Nov/7/2018

Highway engineering II
CENG 4183
Lecture three

Eyob Tesfamariam
binitesfa@[Link]
Chapter three:
Traffic loading and Axle load survey
3.1. Fixed Traffic Procedure
3.2. Fixed Vehicle Procedure
3.3. Traffic Volumes and Axle Loads
Traffic loading and axel load survey
The deterioration of paved roads caused by traffic results from
both the magnitude of the individual wheel loads and the number of
times (repetition) these loads are applied.
 It is necessary to consider not only the total number of vehicles that
will use the road but also the wheel loads or the axle loads for
convenience of these vehicles.
 Equivalency factors are used to convert traffic volumes into
cumulative standard axle loads.
 The mechanism of deterioration of gravel roads differs from that of
paved roads and is directly related to the number of vehicles using the
road rather than the number of equivalent standard axles. Therefore
the traffic volume is used in the design of unpaved roads, as
opposed to the paved roads which require the conversion of traffic
volumes into the appropriate cumulative number of equivalent
standard axles ( = T*E.F).
Traffic loading is the most important factor in pavement design and analysis.
The most important traffic loading factors are:
 Loading magnitude (kg, lb., K N……..)
 Loading configuration (wheel configuration)
 Number of repetition
 Speed of loading
Three different procedures are used to consider the effect of traffic loading in
pavement design
1) Fixed traffic procedure
2) Fixed vehicle procedure
3) Variable Traffic and Vehicle procedure
Fixed traffic procedure (as a function of wheel load): - design thickness of
pavements are determined from single wheel load magnitude independent of
load repetitions.
 Any wheel configurations are converted to equivalent single wheel
load (ESWL)
 Design is performed based on the largest equivalent single wheel
load within all configurations.
 Commonly used for airport and heavy wheel load , but not for
light traffic volume highways and Not commonly used.
Fixed vehicle procedure (as a function of axel load): - design thickness of
pavements are determined from number of repetitions of standard single
axle load. (80kN = 9.81m/s*8160 kg).
 Any axle configuration is converted to equivalent single load
(80KN) by multiplying the number of repetitions of each
configuration by its equivalent axle load factor (EALF).
 Design is performed based on the combined effect of all type of
axle loads in terms of equivalent single axle loads (ESAL).
 Because of the great variety of axle load and traffic, it is the most
commonly used method.

