.
 Binder contains Buton-NRA has high
Marshall Stability it is mean has a good
strength.
 Binder contains Buton-NRA also has high
Marshall Flow it is mean has a good
flexibility.
 Binder contains 50% Buton-NRA has higher
Marshall Stability and workability.
THANK YOU FOR YOUR ATTENTION
SEE YOU IN THE NEXT
LECTURER