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NF P98-086 MAI 2019

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AFNOR Pour : Afcons Infrastructure Limited le : 23/10/2020 à 16:48

AFNOR Pour : Afcons Infrastructure Limited

NF P98-086:2019-05

FA191354

ISSN 0335-3931

NF P 98-086 May 2019 Classification index: P 98-086

French Standard

ICS : 93.080.20

Structural sizing road pavements — Application to new pavements

E : Road pavement structural design — Application to new pavement D : Dimensionierung des Oberbaus von Verkehrsflächen — Anwendung auf neue Fahrbahnen

French standard approved by decision of the CEO of AFNOR in April 2019. Replaces the approved French standards NF P 98-086 of October 2011 and NF P 98-080-1 of November 1992.

Correspondance

Resume

At the date of publication of this document, there is no international or European standardization work dealing with the same subject.

This document defines the dimensioning method for new road pavement structures applicable in France.

Descriptions

International Technical Thesaurus : road, pavement, structure, calculation, load, operating load, model.

Modifications

In relation to replaced documents, revision of the standard.

Corrections Edited and distributed by the French Association for Standardization (AFNOR) — 11, rue Francis de Pressense — 93571 La Plaine Saint-Denis Cedex Tel. : + 33 (0)1 41 62 80 00 — Fax : + 33 (0)1 49 17 90 00 — www.afnor.org

© AFNOR — Tous droits reserves

Version de 2019-05-P

AFNOR Pour : Afcons Infrastructure Limited NF P 98-086

Standard

NF P98-086:2019-05 —2—

The standard is intended to serve as a basis in relations between economic, scientific, technical and social partners. The standard by nature is voluntary. Referenced in a contract, it is binding on the parties. Regulations can make all or part of a standard mandatory. The standard is a document developed by consensus within a standards body by solicitation of representatives of all interested parties. Its adoption is preceded by a public inquiry. The standard is subject to regular review to assess its relevance over time. All French standards take effect the month following their approval date .

To understand standards

The reader's attention is drawn to the following points: Only verbal forms shall and shall be used to express any requirement or requirements that must be met to comply with this document. These requirements can be found in the body of the standard or in an appendix qualified as “normative”. For the test methods, the use of the infinitive is a requirement. Expressions such as, it is appropriate and it is recommended are used to express a possibility preferred but not required to comply with this document. Verbal forms can and can be used to express a useful but not mandatory suggestion or advice, or permission. In addition, this document may provide additional information intended to facilitate the understanding or use of certain elements or to clarify their application, without stating any requirements to be met. These elements are presented in the form of notes or informative appendices.

Commission standardization

A standardization commission brings together, in a given field of activity expertise necessary for the development of French standards and French positions on European or international standard projects. It can also prepare experimental standards and documentation booklets. The composition of the standardization commission which prepared this document is given below. When an expert represents an organization other than their home organization, this information appears in the form: home organization (organization represented).

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NF P98-086:2019-05 —3—

Transport public

NF P 98-086

BNTRA CN DC

Composition of the standardization committee President : M PIAU — IFSTTAR Secretariat : MME KAUFFMANN — CEREMA M MME M MME M MME

BALAY BERLOT BOULET BOURDON BROUTIN BUYTET

IFSTTAR BNTRA IFSTTAR SYNTEC INGENIERIE STAC ROUTES DE FRANCE

M

CHEVALIER

SPECBEA

M

COTARD

DIR

M

DAUBILLY

FNTP

M

DELAVAL

CEREMA

DELOFFRE

CEREMA

MME M

DOS SANTOS

DIR

M

DUNAND

SPECBEA

M

ELABD

ASFA

M

EZAOUI

ROUTES DE FRANCE

M

GAL

ROUTES DE FRANCE

GANDILLE

SPTF

M MME

GIACOBI

ASFA

MME

GOYER

CEREMA then DIR

M

GRATESOLLE

SPECBEA

M

GUIRAUD

CEREMA

M

HAUZA

ROUTES DE FRANCE

M

HORNYCH

IFSTTAR

M

HUGUET

SPECBEA

M

KABRE

SPECBEA

M

LAMBERT

CEREMA

M

LAURENT

SPECBEA

MME

LE BARS

SYNTEC INGENIERIE

M

LEFEUVRE

ROUTES DE FRANCE

M

LEMOINE

CEREMA

M

LENOIR

IFSTTAR

M

MOUNIER

STAC

M

ODEON

CEREMA

M

PEJOUAN

ROUTES DE FRANCE

M

PIAU

IFSTTAR

MME

PIOT

CEREMA

MME

SAGNARD

CEREMA

M

SOME

CEREMA

M

TRICHE

ROUTES DE FRANCE

M

VERHEE

ROUTES DE FRANCE

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Summary Page Foreword ..............................................................................................................................................................8 1

Scope ......................................................................................................................................................9

2

Normative References ...........................................................................................................................9

3 3.1 3.2 3.3 3.4 3.5

Terms and definitions .........................................................................................................................12 General ..................................................................................................................................................12 Solicitations..........................................................................................................................................15 Parameters used for mechanical verification ...................................................................................15 Parameters used for freeze / thaw verification .................................................................................17 Traffic ....................................................................................................................................................17

4

Principle of verification of the design of new pavements ...............................................................19

5 5.1 5.2 5.2.1 5.2.2 5.2.3

Mechanical check ................................................................................................................................19 Damage mechanisms .........................................................................................................................20 Calculation of admissible stresses ...................................................................................................20 Conversion of traffic into the number of equivalent axles .............................................................20 Admissible deformation criterion for bituminous materials, εt adm .................................................20 Allowable stress criterion for materials treated with hydraulic binders and cement concrete, ϭt adm……………………………………………………………………………………………………………………………………………………..21 Admissible deformation criterion for untreated materials, soils and pavement support layers, εz adm …………………………………………………………………………………………………….22 Adjustment coefficients....................................................................................................................... 22 Determination of stresses ..................................................................................................................24 Comparison between the internal stresses calculated in the structure and the admissible stresses ................................................................................................................................................25 Freeze / thaw check ............................................................................................................................25 Choice of the reference winter .........................................................................................................27 Calculation of the admissible atmospheric freezing index IA .........................................................27 Step 1: Frost sensitivity of the road surface ...................................................................................27 Step 2 - Taking into account the thermal protection provided by the roadway ...........................31 Step 3: Passage fromQPF to the IS index admissible on the road surface ....................................32 Step 4: Determination of the admissible atmospheric freezing index IA associated with IS ........32 Step 5: Comparison of the admissible freezing index IA and the reference freezing index IR .....33 Data required for the justification of new pavement structures………………………………………33 Parameters set upstream of the project…………………………………………………………………. 33 Design time …………………………………………………………………………………………………….33 Cumulative heavy goods vehicle traffic and equivalent number of reference axles……………. 34 Calculation risk………………………………………………………………………………………………. 35 Winter and benchmark frost index ………………………………………………………………………..35 Parameters linked to the road support platform ………………………………………………………..35 Long-term lift………………………………………………………………………………………………….. 36 Correction coefficient linked to the platform …………………………………………………………….36 Frost Sensitivity of PST Materials and Base Layer……………………………………………………… 36 Thermal protection of non-freezing PST materials and sub-layer ……………………………………36 Case of a bedrock…………………………………………………………………………………………….. 36 Parameters related to the pavement materials taken into account when checking the Structures ……………………………………………………………………………………………………... 36 Serious untreated ………………………………………………………………………………………………36 Materials treated with hydraulic binders and compacted concrete ………………………………….37 Bituminous materials …………………………………………………………………………………………37 Cement concrete……………………………………………………………………………………………… 38 Application of the method to the different families of pavement structures ……………………….38 Verification against the platform, common to all pavement structures………………………….. ...38

5.2.4 5.2.5 5.3 5.4 6 6.1 6.2 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5 7 7.1 7.1.1 7.1.2 7.1.3 7.1.4 7.2 7.2.1 7.2.2 7.2.3 7.2.4 7.2.5 7.3 7.3.1 7.3.2 7.3.3 7.3.4 8 8.1

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8.2 8.3 8.3.1 8.3.2 8.4 8.4.1 8.4.2 8.5 8.5.1 8.5.2 8.6 8.6.1 8.6.2 8.7 8.7.1 8.7.2 8.8 8.8.1 8.8.2 8.8.3

Checking against untreated bass layers when sitting ....................................................................39 Flexible pavements .............................................................................................................................39 Modeling of the pavement structure .................................................................................................. 39 Verification criterion ...........................................................................................................................39 Bituminous pavements ......................................................................................................................40 Modeling of the pavement structure .................................................................................................. 40 Verification criteria .............................................................................................................................40 Subbed pavements treated with hydraulic binders ........................................................................40 Modeling of the pavement structure .................................................................................................. 40 Verification criteria .............................................................................................................................41 Mixed-structure pavements ................................................................................................................ 41 Modeling of the pavement structure .................................................................................................. 41 Verification criteria .............................................................................................................................41 Pavements with an inverse structure ................................................................................................ 42 Modeling of the pavement structure .................................................................................................. 42 Verification criteria .............................................................................................................................42 Cement concrete pavements .............................................................................................................42 Modeling of the pavement structure .................................................................................................. 43 Design criteria .....................................................................................................................................44 Determination of steels ......................................................................................................................45

Annex A (informative) Optimization of the structural dimensioning of pavements .................................46 A.1 Principle ................................................................................................................................................ 46 A.2 General diagram ................................................................................................................................47 Annex B (informative) Choice of the contracting authority ......................................................................... 48 B.1 Traffic ...................................................................................................................................................48 B.1.1 Traffic classes .....................................................................................................................................48 B.1.2 Determination of TMJAd ...................................................................................................................48 B.2 Aggression ..........................................................................................................................................50 B.2.1 Transit pavements ..............................................................................................................................50 B.2.2 Roadways serving as a service .......................................................................................................... 50 B.2.3 Urban pavements ................................................................................................................................51 B.2.4 Roundabouts ........................................................................................................................................ 51 B.3 Investment and maintenance strategies ........................................................................................... 51 B.3.1 General .................................................................................................................................................51 B.3.2 Design time........................................................................................................................................... 52 B.3.3 Calculation risk .................................................................................................................................... 52 B.4 Frost indices .......................................................................................................................................53 B.5 Surface layers ...................................................................................................................................... 56 B.5.1 Generic criteria .................................................................................................................................... 56 B.5.2 Additional criteria linked to the road object ..................................................................................... 57 Annex C (normative) Taking into account the upper part of the earthworks and the layer of shape in pavement design and frost checking ...............................................................................58 C.1 Classes of road support platform .....................................................................................................58 C.2 Platform coefficient taken into account during sizing ....................................................................58 C.3 Freezing behavior of the constituent materials of the PST and of the capping layer .................. 58 C.3.1 Untreated materials ............................................................................................................................59 C.3.2 Materials treated .................................................................................................................................61 C.3.3 Thermal protection provided by the materials of the PST and the subgrade ..............................63 Annex D (normative) Characteristics of pavement materials for dimensioning normative part ...................................................................................................................................... 65 D.1 Serious untreated ...............................................................................................................................65 D.2 Materials treated with hydraulic binders ..........................................................................................66 D.2.1 Gravel treated with hydraulic binders and compacted road concrete ........................................... 67 D.2.2 Sands treated with hydraulic binders ...............................................................................................67 D.2.3 Soils treated with hydraulic binders .................................................................................................68 D.2.4 Elements common to materials treated with hydraulic binders ...................................................69 D.3 Bituminous materials .........................................................................................................................69 D.3.1 Elements common to bituminous materials ....................................................................................69 D.3.2 Gravel-bitumen (EB-GB) ....................................................................................................................71 D.3.3 High modulus mixes (EB-EME) ..........................................................................................................71

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D.3.4 D.3.5 D.3.6 D.4 D.4.1 D.4.2 D.4.3 D.5

Bituminous materials for binding and thick wearing courses EB-BBSG and EB-BBME .......71 Bituminous materials for thin binding and wearing courses .....................................................72 Values of the stiffness moduli at 10 ° C, 10 Hz for the calculation of k θ ...................................................... 72 Cement concrete .............................................................................................................................72 General............................................................................................................................................... 72 Mechanical performance ................................................................................................................73 Sizing of steels ................................................................................................................................. 74 Parameters of frost-bound pavement materials ..........................................................................74

Annex E (informative) Characteristics of pavement materials for design informative part ...............................................................................................................................76 E.1 Serious untreated ............................................................................................................................76 E.2 Materials treated with hydraulic binders ......................................................................................77 E.2.1 Fatigue law common to materials treated with hydraulic binders ............................................77 E.2.2 Gravel treated with hydraulic and pozzolanic binders and compacted road concrete ..........78 E.2.3 Sands treated with hydraulic and pozzolanic binders ................................................................79 E.2.4 Soils treated with hydraulic binders .............................................................................................. 80 E.3 Bituminous materials ....................................................................................................................... 81 E.3.1 Fatigue law common to bituminous materials ............................................................................81 E.3.2 Minimum modulus values in the case of an equivalent temperature other than 15 ° C .........81 E.3.3 Poisson's ratio values for temperatures greater than or equal to 25 ° C .................................. 82 E.3.4 Values of kc in the case of an equivalent temperature other than 15 ° C .................................82 E.4 Cement concrete .............................................................................................................................82 Annex F (informative) Specific constructive provisions related to sizing ............................................84 F.1 1 Thickness rules for materials ........................................................................................................84 F.1.1 Serious Untreated ............................................................................................................................84 F.1.2 Materials treated with hydraulic binders ......................................................................................84 F.1.3 Bituminous materials ......................................................................................................................84 F.1.4 Cement concrete .............................................................................................................................84 F.2 Excess of pavement layers ............................................................................................................. 85 F.2.1 Bituminous structures ....................................................................................................................85 F.2.2 Base structure treated with hydraulic binders ............................................................................85 F.2.3 Reverse structure ............................................................................................................................85 F.2.4 Cement concrete structures ...........................................................................................................85 F.2.5 Treated soil structures ....................................................................................................................85 F.3 Specific features related to the different pavement structures .................................................85 F.3.1 Bituminous structure ......................................................................................................................85 F.3.2 Base structure treated with hydraulic binders ............................................................................86 F.3.3 Structure with floors treated with hydraulic binders ................................................................... 86 F.3.4 Inverse structures ...........................................................................................................................86 F.3.5 Cement concrete structure ............................................................................................................86 Annex G (informative) Calculation of the equivalent temperature of bituminous materials ................ 88 Annex H (normative) Assumptions of the thermal conduction model used in the gel sizing and simplified method ..................................................................................................90 H.1 Assumptions of the thermal conduction model ..........................................................................90 H.1.1 Unfrozen area ...................................................................................................................................90 H.1.2 Frozen area .......................................................................................................................................91 H.1.3 Frost front .........................................................................................................................................91 H.2 Exploitation of the results of the numerical model - Determination of the IS value associated with the QPF value determined at the end of step ...............................................................93 H.3 Transition from QPF to IS by simplified method (informative) ..................................................95 Annex I (informative) Structural test cases for the validation of the calculation method of stresses and strains ........................................................................................................................97 I.1 Flexible structures ...........................................................................................................................97 I.2 Bituminous structures ....................................................................................................................97 I.3 Semi-rigid structures ......................................................................................................................98 I.4 Rigid structures ...............................................................................................................................99 Annex J (informative) Symbols and abbreviations used in this standard ............................................101 J.1 Materials ........................................................................................................................................................... 101 6 J.2 2 Design parameters ........................................................................................................................................ 102

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J.3

Road support ........................................................................................................................................103

J.4

Tests and measured quantities ...........................................................................................................103

J.5

Traffic ...................................................................................................................................................... 104

J.6

Freeze / thaw check .............................................................................................................................104

Bibliography ....................................................................................................................................................107

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Foreword This document defines the method for verifying the sizing of new road pavement structures applicable in mainland France. For climatic conditions different from those of metropolitan France, the application of this standard for pavement structures requires adaptations that should be defined on a case-by-case basis (for overseas France, refer to Informative Annex E). It describes the principles of the sizing method, the input parameters necessary for its application, the properties of the materials used and develops for each family of pavement structures, the sizing process. It also integrates the freeze / thaw verification process, without however dealing with the determina tion of the parameters linked to this verification. Carrying out road construction work is not covered in this document. However, certain constructive provisions related to the design of pavements are provided in Annex F. Finally, determining the bearing capacity of the roadway support platform, the process of which is described in the related Technical Guide and in standard NF P94-117-1 and 2, is not covered by this document. However, the earthworks aspect cannot be decoupled from the field of new dimensioning. It is therefore advisable to refer to the technical documents in force in the field of earthworks for any new development project .

