Professional Documents
Culture Documents
Dr. V. Sunitha
Topics
2
Why Pavement?
• To allow the wheel loads with least possible rolling
resistance
• To enable fast moving vehicles to move safely and
comfortably at design speeds
• An earth road cannot fulfill above requirements
because-
– At high moisture contents, the soil becomes weak,
soft, and yields under heavy loads
– Undulations and unevenness causes vertical
oscillations and increases VOC.
• Hence, a pavement consisting of various layers is
constructed 3
Requirements of a pavement
An ideal pavement should meet the following requirements:
1. Sufficient thickness to distribute the wheel load stresses to a
safe value on the sub-grade soil
2. Structurally strong to withstand all types of stresses imposed
upon it
3. Adequate coefficient of friction to prevent skidding of vehicles
4. Smooth surface to provide comfort to road users even at high
speed
5. Produce least noise from moving vehicles
6. Dust proof surface so that traffic safety is not impaired by
reducing visibility
7. Impervious surface, so that sub-grade soil is well protected
8. Long design life with low maintenance cost
Types of Pavements
• Based on structural behaviour pavements are
usually classified as
– Flexible Pavement
– Rigid Pavement
5
Composition of Pavement
6
Types of Pavements
7
Types of Pavements
8
Types of Pavements
9
Composite pavements
15
Advantages of Rigid Pavement
• Good durability
• Long service life
• Withstand repeated flooding and subsurface water
without deterioration
Disadvantages of Rigid Pavement
• Traffic lanes
• Auxiliary lanes
• Ramps
• Parking areas
• Frontage roads
• Shoulders
Advantages to Flexible Pavement
21
Points Flexible Pavements Rigid Pavements
22
Points Flexible Pavements Rigid Pavements
Glare and Night Visibility Black bituminous pavements They cause glare under
are free from this defect but sunlight
they need more street lighting
Overall Economy on a life cycle Less economical than rigid More Economical
basis
23
Pavements Comparison
• Heavy vehicles consume less fuel on rigid pavements
• Subgrade
• Sub-Base Course
• Base Course
• Prime Coat between Base and Binder
• Binder Course
• Tack Coat between Binder and Surface
• Surface / Wearing Course
• Seal Coat above Surface course
25
Components of Rigid Pavements from bottom to top
• Subgrade
• Base/subbase Course
• Cement Concrete Slab
26
Structure of Flexible Pavement
• In order to take maximum advantage of this
property, material layers are usually arranged in
order of descending load bearing capacity with the
highest load bearing capacity material (and most
expensive) on the top and the lowest load bearing
capacity material (and least expensive) at the
bottom.
27
Structure of Flexible Pavement
– Surface Course: This is the top layer and the layer that
comes in contact with traffic.
– Base Course: This is the layer directly below the surface
course and generally consists of aggregates (either
stabilized or un-stabilized).
– Sub-base Course: This is the layer (or layers) under the
base layer. A sub-base is not always needed.
– Sub-grade Course: The "sub-grade" is the material upon
which the pavement structure is placed. Although there is
a tendency to look at pavement performance in terms of
pavement structure and mix design alone. The sub-grade
can often be the overriding factor in pavement
performance.
28
Subgrade
• It is a layer of natural soil prepared to receive the layers of
pavement materials placed over it.
• Loads are ultimately received by subgrade and dispersed to
the earth mass.
• Pressure transmitted on top of subgrade should be within
allowable limit.
• It is recommended that atleast top 50cm of subgrade soil is
well compacted under MDD-OMC conditions.
• Various tests done on subgrade are CBR, Triaxial, Plate Bearing
Tests etc.
29
Function and Significance of Subgrade Properties
• Soil type
• Moisture Content
• Dry Density
• Internal Structure of the soil
• Type and Mode of Stress Application
Sub-Base and Base Course
• It is made of broken stones bound or unbound aggregate.
• Sometimes even granular soil is used in sub-base.
• It is desirable to use smaller sized graded aggregates or soil
aggregate mix for proper interlocking and resistance to sink
when wet.
35
Functions of Sub-Base Layer
• To provide additional help to the base and surface courses in
distributing the loads
• To prevent intrusion of fine grained subgrade soil into base
course
• To minimize the damaging effect of frost action
• To facilitate the drainage of free water that might get
accumulated under the pavement
• If the base course is open graded, then the sub-base course
with more fines can serve as a filler between sub-grade and
the base course.
• A sub-base course is not always needed or used. For example,
a pavement constructed over a high quality, stiff sub-grade
may not need the additional features offered by a sub-base
course. In such situations, sub-base course may not be
provided. 36
Functions of Base Course
• To act as a structural portion of pavement and thus distribute
loads
• To prevent intrusion of subgrade soils into pavement (When
constructed directly over subgrade without a sub-base)
37
Surface Course
• The surface course is the layer in contact with traffic loads and
normally contains the highest quality materials. It provides
characteristics such as friction, smoothness, noise control, rut and
shoving resistance and drainage.
