If we want to calculate the thickness of pavement, thickness of different layers we need data like average vehicle traffic per day, vehicles composition, the IPt, FR, design age, and vehicle growth rate. In indonesia we use bina marga method, using those data we can obtain pavement thickness, every layer. I think it is not really different with another method.

As for geotechnical parameters, of course we couldnt just use any soil or aggregates, they must be tested in geotechnical lab, is it suitable and acceptable or not to our needs. For example, thr CBR test result will test us, our sample is included in what criteria, good or bad, you can refer to aashto soil classification (a1-a7), or refer to unified soil classification (g,s,m,c,o,pt), and etc.

Nandana

What you are refering to is pavement design. As Rama advised that traffic loading and pavement material strengths are to be taken into account. In fact, road design deals with horizontal curves, vertical curves, cross-sections, table drains and batter angles. During pavement investigation, geotechnical tests such as moisture content, DCP, grading, CBR and, UCS (if stabilisation is involved) are required to work out thickness of sub-base and base. Then pavement design can be done using a software such as CIRCLY or empirical charts. Asphalt tests involved mix design using Marshal tests with suitable binder and aggregates. Please refer to the following:

http://www.pavementinteractive.org/article/marshall-mix-design/

Best regards

Ravi

you should be aware of 2 different considerations, first is the pavement thickness design which Nandana in previous answer link you to a good tool for calculating required structural thickness for pavement layers as base , sub-base, etc.  however they are all affected by both load ADT and Axel loads for on side , and soil sub-grade reaction form the other side. the soil sub-grade reaction is function of soil properties as CBR, Grading,..etc.

The second consideration is the Geo-technical approach as sub-grade reaction only represents surface layers. you should be aware of long-term effects as consolidation especially in case of using embankment , stability of side slopes, and swelling or collapsiblity in case of existence is sub soil. also the presence of organic soil in top -layers ( in first 1.5 to 2m) leads to road damage.

generally if there is not problematic soil ( collapsible, swelling, organic) , and no extra earth pressure is applied ( no embankment is used ) , CBR is a good representation for soil -sub-grade reaction. it has many correlation to  soil -sub-grade reaction (k) that can be found in PCA and AASHTOO manuals. while both CBR and K are summing up the condition of top layers.   

you should be aware of 2 different considerations, first is the pavement thickness design which Nandana in previous answer link you to a good tool for calculating required structural thickness for pavement layers as base , sub-base, etc.  however they are all affected by both load ADT and Axle loads for on side , and soil sub-grade reaction form the other side. the soil sub-grade reaction is function of soil properties as CBR, Grading,..etc.

The second consideration is the Geo-technical approach as sub-grade reaction only represents surface layers. you should be aware of long-term effects as consolidation especially in case of using embankment , stability of side slopes, and swelling or collapsiblity in case of existence is sub soil. also the presence of organic soil in top -layers ( in first 1.5 to 2m) leads to road damage.

generally if there is not problematic soil ( collapsible, swelling, organic) , and no extra earth pressure is applied ( no embankment is used ) , CBR is a good representation for soil -sub-grade reaction. it has many correlation to  soil -sub-grade reaction (k) that can be found in PCA and AASHTOO manuals. while both CBR and K are summing up the condition of top layers.   

you should be aware of 2 different considerations, first is the pavement thickness design which Nandana in previous answer link you to a good tool for calculating required structural thickness for pavement layers as base , sub-base, etc.  however they are all affected by both load ADT and Axle loads for on side , and soil sub-grade reaction form the other side. the soil sub-grade reaction is function of soil properties as CBR, Grading,..etc.

The second consideration is the Geo-technical approach as sub-grade reaction only represents surface layers. you should be aware of long-term effects as consolidation especially in case of using embankment , stability of side slopes, and swelling or collapsiblity in case of existence is sub soil. also the presence of organic soil in top -layers ( in first 1.5 to 2m) leads to road damage.

generally if there is not problematic soil ( collapsible, swelling, organic) , and no extra earth pressure is applied ( no embankment is used ) , CBR is a good representation for soil -sub-grade reaction. it has many correlation to  soil -sub-grade reaction (k) that can be found in PCA and AASHTOO manuals. while both CBR and K are summing up the condition of top layers.   

you should be aware of 2 different considerations, first is the pavement thickness design which Nandana in previous answer link you to a good tool for calculating required structural thickness for pavement layers as base , sub-base, etc.  however they are all affected by both load ADT and Axle loads for on side , and soil sub-grade reaction form the other side. the soil sub-grade reaction is function of soil properties as CBR, Grading,..etc.

The second consideration is the Geo-technical approach as sub-grade reaction only represents surface layers. you should be aware of long-term effects as consolidation especially in case of using embankment , stability of side slopes, and swelling or collapsiblity in case of existence is sub soil. also the presence of organic soil in top -layers ( in first 1.5 to 2m) leads to road damage.

generally if there is not problematic soil ( collapsible, swelling, organic) , and no extra earth pressure is applied ( no embankment is used ) , CBR is a good representation for soil -sub-grade reaction. it has many correlation to  soil -sub-grade reaction (k) that can be found in PCA and AASHTOO manuals. while both CBR and K are summing up the condition of top layers.   

http://www.pavementinteractive.org/article/1993-aashto-flexible-pavement-structural-design/

you should be aware of 2 different considerations, first is the pavement thickness design which Nandana in previous answer link you to a good tool for calculating required structural thickness for pavement layers as base , sub-base, etc.  however they are all affected by both load ADT and Axle loads for on side , and soil sub-grade reaction form the other side. the soil sub-grade reaction is function of soil properties as CBR, Grading,..etc.

The second consideration is the Geo-technical approach as sub-grade reaction only represents surface layers. you should be aware of long-term effects as consolidation especially in case of using embankment , stability of side slopes, and swelling or collapsiblity in case of existence is sub soil. also the presence of organic soil in top -layers ( in first 1.5 to 2m) leads to road damage.

generally if there is not problematic soil ( collapsible, swelling, organic) , and no extra earth pressure is applied ( no embankment is used ) , CBR is a good representation for soil -sub-grade reaction. it has many correlation to  soil -sub-grade reaction (k) that can be found in PCA and AASHTOO manuals. while both CBR and K are summing up the condition of top layers.   

http://www.pavementinteractive.org/article/1993-aashto-flexible-pavement-structural-design/