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1 Scope This document applies to new pavements open to the circulation of heavy goods vehicles. It exclusively concerns the six main types of pavement structures: flexible, bituminous, semi- rigid, mixed, inverted, in cement concrete. It excludes structures whose arrangement of the different layers of materials does not comply with those defined in this standard for these six types of pavement. It concerns the only standard pavement materials for the base and surface layers, excluding others. Emulsion materials (gravel-emulsion, emulsion asphalt concrete, cold-cast bituminous materials, surface wear plasters) and modular materials are excluded from the scope of this standard. For these materials, please refer to the technical documents in force. This document details the method for verifying the thickness of the layers: it does not deal with the longitudinal profile, nor the transverse profile of pavements, nor all of the design rules and construction provisions except those specific to dimensioning. The iterative approach to optimizing the dimensioning of pavement structures is detailed in Appendix A of this document. The standardized method is applicable to urban roads except for roads with particular features of town centers (presence of significant and branched underground networks, for example). In the same way, the elements making it possible to take into account the particular loads (aircraft, container handlers, public transport on own site or on a shared site with or without guide rails, static loads, etc.), channeled loads or load-bearing conditions not comparable to those described in the reference guides do not appear in this document.

2 Normative References The following reference documents are essential for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the reference document applies (including any amendments). NF P11-300, Execution of earthworks - Classification of materials that can be used in the construction of embankments and sub-layers of road infrastructure. (Classification index: NF E 11-300) NF P18-545, Aggregates - Elements of definition, conformity and codification. (Classification index: P 18-545) NF EN 13242+A1, Aggregates for materials treated with hydraulic binders and untreated materials used for civil engineering works and for pavement construction. (Classification index : X 33-009) NF P94-068, Soils: recognition and testing - Measurement of the methylene blue adsorption capacity of soil or rocky material - Determination of the methylene blue value of soil or rocky material by testing to the job. Canceled in July 2018. (Classification index: P94-068) NF P94-078, Soils: recognition and tests - CBR index after immersion - Immediate CBR index - Immediate load bearing index - Measurement on sample compacted in the CBR mold. (Classification index: P94-078) NF P94-117-1, Soils: reconnaissance and testing - Platform bearing capacity - Part 1: Module under static plate loading (EV2). (Classification index: P94-117-1)

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NF P94-117-2, Soils: reconnaissance and testing - Platform bearing capacity - Part 2: Module under dynamic loading. (Classification index: P94-117-2) NF P98-082, Roads - Earthworks - Sizing of roadways - Determination of road traffic for the sizing of road structures. Version of 01/01/94, canceled in August 2017. (Classification index: P98 -082) NF P98-103, Road foundations - Pozzolans - Specifications. (Classification index: P98-103) NF P98-114-1, Road foundations - Laboratory study methodology for materials treated with hydraulic binders Part 1: Gravel treated with hydraulic binders. (Classification index: P98 -114-1) NF P98-114-2, Pavement foundations - Methodology for laboratory study of materials treated with hydraulic binders - Part 2: Sands treated with hydraulic binders. (Classification index: P98 -114-2) NF P98-114-3, Pavement foundations - Laboratory study methodology for materials treated with hydraulic binders - Part 3: soils treated with hydraulic binders possibly associated with lime. (Classification index: P98 -1143) NF P98-115, Laying of pavements - Execution of pavements - Constituents - Composition of mixtures and formulation - Execution and control (Draft 2 (2010-02-01)). (Classification index: P98-115) NF P98-128, Road foundations and platforms - Compacted road and gravel concrete treated with binders high performance hydraulics - Definition, composition and classification. (Classification index: P98-128) NF P98-150-1, Hydrocarbon mixes - Execution of pavement foundations, binding layers and wearing courses Part 1: Hot hydrocarbon mixes - Constituents, formulation, manufacture, transport, implementation and site control. (Classification index: P98-150-1) NF P98-170, Cement concrete pavements - Execution and control. (Classification index: P98-170) NF P98-232-4, Tests relating to pavements - Determination of the mechanical characteristics of materials treated with hydraulic binders - Part 4: bending test. (Classification index: P98-232-4) NF P98-233-1, Tests relating to pavements - Determination of the fatigue behavior of treated materials nwith hydraulic binders - Part 1: Bending test at constant stress amplitude. (Classification index: P98-233-1) NF P98-234-1, Tests relating to pavements - Frost behavior of materials treated with hydraulic binders - Part 1: freeze-thaw resistance test for treated gravel and sands. (Classification index: P98 -234-1) NF P98-234-2, Tests relating to pavements - Frost behavior - Part 2: Frost swelling test of soils and granular materials, treated or not, of D 20 mm. (Classification index: P98-234-2) NF P98-732-1, Road construction and maintenance equipment - Manufacture of mixtures - Part 1: power plants mixing for materials treated with hydraulic binders or not treated. (Classification index: P98 -732-1) NF P98-734, Road construction and maintenance materials - Machines for spreading granular mixtures Slipforming machine for placing cement concrete - Terminology - Requirements. (Classification index: P98-734) NF EN 206, Concrete - Specification, performance, production and conformity. (Classification index: P18 -325) NF EN 206 / CN, Concrete - Specification, performance, production and conformity - National supplement to standard NF EN 206. (Classification index: P18-325 / CN) NF EN 12390-3, Test for hardened concrete - Part 3: Compressive strength of test specimens. (Classification index: P18-430-3) NF EN 12390-6, Test for hardened concrete - Part 6: Tensile strength by splitting test specimens. (Classification index: P18-430-6)

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NF EN 12697-24, Bituminous mixtures - Test methods for hot mix asphalt - Part 24: Resistance to fatigue. (Classification index: P98-818-24) NF EN 12697-26, Bituminous mixtures - Test methods for hot mix asphalt - Part 26: Modulus of rigidity. (Classification index: P98-818-26) NF EN 13108-1, Bituminous mixtures - Material specifications - Part 1: Bituminous mixes. (Classification index: P98-819-1) NF EN 13108-2, Bituminous mixtures - Material specifications - Part 2: Very thin bituminous concrete. (Classification index: P98-819-2) NF EN 13108-5, Bituminous mixtures - Material specifications - Part 5: Stone mastic asphalt. (Classification index: P98-819-5) NF EN 13108-6, Bituminous mixtures - Material specifications - Part 6: Poured road asphalt. (Classification index: P98-819-6) NF EN 13108-7, Bituminous mixtures - Material specifications - Part 7: Draining bituminous concrete. (Classification index: P98-819-7) NF EN 13108-20, Bituminous mixtures - Material specifications - Part 20: Formulation test. (Classification index: P98-819-20) NF EN 13285, Untreated gravels - Specifications. (Classification index: P98-845) NF EN 13286-7, Mixtures with or without hydraulic binder - Part 7: triaxial test under cyclic load for mixtures without hydraulic binder. (Classification index: P98-846-7) NF EN 13286-40, Mixtures treated and mixtures not treated with hydraulic binders - Part 40: Test method for determining the direct tensile strength of mixtures treated with hydraulic binders. (Classification index: P98 -84640) NF EN 13286-41 Mixtures treated and mixtures not treated with hydraulic binders - Part 41: Test method for the determination of the compressive strength of mixtures treated with hydraulic binders. (Classification index: P98 846-41) NF EN 13286-42, Mixtures treated and mixtures not treated with hydraulic binders - Part 42: test method for the determination of the indirect tensile strength of mixtures treated with hydraulic binders. (Classification index: P98 846-42) NF EN 13286-43, Mixtures treated and mixtures not treated with hydraulic binders - Part 43: Test method for the determination of the modulus of elasticity of mixtures treated with hydraulic binders. (Classification index: P98 846-43) NF EN 13877-1, Concrete pavements - Part 1: Materials. (Classification index: P98-870-1) NF EN 13877-2, Concrete pavements - Part 2: functional requirements for concrete pavements. (Classification index: P98-870-2) NF EN 13877-3, Concrete pavements - Part 3: Specifications relating to studs for use in concrete pavements. (Classification index: P98-870-3) NF EN 14227-1, Mixtures treated with hydraulic binders - Specifications - Part 1: Granular mixtures treated with cement. (Classification index: P98-887-1) NF EN 14227-2, Mixtures treated with hydraulic binders - Specifications - Part 2: Granular mixtures treated with slag. (Classification index: P98-887-2) NF EN 14227-3, Mixtures treated with hydraulic binders - Specifications - Part 3: Granular mixtures treated with fly ash. (Classification index: P98-887-3) 11

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NF EN 14227-4, Mixtures treated with hydraulic binders - Specifications - Part 4: Fly ash for mixtures treated with hydraulic binders. (Classification index: P98-887-4) NF EN 14227-5, Mixtures treated with hydraulic binders - Specifications - Part 5: Granular mixtures treated with hydraulic road binder. (Classification index: P98-887-5) NF EN 14227-11, Mixtures treated with hydraulic binders - Specifications - Part 11: soil treated with lime. (Classification index: P98-887-11) NF EN 14227-15, Mixtures treated with hydraulic binders - Specifications - Part 15: soil treated with hydraulic binders. (Classification index: P98-887-15)

3 Terms and definitions For the purposes of this document, the following terms and definitions apply.

3.1 General 3.1.1 Pavement or pavement structure Set of superimposed layers of materials resting on the road support platform, intended to distribute the forces due to the circulation of vehicles on the natural ground or on the possible top layer (Figure 1).

Earth moving Level

Pavement Platform

Rolling Bonding

Surface Layer Possible Layer

Seat Layer

Structure Pavement Possible Layer

Possible Layer

Base Foundation

Form Layer

Support Grounds Upper Part of earthworks

Figure 1 — Systematic representation of a pavement structure : 3.1.2 Layer Structural element of a roadway, made of a single material. A layer can be spread in one or more implementation operations. 3.1.3 Upper part of earthworks Upper zone of approximately one meter thick of the ground in place (case of cuttings profiles) or added materials (case of backfill profiles), noted PST. It serves as a support for the subgrade or, in its absence, the pavement layers.

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NF P98-086 3.1.4 Earthmoving level Surface of the upper part of the PST (Upper Earthworks). 3.1.5 Form layer Layer implemented above the earthwork level to adapt the characteristics of the backfill materials or the land in place, to the geometric, mechanical, hydraulic and thermal characteristics, taken as assumptions in the design and the sizing calculation of the roadway. 3.1.6 Roadway support platform (platform) Surface of the subgrade intended to receive the pavement layers. If the top layer is not present, the road support platform merges with the earthwork level. 3.1.7 Floor seating Main structural element of a roadway. The foundation can be implemented in one layer, called the foundation layer or in several layers called the base layer (s) and the foundation layer. 3.1.8 Rolling layer Top layer of the surface layer of the road in contact with the tires of the vehicle. 3.1.9 Binding layer Surface layer, possibly interposed between the wearing course and the base. 3.1.10 Surface layer (s) Top layer (s) of the roadway comprising the tie layer (optional) and the wearing course. 3.1.11 Flexible structures or pavements Structures comprising one or more layers of bituminous materials with a total thickness of less than or equal to 0.12 m, resting on one or more layers of untreated gravel with a total thickness of greater than or equal to 0.15 m. Structures comprising base materials consisting of materials treated with hydraulic, bituminous or concrete binders are excluded from this definition. 3.1.12 Bituminous structures or pavements Structures composed of a surface layer and a base layer of bituminous materials; the possible foundation layer can be bituminous materials or untreated gravel. 3.1.13 Structures or pavements with beds treated with hydraulic or semi-rigid binders Structures composed of a surface layer of bituminous materials on a base of materials treated with hydraulic binders. 3.1.14 Mixed structures or pavements Structures composed of a surface layer and a base layer of bituminous materials, excluding high modulus asphalt, on a base layer of materials treated with hydraulic binders. The ratio K of the thickness of bituminous materials to the total pavement thickness is between 0.45 and 0.60. 3.1.15 Reverse structures Structures made up of bituminous layers, on an untreated type B gravel layer under the national foreword of standard NF EN 13 285 with a thickness of between 0.10 m and 0.12 m, resting it- even on a foundation layer made of materials treated with hydraulic binders.

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3.1.16 Cement concrete structures also known as rigid structures or pavements Structures with a cement concrete layer of at least 0.12 m. They can be classified into three categories: cement concrete on bituminous material, cement concrete on hydraulic material and cement concrete on subgrade or draining layer. In the technique of cement concrete pavements, the base and wearing courses can form a single layer called the base course - bearing. In the case of using a thin bituminous wearing course, the concrete layer becomes a base course. 3.1.17 Urban pavements Special case of roadways forming an integral part of an agglomeration. Four indicative categories of lanes are retained: lanes in residential areas, urban avenues and boulevards, main lanes with heavy traffic, lanes reserved for public transport (last category not dealt with in this document). These categories may vary (different traffic class for example) depending on the agglomerations considered, in the event that they have a specific catalog of structures. 3.1.18 Transit roads Roadways generally of the interurban type (generally motorway or 2 x 2 lane). They must meet the needs of long and medium-distance transit traffic and withstand intense traffic with a large share of heavy goods vehicles. 3.1.19 Roadways with a service character Roadways corresponding to the local network. This network has multiple functions: peri-urban roads, links between towns, rural areas, tourist routes, etc. 3.1.20 Interface Contact surface between two layers of pavement, or between the pavement layer and the solid supporting the latter, made of the same material or of different materials. In the dimensioning method, the mechanical operation of an interface can be of the glued, sliding or semi-glued type depending on the materials in contact and the treatment of this interface during construction. 3.1.21 Glued interface The set of displacements is assumed to be continuous, it is the same for the deformations in the plane of the interface. 3.1.22 Slippery interface The horizontal shear stresses in the plane of the interface are assumed to be zero. The deformations in this same plane are then discontinuous. 3.1.23 Semi-glued interface Computation assumption corresponding to the half-sum of the results obtained successively with glued interface and sliding interface. 3.1.24 Technological constraints Limits on the use of techniques or materials that can be defined by maximum traffic, or minimum and maximum thickness thresholds for the implementation of a standardized product.

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3.2 Solicitations 3.2.1 Internal stresses Stresses, expressed in MPa, or elastic strains, expressed in µdef, resulting from the calculation of the pavement structure. The sign conventions are as follows: the signs are positive in compression (and contraction) and negative in traction (and extension). 3.2.2 Allowable stress or strain in a pavement layer Intensity of stress or elastic deformation, in absolute value, admissible in a pavement layer.

3.3 Parameters used for mechanical verification 3.3.1 Rigidity modulus Young's modulus of Hooke's law used to characterize the stiffness of materials, expressed in MPa. 3.3.2 Law of Damage Relationship that defines the number of cycles leading to the "rupture" of the test body, depending on the amplitude applied stress. This relationship can be established directly on the basis of cyclic tests or indirectly by correlations from failure tests. For untreated soils and materials, it comes from feedback. 3.3.3 Wöhler curve Curve representing the fatigue life of a specimen as a function of the magnitude of the effect of the applied action s, for a probability of failure of 50%. Applied to the dimensioning of pavements, this curve is usually described by one of equations 1 (bilogarithmic relation for bituminous materials) or 2 (semi-logarithmic for MTLH and concrete) Equation 1 :

Equation 2 :

where : N is the number of load cycles at failure for a probability of 50%; s

is the magnitude of the effect of the action;

A, b, α, β are determined from the damage tests of the material considered, b, α, β checking the following conditions: -1 < b < 0 ; α > 0 et β > 0. By introducing the amplitude of the effect of the action s6 corresponding to a break at 1 million cycles, the Wöhler curve is again written according to equation 3. Equation 3 :

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3.3.4 Mining principle Law of cumulative damage corresponding to different levels of effect of actions.. The elementary damage di is expressed by equation 4. Equation 4 :

where : Ni is the lifetime corresponding to the response if, of the loading according to equation 1 or 2. Miner's principle considers that the sum of the damage of a material subjected to different levels of action effects is equal to 1 at failure, regardless of the order of application of these action effects (Equation 5).

Equation 5 :

where : di

is the elementary damage associated with the loading ci ;

ni

is the number of amplitude loading cycles of the effects of actions if applied.

3.3.5 Risk Expectation (in the sense of probability theory) of the linear proportion of the roadway to be rebuilt in the absence of any structural maintenance intervention during the design period, noted r and expressed as a percentage. 3.3.6 Adjustment coefficients For the fatigue failure criterion of layers treated with bituminous or hydraulic binders, various coefficients kr, ks, kd, kc and kθ adjust the value of the admissible stress. 3.3.7 Risk coefficient kr Coefficient linked to the risk r, introducing a probabilistic notion of the life of the pavement taking into account the dispersions in the mechanical properties of the treated materials and in the thickness of the layers of pavements made of treated materials. These two phenomena being supposed to follow independent normal laws, the resulting law is a normal law. 3.3.8 Platform coefficient ks Coefficient integrating the heterogeneities of lift of the support platform. It only affects the bonded layer resting on a layer of unbound materials (or the platform) and is only a function of the stiffness modulus of the immediately underlying layer (or platform).

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3.3.9 Coefficient of discontinuity kd Coefficient taking into account the effect of the thermal gradient and the discontinuous nature of rigid pavement structures or comprising materials treated with hydraulic binders, linked to the presence of discontinuities between slabs or shrinkage cracks. 3.3.10 Stall coefficient kc Coefficient making it possible to correct the difference between the predictions of the calculation process and the observation of the behavior of real pavements. 3.3.11 Coefficient of temperature effect on the fatigue of bituminous materials kθ Coefficient allowing the determination at the equivalent temperature θeq of the fatigue resistance of bituminous mixes from the value ε6 determined at a temperature of 10 °C.