• In addition, it serves to prevent the entrance of excessive quantities
of surface water into the underlying base, sub-base and sub-grade.
This top structural layer of material is sometimes subdivided into two
layers.
38
Wearing Course
• This is the layer in direct contact with traffic loads. It
is meant to take the brunt of traffic wear and can be
removed and replaced as it becomes worn. A
properly designed (and funded) preservation
program should be able to identify pavement surface
distress while it is still confined to the wearing
course. This way, the wearing course can be
rehabilitated before distress propagates into the
underlying intermediate/blinder course
39
Wearing Course
• Its purpose is to give a smooth riding surface that is dense
41
Seal Coat:
Seal coat is a thin surface treatment used to water-proof the surface and to
provide skid resistance.
Tack Coat:
Tack coat is a very light application of asphalt, usually asphalt emulsion
diluted with water. It provides proper bonding between two layer of binder
course and must be thin, uniformly cover the entire surface, and set very
fast.
Prime Coat:
Prime coat is an application of low viscous cutback bitumen to an absorbent
surface like granular bases on which binder layer is placed. It provides
bonding between two layers. Unlike tack coat, prime coat penetrates into
the layer below, plugs the voids, and forms a water tight surface.
Comparison of Highway and Airport Pavements
Points Highway Pavements Airport Pavements
No. of load 100-2000 vehicles/day on a busy 500-25000 repetitions of load
repetitions highway during entire design life of the
airport pavement
Gross Weight Normal weight of laden Weight of present day aircraft is
trucks(except military and other 350 tons
special vehicles) is around 10 tons
Tyre Pressure Around 6kg/cm2 Around 28kg/cm2
Thickness of a given Thicker due to higher repetition of Less thicker due to less repetition
Pavement for a given loads of loads
wheel load and tyre
pressure
Width of Pavement Total width depend upon number Airport runway requires lot of
of lanes, generally 3.5m per lane width from 22.5m to 45m
Failure of Rigid Type Usually fails in pumping distress if No such phenomenon is noticed
Pavements situated on clayey subgrades for rigid airport pavements on
same type of soil
Failure of Flexible Distress at pavement edges Distress towards center
type of pavements
43
Factors Affecting Design and
Performance of Pavement
• Rigid and Flexible (applies to both)
1. Traffic
– Gross Load and Tire Pressure
– Properties of Subgrade and paving materials
– Repetition of loads
– Radius of Load Influence
– Speed
– Axle and Wheel Configuration
44
2. Climate
– Rainfall
– Frost Heave
– Spring Break Up
– Shrinkage and Swell
– Freeze-Thaw and wet-dry
3. Geometry
– Traffic distribution across pavement
4. Position
– Cut and Fill Sections
– Depth to water table
– Landslides and related problems
– Deep soft deposits
45
Traffic & Loading
• Axle loads
• Repetitions of Load
• Contact Area
• Vehicle Speeds
Axle Configurations and Loads
Tridem Axle
(Legal Axle Load = 24t)
Truck Configuration
4 Axle Articulated
Truck Configuration
LCV
51
Effect of Wheel Configuration
1 2 3
1.8 m
•The effect of axles 1, 2 and 3 on stresses and strains within pavement layers
should be considered independently.
•Within a group of axles, each axle can not be considered as independent.
•In the design of flexible pavements by layer theory, only the wheels on one side
are considered.
•In the design of rigid pavements by plate theory, the wheels on both sides (even at
a distance more than 1.8 m) are usually considered.
Repetitions of Axle Loads
80 kN
Standard Axle
Tyre Pressure
The pressure in an inflated rubber tube of a tyre is tyre pressure or
inflation.
CONRACT PRESSURE:
Contact pressure is a pressure or stress developed due to wheel load
over the tyre imprint area of the pavement surface.
Relationship between Contact
Pressure and Tyre Pressure
Wall of the tyre in Wall of the tyre in
Compression Tension
800
700
600
500
500 600 700 800 900
Contact pressure (kPa)
Shape of Contact Area
P
a
p
Shape of Contact Area
• The contact area can not be approximated to a circular shape in the case of
rigid pavements, as the error committed by this assumption is significant
• For the convenience of calculations, the elliptical shape is approximated by a
rectangle and two semicircles as
0.6 L
L
• Therefore, contact area Ac is given by
Ac = (0.3L)2 + (0.4L)(0.6L)
= 0.5227 L2
Wheel Load (P) Vs Contact Pressure (p)
1400
(P, p)
1200
(P, 2p)
Vertical Stress (kPa)
1000 (2P, p)
(2P, 2p)
800
600
400
200
0
0 0.5 1 1.5 2
Depth (m)
Wheel Load Vs Contact Presssure
67
For Flexible Pavement only
1. Climate
– Seasonal Variations of temperature
2. Construction and maintenance
– Poor compaction of subgrade and base
– Improper Heating of pavement materials
– Rutted base and subgrade
– Stripping
68