Variable Traffic and Vehicle procedure : - design is performed based on

individual effect of each traffic and vehicle.
 Most commonly used in the mechanistic design approach.
 No need to convert equivalent axle load factor.
 It has been used by Portland Cement Association with design
charts.
3.1. Fixed traffic procedure
A single wheel load governs the thickness of the pavement and the
number of repetition is not considered as a variable.
 It involves converting multiple wheel loads to an equivalent single
wheel load (ESWL).
 An equivalent single wheel load is defined as the load on a single tire
that will cause an equal magnitude of stress, strain, deflection or
distress at a given location within a specified pavement system to that
resulting from multiple wheel loads.
 This method has been used most frequently for airport pavements or
highway pavements with heavy wheel loads but light traffic
volume.
 Usually the heaviest wheel load anticipated is used for design
purposes.
 The different criteria used for converting multiple wheel loads to
single wheel loads include:
 Equal vertical stress,
 Equal vertical deflection,
 Equal tensile strain and
 Equal contact pressure.
1) Equal vertical stress criterion
Working from a theoretical consideration of the vertical stress in an elastic
half-space, Boyd and Foster (1950) presented a semi-rational method for
determining ESWL, which had been used by the Corps of Engineers to produce
dual-wheel design criteria from single-wheel criteria. The method assumes that
the ESWL varies with the pavement thickness, as shown in Figure 3.1
 For thicknesses smaller than half the clearance between dual tires
𝟏
(Z< d), the ESWL is equal to one-half the total load, indicating that the
𝟐
subgrade vertical stresses caused by the two wheels do not overlap.
 For thicknesses greater than twice the center to center spacing of tires,
(Z > 2*Sd), the ESWL is equal to the total load, indicating that the
subgrade stresses due to the two wheels overlap completely.
By assuming a straight line relationship between pavement thickness and whee1 load
on logarithmic scale the ESWL for any intermediate thicknesses can be easily
determined. After the ESWL for dual wheels is found, the Instead of plotting, it is
more convenient to compute the ESWL by in which
Pd is the load on one of the dual tires,
z is the pavement thickness,
d is the clearance between dual tires, and
Sd is the center to center spacing between dual tires.
fig 3.1. ESWL based on equal vertical sub grade stress
 The vertical stress factor σ/q presented
in Figure 2.2 (Lecture 2) can be used to
determine the theoretical ESWL based on
Boussinesq’s theory. Figure 3.2 shows a
pavement of thickness “z” under single and dual
wheels that have the same contact radius “a”.
The maximum subgrade stress under a single
wheel occurs at point A with a stress factor of
σ𝒛
, where q𝒔 is the contact pressure under
q𝒔
a single wheel. The location of the maximum fig 3.2 location of max stress or
stress under dual wheels is not known and can deflection on subgrade in single and
be determined by comparing the stresses at dual wheel
three points: point 1 under the center of first
Equal stress criteria
tire, point 3 at the center between two tires, and
point 2 midway between points 1 and 3. 𝛔𝒛𝒔 =𝛔𝒛𝒅
The stress factor at each point is 𝛔𝒛 𝛔𝒛
qs*( 𝐪 ) =qd*( 𝐪 )
obtained by superposition of the two wheels, 𝒔 𝒅
σ𝒛 𝒑𝒔 𝛔𝒛 𝒑𝒅 𝛔𝒛
and the maximum stress factor is found, ( ) *( ) = ( ) *( )
q𝒅 𝝅(𝒂)𝟐 𝐪𝒔 𝝅(𝒂)𝟐 𝐪𝒅
where q𝒅 is the contact pressure under dual 𝛔𝒛 𝛔𝒛
ps*( ) =pd*( )
wheels., 𝐪𝒔 𝐪𝒅
2) Equal Vertical Deflection Criterion
After the application of Boyd and Foster’s method and the subsequent
completion of accelerated traffic tests, it was found that the design method was not
very safe, and an improved method was developed by Foster and Ahlvin (1958). in
this method, the pavement system is considered as a homogeneous half-space and the
vertical deflections at a depth equal to the thickness of the pavement can be
obtained from Boussinesq solutions. A single-wheel load that has the same contact
radius as one of the dual wheels and results in a maximum deflection equal to that
caused by the dual wheels is the ESWL.
The vertical deflection factor F presented in Figure 2.6 can be used to
determine ESWL. In the case of vertical stress, the deflection factors F𝒔 at point A
under the single wheel and F𝒅 at points 1,2 and 3 under the duals, as shown in fig 3.2
are determined. The deflection can then be expressed as
in which the subscript “s” indicates
single wheel and “d” indicates dual
wheels.
* The deflection factor F𝒅 is obtained by superposition of the duals. To obtain the
same deflection,

For the same contact radius, contact pressure

is proportional to wheel load:
 Although the improved method by Foster and Ahlvin results in a
larger pavement thickness, which is more in line with traffic data than the
earlier method by Boyd and Foster, the assumption of a homogeneous half-
space instead of a layered system is not logical from a theoretical point of
view. From the data presented by Foster and Ahlvin (1958), Huang
(1968b)indicated that the improved method was still not safe, as evidenced by
the fact that some of the pavements with thicknesses greater than those
obtained by the method were considered inadequate or on the border line.

* Since the ESWL for layered systems is greater than that for a
homogeneous half-space, Huang (1968b) suggested the use of layered theory
and presented a simple chart for determining ESWL based on the interface
deflection of two layered systems, as shown in figure 3.3
E𝟏
Given contact radius a pavement thickness h 𝟏 modulus ratio , and
E𝟐
dual spacing S𝒅, the chart gives a load factor

Huang…… ……. Layered system

 The chart is based on a dual
spacing S𝒅 of 48 in (1.22 m). If the
actual spacing is different, it must be
changed to 48 in. (1.22 m), and the
values of “a” and “ h𝟏 ”changed
S h
proportionally. As long as 𝒅 and 𝟏
𝒂 𝒂
remain the same, the load factor will
be the same.
The upper chart is for a
contact radius of 6 in (152 mm)
and the lower chart is for a contact
radius of 16 in (406 mm).
The load factor for any
other contact radius can be obtained
by straight line interpolation.
The procedure can be
summarized as follows:

fig 3.3. Chart for determining-ESWL(1 in. = 25.4 mm). (After Huang (1968b)
1. From the given S𝒅, h 𝟏 and a determine the modified radius a* and the modified
thickness h𝟏* by

2. Using h𝟏* as the pavement thickness, find load factors L𝟏 and L𝟐 from the fig 3.3
3. Determine the load factor L and ESWL from the given equation

Example
Determine the ESWL by equal interface deflection criterion for E1/E2 of 1 and
25, respectively.