3.4 Parameters used for freeze / thaw verification 3.4.1 Frost index Index linked, for a given place, period and pavement structure, to the absolute value of the sum of the negative daily average temperatures. It is expressed in degrees Celsius x day (° C.d). 3.4.2 Permissible atmospheric freezing index IA Calculated atmospheric freezing index that a roadway can withstand. 3.4.3 Reference atmospheric freezing index IR Atmospheric freeze index chosen for the pavement freeze / thaw check. It depends on the geographical location of the project and the freeze / thaw protection strategy adopted. 3.4.4 Frost index transmitted It Frost index transmitted to the base of the pavement structure. 3.4.5 Amount of gel Square root of the frost index. 3.4.6 Gel materials Soils or rocky materials and treated soils sensitive to frost, by swelling (cryosuction phenomenon) and / or by fragmentation (frostbite). 3.4.7 Thaw barrier Road traffic regulations possibly implemented during the thaw phase, in order to protect the pavement structure. It usually results in a tonnage limitation or a temporary closure of the infrastructure. 3.5 Traffic 3.5.1 Reference axle Insulated axle with twin wheels with a load P0 equal to 130 kN.

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3.5.2 Reference load Load used to model the reference axle in dimensioning, represented by one of the twins of the reference axle. It is described using two discs with a radius of 0.125 m, a center distance of 0.375 m and exerting a uniformly distributed vertical and static pressure of 0.662 MPa on the road surface; the effects of the other stub axle on the stresses taken into account for the sizing are neglected. 3.5.3 Heavy weights Vehicle with a total permissible laden weight (PTAC) greater than 35 kN. 3.5.4 Traffic Number of vehicle passages in a determined period (for a traffic lane, or a direction of traffic, or the whole road, depending on the width of the lane, as defined in Annex B). For sizing, only heavy goods vehicle traffic is taken into account. 3.5.5 Annual average daily heavy goods vehicle traffic All heavy goods vehicle traffic counted or evaluated, averaged over the counting or evaluation period, expressed in annual average daily traffic (AADR). 3.5.6 Heavy goods traffic dimensioning TMJAd Daily heavy goods vehicle traffic value used for sizing expressed in TMJA, noted TMJAd. 3.5.7 Traffic class Determined from the heavy goods traffic dimensioning TMJAd, noted Ti. 3.5.8 Aggression of an A axle The aggressiveness, rated A, is calculated from the fatigue damage to the pavement (bonded materials) or permanent deformation (untreated materials and platform). It is equal to the ratio of the damage caused by the passage of a load axle P (or group of axles of total load P) to the damage due to the passage of a standard reference axle of load P0. 3.5.9 Aggression of a heavyweight The aggressiveness of a heavy truck is equal to the sum of the aggressiveness of its axles.. 3.5.10 Aggression of traffic The aggressiveness of a traffic is equal to the sum of the aggressiveness of all the heavy goods vehicles of a given traffic. 3.5.11 Average coefficient of aggressiveness CAM The average aggressiveness coefficient of a given traffic is the aggressiveness of the considered heavy goods vehicle traffic divided by the number of heavy goods vehicles constituting this traffic. 3.5.12 Cumulative NE equivalent traffic Number of passages of reference axles corresponding to the cumulative heavy goods traffic over the design period selected, on the track considered, weighted by its aggressiveness. 3.5.13 Design time d The design period, denoted d and expressed in years, defines the period fixed for the calculation of the structure. It is used to calculate the cumulative heavy vehicle traffic to be taken into account for the sizing .

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4 Principle of verification of the design of new pavements The justification rules for new pavements include a mechanical verification and a freeze / thaw verification of the structure. Mechanical verification, discussed in Chapter 5, consists of ensuring the ability of the chosen structure to withstand the heavy goods traffic accumulated over the fixed dimensioning period; traffic linked to light vehicles having a negligible impact. The verification relates to the comparison between: • the internal stresses (reversible stresses and / or deformations) induced in the roadway when a reference load passes, and calculated by assimilating the roadway to a linear-isotropic and semi-infinite elastic multilayer mass ; • the admissible values of these same quantities, functions of the equivalent cumulative traffic NE and of the mechanical resistance of the materials evaluated under repeated loadings and accompanied by adjustment coefficients reflecting, among other things, the probabilistic nature of the design process and the stress concentrations linked to the discontinuities of rigid and semi-rigid pavements At the predefined locations of the structure, deemed to be the most critical (defined in chapter 5 according to the type of structure), the internal stresses calculated in the pavement must then be less than or equal in absolute value to the admissible stresses of the materials constituting the pavement. The freeze / thaw check, discussed in Chapter 6, is based on the calculation of the permi ssible atmospheric freezing index for the roadway, which must be greater than or equal to the winter atmospheric freezing index taken as a reference. Ultimately, the thicknesses of the layers proposed for verification must meet the technological implementation constraints (limits are provided in Appendix F). The verification of a pavement structure requires first to have the project data (defined in chapter 7) such as the design time, the heavy goods traffic, the calculation risk as well as the reference winter for the verification. freeze / thaw. Note : the optimization of pavement sizing, described in Appendix A, is based on the verification process described above.

5 Mechanical verification The mechanical verification of the structure is based on: • the assimilation of heavy goods traffic taken into account in the project to an equivalent number of NE axles of reference ; •

calculation of admissible stresses ;

• the calculation of the internal stresses induced in the structure by the reference load using a linear elastic model multilayer, homogeneous, isotropic and semi-infinite for which the rigidity of materials is characterized by a Young modulus and a Poisson coefficient. The soil and possibly the top layer are represented by a single semi infinite layer whose Young's modulus corresponds to the rigidity modulus of the class of the platform considered. The loads applied to the road surface by the tires are assim ilated to disks with a given radius, subjected to a uniform vertical pressure, which may be different from the inflation pressure. This pressure must take into account the actual contact area of the tire or its envelopment on the road ; • the choice of an equivalent temperature and of a stress frequency or a charging time, characteristics of the passage of vehicles, allowing, from laboratory tests on thermo-visco-elastic bituminous materials, to specify the values of the mechanical parameters of these materials to be retained in the application of the design method. In the general case, the stress frequency considered is taken equal to 10 Hz, or the charging time taken equal to 0.02 s. 19

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The equivalent temperature θeq is defined as the constant temperature leading in cumulative damage, over an annual cycle, to the same damage as that suffered by the pavement under the effect of real temperature variations over the life of the structure. For metropolitan France, the equivalent temperature is taken equal to 15 ° C .

5.1 Damage mechanisms The method of justification of pavement structures distinguishes three damage mechanisms: • fatigue damage to layers of bituminous materials by repeated bending and pulling at their base (deformation criterion); • fatigue damage to layers of materials treated with hydraulic binders or cement concrete, by repeated bending and pulling at their base (stress criterion); • the accumulation of permanent deformations within the layers of unbound materials under the effect of repeated vertical compressions.. Each of these mechanisms gives rise to calculations of internal stresses and admissible stresses, for the purpose of comparison.

5.2 Calculation of admissible stresses The permissible damage to bituminous materials by fatigue under repeated loading is evaluated through the amplitude of deformation in permissible extension, εt adm. The permissible fatigue damage of materials treated with hydraulic binders and cement concretes under repeated loading is evaluated through the allowable tensile stress amplitude, ϭt adm. The cumulative permissible permanent deformation of untreated materials (including the platform) under repeated loading is evaluated through the amplitude of permissible contraction deformation, εz adm. These values depend on the projected traffic, converted into an equivalent number of axles, the nature of the materials and the adjustment coefficients. 5.2.1 Conversion of traffic into the number of equivalent axles The heavy goods vehicle traffic having to use the roadway during its design period, expressed by the cumulative number of heavy goods vehicles NPL, is converted for the calculation of the admissible stresses into an equivalent number NE of passages of the reference axle. The calculation is specified in 7.1. It is reduced to the product of the NPL number by an equivalence coefficient called the Average Traffic Aggressiveness Coefficient, denoted CAM, whose value depends on the type of pavement structure, on the material subject to the calculation of admissible value and on the composition of heavy goods vehicle traffic (silhouettes of heavy goods vehicles, axle loads and frequency of passage). The method for calculating this coefficient is developed in standard NF P98-082 (version of 01/01/94 canceled in August 2017). It must be used in particular in the case of traffic zones receiving heavy goods vehicles derogating from the French Highway Code or from European Directive n ° 96/53 / EC, or in the case of zones outside the usual context: Activity Zone Commercial (ZAC), access roads to an Industrial Zone (ZI) or to a port zone. For the other areas and in the absence of the information necessary to carry out such a calculation, the values of the CAM coefficient are provided in Annex B. 5.2.2 Admissible deformation criterion for bituminous materials, εt adm, εt adm The fatigue law of bituminous materials determined by the fatigue test in the laboratory at 10 ° C, 25Hz (NF EN 12697-24, Annex A) is expressed by equation 6. Equation 6 :

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where : ε6 (10 °C ; 25 Hz) is the mean value of the strain amplitude leading to the conventional failure of the sample under 6 10 cycles with a probability of 50% (reduction of 50% of the initial force); b is the slope of the fatigue law of the bituminous material determined by the same test ( - 1 250 000 : 38

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Equation 29 : For NE ≤ 250 000 :

8.2 Checking against untreated bass layers when sitting In the case of a flexible pavement and for NE traffic less than or equal to 250,000, no verification criterion is introduced for the untreated gravel as a bedding material. In other cases, the approach aims to ensure that the permanent deformations on the surface of the G NT layers remain acceptable over the design period of the pavement. In practice, the verification relates to the maximum vertical deformation εz calculated at the top of each layer of untreated gravel.. The value of εz must be less than the admissible value, defined by equations 28 and 29 as a function of NE, with the exception of reverse type pavements for which a specific admissible value is introduced for this layer of GNT (see 8.7).

8.3 Flexible pavements 8.3.1 Modeling of the pavement structure The structure is represented by an elastic multilayer mass, the layers being glued together. The base layer is supposed to be glued to the road support platform. For the calculation, the base layer thickness is set at 0.15 m if NE is less than or equal to 100,000 and 0.20 m if NE is greater than 100,000. The dimensioning relates to the sole thickness of the foundation layer. This is subdivided into sub-layers up to 0.25 m thick from platform level. A stiffness modulus is assigned to each sublayer, increasing from the platform to the base layer, while being capped at a value set by the GNT category (Annex D-1). The stiffness moduli of the materials, the rule of progression of the moduli of the sub-layers of the base layer and the Poisson's ratio to be taken into account are provided in Annex D.1. Note : this calculation phase defines the required total thickness of granular materials. The implementation of this thickness must be done in one or more layers of thicknesses adapted to the conditions of implementation. 8.3.2 Verification criteria The verification of these pavements depends on the Number of Axles as indicated below. • if NE is greater than 250,000: the vertical deformation εz at the surface of the unbound layers and of the support platform must remain below the limit value εz adm (equation 28). • if NE is less than or equal to 250,000: the vertical deformation εz at the surface of the support platform must remain less than the limit value εz adm (equation 29).

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8.4 Bituminous pavements 8.4.1 Modeling of the pavement structure The structure is represented by an elastic multilayer mass, the layers being glued together, just like the foundation layer (or base layer in the absence of a foundation) on the road support platform. The rules for determining the stiffness moduli of materials and the Poisson's ratio to be taken into account are provided in Appendix D.3. For foundations with a base layer of bituminous materials and an untreated gravel foundation, the minimum thicknesses of the foundation layer are 0.45 m on PF1, 0.25 m on PF2, 0.20 m on PF2qs and 0, 15 m on PF3. . 8.4.2 Verification criteria These pavements are verified by calculation, with respect to : • fatigue failure at the base of the bituminous layers: the strain by extension εt at the base of the bituminous layers must remain less than the admissible value εt adm calculated according to equation 7; • the permanent deformation of the unbound layers and of the platform: the reversible vertical deformation εz at the surface of the unbound layers and of the support platform must remain below the limit value εzadm (equation 28 or Equation 29).

8.5 Ground pavements treated with hydraulic binders 8.5.1 Modeling of the pavement structure The roadway is represented by an elastic multilayer mass. The stiffness moduli of the materials and the Poisson's ratios are provided in Annex D-2. The interface conditions are defined in 8.5.1.3 8.5.1.1 Case of structures comprising two base layers The dimensioning is carried out by retaining for the foundation layer a minimum thickness modulated according to the level of the platform: 0.20 m in PF2, 0.19 m in PF2qs, 0.18 m in PF3 and 0.15 m in PF4 .. For treated soils, the minimum thickness for the foundation layer will be 0.20 m, regardless of the level of the platform. 8.5.1.2 binders

Case of structures comprising a single base layer of material treated with hydraulic

For this base layer made of material treated with hydraulic binders, a minimum thickness value of 0.25 m is imposed for materials of mechanical class greater than or equal to T2 (NF EN 14227 -1 to -5) for cumulative traffic NE ≥ 106. In the case where NE < 106, this minimum thickness is 0.15 m.. For treated soils, the minimum thickness will be 0.20 m, regardless of the level of the platform. 8.5.1.3

Interface conditions

The foundation (or base) layer is considered to be glued to the road support platform. At the base layer - foundation layer interface, the condition to be retained depends on the nature of the hydraulic binder :

40

•

with a gravel-fly ash-lime or a gravel cement of class T4, the layers are supposed to be slippery;

•

with a gravel slag, the layers are supposed to be stuck;

•

for all other materials treated with hydraulic binders, the layers are assumed to be semi-glued.

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At the surface layer - base layer interface, the two layers are assumed to be glued together, except in the case of base layers in treated soil where the layers are considered semi-glued. 8.5.2 Verification criteria The ground pavements treated with hydraulic binders are checked by calculation, with respect to : • fatigue failure at the base of the bound layers: the tensile stress ϭt at the base of the layers treated with hydraulic binders must remain less than the admissible value ϭt adm calculated according to equation 9. If there is only 'one layer or if the layers remain stuck, the level to be considered is the base of the treated bed. Otherwise the criterion is verified at the base of each treated layer ; • the permanent deformation of the platform: the reversible vertical deformation εz at the surface of the support platform must remain below the limit value εz adm (equation 28 or equation 29, depending on the value of NE).

8.6 Mixed-structure pavements 8.6.1 Modeling of the pavement structure The structure is represented by an elastic multilayer mass. The stiffness moduli of the materials and the Poisson's ratios are provided in Annexe D. The verification is carried out in two phases, according to the calculation method explained in 8.6.2. 1) a first phase until total damage to the foundation layer of materials treated with hydraulic binders. All layers are considered glued, except for a foundation layer in treated soil. In this case, the interface between the bituminous material layer and the treated soil foundation is considered semi-glued. 2) a second phase during which the layer of materials treated with hydraulic binders is assumed to be damaged by fatigue. Its residual modulus is then taken equal to 1/5th of its initial modulus and the bituminous materials hydraulic materials interface is then considered to be slippery. It is then the base layer of bituminous material which takes up the tensile forces by bending. 8.6.2 Verification criteria Mixed-structure pavements are verified by calculation, with respect to: • fatigue failure at the base of the layer treated with hydraulic binders in phase 1: the tensile stress ϭt at the base of the layers treated with hydraulic binders must then remain less than the admissible value calculated according to equation 9 ; • fatigue failure at the base of the bituminous layer in phase 2: the strain in extension εt at the base of the bituminous layers must remain less than the admissible value calculated according to equation 7 ; • the permanent deformation of the platform: the reversible vertical deformation εz at the surface of the support platform must remain below the limit value εz adm (equation 28 or equation 29, depending on the value of NE). The steps of the verification calculation are as follows : • in first phase, computation of the stress ϭt at the base of the foundation layer. The number NE of equivalent passages of the reference axle is deduced from Equation 9, then the corresponding cumulative number of heavy goods vehicles NPL1 is calculated by applying equation 27 ; • in the second phase, calculation of the strain εt at the base of the base layer. The number NE of equivalent passages of the reference axle is deduced from Equation 7, then the corresponding cumulative number of heavy goods vehicles NPL2 is calculated by applying Equation 27 ;

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• finally, calculation of the total number of heavy goods vehicles NPL1 + NPL2 reflecting the admissible traffic for the roadway. The sizing verification is positive if NPL1 + NPL2 > NPL, number of heavy goods vehicles corresponding to the length of the pavement sizing.

