It is necessary to 'interpret' the PG binder specification in light of Austroads pavement design inputs and failure modes that are significant to New Zealand. NZTA M/1 uses dynamic viscosity Or if there is insufficient pavement material then this could be replaced by imported granular material to build the stabilised sub base layer. An advantage of a cement stabilised sub base is the ability to bridge any soft subgrade and the asphalt depth is reduced to 175 mm as per the AUSTROADS Pavement Design Guide to prevent reflective cracking. shown in Figure 14-1 and Table 14-2 of the Pedestrian Planning and Design Guide (NZTA). These zones need to be identified in the road planning stage in order to ensure there is adequate width for the Through-route. Refer to ATCOP Chapter 6 Streetscape Amenities for layout details and ATCOP Chapter 7 Road Layout and Geometric Design, Section 7.7 for The NZTA pavement guide provides "very little explanation of risk level acceptability or scrutiny". The tests were still going on when NZTA decided to roll the design out, en masse, on the The NZTA pavement guide provides "very little explanation of risk level acceptability or scrutiny" The tests were still going on when NZTA decided to roll the design out, en masse, on the 15km A cementitiously stabilised material is commonly characterised by its flexural strength and stiffness modulus; for example, as per the Australian pavement design guide Austroads (2004) and the • Fundamentals of pavement design & construction for local roads AUSTROADS Guide Figure 8.4 . fultonhogan.com . Design Traffic (ESA) 10. 3. 10. 4. 10. 5. Thickness of Granular Material (mm) 0 100 200 300 400 500. NZTA B/6 . NZTA B/8 . Subgrade . Lime . Cement . NZTA B/9 . N/A . fultonhogan.com Headed by Phillip Muir and Dr Greg Arnold, Road Science the design process uses performance based laboratory tests on pavement materials that simulates in-field performance and accurately predicts life expectancy for each pavement material type. This exclusive Road Science methodology enables laboratory testing of non-conforming aggregates and Guide to Pavement Technology Part 5: Pavement Evaluation and Treatment Design and NZ Transport Agency. Austroads is governed by a council consisting of the chief executive officer (or an alternative senior executive officer) of each of its eleven member organisations: E.3.4 Estimation of Pavement Layer and Subgrade Design Moduli NZTA's Manual of Traffic Signs and Markings (MOTSAM), Austroads' Cycling Aspects of Austroads Guides (2011) and NZTA's . NZ Supplement to Austroads Guide to Traffic Engineering Practice Part 14: Bicycles. | Page 345 . Auckland Transport Code of Practice CD006 for design details . 13.2.1 Measurement of Cycle Facility Widths . The A thicker pavement layer distributes stress over a larger area, enabling the subgrade to withstand larger loads. The standard chart used for public road design has two shortcomings for forest roads. It is based on very high volumes of traffic in excess of 10,000 ESA, requires a pavement with minimum CBR of 80%, and provides a 90% confidence The design traffic for a pavement is expressed in terms of the number of equivalent standard axles (ESA) which are expected to travel the pavement during the design period. The ESA number is a measure of the equivalent damaging effect to which the pavement will be subjected as a result of the passage of the total estimated traffic. The design traffic for a pavement is expres