Layer Coefficients For NHDOT Pavement Design
Layer Coefficients For NHDOT Pavement Design
Layer Coefficients For NHDOT Pavement Design
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Contents
1. Introduction .......................................................................................................................................... 3
2. Literature Review ...................................................................................................................................... 4
2.1 AASHTO 1993 Design Guide ................................................................................................................ 4
2.2 AASHTO 1993 Design Factors ............................................................................................................. 4
2.2.1 Equivalent Single Axle Load (ESAL) .................................................................................................. 4
2.2.2 Reliability.......................................................................................................................................... 5
2.2.3 Present Serviceability Index (PSI) ..................................................................................................... 5
2.2.4 Structural Number (SN) .................................................................................................................... 5
2.3 Layer Coefficient ................................................................................................................................. 6
2.4 Layer coefficient calibration................................................................................................................ 6
2.4.1 Pavement Structural Response ........................................................................................................ 6
2.4.2 Pavement Performance.................................................................................................................... 7
2.4.3 Mechanistic-Empirical Design Approach ......................................................................................... 7
2.4.4 Material Properties Characterization .............................................................................................. 7
2.4.5 Falling Weight Deflectometer .......................................................................................................... 9
2.5 Review of Layer Coefficients used by Other Agencies ........................................................................ 9
2.6 Summary of Literature Review ......................................................................................................... 10
3. Experimental Plan ................................................................................................................................... 12
3.1 Material Selection ............................................................................................................................. 12
3.2 Laboratory Testing ............................................................................................................................ 13
3.2.1 Resilient Modulus (Mr) ................................................................................................................... 13
3.2.2. Complex Modulus (E*) .................................................................................................................. 14
3.3 Proposed Analysis ............................................................................................................................. 15
4. Summary of Task-1.................................................................................................................................. 17
References .................................................................................................................................................. 19
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1. Introduction
3
2. Literature Review
ΔPSI
log� �
4.2−1.5
𝑙𝑙𝑙𝑙𝑙𝑙𝑤𝑤18 = 𝑍𝑍𝑅𝑅 𝑆𝑆0 + 9.36 log(𝑆𝑆𝑆𝑆 + 1) − 0.2 + 1094 + 2.32𝑙𝑙𝑙𝑙𝑙𝑙𝑀𝑀𝑟𝑟 − 8.07 Equation (1)
0.4+
(𝑆𝑆𝑆𝑆+1)5.19
4
be different. One of the important achievements by the AASHO road test was the concept of
Equivalent Axle Load Factor (EALF) which basically converts the amount of induced damage to
the pavement from any type of vehicle to the equivalent damage caused by an 18kip (80kN) single
axle load. Then the summation of equivalent damage over the pavement design life is considered
as the Equivalent Single Axle Load (ESAL) which is the only traffic factor in the design[1].
2.2.2 Reliability
This parameter is defined as the probability that the design will perform its intended function over
the pavement design life and changes based on the type and importance of the road. Reliability is
indeed the factor of safety of the pavement design that is implemented in the AASHTO 1993
design guide. In other words, reliability of the design is used to ensure that the actual ESALs over
the design life will not exceed the estimated ESALs. For instance, a 50% reliability means that the
actual ESALs will be equal to the estimated ESALs at the end of the design period.
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value for different weather conditions is calculated based on the damage that could occur to the
pavement during different seasons with different subgrade soil modulus. This value is the only
subgrade soil property that is considered in AASHTO 1993 and because of that is highly influential
in determining the structural number (SI) of the overall design.
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the required thickness to result in the identical deflection to that of the reference mixture under
same loading magnitude. Similarly, the identical maximum vertical stress on top of subgrade soil
for different types of hot mix asphalt mixtures has widely been used to recalculate the a-values.
Maximum tensile strain at the bottom of asphalt layer has also been used to determine the layer
coefficient of recycled mixes. The thickness of the recycled layer to give the equivalent number of
load repetitions to failure (Nf) of the standard reference hot mix asphalt on the same subgrade soil
is used to determine the layer coefficient since the SN is equal for both cases[4].