8.7 Pavements with reverse structure 8.7.1 Modeling of the pavement structure The structure is represented by an elastic multilayer mass, the layers being glued together. The subbase - platform interface is glued. The stiffness moduli of the materials and the Poisson coefficients to be taken into account are provided in the Annexe D. 8.7.2 Verification criteria Reverse-structured pavements are verified by calculation, with respect to : • fatigue failure at the base of the bituminous layers: the extension strain εt at the base of the bituminous layers must remain less than the admissible value εt adm calculated according to Equation 7; • fatigue failure of layers treated with hydraulic binders: the tensile stress ϭt at the base of layers treated with hydraulic binders must remain less than the admissible value ϭt adm calculated according to Equation 9; • the permanent deformation of the support: the vertical deformation εz at the surface of the platform support must remain less than the admissible value εz adm (equation 28 or equation 29, depending on the value of NE); • the permanent deformation of the untreated gravel layer: the vertical deformation εz at the surface of the GNT must remain less than the admissible value εz adm which takes into account an increase of 20% of the values given by Equation 28 and Equation 29, given the small thickness of this intermediate layer and its quality. For NE> 250,000, the limiting vertical strain at the GNT surface for inverse structures is then given by Equation 3 0. Equation 30 :

For NE ≤ 250,000, the limit vertical strain at the GNT surface for inverse structures is given by Equation 31 . Equation 31 :

8.8 Cement concrete pavements Cement concrete pavements are classified into three categories : [1] Cement concrete (BC) on bituminous materials including structures in continuous reinforced concrete (BAC) on GB3, BAC on BBSG and BCg (pinned) on GB3; the last structure is limited to traffic less than or equal to 10 million cumulative NE.

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[2] Cement concrete on hydraulic materials including lean concrete (Bm), materials treated with hydraulic binders (MTLH), road compacted concrete (BCR). These structures include BC, BCg, BAC. For MTLH foundations with NE> 1 million, a minimum mechanical class 3 is required. [3] Cement concrete on top layer or draining layer (CD). The application of this standard to the sizing of this structure is limited to a cumulative traffic of 1 million equivalent axles, beyond this traffic, the method no longer applies. The base-bearing layer is made of unreinforced, non-dowelled cement concrete. For NE> 250,000, a draining complex is mandatory. NOTE with reference to standard NF P98-170, the recommended concretes used as a base course - bearing are of class BC6 and BC5 or even BC4 in light traffic limited to T3 and BC3 in T4. Lean concretes, classes BC2 and BC3 are reserved for foundation layers.

8.8.1 Modeling of the pavement structure The structure is represented by a continuous elastic multilayer mass. The transverse discontinuities and the effects of thermal gradients are taken into account by the coefficient kd defined in 5, the values of which are provided in Annexe D.4. The stiffness moduli of the materials, Poisson's ratios and other design parameters are provided in Annexe D.4. 8.8.1.1

Interface conditions

The bonding conditions between the layers are as follows: Category "Concrete on bituminous materials" •

BAC / BBSG : sliding interface;

•

BAC / GB3 : semi-glued interface;

•

BCg / GB3 : semi-bonded interface;

Category "Concrete on hydraulic materials" •

BC or BCg or BAC on Bm or MTLH or BCR: sliding interface.

Category "Concrete on subgrade or draining layer" •

BC on untreated form layer or draining layer: bonded interface;;

•

BC on treated sub-layer: bonded interface.

Other interface cases:: •

Foundation layer on the pavement support: bonded interface;

•

Asphalt layer on concrete: bonded interface.

8.8.1.2

Definition of foundation layers

For traffic exceeding a class T3 and 1 million cumulative equivalent axles : • For pavements with a Bm or BCR foundation, the foundation layer has a minimum thickness of 0.18 m in PF2, 0.16 m in PF2qs, 0.15 m in PF3 and 0.12 m in PF4. • For pavements with a treated gravel foundation, the foundation layer has a minimum thickness of 0.20 m in PF2, 0.19 m in PF2qs, 0.18 m in PF3 and 0.15 m in PF4. • For treated soils, only sandy and gravelly soil of mechanical class T3 are authorized, the minimum thickness is then 0.20 m. 43

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For traffic less than or equal to a class T3 or 1 million cumulative equivalent axles and in the event that a foundation layer is retained: • For pavements with a foundation in Bm, BCR or treated gravel, this will have a minimum thickness of 0.15 m. •

For treated soils, the minimum thickness will be 0.20 m.

BAC structures on class 3 gravel bitumen or BBSG foundations can only be installed on PF3 or PF4 platforms. The minimum thickness of class 3 bitumen is then set at 0.08 m, and that of BBSG at 0.05 m. BCg structures on a class 3 gravel bitumen foundation can only be installed on platforms with a performance at least equal to PF2qs. The minimum thickness of class 3 gravel bitumen is then set at 0.08 m. 8.8.2 Sizing criteria The verification criteria are classified by structure categories: 8.8.2.1

Category "Concrete on bituminous materials"

These pavements are verified by calculation, with respect to: • fatigue failure at the base of the wearing course: the tensile stress ϭt at the base of this layer must be less than the allowable stress ϭt adm calculated according to equation 9; • fatigue failure at the base of the bituminous layers: the extension strain εt at the base of the bituminous layers must remain less than the admissible value εt adm calculated according to equation 7; • the permanent deformation of the unbound layers and of the platform: the vertical deformation εz at the surface of the unbound layers and of the support platform must remain less than the admissible value εz adm (equation 28 or equation 29, according to the value of NE). 8.8.2.2

Category "Concrete on hydraulic materials"

These pavements are verified by calculation, with respect to: • fatigue failure at the base of the wearing course: the tensile stress ϭt at the base of this layer must be less than the allowable stress ϭt adm calculated according to equation 9; • fatigue failure at the base of the foundation layer: the tensile stress ϭt at the base of this layer must be less than the allowable stress ϭt adm calculated according to equation 9 ; • the permanent deformation of the unbound layers and of the platform: the vertical deformation εz at the surface of the unbound layers and of the support platform must remain less than the admissible value εzadm (equation 28 or equation 29, according to value of NE). 8.8.2.3

Category "Concrete on subgrade or drainage layer"

These pavements are verified by calculation, with respect to : • fatigue failure at the base of the base layer - bearing: the tensile stress ϭt at the base of this layer must be less than the allowable stress ϭt adm calculated according to equation 9; • the permanent deformation of the unbound layers and of the platform: the vertical deformation εz at the surface of the unbound layers and of the support platform must remain below the limit value εz adm calculated according to equation 10.

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8.8.3 Determination of steels Annex B of standard NF P98-170 specifies the conditions of use of steels, connecting bars, reinforcements of BAC pavements as well as their sizing, the determination of the number and characteristics of the studs.. The studs are in accordance with DIN EN 13877-3.

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Annexe A (informative) Optimization of the structural dimensioning of pavements

A.1 Principle The minimum thickness of the layers is determined by successive iterations so as to meet the various criteria set by the standard. The iterations can in particular relate to the thickness of the layers, the type of materials, or even the type of structure, taking into account technological constraints such as the thicknesses of implementation. The structure resulting from the mechanical calculation is then subjected to a freeze / thaw check. This step can lead to modifying the characteristics of the platform (thickness and nature of the top layer for example) and therefore the thicknesses resulting from the mechanical calculation which should then be checked again. If necessary, the process is repeated either by changing the nature and / or the thickness of the subgrade, or by changing the materials of the structure, or even by modifying the assumptions inherent in the support platform. The optimization of the sizing of the different layers must also take into account the external elements: operating conditions under construction, site configuration, possibility of subsequent reloading …

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A.2 General scheme

Figure A.1 — Optimization flowchart for the structural dimensioning of pavements

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Annexe B (informative) Choice of client

The calculation rules for the dimensioning of pavements require the choice of certain assumptions such as : •

Traffic ;

•

Agression ;

•

Investment strategy (sizing period and calculation risk); ;

•

Frost index;

•

Surface layer.

The choice of these parameters is the responsibility of the client, according to the management and maintenance strategy of its network and its operating constraints. The various elements appearing below are proposed to guide the contracting authorities in their reflections. They can usefully be supplemented by the information contained in the various technical, national and local guides.

B.1 Traffic B.1.1 Traffic Classes The heavy vehicle traffic classes (noted Ti) as well as their geometric means (noted Mg) are defined in table B1. Table B.1 — Definition of the traffic classes Ti and the associated geometric mean according to the heavy-duty traffic dimensioning TMJAd (NPL/j) Class TMJAd dimensioning Average geometric

T5 1 - 25 5

T4

T3-

T3+

25 - 50 50 - 85 85 150 35 65 115

T2-

T2+

T1-

T1+

T0-

150 200

200 300

300 500

500 750

750 1 200

175

245

390

615

950

T0+

TS-

TS+

TEX

1 200 - 2 000 - 3 000 > 5 000 5 000 2 000 3 000 1 550

2 450

3 875

5 920

B.1.2 Determination of TMJAd B.1.2.1 In current section In general, it is advisable to carry out a detailed traffic study upstream of the project. This study will have to integrate the specificities of the studied section, namely the regulatory constraints (authorized overrun or not for heavy goods vehicles for example), geometric constraints (slopes, ramps, baffles, ...), ... However, when precise information on distribution by way of heavy goods traffic is not available, the following distributions can be used.:

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Type de routes

2-way bidirectional

Critère

Valeurs de TMJAd

largeur < 5 m

100 %

5 m ≤ largeur < 6 m

75 %

6 m ≤ largeur

50 %

Slow lane

90 %

Expressway

10 %

Slow lane

75 %

Expressway

25 %

Slow lane

80 %

Middle way

20 %

Slow lane

65 %

Middle way

30 %

Road to Causeway Separate 2 x 2 lanes in open country Road to Causeway Separate 2 x 2 lanes in peri-urban environment Road to Causeway Separate 2 x 3 lanes in open countryside

Road to Causeway Separate 2x3 lanes in peri-urban environment Urban pavements

Expressway

Reference

Heavy goods vehicle traffic two cumulative senses

Meaningful heavy goods traffic considered

5%

Situation to be studied on a case-by-case basis depending on the geometries, assignments of lanes, traffic types …

B.1.2.2 Other road objects •

Suspenders :

Knowledge of traffic is the subject of a traffic study carried out for the project. The distribution of light vehicles / HGV varies greatly depending on the economic fabric, land use planning, transit flows, etc. and requires special attention from the client. For 2-lane ramps, the distribution of traffic may depend on the allocation of the lanes, but the geometry and behavior of heavy goods vehicles should not be underestimated. It may be advisable, in the absence of precise information and in a secure manner, to consider an TMJAd equal to 100 % of TMJA for all channels. •

Service areas, parking areas

For information, it is possible to retain a value of TMJAd between 5 and 10% of the heavy goods traffic of the current section. This value will strongly depend on the services offered and the reception capacity . •

Emergency stop bands

The traffic volumes to be taken into account strongly depend on the intended use of the stopping lane emergency: : o

exceptional traffic (accident for example);

o

operation under construction for the initial construction phase and the development phases subsequent..

The evaluation of this traffic is the subject of a specific study. For information, it is possible to retain a sizing traffic corresponding to 4 to 12 months of the cumulative traffic of the current section.

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•

Roundabouts

Knowledge of traffic is the subject of a specific study. For information, it is possible to use for TMJAd the halfsum of the incoming traffic provided that this value is greater than the traffic of the most heavily loaded incoming channel. Otherwise, this last traffic will be taken into account.

B.2 Aggressiveness In France, the reference axle for sizing is the single axle with twin wheels with a load P0 equal to 130 kN. The procedure for calculating the average coefficient of aggressiveness (CAM) is described in standard NF P 98 082 (version of 01/01/94 canceled in August 2017). It must be used in particular in the case of road traffic areas receiving heavy goods vehicles derogating from the French Highway Code or from European Directive No. n° 96/53/CE, or in the case of areas outside the usual context: Commercial activity (ZAC), access routes to an Industrial Zone (ZI) or to a port zone. For other areas and in the absence of precise information on the composition of the traffic (distribution of axle types and axle loads), the CAM values, depending on the type of roadway, are indicated in the tables which follow, may apply.

B.2.1 Transit pavements These roadways are generally of the inter-urban type (generally of a motorway or 2 x 2 lane nature). They must meet the needs of transit traffic (long and medium distance) and withstand intense traffic with a large share of heavy goods vehicles. Certain roadways in urban areas can be considered as transit roads. These pavements are usually associated with strong operating constraints. Table B.2 — CAM depending on the type of material for transit pavements Material type

CAM value

Bituminous materials

0,8

Materials treated with binders hydraulic and cement concrete

1,3

Platform, GNT

1

B.2.2 Roadways with a service character These pavements correspond to the local road network, as opposed to the transit network. This network has multiple functions: peri-urban roads, links between towns, rural areas, tourist routes,, … Table B.3 — CAM depending on the traffic and the type of materials for the roadways Material type

T5

T4

T3-

T3+

T2, T1, T0

Bituminous materials

0,3

0,3

0,4

0,5

0,5

Granular materials treated with binders hydraulic and cement concrete

0,4

0,5

0,6

0,6

0,8

0,4

0,5

0,7

0,7

0,8

0,4

0,5

0,6

0,75

1

Treated soils Platform, GNT

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B.2.3 Urban pavements These pavements correspond to the urban road network. Table B.4 — CAM depending on the type of road and the type of materials for urban pavements Material type

Residential areas

Avenues, boulevards urban

Bituminous materials

0.1

0.1

Materials treated with binders hydraulic and cement concrete

0.1

0.2

0.1

0.2

Platform, GNT

Main routes to heavy traffic Refer to the CAM of character pavements service.

B.2.4 Roundabouts Due to their geometry, roundabouts are subject to greater aggression from heavy goods vehicles. These structures are also subject to greater construction constraints. These two parameters are taken into account by increasing the thickness of the road bed. The reference thickness will be that calculated on the basis of the traffic as defined in B.1.2.2. paragraph 4, of the CAM of the current section and of the risk defined in B.3.3.2.5. Table B.5 — Coefficients of increase in thicknesses for sizing roundabouts Seat materials Bituminous materials Soils and sands treated with hydraulic binders Graves treated with hydraulic binders Concrete

Coefficient of increase in thickness 15 % seating layers 15 % seating layers 10 % seating layers 10 % seating layers

B.3 Investment and maintenance strategies B.3.1 General The design of a road infrastructure must take into account the cumulative investment and maintenance costs. This makes it possible to compare the costs of the different solutions of a project by integrating both the construction costs, but also the costs of successive maintenance. Investment strategies are usually divided into three classes: • High initial investment which aims to guarantee a high level of service from the start, with little maintenance and inconvenience to the user. The maintenance will be mainly of the preventive type. • Low initial investment which aims to guarantee a variable level of service. The level of service will depend on the client's assumptions. In this strategy, the roadway will evolve almost to ruin. The maintenance will be mainly curative. The inconvenience to the user will increase in inverse proportion to the damage to the roadway.

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• Progressive investment that falls between the two previous strategies. The approach adopted is to guarantee a high level of service from the start, while seeking to regularly adapt the infrastructure to the expected traffic. Interviews will often be structural. The inconvenience to the user will be limited to the maintenance sequences. The calculation of these pavements and maintenance requires a good forecast of the volume of traffic and its aggressiveness.

B.3.2 Sizing duration The design time does not correspond to the life of the pavement. Indeed, a pavement will not evolve in a homogeneous manner during its use (variations in traffic, maintenance sequences, weather conditions, etc.). The sizing period is set by the client according to the use of the track, the cha racteristics of its network and its investment and maintenance strategy. The values shown in the table below are provided for information only. They can be adapted according to the manager's road policy . Table B.6 — Indicative sizing times Investment strategy

Indicative sizing times

High initial investment

20 - 30 ans

Low initial investment

10 - 15 ans

Progressive investment

10 - 15 ans

B.3.3 Calculation risk The calculation risk is defined in paragraph 5.2.5.1 dealing with the risk coefficient k r. The risk value is set by the client according to the use of the track, the characteristics of its network and its investment and maintenance strategy. This choice has a major impact on the split between the investment cost and the maintenance cost. The following tables show the risk values usually used. They can be adapted according to the manager's road policy. B.3.3.1 Current section Table B.7 — Usual risk values in current section depending on traffic and structure Type of structures Structures bituminous and semi-rigid Structures reverse

Structures mixed

Structures concrete 52

TEX

TS

T0

T1

T2

T3

T4

T5

MB

1,0

1,0

2,0

5,0

12,0

25,0

30,0

30,0

MTLH

1,0

1,0

2,5

5,0

7,5

12,0

25,0

25,0

MB

1,0

1,0

2,0

5,0

12,0

25,0

30,0

30,0

MTLH

1,0

2,0

5,0

10,0

15,0

24,0

25,0

25,0

MB

1,0

1,0

2,0

5,0

12,0

25,0

30,0

30,0

MTLH

1,0

2,0

3,0

10,0

20,0

35,0

50,0

50,0

Base / rolling

1,0

1,0

2,8

5,0

7,5

15,0

25,0

25,0

Foundation except

2,0

2,0

5,6

10,0

15,0

25,0

25,0

25,0

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BAC and BCg Foundation for BAC and BCg

50,0

50,0

50,0

50,0

50,0

50,0

50,0

50,0

B.3.3.2 Urban pavements and pavements outside the current section B.3.3.2.1

Urban pavements

For urban pavements, three risk levels are suggested for guidance. These risk levels are shown in the table below. The values are generally higher than in the current section because urban pavements are often altered . Table B.8 — Usual risk values in urban areas Residential areas

Risk

B.3.3.2.2

25 %

Avenues, boulevards urban

Main traffic lanes heavy

15 à 20 %

5%

Suspenders

The indicative risk values for suspenders are those in the table B.7. B.3.3.2.3

Service areas - parking areas

For service and parking areas, it is suggested as an indication to retain a risk of between 5 and 30%. The choice of the risk value is made : • while respecting the spirit of Table B.7, which implies in particular an adequacy between the risk value and the level of traffic expected on the area; •

by integrating the operating constraints of the area, in particular the various services.

