The laser profiler truck moves slowly across the subgrade. It maps every undulation in the prepared formation. In Roseville, this data feeds directly into the pavement model. The design team works with local aggregate sources. Granite and meta-volcanic crushed rock from quarries near Lincoln and Penryn supply the base and subbase layers. The asphalt concrete surface course is a hot-mix design. Binder content is optimized for the Central Valley’s summer heat. The structural number is calculated from traffic projections. ESALs are estimated over a 20-year design life. The geotechnical investigation includes R-value testing from bulk samples taken at subgrade elevation. The resilient modulus is back-calculated. The output is a layered elastic model. Thicknesses are verified against AASHTO 93 and Caltrans Highway Design Manual procedures.
The structural number is calculated from traffic projections and subgrade R-value—every layer coefficient is calibrated against local performance data from Caltrans District 3.
Our approach and scope
Local ground factors
Roseville grew rapidly after the Southern Pacific Railroad arrived in 1864. The original yard area sits on compacted fill of variable composition. Later residential and commercial developments spread across former orchard land. Deep ripping was common. But undocumented fills are a recurring problem. A pavement section designed for cut conditions fails when it encounters an old fill pocket. Differential settlement creates transverse cracks. Water enters the cracks. The base course saturates. The pavement life drops by half. The risk is managed by a dense boring grid. Cone penetration tests identify soft zones. The CPT testing pushes a cone at 2 cm per second. The tip resistance and sleeve friction log every inch. The data flags fills, soft clays, and loose sands. The pavement section is then adjusted: thicker aggregate base, geogrid reinforcement, or subgrade stabilization. The cost of this investigation is a fraction of a premature overlay.
Applicable standards
AASHTO Guide for Design of Pavement Structures (1993), ASTM D2844 Standard Test Method for Resistance R-Value, ASTM D1557 Standard Test Methods for Laboratory Compaction Characteristics, Caltrans Highway Design Manual Chapter 630
Complementary services
Subgrade R-Value Testing
Laboratory determination of the resistance value from bulk samples. The test applies a stabilometer to compacted specimens. Results feed the AASHTO structural number calculation.
Traffic and ESAL Analysis
Equivalent single axle load projections based on traffic counts and vehicle classification. The analysis defines the design lane ESALs for the 20-year period.
Layer Thickness Design
Calculation of asphalt concrete, aggregate base, and subbase thicknesses. The structural section is optimized for cost and performance using local material properties.
Typical parameters
Quick answers
What is the typical design life for a flexible pavement in Roseville?
The standard design period is 20 years for arterial and collector streets. Residential streets may use a 15-year design period. The structural section is sized to carry the projected ESALs without exceeding fatigue or rutting criteria.
What is the cost range for a flexible pavement design study in Roseville?
A full pavement design package including subgrade investigation, R-value testing, traffic analysis, and layer thickness design typically ranges from US$1,480 to US$4,640. The final cost depends on the project size, boring grid density, and number of soil units encountered.
Which asphalt binder is specified for Roseville's climate?
PG 64-16 is the standard binder for most applications. High-stress intersections and heavy truck corridors may require PG 70-10. The selection follows the Caltrans climate zone map and the project traffic level.