2.4.2 Pavement Performance
AASHTO pavement performance analysis has also been used as another practical method for layer
coefficient calibration. This method monitors the serviceability indicators (rut depth, cracks,
patching, IRI and etc.) and calculates the PSI. The rate of change in serviceability for a given
pavement structure with known thicknesses for different layers is then converted to SN value.
Running the regression analysis on the SN (Equation 2) results in the new layer coefficients. This
method has been successfully used by NCAT to recalibrate the a-value of the asphalt layer used
by Alabama Department of Transportation (ALDOT). Using the IRI value and converting that to
PSI for the known cross sections, researchers in NCAT suggested a new layer coefficient of 0.54
instead of o.44 for the hot mixed asphalt which can reduce the construction costs by approximately
18%[3, 5].
2.4.3 Mechanistic-Empirical Design Approach
A more sophisticated way to calibrate the a-value is to use the mechanistic-empirical method
(MEPDG). This method which has been used by Washington State is highly data intensive and is
recommended to be used by the agencies that are in the process of transforming from the empirical
to the mechanistic-empirical design approach and have enough database available for the
calibration. Once the database is available the calibration can be simply done by designing the
required thickness through MEPDG approach and then calibrate the a-value in the AASHTO
design method to obtain the same thickness for the structure. Using this method by WSDOT the
a-value of hot mixed asphalt increased from 0.44 to 0.50 which significantly reduces the
construction costs[5].
2.4.4 Material Properties Characterization
Among all the factors that influence the layer coefficient the material type and properties have the
highest impact and to account for these factors AASHTO 1993 design guide proposes the resilient
modulus (Mr) of the material [2] since it is not only a measure of stiffness but also can be an
indicator of strength of the material.
The relationship between the asphalt mixture’s layer coefficient and the elastic resilient modulus
at 70 °F was established in 1972. This relationship (Equation 3) which is shown in Figure 1 is valid
for a dense graded asphalt mixture and can only be used if the elastic modulus is between 110000
psi and 450000 psi. AASHTO 1993 design guide proposes the value of 0.44 as the layer coefficient
for Mr corresponding to 450000psi[1].
ai = 0.4 log(Mr)-0.951 Equation (3)
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0.5
0.4
Layer Coefficient, (ai)
0.3
0.2
0.1
0
0 1 2 3 4 5
HMA Resilient Modulus at 70°F (105 psi)
Figure. 1: Estimating layer coefficient of dense-graded asphalt concrete based on elastic modulus
Research conducted at University of Wisconsin for recalibrating the a-values of commonly asphalt
mixes used by Wisconsin Department of Transportation (WisDOT) implemented the Mr
measurement in lab. The test was performed in accordance to the AASHTO T-294-94 standard
(which is not the common test method for Mr) in 20 °C. Using equation 3 new layer coefficients
were derived. The main concern stated by researchers was that the resilient modulus measurements
for different types of mixtures at the aforementioned temperature were so close and as a result the
a-values were turned out to be nearly the same. As a solution and for better differentiating the
mixtures, a triaxial testing apparatus was used to measure the rutting at 52 °C and 64 °C. The
researchers proposed the correlation of the a-value with the combination of resilient modulus,
rutting performance and any other available damage factor to calculate the new a-values[6].
Among many state agency DOTs that use empirical design methods, South Carolina is using the
AASHTO 1972 design guide and is trying to switch into the mechanistic-empirical (MEPDG)
design method. Research was performed to enhance the precision of the a-values used for the
asphalt base mixtures in South Carolina. The procedure included running the dynamic modulus
test on the mixtures and prediction of the Mr value from the E* master curve at the frequency of
1.59 Hz at 68 °F which is indeed equal to 0.1 second of loading on the specimen (same loading
time for Mr test in accordance to ASTM D7369). Once the Mr was predicted, equation 3 was
utilized to calculate the new a-values that were increased from the initial value of 0.34 to higher
than 0.44[7].