B.3.3.2.4

Emergency stop bands

The emergency lanes must ensure the continuity of traffic in the event of an accident on the track. They can also be used to ensure continuity of the route in the case of work on the current section. As an indication, the calculation risk value is between 5 and 30% depending on foreseeable operating constraints . B.3.3.2.5

Roundabouts

Roundabouts are intersection areas for which interventions are not easy. In addition, due to their location in an infrastructure, they can significantly affect the level of use. It is therefore proposed as an indication to retain a maximum calculation ris k value of 5% for roundabouts..

B.4 Frost indices The exceptional winter is the most severe winter observed since 1951 for the geographical location concerned. The non-exceptional harsh winter is the ten-year winter of occurrence since 1951 for the geographical location concerned 53

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The choice of the reference winter depends on the policy of the client and in particular on the possibility of implementing thaw barriers. To determine the frost index to use, it is advisable to collect the available data from the climatological stations closest t o the route. Otherwise, the values in the following table corresponding to the period 1951 - 1997 can be used. Table B.9 — Frost indices of exceptional winters and non-exceptional harsh winters of main weather stations in °C x day. Reference period 1951 - 1997.

54

Harsh winter no exceptional

Station

Department

Exceptional winter

Amberieu

01

270

175

Saint-Quentin

02

225

110

Vichy

03

250

115

Saint-Auban

04

80

35

Embrun

05

165

95

Nice

06

0

0

Saint-Girons

09

120

35

Romilly

10

210

110

Carcassonne

11

85

35

Millau

12

140

65

Marignane

13

70

15

Caen

14

115

60

Cognac

16

100

35

La Rochelle

17

75

30

Bourges

18

160

70

Ajaccio

2B

0

0

Dijon

21

200

130

Rostrenen

22

85

50

Besançon

25

220

120

Montelimar

26

105

40

Luz-la-Croix-Haute

26

420

275

Evreux

27

195

115

Chartres

28

190

100

Brest

29

20

10

Nîmes

30

60

20

Toulouse

31

115

40

Bordeaux

33

95

40

Montpellier

34

55

35

Dinard

35

65

25

Rennes

35

80

35

Châteauroux

36

155

75

Tours

37

120

75

Grenoble

38

170

145

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Mont-de-Marsan

40

100

40

Romorantin

41

135

100

Saint-Etienne

42

220

110

Le-Puy-Chadrac

43

240

130

Nantes

44

75

55

Orleans

45

170

85

Gourdon

46

120

45

Agen

47

110

40

Angers

49

100

70

La Hague

50

15

5

Reims

51

235

105

Saint-Dizier

52

235

100

Langres

52

325

170

Nancy

54

320

155

Bar-le-Duc

55

340

290

Lorient

56

40

25

Metz

57

290

135

Chateau-Chinon

58

225

115

Nevers

58

190

110

Dunkerque

59

165

65

Lille

59

250

90

Beauvais

60

215

95

Alençon

61

165

70

Boulogne sur Mer

62

165

70

Clermont-Ferrand

63

225

115

Pau

64

80

30

Biarritz

64

40

10

Tarbes

65

95

35

Perpignan

66

25

0

Strasbourg

67

410

165

Mulhouse

68

415

155

Lyon - Bron

69

220

110

Tarare

69

275

155

Luxeuil

70

335

165

Macon

71

200

115

Mont Saint-Vincent

71

270

150

Le Mans

72

120

70

Challes-les-Eaux

73

225

150

Bourg Saint-Maurice

73

220

190

La Hève

76

95

60

Rouen - Boos

76

130

90

Melun

77

185

90 55

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Abbeville

80

165

90

Saint-Raphaël

83

25

0

Toulon

83

15

0

Orange

84

80

45

Poitiers

86

130

65

Limoges

87

160

80

Auxerre

89

200

95

Belfort

90

370

175

Paris - Le Bourget

93

160

85

B.5 Surface layers B.5.1 Generic criteria The design of the surface layers will be adapted to the level of traffic and the nature of the seating materials. It will include one layer (called wearing course) or two layers (called wearing course and tie course) depending on the constraints of the project and the nature of the materials selected. The choice of surface layers must also take into account : •

the owner's construction, maintenance and operation policies;

• the objectives targeted for the surface layers, namely adhesion, phonic, photometric and draining qualities, resistance to rutting, longitudinal uniformity; • the possible rise of transverse cracks; • traffic, its aggressiveness; • the geometric constraints of the project (shear, traffic channeling, etc.); • the nature and intensity of climatic constraints; • good management of runoff water to protect the bedding materials. The selection criteria proposed above are not exhaustive and must be modulated with regard to each project. For semi-rigid pavements, the thickness of the surface layer is at least 6 cm. For pavements made of concrete, the base course can also fulfill the role of wearing course. For treated soils used as a base layer, the minimum total thickness of the surface layers is given in Table B.10. Table B.10 — Minimum total thicknesses of the surface layers for a base layer in soil treated with hydraulic binders T5-

T5+

T4

T3

Fine soils

6 cm

6 cm

10 cm

12 cm

Sandy soils

ESU

6 cm

8 cm

10 cm

Gravelly soils

ESU

ESU

8 cm

10 cm

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B.5.2 Additional criteria related to the road object • Straps: the surface layers are chosen in particular according to the geometry of the strap and the speed practiced. • Areas, parking areas: the surface layers will be chosen in particular for their resistance to hydro carbons and to resist the effects of puncturing, rutting and shearing. • Canalized traffic zones: the surface layers will be chosen in particular so as to have good resistance to rutting. • Roundabouts: the surface layers will in particular be chosen so as to have good resistance to rutting and to shear stresses.

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Annexe C (normative) Taking into account the upper part of the earthworks and the layer of form in pavement sizing and frost checking

C.1 Pavement support platform classes The long-term lift classes of the roadway support platform used in the structural dimensioning calculations of roadways are shown in the table C.1. Table C.1 — Long-term lift class of the road support platform Module Class of platform

20 MPa ≤ E ≤ 50 MPa

50 MPa ≤ E ≤ 80 MPa

80 MPa ≤ E≤ 120 MPa

120 MPa ≤ E ≤ 200 MPa

E ≤ 200 MPa

PF1

PF2

PF2qs

PF3

PF4

NOTE the load-bearing values determined upon acceptance of the platform (short term) are representative of the long term only if the quality of the sub-base materials, the PST drainage conditions and the maintenance during the service life of the roadway comply with the rules of the art.

C.2 Platform coefficient taken into account during sizing When the bonded material layer rests directly on the subgrade (the possible adjustment layer being an integral part of the subgrade), the platform coefficient, k s, is a function of the lift of the platform.. Otherwise, ks is a function of the modulus of the underlying unbound material layer, this modulus being determined according to the rules in Annex D. The values of ks are specified in Table C.2. Tableau C.2 — Values of ks taken into account depending on the lift of the platform or module from the underlying layer to the layer of bonded materials considered Lift or Module

E < 50 MPa

50 MPa ≤ E < 80 MPa

80 MPa ≤ E < 120 MPa

E ≥ 120 MPa

ks

1/1,2

1/1,1

1/1,065

1

C.3 Freezing behavior of the constituent materials of the PST and of the subgrade This chapter deals with the parameters to be taken into account for the materials used in PST and as a subgrade in gel design. It does not deal with the acceptability of PST and subgrade materials which is defined by the rules of the art in earthworks. These parameters assume that the drainage conditions of the PST and the subgrade are in accordance with good engineering practice. NOTE in this chapter, the following notation is adopted: "material (Ci) Aj" according to standard NF P11-300 means "Material Aj and material CiAj".

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The frost sensitivity of PST and sub-base materials includes the susceptibility to frostbite and cryosuction. This sensitivity is determined with the help of tests depending on their nature and possible treatment. Based on their frost sensitivity, PST and sub-base materials are classified into three categories: non-freezing (SGn), low-freezing (SGp), very freezing (SGt)

C.3.1 Untreated materials The classification of the frost sensitivity of materials not treated in subbase and in PST will be carried out according to the chapters indicated in table C.3. Note: Freezing affects granular fractions and cryosuction affects fine fractions. The tests used for the characterization of the frostiness of an untreated material depend on the preponderant fraction in the behavior of the material. The frost sensitivity of materials R2, R4, R6, F3 totally burnt, F7 without plaster, purified of putrescible, crushed, screened, scraped and homogenized elements, and F8 according to standard NF P11 -300 will be identical to that of soil classes (classes A, B, C and D) corresponding to their parameters of nature and mechanical behavior after possible extraction and processing. For the determination of the frost sensitivity of angular materials comprising a 0/50 mm fraction between 60 and 80% (which can be classified C1 or C2 according to the NF P11-300 standard), these materials will be considered as C1 materials. Table C.3 — Chapters to be used for classification of frost sensitivity of untreated materials Classification of untreated materials (NF P11-300) (C1)A1, (C1)A2, (C1)A3, (C1)A4 (C1)B1 whose insensitivity to water is demonstrated (C1)B1 whose insensitivity to water is not demonstrated (C1)B2 (C1)B3 whose insensitivity to water is demonstrated (C1)B3 whose insensitivity to water is not demonstrated (C1)B4, (C1)B5, (C1)B6 C2A1, C2A2, C2A3, C2A4 C2B1 C2B2 C2B3 C2B4, C2B5, C2B6 D1, D2, D3 R1 R2 R31, R32 R33 R34 R4 R5

Paragraphe

3.1.5 3.1.1 3.1.5 3.1.5 3.1.1 3.1.5 3.1.5 3.1.2 3.1.1 3.1.2 3.1.1 3.1.2 3.1.1 3.1.4 See soil class (classes A, B, C and D) corresponding to their nature and behavior parameters mechanical after any extraction and processing

3.1.4 3.1.3 3.1.5 See soil class (classes A, B, C and D) corresponding to their nature and behavior parameters mechanical after any extraction and processing 3.1.6

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R6 F1 F2 F3 totally burnt F4 F5 F6 well incinerated, screened, scrapped, low in toxic elements soluble and stored for several month F7 without plaster, stripped of the elements putrescible, crushed, sifted, scrapped and homogenized F8

See soil class (classes A, B, C and D) corresponding to their nature and behavior parameters mechanical after any extraction and processing 3.1.6

3.1.6 See soil class (classes A, B, C and D) corresponding to their nature and behavior parameters mechanical after any extraction and processing

3.1.6 3.1.6 3.1.5 See soil class (classes A, B, C and D) corresponding to their nature and behavior parameters mechanical after any extraction and processing See soil class (classes A, B, C and D) corresponding to their nature and behavior parameters mechanical after any extraction and processing

F9 and other F materials

3.1.6

C.3.1.1 Materials (C1) B1 with demonstrated insensitivity to water, (C1) B3 with demonstrated insensitivity to water, C2B1, C2B3, D1, D2 and D3 according to standard NF P11-300 For these materials, if one of the following criteria is verified: •

LA ≤ 45 and MDE ≤ 45,

•

of category F4 carried out on the most representative class of the material,

•

or WA24 ≤ 2 % carried out on the most representative class of the material,

then they are considered as SGn. Otherwise, they are considered as SGp and the swelling slope ―p‖ to be used for the design is 0.4 mm / (°C.h)1/2. C.3.1.2 Materials C2A1, C2A2, C2A3, C2A4, C2B2, C2B4, C2B5 and C2B6 according to standard NF P11-300 For these materials, if one of the following criteria is verified: •

LA ≤ 45 and MDE ≤ 45,

•

or category F4 carried out on the most representative class of the material,

•

or WA24 ≤ 2 % carried out on the most representative class of the material,

then they are considered as SGp and the swelling slope ―p‖ to be used for the sizing is 0.4 mm / (°C.h) 1/2. If none of the three previous criteria is verified, they are considered as SGt and the swelling slope ―p‖ to be used for the design is strictly greater than 1 mm / (°C.h)1/2. C.3.1.3 R33 materials according to standard NF P11-300 R33 materials according to standard NF P11-300 are considered as SGp and the swelling slope ―p‖ to be used for the dimensioning is 0.4 mm / (°C.h)1/2.

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C.3.1.4 Materials R1, R31 and R32 according to standard NF P11-300 Materials R1, R31 and R32 according to standard NF P11-300 are considered as SGt and the swelling slope ―p‖ to be used for the dimensioning is strictly greater than 1 mm / (°C.h)1/2. C.3.1. Materials (C1) A1, (C1) A2, (C1) A3, (C1) A4, (C1) B1 whose insensitivity to water has not been demonstrated, (C1) B3 whose insensitivity to water has not been demonstrated, (C1) B2, (C1) B4, (C1) B5, (C1) B6, R34 and F6 well incinerated, screened, scraped, lightly loaded in soluble toxic elements and stored for several months, according to standard NF P11-300 For these materials, the classification of their sensitivity to freezing depends on their slope p in the gel swelling test according to Table C.4. Table C.4 — Classification of the frost sensitivity of materials of materials (C1) A1, (C1) A2, (C1) A3, (C1) A4, (C1) B1 whose insensitivity to water is not demonstrated, (C1) B3 whose insensitivity to water has not been demonstrated, (C1) B2, (C1) B4 , (C1) B5, (C1) B6, R34 and F6 well incinerated, screened, scrapped, lightly loaded with soluble toxic elements stored for several months, according to standard NF P11-300

p ≤ࡌ0,05 SGn

Slope of the test (mm / (°C.h)1/2) Classification of materials

0.05 < p ≤ࡌ 0.4 SGp

p > 0,4 SGt

The swelling slope "p" to be used for the sizing is that obtained in the gel swelling test. In the absence of a gel swelling test result, the frost sensitivity classes and the "p" slopes to be used for the design for these materials are listed in Table C.5. Table C.5 — Indicative frost sensitivity classes and "p" slopes to be used for dimensioning for materials (C1) A1, (C1) A2, (C1) A3, (C1) A4, (C1) B1 whose insensitivity to water has not been demonstrated, (C1) B3 whose insensitivity to water has not been demonstrated, (C1) B2, (C1) B4, (C1) B5, (C1) B6, R34 and F6 well incinerated, screened, scraped, lightly loaded in soluble toxic elements and stored for several months, according to standard NF P11-300 Classification of untreated materials (NF P11-300)

Frost sensitivity class

(C1) A3, (C1) A4, (C1) B1, (C1) B3, F6 well incinerated, sifted, scrapped, little loaded with soluble toxic elements and stored for several months (C1)A1, (C1)A2, (C1)B2, (C1)B4, (C1)B5, (C1)B6, R34

Swelling slope "p" usable for dimensioning en mm / (°C.h)1/2

SGp

0,4

SGt

>1

C.3.1.6 Other materials of standard NF P11-300 For the materials of the NF P11-300 standard which have not been treated in chapters 3.1.1 to 3.1.5, a specific study is necessary to determine their frost sensitivity class.

C.3.2 Materials processed C.3.2.1 Materials treated with lime alone The frost sensitivity of lime-treated materials depends on their slope p in the gel swelling test according to the table C.6. Table C.6 — Classification of frost sensitivity of materials of lime-treated materials Slope of the test (mm / (°C.h)1/2) Classification of materials

pࡌ≤ 0.05 SGn

0.05 < p ≥ࡌ 0.4 SGp

p > 0.4 SGt

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The swelling slope "p" to be used for the sizing is that obtained in the gel swelling test. In the absence of a gel swelling test result, materials treated with lime alone, with the exception of materials R1 and R3 according to standard NF P11-300, are considered as non-gelling "SGn" if, at the age corresponding to the first possible statistical appearance of the gel in the region considered, their resistance to simple compression (NF EN 13286-41) is greater than or equal to 2.5 MPa. For R1 and R3 materials, treated with lime alone and in the absence of a gel swelling test result, they can be considered as non-gelling "SGn" if they meet the following criteria: •

grind less than or equal to 20 mm ;

•

increasing to 5 mm greater than or equal to 60 % ;

• resistance to simple compression (NF EN 13286-41) at the age corresponding to the first possible statistical appearance of the gel in the region considered greater than or equal to 2.5 MPa..