ESWL of 7380 lb (32.8 kN) for E1/E2 = 1 ……………………. Check for E1/E2 = 25
Dual wheel strain value calculation
1. From the given Sd, h1 and a determine
the modified radius a* and then
modified thickness h1*

2. Using h1* as the pavement thickness,

find conversion factors C1 and C2 from
figure 2.23.

3. Develop
4. Determine the conversion factor for a*
by a straight line interpolation between 3
and 8 in. (76 and 203 mm), or

5. Fe-dual = C*Fe-single

6. Strain for dual wheel is fig 2.23 Conversion factor for dual
𝐪
or 𝐞𝐝 = (𝐄 )𝐅𝐞;𝐝𝐮𝐚𝐥 wheel(1in=25.4mm) After Huang (1973a)
𝟏
3) Equal tensile strain
* The tensile strain “e” at the bottom of layer-1 under a single-wheel load is
Critical tensile strain
* The tensile strain “e” at the bottom of layer-1 under dual-wheel load is
Then
* For equal contact radius, contact pressure is proportional to wheel load:

In which
 C is the conversion factor and
 q𝒅 is the contact pressure of dual or dual-tandem wheels.
 q𝒔 is the contact pressure of single wheels
 e is the critical strain below the first layer
 E1 is elastic modulus
4) Criterion Based on Equal Contact Pressure
All of the above analyses of ESWL are based on the assumption that the
single wheel has the same contact radius as each of the dual wheels. Another
assumption, which has been frequently made, is that the single wheel has a different
contact radius but the same contact pressure as the dual wheels. Although this
assumption is more reasonable, its solution is much more complicated and cannot be
presented by a simple chart. According to the equation as follow, the interface
deflections for single and dual wheels with the same contact pressure can be written
as

In which the subscript s indicates single wheel and d indicates dual wheels.
The deflection factor Fd is obtained by superposition of the duals. To obtain equal
deflection, W s = W d, or

then
3.2. Fixed vehicle procedure
In fixed vehicle procedure, the number of repetition of a standard vehicle or
standard axle load governs the thickness of a pavement.
 Axle loads which are not equal to the standard single-axle load or consist of tandem
or tridem-axle are converted to the standard single-axle by multiplying them with
the corresponding EALF (equivalent axel load factor) to obtain the effect of a
standard single-axle load.
 An equivalent axle load factor (EALF) defines the damage per pass to a
pavement by the axle in question relative to the damage per pass of a standard single
axle load, usually the 80KN (18kip) single-axle load.
 Due to the intractable effect of the great variety of axle loads and traffic volumes,
highway pavements in most cases fail by fatigue cracking and thus the most
commonly design methods are based on fixed vehicle concept.
 The design is based on the total number of passes of the standard axle load during
the design period, defined as the equivalent single-axle load (ESAL) and computed
by .

In which m is the number of axle load groups,

Fi is the EALF for the ith axle load group, and
n is the number of passes of the ith axle load group during the design period.
 The EALF depends on the type of pavements, thickness or structural capacity
and the terminal conditions at which the pavement is considered failed. Most of
the EALFs in use today are based on experience. One of the most widely used
methods is based on the empirical equations developed from the AASHO Road
Test (AASHTO,1972). The EALF can also be determined theoretically based on
the critical stresses and strains in the pavement and the failure criteria. In this
section, the equivalent factors for flexible discussed
* AASHO equivalent factor (based on experience)

In these equations, is the number of x-axle load applications at the end of time “t”
 Wtx is the number of x-axel load applications at the end of time t
 Wt18 is the number of 18-kip (80-kN) single-axle load applications to time t
 Lx is the load in kip on one single axle or one set of tandem axles or one set
of tridem axles;
 L2 is the axle code (1 for single axle, 2 for tandem axles, and 3 for tridem
axles);
 SN is the structural number, which is a function of the thickness and
modulus of each layer and the drainage conditions of base and sub-base.
  Pt is the terminal serviceability, which indicates the pavement conditions to
be considered as failures
 Gt is a function of Pt
 ß18 is the value of ßx and
 when Lx =18 and L2 =1. The method for determining SN will be as follow