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2.4.5 Falling Weight Deflectometer
According to the AASHTO 1993 design guide a more reliable way to determine the layer
coefficients is to back calculate the moduli from Falling Weight Deflectometer (FWD) test on the
road in lieu of lab testing since there might be a variation between the lab made samples and the
mixture placed in the field[2] and also FWD is considered as a way to simulate the dynamic loading
of a moving wheel in a wide range of loading level which is a more realistic way of loading.
Perhaps, New Hampshire Department of Transportation (NHDOT) has been one of the leading
State DOTs in the nation to use FWD for recalibration of layer coefficient values for its pavement
materials. Research conducted in 1994 by Dr. Janoo on a segment of I-93 between exit 18 and 19
through construction of ten test sections with different combination of materials for the same
structural number. The primary purpose of testing was to evaluate the a-value used for the
Reclaimed Stabilized Base (RSB) that had been used during the construction since the sections
constructed with this type of material revealed higher surface deflections compared to other
sections of the road. The results from FWD and back calculated moduli confirmed the hypotheses
of using the incorrect a-value for this type of material as well as some other material in the design
and the new a-value for RSB decreased from 0.17 to 0.14. The layer coefficient of the asphalt
material used by NHDOT ranges between 0.34-0.38 and back calculations from FWD in this
research resulted in a-value of 0.37 for the wearing course[8].
2.5 Review of Layer Coefficients used by Other Agencies
For the purpose of the literature review a survey was conducted from 21 State DOTs that currently
use any of the AASHTO based empirical design methods to see what a-values they use for the
surface and non-surface course asphalt mix materials. The survey was not limited to any specific
region or climatic condition but the main aim was to evaluate the current NHDOT’s layer
coefficients and to see if there is potential possibility to obtain new layer coefficients for the asphalt
materials as the asphalt mix design method, production and construction techniques have changed
quite extensively since the last evaluation done in 1994. Table 1 shows the result of the survey and
it can be seen that New Hampshire is using one of the lowest a-values compared to other states
even in the New England area that the environmental and perhaps the traffic loading doesn’t seem
to be significantly different.
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Table 1. Layer coefficient used by other agencies
Layer type Layer coefficient(ai) DOTs
0.54 ALDOT
0.5 WSDOT
FDOT, SCDOT, CTDOT, MaineDOT,
0.44 MassDOT, IADOT, PADOT, WisDOT,
NJDOT, MDOT, GeDOT, ConnDOT
Surface Course 0.43 ODOT
0.42 NYCDOT
0.4 DelDOT, IDOT
0.38 NHDOT
0.35 NDOT, VTDOT
0.44 FDOT, PADOT, SCDOT
0.42 NYCDOT
0.4 DelDOT,ConnDOT
0.36 ODOT
Non-Surface Course 0.35 NDOT
0.34 NHDOT, MassDOT, MaineDOT, MDOT
0.33 VTDOT
0.31 WisDOT
0.3 GeDOT, IDOT
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Among these variables, the structural number of the pavement is the factor which directly relates
the required structure configuration and thickness to the material quality and properties using the
layer coefficient values (a-value).
As the definition provided by AASHTO design guide, layer Coefficient is the empirical
relationship between the structural number of a pavement structure and layer thickness, which
indicates the relative ability of a material to function as a structural component of a pavement.
Factors affecting the layer coefficient are listed below:
1- Material type and properties
2- Layer thickness and location
3- Failure criterion
4- Loading level
The original layer coefficients derived in the AASHO road test were based on the material and
environmental conditions and the limited traffic during this road test. As the material production
and construction techniques evolve, it is necessary to recalibrate the a-values by considering
diverse material, climatic conditions and increasing traffic levels.
Researchers have tried different methods to recalibrate the a-values. These methods have tried to
correlate some pavement structure or material attributes to the layer coefficient and derive new a-
values on basis of that correlation. These methods were discussed in the literature review and are
listed here:
All of these methods have shown to be reliable in recalibration of a-values. AASHTO 1993 design
guide recommends the use of Resilient Modulus (Mr) of the asphalt mixtures for a-value
recalibration purposes. AASHTO also proposes a regression based equation between Mr and a-
value (equation3) which can be used for preliminary estimation of a-values since this equation is
developed for resilient modulus ranging from 110000-450000 psi and anything above this range
should be further characterized using other fundamental properties or performance based tests.