In the event of inconsistency in the classification of sensitivity to frost between the results of compressive strength and swelling in frost for the same material, the results of the swelling test (NF P 98-234-2) prevail over the others. . In the absence of a gel swelling test result, materials treated with lime alone are considered to have low gel strength "SGp" when all of the following conditions are met: •

VBS ≥ 0,5 ;

•

Lime content ≥ 1.5 % ;

•

obtaining, on site, a grind less than or equal to 40 mm ;

•

minimum level of compaction « q4 »;

• CBRi (after 4 days of immersion) / IPI> 1 (NF P94-078), and IPI greater than or equal to the values in Table C.7. For materials R2, R3, R4 and R6 according to standard NF P11-300, the minimum IPI values to be used are those of the soil class (classes A, B, C and D) corresponding to their type parameters after possible extraction and processing. In this case, the slope value to be used for sizing is 0.4 mm/ (°C.h)½. Table C.7 — Minimum IPI for a treated material "little frost"

Classification of lime treated materials (NF P 11-300)

IPI ≥

(C1)A3

10

(C1)A2 - (C1)B6

15

(C1)A1 - (C1)B5

20

(C1)B4 - (C1)B2

30

C.3.2.2 Materials treated with hydraulic binders (possibly associated with lime) The frost sensitivity of materials treated with hydraulic binders (possibly associated with lime) depends on their slope p in the frost swelling test according to table C8.

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Table C.8 — Classification of the frost sensitivity of materials of materials treated with hydraulic binders (possibly associated with lime) Slope of the test (mm / (°C.h)1/2) Classification of materials

pࡌ≤0.05 SGn

0.05 < p ≤ࡌ 0.4 SGp

p > 0.4 SGt

The swelling slope "p" to be used for the sizing is that obtained in the gel swelling test.

In the absence of a gel swelling test result, materials treated with hydraulic binders (possibly associated with lime), with the exception of materials R1 and R3 according to standard NF P11-300, which do not comply with all following criteria: •

grind less than or equal to 20 mm,

•

increasing to 5 mm greater than or equal to 60%,

are considered as non-gelling ―SGn‖ if, at the age corresponding to the first possible statistical appearance of the gel in the region considered, their resistance to diametral compression ―Rit‖ (NF EN 13286 -42) is greater than or equal to 0 , 25 MPa. In the event of inconsistency in the classification of the sensitivity to frost between the results of diametral compressive strength and gel swelling for the same material, the results of the swelling test (NF P98 234-2) prevail over the others.

In the absence of a gel swelling test result, materials treated with hydraulic binders (possibly associated with lime) are considered to have low gel strength "SGp" when all of the following conditions are met : •

minimum dosage of hydraulic binder : 3% ;

• Rc ≥ 1MPa (at the age corresponding to the first possible statistical appearance of frost in the region considered) ; •

obtaining, on site, a grind less than or equal to 40 mm ;

•

minimum compaction level « q4 ».

In this case, the slope value to be used for sizing is 0.25 mm / (°C.h)½.

C.3.3 Thermal protection provided by the materials of the PST and the subgrade The "A" parameter is used to assess the thermal protection provided by the PST and sub-layer materials which have been previously classified as low freezing (SGp) or non-freezing (SGn) according to C-3-1 and C -3-2. Its value, denoted Ap for low-freezing materials and An for non-freezing materials, depends on the material and possibly on the treatment considered, is given in Table C.9. For materials R2, R3, R4, R6, F3, F6, F7 and F8 according to standard NF P11-300, the ―A‖ parameter to be used will be that of the soil class (classes A, B, C and D) corresponding to their nature parameters after any extraction and processing.

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Table C.9 — Values of "A" depending on the nature of the material of the layer considered Not treated or treated with lime alone

Classification of materials (NF P11300)

A (°C.j)1/2.m-1

64

C2A1, C2A2, C2A3, C2A4, (C1 et C2)B1, (C1 et C2)B2, (C1 et C2)B3, (C1 et C2)B4, (C1 et C2)B5, (C1 et C2)B6, D1, D2, D3 12

Treated with hydraulic binders (possibly associated with lime)

(C1)A1, (C1)A2, (C1)A3, (C1)A4, R1

(C1)B1, (C1)B2, (C1)B3, (C1)B4, (C1)B5, (C1)B6, D1, D2, D3

(C1)A1, (C1)A2, (C1)A3, (C1)A4, R1

14

13

14

Ashes Flying

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Annexe D (normative) Characteristics of pavement materials for dimensioning - normative part

Pavement materials are discussed in Annex D for the normative part and in Annex E for the informative part. For urban pavements, in the case of difficult working conditions, use may be made of material characteristic values lower than those prescribed in this Annex. The values of the corresponding reductions are given in Annex E. Annex F specifies certain implementation provisions.

D.1 Gravel untreated The mechanical parameters of GNT to be taken into account in the dimensioning of structures depend on their classification into categories, the type of structure and their use as a base or foundation layer. The classifications of GNTs in category CG1, CG2 or CG3 as well as their conditions of use are provided in Annex E. The Poisson's ratio of the GNT is taken equal to 0.35. The determination of their Young modulus involves the parameters k and Emax defined in table D.1 according to their category and the type of structure concerned. Tableau D.1 — Determination of the parameters k and Emax used for the determination of the Young's modulus of the GNT. Category

CG1

CG2

CG3

k

3

2,5

2

Emax (MPa)

600

400

200

Soft pavements

Bituminous pavements with GNT subbase k

3

Emax (MPa)

360 Inverse pavements

Emax (MPa)

480

Non appropriate

Non appropriate

Table D.2 gives the values of the stiffness modulus of GNT according to the parameters of table D.1 according to the use which is made of the material.

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Table D.2 — Determination of the stiffness modulus of GNT layers for dimensioning. Nature of the layer Flexible pavement base layer Or Reverse pavement GNT layer Flexible pavement foundation layer Or Bituminous pavement foundation layer

Young's modulus EGNT = Emax

- Subdivision of the GNT layer into underlayer 25 cm thick from the bottom (the last underlayer may have a lower thickness). - Calculation of the modulus of sub-layers indexed from bottom to top according to the relation: Pour i=1; EGNT (1) = Min ( k x Eplate-forme ; Emax) Pour i>1; EGNT (1) = Min ( k x EGNT (i-1) ; Emax)

NOTE the dependence of modulus values on depth and type of structure accounts to some extent for the non -linear character of GNTs and their increase in stiffness as a function of the average stress exerted (higher modulus in base layer than in foundation layer, higher value for low bituminous cover).

The verification criteria for these materials for bituminous structures with a GNT foundation or for inve rse structures are defined in chapter 8. The layers of GNT for flexible pavements are exempt from verification if NE < 250 000.

D.2 Materials treated with hydraulic binders Standardized materials belonging to the family of materials treated with hydraulic binders are defined in 7.2.2. According to the standards of the NF EN 14427 series (1 to 5, and 15) (see diagram (Rt, E)), these materials are divided into mechanical performance classes, noted from T1 to T5, according to their average values. Young's modulus and direct tensile strength, evaluated at 360 days. The values of the design parameters (Young's modulus E, fatigue strength ϭ6, ...) of these materials can be established according to 3 modes: i) by adopting the reference values, provided in tables D3, D4 according to the type and class of the material; ii) from measurements of modulus and direct tensile strength Rt, established by laboratory tests;; iii)from direct tensile modulus and fatigue resistance measurements ϭ6. In case i), the values taken into account must be justified before starting the works. In case ii), the direct tensile strength is measured by direct tensile tests (NF EN 13286-40) or from Rit indirect tensile tests (NF EN 13286-42). In the latter case, the direct tensile strength is evaluated by equation D.1. Equation D.1 :

In case iii), the fatigue behavior is assessed by cyclic bending tests, at constant force amplitude, on trapezoidal specimens embedded at their base (NF P98-233-1). By this test are determined the level of stress ϭ6 corresponding to 106 cycles of loading, with a probability of rupture of 50% and the standard deviation, SN, of the dispersion of the decimal logarithm of N at this level of stress. The fatigue slope takes the value mentioned in tables D.3, D.4 and D.5 depending on the type of material and its performance class . NOTE 1 : the resulting mechanical performance class must nevertheless belong to the standardized classes of the material concerned. NOTE 2

66

: the values of modulus and resistance in direct traction are the values measured or correlated to 360 days.

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NOTE 3 : the modulus of elasticity is assessed by direct tensile or simple compression tests (NF EN 13286-40 or NF EN 13286-43) on specimens stored in a sealed case at a temperature of 20 °C.

Due to the sensitivity of the mechanical performance of these materials to the nature of their constituents and to variations in formulation, the values of modulus of rigidity and fatigue resistance ultimately retained for the design take into account a reduction in the values obtained in laboratory on the basic formula. These weightings are defined in Annexe E.2.2.

D.2.1 Gravel treated with hydraulic binders and compacted road concrete Table D.3 groups together the values of the calculation parameters used as a reference for treated gravel and compacted road concrete, the composition and construction of which comply with the standards defined in chapter 2 (in particular NF P98-114-1, NF P98- 232-4 and NF P98-234-1). For these materials, a minimum level of 360-day tensile strength is also required to be obtained on the basic formula, the value of which Rt360 is set in the last column of table D.3. Table D.3 — Reference values of the calculation parameters for gravel treated with binders hydraulic and pozzolanic and compacted road concrete, compliant with standards E (MPa)

σ6 (MPa)

- 1/b

23 000

0,75

15

1

1,15

Grave Ciment (T4) Grave Hydraulic Road Binder (T4)

25 000

1,20

15

1

1,80

Grave Granulated Slag (T2) Grave Pre-ground Slag (activated with lime) (T2)

15 000

0,60

12

1

0,90

Grave Dairy preground (T3) (sulphate or calcium activator)

20 000

0,70

14

1

Grave Dag Fly Ash - Lime (T3)

22 000

0,80

13

1

1,2

Grave Fly Ash Silicoaluminous-Lime (T4)

30 000

1,40

16

1

2,10

Grave Pouzzolane Lime (T2)

15 000

0,6

12

1

0,9

Compacted Concrete Road (T4)

25 000

1,20

15

1

1,80

Compacted Concrete Road (T5)

28 000

1,85

15

1

2,80

Material Grave Cement (T3)

SN

Sh (m)

Rt360 min (MPa)

Grave Hydraulic Road Binder (T3) Grave Hydraulic Fly Ash (T3)

0,03

1,05

D.2.2 Sands treated with hydraulic binders Due to the diversity of origin of the sands and the variety of composition and dosage of binder resulting from considerations of immediate stability and long-term mechanical performance, it is necessary for each project to carry out a specific laboratory study (NF P98-114-2). The study should make it possible to specify the sensitivity of the basic formula to the dispersions (composition and implementation) that are inevitable on site. In the absence of specific laboratory studies, reference values for the design parameters are provided in Table D.4.

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Table D.4 — Values of the calculation parameters for sands treated with hydraulic binders in accordance with standards. Material

Classe Ti

E (103 MPa) σ

6

(MPa)

- 1/b

SN

Sh

10

0,8

0,025

12

0,8

0,025

T3

12 500

0,65

T2

8 500

0,43

T1

3 700

0,18

T3

17 200

0,75

T2

12 000

0,50

T1

5 000

0,21

Dairy Sand Fly Ash Lime

T2

8 500

0,43

10

0,8

0,025

Hydraulic Fly Ash Sand

T1

5 000

0,21

12

0,8

0,025

Dairy sand Pozzolan-lime sand

Sand Cement Sand Fly Ash Silicoaluminous-Lime Sand Binder Hydraulic Road

Due to the sensitivity of the mechanical performance of these materials to the nature of their constituents and to variations in formulation, the values of modulus of rigidity and fatigue resistance ultimately retained for the design take into account a reduction in the values obtained in laboratory on the basic formula. These weightings are defined in Annexe E.2.3.

D.2.3 Soils treated with hydraulic binders As for the treated sands, due to the diversity of origin of the soils and the variety of composition and dosage in binder resulting from considerations of immediate stability and long-term mechanical performance, it is necessary each time to perform a specific laboratory study according to standard NF P98 -114-3. The study of the sensitivity of the basic formula to dispersions (water content, binder, compactness) is strongly recommended for types of work sites where the volumes of pavement materials (in treated soils) exceed 5,000 m3. Unlike what exists for gravel and sands treated with hydraulic binders, there are no reference values for Young's modulus E and fatigue resistance ϭ6. These parameters must therefore be determined from laboratory tests. Due to the sensitivity of the mechanical performance of these materials to the nature of their constituents and to variations in formulation, the values of modulus of rigidity and fatigue resistance ultimately retained for the design take into account a reduction in the values obtained in laboratory on the basic formula. These weightings are defined in Appendix E.2.4. Table D.5 groups together the values of the other calculation parameters retained for the treated soils. For these materials, a minimum level of tensile strength is also required on the probable date of onset of frost, the Rt value of which is set in the last column of table D.5. Table D.5 — Reference values of the calculation parameters for soils treated with hydraulic binders, in accordance with standards Material

- 1/b

Fine soil (T1, T2, T3) Sand type soil (T1, T2, T3, T4) Grave type soil (T1, T2, T3, T4)

68

SN

0,8

Sh

Rt min (MPa)

0.04 if treatment in place 0.025 if central processing

11

0,2 1

0.05 if treatment in place 0.03 if central processing

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D.2.4 Elements common to materials treated with hydraulic binders The value of the Poisson's ratio is taken equal to 0.25. The value of the coefficient kd, the application methods of which are defined in 5.2.5.3, is taken equal to: •

/ 1.25 for hydraulic materials of class T4 and for compacted concrete of class T4 or T5;

•

1 for all other materials.

The coefficient kc takes the values given in Table D.6.

Table D.6 — Value of the coefficient kc for materials treated with hydraulic binders Material

kc

Grave cement of class T3 or T4 Grave hydraulic road binder class T3 Soils treated with hydraulic binders

1.4

Other MTLH

1.5

D.3 Bituminous materials D.3.1 Elements common to bituminous materials D.3.1.1 Poisson's ratio, tolerance on the thicknesses of the seating materials (Sh) The Poisson's ratio of these materials is taken equal to 0.35 for metropolitan France. The rule for calculating Sh is given by equation D.3, where h is the total thickness of the seat. However, in the presence of a platform with a minimum PF2qs level and adjusted to plus or minus 0.015 m, the maximum dispersion in thickness of the seat can be taken equal to 0.015 m. Equation D.3 :

D.3.1.2 Determination of sizing parameters The mechanical characteristics (modulus of rigidity, fatigue behavior) required for sizing can be defined according to one of the following two modes: i) by adopting the reference values defined in the tables for each product concerned (D.7 to D.14). These values will then be verified by tests on site materials carried out under the test conditions defined below. ii) from values derived from the results of laboratory tests on materials representative of the planned site and produced with the prescribed percentage of void. The measurements must be carried out according to the specifications of standard NF EN 13108-20 and NF P98-150-1 (levels 3 and 4 of formulation studies, determination of modulus and fatigue behavior). The elementary formulation tests are described in the standards of the NF EN 12697 series and the specific rules for determining the moduli of rigidity and fatigue resistance are detailed below. 69

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For class 2 and 3 EB-GB products and class 1, 2 and 3 EB-BBSG products, in the absence of test results on the mechanical characteristics, it is possible to retain the minimum values for sizing, tables D.7 and D.8 for GB and D.11 and D.12 for BBSG, provide that level 2 formulation studies are available and that a minimum richness modulus of the mixture specified in the specification sheet is respected documentation of hot mix standards. For thin wearing courses, the values to be taken into account are the standard values given in table D.10. D.3.1.2.1

Determination of the parameters linked to the module

The values of moduli E necessary for sizing (at 10 ° C-10Hz and at 15 ° C-10Hz or at Ɵeq-10 Hz when the equivalent temperature Ɵeq of the project is different from 15 ° C) are deduced from the results of one of the following module tests (NF EN 12697-26) : i) he two-point bending test (NF EN 12697-26, Annex A), by retaining the modulus at 10 Hz and at temperatures 10 ° C and 15 ° C or Ɵeq; ii) the direct tensile test (NF EN 12697-26, Annex E), retaining the modulus calculated at 0.02 s and at temperatures 10 ° C and 15 ° C or θeq ; iii) the direct compression tensile test (NF EN 12697-26 Annex D) at 10 Hz and at temperatures 10 ° C and 15 ° C or θeq ; iv) the indirect cyclic traction test (NF EN 12697-26 Annex F) at 10 Hz and at temperatures 10 ° C and 15 ° C or θeq ; v) he indirect impulse traction test (NF EN 12697-26 Annex C) at 124 ms and at temperatures of 10 ° C and 15 ° C. NOTE when contradictory modulus of rigidity tests are carried out in accordance with standard NF EN 12697 -26 but by different methods and, the difference in results between these tests generates a difference in the thickness of the base laye r in bituminous materials at 10%, the thickness taken into account will be that calculated from a modulus of rigidity determined according to method A.