The effect of Pt and SN on EALF is erratic (abrupt) and is not completely

consistent with theory. However, under heavy axle loads with an equivalent factor
much greater than unity, the EALF increases as Pt or SN decreases. This is as expected,
because heavy axle loads are more destructive to poor and weaker pavements than
to good and stronger ones.
A disadvantage of using the above equations is that the EALF varies with the
structural number, which is a function of layer thicknesses. Theoretically, a method of
successive approximations should be used, because the EALF depends on the
structural number and the structural number depends on the EALF. Practically, EALF
is not very sensitive to pavement thickness.
SN = 5 may be used for most cases. Unless the design thickness is significantly
different, no iterations will be needed. The AASHTO equivalent factors with Pt = 2.5
and SN = 5 are used by the Asphalt Institute. The original table has single and tandem
axles only, but the tridem axles are added to follow the AASHTO design guide
(AASHTO,1986).
Theoretical Analysis in the mechanistic method of design, the EALF can be
determined from the failure criteria. The failure criterion for fatigue cracking was
shown in the Equation with f2 = 3.291 by the Asphalt Institute and f3 = 5.671 by
Shell:

Where,
Nf = the allowable number of load repetition for fatigue cracking.
εt = the tensile strain at the bottom of the asphalt layer.
E1 = modulus of asphalt layer, and
f1, f2 and f3 are constants to be determined
Deacon (1969) conducted a theoretical analysis of EALF by layered theory based on
an assumed f2 of 4 or
in which
ex is the tensile strain at the bottom of asphalt layer due to an x-axle load and
e18 is the tensile strain at the bottom of asphalt layer due to an 18 kip (80-kN) axle
load. If Wtx is also a single axle, it is reasonable to assume that tensile strains are
directly proportional to axle loads, or

in which Ls is the load in kip on standard axles as which have the same number of axels
as Lx. If the EALF for one set of tandem or tridem axles.

1kip =force= 1 kilo pound = 1000 pound

1lb = 0.453592 kg
1000lb = 453.592kg
Force = m*a = 453.592kg*9.81m/s2= 4449.73
Then, 1kip = 4.449KN
Is a fundamental material property used to
characterize unbounded pavement
material. It is a measure of material
stiffness under different condition
DESIGN TRAFFIC:- the structural deterioration of paved roads caused by traffic
mainly depends on (MoW, 1999):
 Magnitude of the loads (axle loads)
 Number of load repetitions
*The damage that vehicles do to a road depends greatly on the magnitude of the axle
loads and as such the damaging effect of an axle loading follows an exponential
function.
*The damaging effect of all axles expected to traverse the road is converted into
Equivalent Standard Axles (ESA) and added up over a chosen design period to
become the basis for the structural pavement design.
DESIGN PERIOD:- determining an appropriate design period is the first step towards
pavement design. Many factors may influence this decision, including budget
constraints. However, the designer should follow certain guidelines in choosing an
appropriate design period, taking into account the conditions governing the project.
Some of the points to consider include:
Functional importance of the road (functional classification)
Traffic volume (AADT)
Location and terrain of the project (longer design period provided where regular
maintenance proves to be costly and time consuming because of poor access and
non-availability of nearby construction material sources, )
Financial constraints and Difficulty in forecasting traffic (short design period
to avoid risk on unknown traffic volume)
VEHICLE CLASSIFICATION
Vehicle classification is an essential
aspect of traffic volume evaluation (as
well as evaluation of equivalent axle
loads).
The types of vehicles are
defined according to the breakdown
adopted by ERA for traffic counts:
Table 3.1 design period as a function
cars, pick-ups and 4-wheel drive
of road functional classification
vehicles such as Land Rovers and
Land Cruisers; small buses; medium
and large size buses; small trucks;
medium trucks; heavy trucks and
trucks and trailers.
This breakdown is further
simplified, for reporting purposes and
expressed in the five classes of
vehicles (with vehicle codes 1 to 5)
listed in Table 3-2.