As the final step in this literature review a survey was conducted from 21 state DOTs that are
currently implementing the AASHTO 1993 design guide. The main objective was to evaluate the
current NHDOT’s layer coefficients and to see if there is potential possibility to obtain new layer
coefficients for the asphalt materials as the asphalt mix design method, production and
construction techniques have changed quite extensively since the last evaluation conducted in 1994
by Janoo. Based on this survey many states have been able to successfully recalibrate the original
a-values and many others are using values higher than what NHDOT uses. The survey reveals that
even in New England area which is supposed to have nearly the same climatic and traffic level
conditions among the states, New Hampshire is using one of the lowest a-values which can be
potentially reevaluated.
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3. Experimental Plan
3.1 Material Selection
The material in this study were selected based on the most commonly used asphalt mixtures in
New Hampshire highways. Total number of 14 mixtures are selected and divided into three
different categories as wearing, binder and base courses in accordance to the lift position in the
pavement structure. Also two additional mixes were selected as the cold mix interlayer which
increase the total number of studied mixtures to 16. These materials vary significantly in terms of
binder type, nominal maximum aggregate size and mix volumetric characteristics which lets better
differentiating the mixtures and consequently the layer coefficient values that will be assigned to
them. Selected mixes and their properties are shown in Table 2.
Table 2. Selected asphalt mixes for the study
Gyration/
Mix Selected
Course Traffic Binder Types TRB
Type for Study
Level
ARGG 75 AR --- 1 AR
ARGG 75 AR 0.5% 1 AR
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3.2 Laboratory Testing
3.2.1 Resilient Modulus (Mr)
As mentioned earlier in section 2.4.4, AASHTO 1993 design guide recommends the resilient
modulus value of the asphalt mixtures to be used as the basis of recalibration of a-values. Hence,
the work conducted in this study is primarily based on resilient modulus testing in accordance to
the ASTM D7369-11 standard. The test is conducted on 150 mm diameter disks that are 50±1mm
in thickness and are conditioned in 25 °C. The disks are cut from gyratory compacted samples that
are 140mm in height and 150mm in diameter. Three replicates with 6±0.5% air-void are tested for
each mixture. The reason for this choice is to be consistent with other performance based tests
(dynamic complex modulus) that will be conducted in this study
The testing procedure includes the application of a haversine wave form load in 0.1 second which
is followed by a 0.9 second rest period. The test is done in 105 cycles where each cycle of test
includes one loading and one rest period. Horizontal and vertical deformation measurement gauges
are mounted on both faces of the sample to measure the strain during the test. The deformation
gauge length is determined to be 76.2mm. The resilient modulus value is calculated based on the
average measured value of the last five cycles. Figure 2 indicates the resilient modulus test setup.
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Figure 2. Resilient modulus test setup
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Figure 3. Complex modulus test setup
To achieve the highest possible accuracy for a-values in this research, the actual field performance
of the similar mixtures used in this study will be used as part of layer coefficient calibration
procedure. This involves acquiring Pavement Management System (PMS) data from the roads that
have been constructed with the material tested in this study. These are the data collected by New
Hampshire Department of Transportation (NHDOT) and contain the track of any type of damage
(Fatigue, Rutting, Thermal cracks, Reflective cracks, IRI, etc.) after construction up to the analysis
procedure. These values will be converted to PSI and the a-values will be calibrated in accordance
to AASHTO 1993 design equation.
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As the final step in a-value refinement, advanced mechanical tools like Flexpave, PavementME,
and other softwares will be implemented to validate the a-values through simulating the long term
performance of some typical cross sections. The analysis procedure is depicted in Figure 4.