For tests carried out under cyclic loading - i), iii), iv) or under direct traction for test ii) - the modulus value at temperature θeq and at a frequency of 10 Hz or at the load time 0.02 s can be obtained from the construction of isotherms. Test v) is only applicable at the equivalent temperature of 15 ° C. The determination of the modulus is based on carrying out a test at 15 ° C and a test at 10 ° C with charge times at 124 +/- 4 ms and is taken equal to the average of the results obtained for these two conditions (equation D.4): Equation D.4 :

For the change to the equivalent temperature ϴeq, for all the tests (i, ii, iii, iv and v), the values of the ratios E (10 ° C, 10Hz) / E (15 ° C, 10Hz) are indicated in the table D.11 for the calculation of the coefficient kθ. D.3.1.2.2

Determination of parameters related to fatigue behavior

The fatigue behavior is assessed by the flexural fatigue test (NF EN 12697-24, Annex A) carried out at 10 ° C and 25 Hz. The fatigue curve is represented by a relation of the form given by the equation 6. The dispersion on the results (on log10 N at break) is described by the standard deviation SN. The strain value in fatigue ε6 is that measured at 10 ° C-25Hz. The parameters SN and b keep the standard values of the tables (D.7 to D.9). To be acceptable, the values of the mechanical characteristics selected must, however, be within the modulus an d deformation ranges ε6 of the performance class of the material considered (Tables D.7, D.8, D.9, D. 10)

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D.3.2 Gravel bitumen (EB-GB) Gravel bitumen is classified into three performance classes (GB2, GB3 and GB4) Table D.7 — Minimum and maximum mechanical characteristics of EB-GB

Minimum values

Maximum values

Class

2

3

4

Module at15 °C - 10 Hz ou 0,02 s (MPa)

9 000

9 000

11 000

ε6 (µdef)

80

90

100

Module at15 °C - 10 Hz ou 0,02 s (MPa)

11 000

11 000

14 000

ε6 (µdef)

90

100

115

- 1/b

5

5

5

SN

0,3

0,3

0,3

kc

1,3

1,3

1,3

Values to apply flat rate

D.3.3 High modulus asphalt (EB-EME) High modulus asphalt are classified into two performance classes Table D.8 — Minimum and maximum mechanical characteristics of EB-EME

Minimum values

Class

1

2

Module at 15 °C - 10 Hz or 0,02 s(MPa)

14 000

14 000

100

130

17 000

17 000

115

145

– 1/b

5

5

SN

0,3

0,25

kc

1

1

ɛ

6

(µdef)

Module at 15 °C - 10 Hz or 0,02 s(MPa)

Maximum values

ε

6

Values to apply flat rate

(µdef)

D.3.4 Bituminous materials for thick binding and wearing courses EB-BBSG and EBBBME The EB-BBSG and EB-BBME are classified into three performance classes. The sizing method does not include a fatigue check of the wearing course and the binding layer. Table D.9 — Minimum and maximum mechanical characteristics of EB-BBSG, EB-BBME et SMA EB-BBSG Class Minimum values

Module at 15 °C 10 Hz (MPa) ε

6

(µdef)

EB-BBME

SMA

1

2 et 3

1

2 et 3

5 500

7 000

9 000

11 000

3 500

100

100

100

100

100 71

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Maximum values

Module at15 °C - 10 Hz (MPa) ε

Values to apply flat rate

9 000

11 000

11 000

14 000

6 000

115

130

115

130

130

– 1/b

5

5

5

5

5

SN

0,25

0,25

0.25

0.25

0.25

kc

1.1

1.1

1.1

1.1

1.1

6

(µdef)

D.3.5 Bituminous materials for thin binding and wearing courses Table D.10 — Mechanical properties for thin bonding and wearing course BB Thin (BBM) Module 15°C (MPa)

5 500

BB Very Thin (BBTM) 3 000

BB Draining (BBDr) 3 000

Poured asphalts Road (ACR) 5 500

D.3.6 Stiffness modulus values at 10 ° C, 10 Hz for the calculation of kθ The application of the equation given in 5.2.2, calculation of k θ, requires knowledge of the modulus of rigidity at 10 ° C, 10 Hz of bituminous materials. For all the tests (i, ii, iii, iv and v) listed in D.3.1.2, this modulus is calculated from the ratio with the modulus of rigidity at 15 ° C, 10 Hz, the values of which depending on the type of material are provided in Table D.11 below: Table D.11 — Ratio between the modulus of rigidity 10 ° C, 10 Hz and the modulus of rigidity at 15 ° C, 10 Hz of materials treated with hydrocarbon binders

EB-GB2

Ratio E(10°C, 10 Hz)/E(15°C, 10Hz) 1,32

EB-GB3

1,32

EB-GB4

1,30

EB- EME1

1,21

EB- EME2

1,21

EB- BBSG1

1,33

EB - BBSG2 et EB - BBSG3

1,33

EB- BBME1

1,33

EB- BBME2 et EB- BBME3

1,33

Material

Conventional calculation values

D.4 Cement concretes D.4.1 General Cement concretes are divided into 5 classes from BC2 to BC6, according to standard NF P98-170 on the basis of mechanical resistance at 28 days measured in the laboratory, according to standards NF EN 12390 -6 (splitting) or NF EN 12390 -3 (compression). With reference to standard NF P 98-170, the recommended concretes used as a base-rolling course are of class BC6 and BC5 or even BC4 in light traffic limited to T3 and BC3 in T4. Class BC2 and BC3 lean concretes are reserved for foundation layers. 72

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The design parameters, Young's modulus E and fatigue strength ϭ6, depend on these classes. D.4.1.1 Poisson's ratio and kc calibration and discontinuity coefficients kd The Poisson's ratio is taken equal to 0.25. The coefficient kc is taken equal to 1.5 in all cases.. The values of the coefficient k d are given in Table D.12. These coefficients are applicable in layer of base-bearing, provided that the constructive extra width provisions are respected (see Appendix F) .

Table D.12 — Values of the kd coefficient for the design of rigid pavements kd Base layer-bearing BCg/Bm ou BCg/MTLH

1/1,47

BAC/Bm ou BCg/GB3

1/1,37

BAC/GB3

1/1,07

Other structures

1/1,7

Foundation layer All structures (including lean concrete) except thick slabs

1

D.4.1.2 Tolerance on thicknesses (Sh) The value of the parameter Sh is determined according to the installation material defined in standard NF P98-170 and according to the position of the layer in the roadway, in accordance with Table D.13. Three classes of material are to be distinguished: • Type A material: surface vibration on fixed formwork; • Type B equipment: use of a battery of vibrating needles on fixed formwork, associated with a vibration of area ; • Type C equipment: slip formwork machine meeting the characteristics defined in standard NF P98-734. Table D.13 — Value of the parameter Sh for cement concretes Material type A

B

C

Foundation layer and thick slabs

0.03 m

0.03 m

0.03 m

Basecoat / bearing

0.03 m

0.02 m

0.01 m

Pavement layer

D.4.2 Mechanical performance The Young's modulus of cement concretes for dimensioning is defined according to their class according to Table D.14. The values of the fatigue parameters ϭ6, b and SN can be set using one of the following three approaches: 73

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i) performance of fatigue tests on trapezoidal specimens embedded at their base, adopting the provisions of standard NF P98-233-1 defined for hydraulic materials; ii) calculation of ϭ6 according to the passage relation given by equation E.12, from the measurement of tensile strength by splitting. The values b and SN are taken equal to those of table D.14. iii) in the absence of fatigue or splitting test results, use of the reference values in the table D.14. In cases i) and ii), the value of ϭ 6 cannot however exceed the maximum value of the material class, given in table D.15. Table D.14 — Reference values of the calculation parameters for concretes conforming to the standard NF P98-170

σ

Class

BC2

BC3

BC4

BC5

BC6

Module (MPa)

20 000

24 000

30 000

35 000

40 000

1,37

1,63

1,95

2,15

2,60

– 1/b

14

15

15

16

16

SN

1

1

1

1

1

6

reference (MPa)

Table D.15 — Maximum values of ϭ6 Class σ

6 max

(MPa)

BC2

BC3

BC4

BC5

BC6

1,5

1,8

2,1

2,4

2,7

D.4.3 Sizing of steels The sizing of the studs, connecting bars and reinforcements of the BAC is described by standard NF P98- 170. This also gives the steel grades to be used and specifies the positioning tolerances .

D.5 Parameters of Frost Bonded Pavement Materials The values of the parameters specific to each material, necessary for the thermal conduction model, are given in Table D.16. The values of the other parameters also necessary for the calculation are provided in Annex H, with the equation of the model. Table D.16 — Characteristics adopted for pavement materials and soil for the calculation of the propagation of the frost front in pavement structures W (%)

kng (W.K-1.m-1)

kg (W.K-1.m-1)

BB

ρd (kg/m3) 2350

1

2

2,1

GB

2350

1

1,9

1,9

EME*

2390

1

2,35

2,4

SB

1990

5,5

1,5

1,7

GL

2150

4

1,4

1,5

SL

1900

7

1,1

1,3

Designation

GC

2250

3

1,8

1,9

BCR

2250

3

1,8

1,9

SC

1900

8

1,42

1,66

Fine treated soils

1700

14

1,20

1,50

1900

7

1,60

1,80

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grit treated SCV

1350

14

0,6

0,93

GCV

2250

5

1,9

2,1

GP

2150

4

1,1

1,2

Concrete

2300

3

1,7

1,9

GNT

2200

4

1,8

2

Sol A 1300 32 1,1 1,8 * when using the simplified thermal conduction method, it is necessary for the EME2 material to use the parameters relating to the GB material in order to maintain a safe approach to the gait .

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Annexe E (informative) Characteristics of pavement materials for dimensioning informative part

E.1 Gravel untreated The characteristics of GNTs according to their use are defined on the basis of the criteria in tables E.1, E.2 and E.3 using the characteristics of granular mixtures, in accordance with standards NF EN 13242, NF EN 13285 and NF P18- 545. Table E.1 — Characteristics of GNT for use as a foundation layer Traffic classes Usage

Foundation

Characteristics

T5

T4

Type de GNT

GNT 1,6

GNT 2,3,5,6

Granularity d/D

0/63 0/31.5 0/20

Intrinsic characteristics of grit Manufacturing characteristics of grit Manufacturing characteristics of sands Angularity of gravel and sand alluvial

T3

T2

T1

T0 à Tex

GNT 2,3 0/31.5 - 0/20

E

D

/

C

IV

III

c

b Ang 4

Ang 3

Ang 2

Tableau E.2 — Characteristics of GNT for use as a base layer Traffic classes Usage

Characteristics

T5

T4

T3

T2

T1

T0 à Tex

Type de GNT GNT 2, 3 et 4 GNT 3 et 4 Granularity d/D 0/31.5 - 0/20 - 0/14 0/20 - 0/14 Intrinsic characteristics of grit E+ D* C Base / Manufacturing characteristics of IV III grit Manufacturing characteristics of sands b Angularity of gravel and sand Ang 3 alluvial * In the event that the mechanical performance of the GNT has been determined by the TCR test, the D code chippings can be used for T3 traffic and the E code chippings can be used for T4 traffic if the GNT is at least mechanical class C2. + Within the limit of LA ≤ 40 and MDe ≤ 35

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Table E.3 — Characteristics of GNT for use in reverse structure Traffic classes Usage

Inverse

Characteristics

T5

Type de GNT Granularity d/D Intrinsic characteristics of grit Manufacturing characteristics of grit Manufacturing characteristics of sands Angularity of gravel and sand alluvial

T4

T3

T2

T1

T0 à Tex

GNT 3 et 4 0/20 - 0/14 C III b Ang 2

/

The conditions of use of GNTs according to their type (A, B1 or B2) or their mechanical performance class (C1, C2 or C3) determined in the TCR test (NF EN 13286-7) are defined in the table E.4. Table E.4 — Conditions of use of GNTs according to their type or performance class mechanical determined by the Triaxial Repeated Loading (TCR) test. Traffic classes

Usage

Foundation

Base

T5

T4

A, B1, B2 or class mechanical C3

B1, B2 or class mechanical C3

T3

T2

Inverse

T0 to Tex

B2 or class mechanical C2 B2 or class mechanical C2

A, B1, B2 or class Mechanical C3

T1

B2 or class

/ /

mechanical C1

Note : GNT A are obtained in a single fraction. GNT B come from the mixture of at least two distinct particle size fractions in defined proportions. GNT A and B1 are compact at 80% OPM. The GNT B2 has a compactness of 82% OPM.

Table E.5. defines, on the basis of the characteristics seen previously, which categories are retained for the sizing for each of the GNTs: Table E.5 — Definition of sizing categories for GNTs Type de GNT

Category chosen for sizing

A, B1 or Class mechanical C3 CG3

B2 or Class mechanical C2 CG2

class mechanical C1 CG1

E.2 Materials treated with hydraulic binders E.2.1 Fatigue law common to materials treated with hydraulic binders The fatigue law resulting from the tests on hydraulic materials is taken according to standard NF P98 -233-1 in semi-logarithmic form (equation E.1): Equation E.1 :

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with: Rf is the flexural strength under monotonic loading (average value at 360 days); ᵦ is the slope of the fatigue line expressing the stress rate as a function of the decimal logarithm of the number of cycles (NF P98-233-1); N is the number of cycles applied. The fatigue law used for the sizing of materials treated with hydraulic binders results from an approximation of the previous law in the form of equation E.2. Equation E.2 :

where :

ϭ6

is the parameter representing the stress leading to a bending fatigue life of 106 cycles, with a 50% probability, on specimens with a ripening of 360 days;; b is the fatigue slope of the material between 105 and 107 cycles obtained in the diagram (log N, log σ). It is deduced from the value of β through the relation: Equation E.3 :

E.2.2 Gravel treated with hydraulic and pozzolanic binders and compacted road concrete The relationships between the design parameters and the laboratory test quantities measured according to the standards specified in Annex D-2, are provided through equations E.4 and E.5. The dimensioning modulus E is given by: Equation E.4 :

with : E360 is the mean value of the module evaluated at 360 days. The passage between this value and that of the modulus measured at a different age is specified in table E.6. The fatigue strength σ6 is given by: Equation E.5 :

with : Rt360 is the average value of the simple tensile strength evaluated at 360 days on the basic formula of the site, representative of the components and projected dosages. The passage between this value and that measured at a different age is specified in the table E.7.

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The 0.67 coefficient results from the 0.95 ratio between σ6 and the 360-day tensile strength, evaluated in the laboratory on the basic formula for the site, to which a reduction of 30% is applied.. In the absence of specific studies, the resistance and modulus values at 360 days for gravel treated with road hydraulic binders can be estimated from the values measured at 60 days by the correspondence coefficients indicated in Table E.6. For gravel-cement, gravel-slag, gravel-fly ash, the 360-day values are measured directly at this age or if values are obtained at earlier dates, the latter can be considered, but without a corresponding coefficient . Table E.6 — Correspondence coefficients to be taken into account for the performance estimation mechanical at one year according to series standards NF EN 14227 Mixed

Age (days), n

Rtn / Rt360

En / E360

Grave Hydraulic Road Binder

60

0,78

0,82

E.2.3 Sands treated with hydraulic and pozzolanic binders The relationships between the design parameters and the laboratory test quantities measured according to the standards specified in Annex D-2, are provided through equations E.6 and E.7. The dimensioning modulus E is given by: Equation E.6 :

with : E360 is the average value of the module evaluated at 360 days. The passage between this value and that of the modulus measured at a different age is specified in table E.8. The fatigue strength σ6 is given by : Equation E.7 :

where Rt360 is the average value of the simple tensile strength evaluated at 360 days on the basic formula of the site, representative of the components and projected dosages. The passage between this value and that measured at a different age is specified in table E.7. The coefficient 0.67 results from the ratio 0.90 between σ 6 and the tensile strength at 360 days, evaluated in the laboratory on the basic formula of the site, to which a reduction of 25% is itself applied.

The 360-day resistance and modulus values for sands treated with hydraulic binders can be estimated from the values measured at 60 days by the correspondence coefficients indicated in Table E.8, in the absence of specific studies. For cement-sands, slag-sands, fly-ash sands, the 360-day values are measured directly at this age or if values are obtained at earlier dates, the latter can be considered, but without a correspondence coefficient .

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Table E.7 — Correspondence coefficients to be taken into account for estimating mechanical performance at one year according to the standards of the series NF EN 14227 Mixed Sand Binder Hydraulic Road

Age (days), n

Rtn / Rt360

En / E360

60

0,78

0,82

E.2.4 Soils treated with hydraulic binders For treated soils, the relationships between the design parameters and the laboratory test quantities measured according to the standards specified in Annex D.2 depend on the level of treatment quality. Two quality levels are defined: AC1 and AC2 in table E.8. Table E.8 — Definition of treatment quality levels

Type of treatment

Treatment in place

Central processing

Criteria* C ou L V H E W ou I Manufacturing plant

Minimum scores or levels for each level of treatment quality AC1 AC2 2 2 3 1 2 2 3 2 3 2 2 1

NOTE the criteria and the definition of the scores for each criterion are defined in the NF P98-115 standards for the treatment in place and NF P98-732-1 for treatment in a power plant.

The relationships between the design parameters and the laboratory test quantities measured according to the standards specified in Annex D.2, are provided through equations E.8 and E.9. The dimensioning modulus E is given by: Equation E.8 : For AC2 level treatment:

For AC1 level treatment:

with : E360 is the average value of the module evaluated at 360 days. In the absence of specific results, the values used will be those measured at a minimum age of 90 days without correction.. Equation E.9 : For AC2 level treatment:

For AC1 level treatment:

with : 80

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Rt360 is the average value of the simple tensile strength evaluated at 360 days on the basic formula of the site, representative of the components and projected dosages. In the absence of specific results, the values used will be those measured at a minimum age of 90 days without correction.. σ6 labo is the average value of the fatigue resistance evaluated at 360 days on the basic formula of the site, representative of the components and projected dosages. In the absence of specific results, the values used will be those measured at a minimum age of 90 days without correction.. The 0.62 and 0.71 coefficients result from the 0.95 ratio between σ6 and the 360-day tensile strength, evaluated in the laboratory on the basic construction formula, to which a reduction of 35% and 25 % respectively are applied.