Table 3.2 vehicle classification

VEHICLE CLASSIFICATION
It is most often in terms of volumes (e.g. AADT) in each of these 5 classes that the
traffic data will initially be available to the designer.
Small cars do not contribute significantly to the structural damage, particularly for
paved roads. Even though the small cars count is included in any regular traffic count
survey, their number does not influence the pavement design of paved roads.
It is also worth noting that the “heavy” vehicles used in the development of the
pavement structures essentially correspond, for all practical design purposes, to vehicle
codes 2 through 5.
INITIAL TRAFFIC VOLUMES
In order to determine the total traffic over the design life of the road, estimate initial
traffic volumes (AADTo).
The AADT is defined as the total annual traffic summed for both directions
and divided by 365..
 It is recommended that traffic counts to establish AADT at a specific site
conform to the following practice:
a) The counts are for seven consecutive days.
b) The counts on some of the days are for a full 24 hours, with preferably
at least one 24-hour count on a weekday and one during a weekend.
c) Counts are avoided at times when travel activity is abnormal for
short periods due to the payment of wages and salaries, public
holidays, etc.
d) If possible, the seven-day counts should be repeated several times
throughout the year.
* Even with stable economic conditions, traffic forecasting is an uncertain process.
Although the pavement design engineer may often receive help from specialized
professionals at this stage of the traffic evaluation, some general remarks are in order.
* In order to forecast traffic growth it is necessary to separate traffic into the following
three categories:
(a) Normal traffic:- Traffic which would pass along the existing road or track even
if no new pavement were provided.
(b) Diverted traffic:- Traffic that changes from another route (mode of transport) to the
project road because of the improved pavement, but still travels between the same
origin and destination.
(c) Generated traffic:- Additional traffic which occurs in response to the provision or
improvement of the road
Normal traffic: - The most common method of forecasting normal traffic is to
extrapolate data on traffic levels and assume that growth will either remain
constant in absolute terms i.e. a fixed number of vehicles per year, or a fixed
percentage increase. As a general rule it is only safe to extrapolate forward for as
many years as reliable traffic data exist from the past and for as many years as the
same general economic conditions are expected to continue. As an alternative to
time, growth can be related linearly to anticipated Gross Domestic Product
(GDP). This is normally preferable since it explicitly takes into account changes in
overall economic activity.
Diverted traffic: - Where parallel routes exist, traffic will usually travel on the
quickest or cheapest route although this may not necessarily be the shortest. Thus,
surfacing an existing road may divert traffic from a parallel and shorter route
because higher speeds are possible on the surfaced road. Origin and destination
surveys should preferably be carried out to provide data on the traffic diversions
likely to arise. Diversion from other transport modes, such as rail or water, is not
easy to forecast. Transport of bulk commodities will normally be by the cheapest
mode, though this may not be the quickest. Diverted traffic is normally forecast to
grow at the same rate as traffic on the road from which it diverted.
Generated traffic: - Generated traffic arises either because a journey becomes
more attractive by virtue of a cost or time reduction or because of the increased
development that is brought about by the road investment. Generated traffic is also
difficult to forecast accurately and can be easily overestimated. The recommended
approach to forecasting generated traffic is to use demand relationships. Some studies
carried out in similar countries give an average for the price elasticity of demand for
transport of about -1.0. This means that a one per cent decrease in transport costs
leads to a one percent increase in traffic.

In order to determine the cumulative number of vehicles over the design period of
the road, the following procedure should be followed
Step 1 Determine the initial traffic volume (AADTo) using the results of the traffic survey and
any other recent traffic count information that is available. For paved roads, detail the
AADT in terms of car, bus, truck, and truck-trailer.
Step 2 Estimate the annual growth rate “i” expressed as a decimal fraction, and the anticipated
number of years “x” between the traffic survey and the opening of the road.
Step 3 Determine AADT1 the traffic volume in both directions on the year of the road opening
by:

Remark For paved roads, also determine the corresponding daily one-directional traffic volume
for each type of vehicle.
Step 4 The cumulative number of vehicles, T over the chosen design period N ( in
years) is obtained by 𝑵(𝟏:𝒊) ;𝟏)
T=𝟑𝟔𝟓 ∗ 𝑫 ∗ 𝑳 ∗ 𝐀𝐀𝐃𝐓𝟏 *
𝒊
Where D- Directional distribution factor
L- Lane distribution factor (Table 3.3)
AADT1-Averasge annual daily traffic @ the opening stage of road
i- Traffic growth rate and N- Design period of a given road
The damage that vehicles do to a paved road is highly dependent on the axle loads of
the vehicles. For pavement design purposes the damaging power of axles is related to a
“standard” axle of 8.16 metric tons using = 8160 Kg empirical equivalency factors.
In order to determine the cumulative axle load damage that a pavement will sustain
during its design life, it is necessary to express the total number of heavy vehicles that
will use the road over this period in terms of the cumulative number of equivalent
standard axles (ESAs).
Axle loads can be converted and compared using standard factors to determine the
damaging power of different vehicle types. A vehicle’s damaging power, or
Equivalency Factor (EF), can be expressed as the number of equivalent standard axles
(ESAs), in units of 80 KN = 8160kg*9.81m/sec
Most of the countries have regulations on the size and weight of vehicles to ensure
road safety and to contain the weight of vehicles within the carrying capacity of the
road pavements and bridges.
Step 5 Determine the equivalency factors for each of the wheel loads measured
during the axle load survey in order to obtain the equivalency factors for vehicle
axles. The factors for the axles are totaled to give the equivalency factor for each
of the vehicles. For vehicles with multiple axles i.e. tandems, triples etc. each
axle in the multiple group is considered separately.
 Determine the mean equivalency factor for each class of heavy vehicle
travelling in each direction. It is customary to assume that the axle load
distribution of the heavy vehicles will remain unchanged for the design period
of the pavement.

where
Axlei = mass of axle i
n = a power factor that varies depending on the pavement construction type and
sub grade but which can be assumed to have a value of 4.5 and the standard axle
load is taken as 8160kg with the summation taken over the number of axles on the
vehicle in question.
 If one wants to know the damaging effect of various axle loads relative to
each other in terms of fatigue of the asphalt layer, then 3 < n < 6.
 If the effect on fatigue in a cement treated layer has to be considered, then
7<n<10. If the effect on the loss of serviceability needs to be considered
then n = 4.
Therefore, for tandem and tridem axles the standard load will be
32kip and 48kip respectively.
𝟒 𝟒 𝟒
𝑳𝑿 𝑳𝑿 𝑳𝑿
𝑬𝑺𝑨𝑭𝑺𝒊𝒏𝒈𝒍𝒆 = 𝑬𝑺𝑨𝑭𝑻𝒂𝒏𝒅𝒆𝒎 = 𝑬𝑺𝑨𝑭𝑻𝒓𝒊𝒅𝒆𝒎 =
𝑳𝑺 𝑳𝑺 𝑳𝑺
𝟒 𝟒 𝟒
𝑳𝑿 𝑳𝑿 𝑳𝑿
𝑬𝑺𝑨𝑭𝑺𝒊𝒏𝒈𝒍𝒆 = 𝑬𝑺𝑨𝑭𝑻𝒂𝒏𝒅𝒆𝒎 = 𝑬𝑺𝑨𝑭𝑻𝒓𝒊𝒅𝒆𝒎 =
𝟏𝟖𝒌𝒊𝒑 𝟑𝟑. 𝟐 𝒌𝒊𝒑 𝟒𝟕. 𝟔𝒌𝒊𝒑
 Examples

10,000 4 12,000 4 50,000 4 40,000 4 60,000 4

𝐸𝑆𝐴𝐹 = + + + +
18,000 18,000 33,200 33,200 47,611.97

𝐸𝑆𝐴𝐹 = 𝟎. 𝟎𝟗𝟓 + 𝟎. 𝟏𝟗𝟖 + 𝟓. 𝟏𝟒𝟒 + 𝟐. 𝟏𝟎𝟕 + 𝟐. 𝟓𝟐𝟏𝟗

=𝟏𝟎. 𝟎𝟔𝟓𝟗
Step 6 For traffic class determination (T1-T8) Calculate ESAs (equivalent standard
axel) in terms of 106
ESAs = 𝐂𝐮𝐦𝐮𝐥𝐚𝐭𝐢𝐯𝐞 𝐧𝐮𝐦𝐛𝐞𝐫 𝐨𝐟 𝐯𝐞𝐡𝐢𝐜𝐥𝐞 𝐢𝐧 X 𝐄𝐪𝐮𝐢𝐯𝐚𝐥𝐞𝐧𝐜𝐲 𝐟𝐚𝐜𝐭𝐨𝐫
𝐨𝐧𝐞 𝐝𝐢𝐫𝐞𝐜𝐭𝐢𝐨𝐧𝐚𝐥
ESAs = T * E.F

Table 3.3 lane distribution factor

Table 3.4 traffic class for flexible pavement design

What will be done if ESAs >30 ?

Design example on tutorial class

Thank you