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4. Summary of Task-1
New Hampshire Department of Transportation uses AASHTO 1993 design guide for pavement
design purposes. Hence, This report mainly discusses different aspects of the AASHTO 1993
design method in terms of design variables and their importance that are explained in section two
in this report. The design factors include:
1- Equivalent Single Axle Load (ESAL)
2- Reliability
3- Present Serviceability Index (PSI)
4- Structural Number (SN)
5- Soil resilient modulus
The AASHTO design equation (Equation 1) is a regression based relationship between these
variables. The pavement material properties is covered in the form of a multiplier in determining
the structural number. This multiplier is called as the layer coefficient (a-value) and is a function
of material type, thickness and position in the structure.
According to the research conducted in National Center for Asphalt Technology (NCAT) a-value
followed by the traffic and resilient modulus are the most impressive factors in design. This means
that the a-values should be selected accurately since they significantly affect the overall design
expenses and more importantly, the long-term pavement performance and costs associated with
maintenance and rehabilitations.
The original layer coefficients were derived based on the material type and climatic conditions
under which the AASHO road test was performed. The AASHTO design guide recommends the
development of new layer coefficients for different states based on their local material and
environmental conditions.
In the literature there are many different approaches that have been tried successfully by different
researchers for development of new a-values. Some of most commonly used methods are listed
below:
1- Pavement Structural Response
2- Pavement Performance
3- Mechanistic-Empirical Design Approach
4- Material Properties Characterization
5- Falling Weight Deflectometer
AASHTO 1993 design guide recommends the implementation of resilient modulus of asphalt
mixture as a factor for material properties characterization to develop new a-values. The resilient
modulus test for asphalt mixtures is conducted based on the ASTM D7369 in indirect tensile mode
on asphalt disks. This value is then converted to a-value using the AASHTO empirical equation
(Equation 2) between resilient modulus and corresponding a-value.
To develop new a-values for asphalt mixture used by NHDOT in this research, 16 most commonly
used mixtures in New Hampshire highways were selected. These mixtures are set into three
different categories as wearing, binder and base with respect to the lift position.
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To obtain a-values with the highest possible accuracy, actual field performance data will be
gathered from the pavement management system (PMS) database and the layer coefficients will
be recalibrated based on these data.
The final step in a-value validation procedure includes running the dynamic complex modulus as
a primary input for mechanistic based pavement design software like FlexPave, MnPAVE and
PavementME.
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References
1. Huang, Y.H., Pavement analysis and design. 2nd ed. 2004, Upper Saddle River, NJ:
Pearson/Prentice Hall. xiii, 775 p.
2. American Association of State Highway and Transportation Officials., AASHTO guide
for design of pavement structures, 1993. 1993, Washington, D.C.: The Association. 1 v.
in various pagings.
3. Kendra Peter-Davis, D.H.T., Recalibration of Asphalt Layer Coefficient. 2009, National
Center for Asphalt Technology.
4. Wijk, A.V., DETERMINATION OF THE STRUCTURAL COEFFICIENTS OF A
FOAMED ASPHALT RECYCLED LAYER. 1984, Purdue University.
5. David H. Timm, M.M.R., Nam Tran, Carolina Rodezno, RECALIBRATION
PROCEDURES FOR THE STRUCTURAL ASPHALT LAYER COEFFICIENT IN THE
1993 AASHTO PAVEMENT DESIGN GUIDE. 2014, National Center for Asphalt
Technology.
6. H. U. Bahia, P.J.B., J. Christensen, Yu Hu,, LAYER COEFFICIENTS FOR NEW AND
REPROCESSED ASPHALTIC MIXES. 2000.
7. Brian D. Prowell, T.J., Tom Bennert, Jayson Jordan, Evaluation of Moduli and Structural
Coefficient South Carolina’s Asphalt Base Mixtures. Transportation Research Record:
Journal of the Transportation Research Board, 2017. 2641: p. 21-28.
8. Janoo, V.C., Layer Coefficients for NHDOT Pavement Materials. 1994, Cold Regions
Research & Engineering Laboratory.
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