E.3 Bituminous materials E.3.1 Fatigue law common to bituminous materials The shape of the fatigue law for bituminous materials is given by the equation E.10. Equation E.10 :

with : ε6 is the parameter of the fatigue law of the bituminous material; b

is the slope of the fatigue law of the bituminous material;

N is the number of requests applied.

E.3.2 Minimum modulus values in the case of an equivalent temperature different from 15 °C For tropical-type climates (overseas France), the equivalent temperature is generally taken equal to 25 ° C, except for Guyana for which an equivalent temperature of 28 ° C can be used. The principle of calculating the equivalent temperature for other climatic conditions is presented in Appendix G. Table E.9. presents the minimum modulus values for the main bituminous materials for equivalent temperatures of 25 and 28 ° C, at 10 Hz. Table E.9 — Minimum modulus values for the main bituminous materials in the case of equivalent temperatures of 25 and 28 ° C Material

Class

Module 25°C - 10 Hz (MPa)

Module 28°C - 10 Hz (MPa)

GB

2 or 3

4 400

3 400

GB

4

5 600

4 300

EME

1 or 2

8 500

7 000

EB-BBSG

1

2 500

1 800

3 200

2 400

4 500

3 600

5 600

4 500

2 500

1 800

EB-BBSG EB-BBME classe 1 EB-BBME BBM

2 and 3 1 2 and 3

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BBTM

1 400

1 200

BBDr

1 400

1 200

ACR

2 500

1 800

E.3.3 Poisson's ratio values for temperatures greater than or equal to 25 °C For equivalent temperatures greater than or equal to 25 ° C, the value of the Poisson's ratio ʋ will be considered equal to 0,4.

E.3.4 Values of kc in the case of an equivalent temperature different from 15 °C The values of kc used are identical to those at 15 ° C (Tables D.7, D.8 and D.9).

E.4 Cement concretes The fatigue law of cement concrete for sizing is given by Equation E.11. Equation E.11 :

with : ϭ6 is the parameter representing the stress leading to a bending fatigue life of 106 cycles with a probability of 50% ; b

is the slope of the fatigue law of the material;

N is the number of cycles applied. In the absence of a standardized fatigue test for cement concretes, the value of ϭ 6 can be evaluated by a fatigue test for hydraulic materials according to standard NF P98-233-1 or from tests of resistance to splitting , produced according to standard NF EN 12390-6, according to Equation E.12 : Equation E.12 :

with : ft

is the average tensile strength by splitting at 28 days.

For materials conforming to the splitting classes of standard NF P98-170, Table E.10 gives representative values of the average strengths at 28 days in tension by splitting ft to be considered in Equation E.12. These values correspond to manufacturing plants allowing a standard deviation of 0.3 MPa to be obtained on the splitting resistance checks. Applying Equation E.12 to these values leads to the reference values in Table D.14.

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Table E.10 — Average ft values for the mechanical performance of standardized concrete Cement concrete class Splitting class Nom (NF 12390-6) S 3,3 BC6

ft way (MPa) at 28 days 4

BC5

S 2,7

3,3

BC4

S 2,4

3

BC3

S 2,0

2,5

BC2

S 1,7

2,1

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Annexe F (informative) Specific constructive provisions related to sizing

These provisions apply to roadways in interurban and urban areas, unless specifically impossible (presence of curbs for example).

F.11 Thickness rules on materials Depending on the thicknesses resulting from the sizing, it is necessary to define the number of layers to obtain optimal implementation, especially in terms of compaction and unification. The number of layers is defined according to the current thicknesses of implementation of the different types of materials. The thicknesses quoted in this appendix are those after compaction.

F.1.1 Untreated Gravel For best compaction, the GNT minimum thickness is 0.10 m for a GNT 0/14, 0.15 m for a 0/20 GNT and 0.20 m for GNT 0 / 31.5 or 0 / 63. The maximum thickness compacted in one layer can reach 0.35 m regardless of GNT. The use of type B GNT, within the meaning of the national foreword to standard NF EN 13285, is to be preferred .

F.1.2 Materials treated with hydraulic binders The minimum thickness of a layer of gravel treated with hydraulic binders or compacted concrete is 0.15 m. The maximum thickness compacted in a single layer is 0.32 m for a 0/14 bass and for a 0/20 bass. The minimum thickness of a layer of treated sand is 0.18 m. The maximum thickness compacted in a single layer is 0.32 m. The minimum thickness of a layer of treated soil is 0.20 m. The maximum thickness compacted in a single layer is 0.32 m.

F.1.3 Bituminous materials The current implementation thicknesses (NF P98 150-1) of gravel-bitumen layers are between: •

0.08 and 0.14 m for GB 0/14;

•

0.10 and 0.16 m for GB 0/20.

Typical application thicknesses for high modulus asphalt layers are between : •

0.06 and 0.08 m for EME 0/10 ;

•

0.07 and 0.13 m for EME 0/14 ;

•

0.09 and 0.15 m for EME 0/20.

F.1.4 Cement concrete The minimum thickness of a layer of cement concrete used is 0.12 m; the maximum thickness of a layer of cement concrete used is 0.45 m. 84

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F.2 Excess of pavement layers F.2.1 Bituminous structures To ensure correct execution conditions, each pavement layer has a minimum excess width of 0.20 m relative to the layer it supports. In the case of a surface layer comprising a tie layer and a wearing course, the excess width of each of these sub-layers may be limited to 0.10 m.

F.2.2 Base structure treated with hydraulic binders In relation to the nominal width of the road, it is adopted on both sides an extra width of the bituminous wearing course of 0.25 m. To ensure correct working conditions, each layer of pavement has, compared to the layer it supports, an excess width of 0.20 m.

F.2.3 Reverse structure In relation to the nominal width of the road, it is adopted on both sides an extra width of the bituminous wearing course of 0.25 m. To ensure correct working conditions, each layer of pavement has, compared to the layer it supports, an excess width of 0.20 m.

F.2.4 Cement concrete structures In order to reduce the stresses in the slab of the concrete base-bearing course, an excess width of this slab is defined according to the use of the roadway. The foundation layer has an excess width of: • 0.30 m on the right side, for a gravel foundation treated with hydraulic binders and 0.10 m for lean concrete or gravel bitumen; •

0.10 m side Terre Plein Central (TPC).

F.2.5 Treated soil structures As these materials are sensitive to water, special care must be taken in the design of pavements to avoid infiltration and stagnation of water. All or part of the following provisions may be considered: • creation of an excess width of the treated soil layer of at least 0.5 m compared to the usual construction provisions which can be waterproofed, if necessary; • stormwater drainage to ditches and outlets as quickly as possible, which can increase the transverse slope of the shoulders by waterproofing them if necessary; • creation of edge screens to eliminate internal water as quickly as possible, especially in humid climatic zones.

F.3 Specificities related to the different pavement structures F.3.1 Bituminous structure In the case where the base layer consists of two layers, the thickness of the base layer is generally equal to or greater than one centimeter than the thickness of the base layer. In the case where the base layer comprises three layers, the thickness of the deepest layer is equal to or greater than one centimeter than the thickness of the intermediate layer, itself equal to or greater than one centimeter to that of the overlying layer. 85

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However, other criteria must be taken into account such as the distance of the interfaces from the surface, obtaining a quality uni, the need to have layers of constant thickness on the cross section or that of connect to an already existing structure.

F.3.2 Base structure treated with hydraulic binders In order to move the interface between the base and foundation layers away from the surface of the road, the thickness of the base layer must be between the thickness of the foundation layer and this same thickness increased by 0, 05 m. For class 2 hydraulic sand foundations, the thickness of the base layer must be between the thickness of the foundation layer and this same thickness increased by 0.10 m. For bed structures treated with hydraulic binders, pre-cracking is mandatory for the base layer : •

when the cumulative traffic is over 6.5 million PL;

•

when it is made of materials of class T4 or higher, whatever the traffic.

The use of systems delaying the rise of cracks is possible but is done in all cases in addition to precracking.

F.3.3 Structure with floors treated with hydraulic binders A minimum quality class is necessary for the realization of pavement layers in soil. These minimum quality classes are given in the table F.1. Table F.1 — Minimum quality classes for the realization of pavement layers in soil Traffic class Base coat Foundation layer

T5

T4

T3

T2

T1

≥ T0

SOL T2

SOL T2 (*) ou SOL T3

SOL T3

(**)

(**)

-

SOL T1

SOL T1

SOL T2

SOL T2

SOL T3

-

(*) A class SOL T2 can only be accepted for sandy and gravelly soils (**)Use as a base layer for T2 or T1 traffic can be considered in the context of a site experimenting with techniques improving the quality of the seat / surface layer interface. This possibility should be considered with a minimum thickness of the overlying bituminous material (connection / bearing) of at least 0.10 m

F.3.4 Reverse structures In order to prevent water from entering the untreated layers which could cause the GNT modulus to drop, resulting in rapid ruin of the base layer, special attention must be paid to the remediation of the reverse structures .

F.3.5 Cement concrete structure With reference to standard NF P98-170, the recommended concretes used as a base-rolling course are of class BC6 and BC5, or even BC4 in light traffic limited to T3 and BC3 in T4. Lean concretes, class BC2 and BC3, are reserved for foundation layers. The cement concrete layer is considered to be glued to the treated subgrade to take into account the fact that the curing layer, before implementation of the foundation (or base) layer on the platform, is still gravelled to allow site traffic.

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NF P98-086 The non-structuring drainage layer consists of a drainage complex of geotextile type or granular materials of type d / D: 10/20 or 20/30 mm, with a minimum thickness greater than 3 times the largest diameter D.

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Annexe G (informative) Calculation of the equivalent temperature of bituminous materials

As the fatigue behavior of bituminous materials varies with temperature, the stress and damage levels of a pavement with one or more bituminous layers fluctuate over the year with temperature cycles. The dimensioning calculation is made for a constant temperature, known as the equivalent temperature ϴeq. This is such that the sum of the damage undergone by the various materials justifying a damage criterion during one year, for the annual temperature distribution of the site considered, is equal to the damage that these materials would undergo subjected to the same traffic but for a constant temperature ϴeq. The equivalent temperature is determined by applying Miner's principle. For a fixed temperature ϴi fixee, the following quantities are defined: • ε(ϴi) is the maximum dimensioning tensile deformation of the bituminous layers of the pavement under the standard dimensioning axle (value determined from the structural calculation of the projected pavement, depending on the value of the moduli of elasticity of the bituminous layers at temperature ϴi) ; • ε6(ϴi) is the strain amplitude for which the bending fracture on a specimen is obtained after 106 cycles corresponding to a probability of 50% at ϴi i °C and for the frequency f of 25 Hz. We assume (Equation G.1): Equation G.1 :

with Ni(ϴi) is the number of loadings causing fatigue failure in the laboratory for the strain level ε(ϴi) ; according to the equation G.2 : Equation G.2 :

The definition of the concept of equivalent temperature leads to the equation G.3 : Equation G.3 :

with n(ϴi) is the number of equivalent annual axle passes undergone by the roadway, at temperature ϴi. Given the expression of the function N (ϴ), the equivalent temperature is then defined implicitly by the equation G.4.

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NF P98-086

Annexe H (normative) Assumptions of the thermal conduction model used in the gel sizing and simplified method

H.1 Assumptions of the thermal conduction model The thermal conduction model used for the transition from QPF to IS assimilates pavement structures to porous media, (partially) saturated with water and liable to freeze in areas with negative temperature . The model is transient, one-dimensional along the depth z and takes into account the multilayer structure of the pavements and the distinct thermal characteristics of the various materials involved. At any time, a frozen zone can coexist in the upper part of the roadway and an unfrozen zone in the lower part, separated by the frost front, assumed to be at zero temperature. Its a priori unkno wn position changes as a function of time and is part of the unknowns of the problem. In each of the frozen / unfrozen zones, the model is based on the usual heat diffusion equations, with thermal properties of the materials depending on their water content and the physical state of the pore water (liquid or ice ). The thermodynamic equilibrium of the transition zone between frozen and unfrozen zones makes it possible to determine at any time the speed of the freezing front as a function of the thermal gr adient jump occurring in its vicinity and the latent heat of the liquid phase change / ice (Stefan's equation). The model equations are as follows.

H.1.1 Unfrozen area For the unfrozen zone, the thermal equilibrium is translated by the heat equation without a source term (equation H.1). Equation H.1 :

where : •

ϴ is the temperature (°C) ;

•

T is the time (s) ;

•

Z is the depth (m) ;

•

cng is the volume heat capacity of the materials in the unfrozen part (J/K/m3);

•

kng is the thermal conductivity of the materials of the unfrozen part (J/K/m3);

cng is calculated from the equation H.2. Equation H.2 :

90

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NF P98-086:2019-05

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where : ρ dis the dry density of the material (kg/m3); ρw is the density of water (single value for frozen and unfrozen states): 1 000 Kg/m3 ; cmat is the J/K/kg ;

specific

heat

considered

unique

for

all

pavement

materials

and

equal

to

836

cw ng is the specific heat of water in the unfrozen state, equal to 4 180 J/K/kg ; npor is the porosity of the materials assumed to be saturated, defined from their specific water content W (%) by the equation H.3. Equation H.3 :

with W (%)is the mass water content of the materials, expressed as a percentage.

H.1.2 Frozen area For the frozen zone, thermal equilibrium results in equation H.4. heat without source term. Equation H.4 :

with : cg is the volume heat capacity of the materials in the frozen part (J/K/m3) ; kg is the thermal conductivity of the materials of the frozen part (W/K/m). cg is calculated from the equation H.5. Equation H.5 :

with : cw g is the specific heat of water in the frozen state, equal to 2 090 J/K/kg.

H.1.3 Frost front The surface of separation between the frozen and unfrozen zones (frost front) is the site of a discontinuity in the thermal gradient called the "Stefan jump". Its law of evolution (equation H.6) involves the quantities, expressed at the level of the front. Equation H.6 : 91

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with : Vf is the vertical displacement speed (up or down) of the frost front (m/s) ; kng is the thermal conductivity of the material in the unfrozen state through which the frost front passes (W/K/m) ; kg s the thermal conductivity of the material in the frozen state through which the frost front passes (W/K/m); ϴng is the temperature in the unfrozen zone in the vicinity of the frost front (°C); ϴg is the temperature in the frozen zone in the vicinity of the freezing front (°C); L is the specific latent heat of water, taken as 334 kJ/kg ; nporf is the porosity of the material located at the level of the gel front (%). Table H.1 lists the numerical values of the fixed parameters of the model, independent of the nature of the pavement layers. Table H.1 — Fixed model parameters Size

Mass latent heat of ice Specific heat capacity of dry materials Mass heat capacity of unfrozen water Mass heat capacity of frozen water Density of unfrozen water Density of frozen water (change in liquid / ice volume neglected)

Value 334 kJ/kg 836 J/K/kg 4 180 J/K/kg 2 090 J/K/kg 1 000 kg/m3 1 000 kg/m3

Figures H.1 and H.2 represent the initial temperature profile and the temporal change in temperature on the surface of the roadway of the typical scenario considered in part 6.

92

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NF P98-086:2019-05

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0 0

2

4

6

8

10

12

14

16

18

-5

-10

Profondeur

-15

Depth

Temperature -20

Level PF Level PF + 10

-25

-30

-35

-40

Figure H.1 — Initial temperature conditions

Temperature imposed on the surface of roadway

Figure H.2 — Law of evolution of the surface temperature used for freeze / thaw verification

H.2 Exploitation of the results of the digital model - Determination of the IS value associated with the QPF value determined at the end of the step The surface temperature temporal curve of the typical scenario described in part 6 allows it to be associated with the surface freezing index curve defined by the equation H.7. : Equation H.7 : 93

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NF P98-086:2019-05

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where : IS

is the pavement surface frost index, expressed in °C.j ;

t

is the time expressed in days, counted from the instant t = 0 of the start of cooling ;

t°

is the time for which the surface temperature Ts becomes negative (t° = 0.06 j) ;

ln

is the natural logarithm.

The digital resolution of the gel conduction model makes it possible to calculate the temperature value ϴPF(t) at the level of the platform as a function of time and to associate it with the quantity of gel QPF(t) transmitted to the platform, from the equation H.8. Equation H.8 :

where : QPF(t)

is the frost index function transmitted to the platform ((°C x j)1/2);

t

is the time expressed in days, counted from the instant t = 0 of the start of cooling;

θPF(t)

is the temperature curve (° C) calculated at the level of the platform, as a function of time;

-θPF(t) > is the positive value of θPF(t) : < -θPF(t) > = -θPF(t) si θPF(t)