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Flexible Pavement PDF
Flexible Pavement PDF
FLEXIBLE PAVEMENT
THEORY AND DESIGN
Presented by:
Md. Taiyab Jawed (16M144)
Pawan Kumar (16M145)
Gyandeep Singh Arya (16M146)
2 26/10/2016
What is pavement ?
3 26/10/2016
Types of Pavement
PAVEMENT
4 26/10/2016
Flexible pavement:
5 26/10/2016
Load transfer:
6 26/10/2016
Load Transfer (continue …)
The wheel load acting on the pavement will be
distributed to a wider area, and the stress decreases
with the depth. Flexible pavement layers reflect the
deformation of the lower layers on to the surface
layer
7 26/10/2016
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT :
Typical layers of a conventional flexible pavement
includes seal coat, surface course, tack coat, binder
course, prime coat, base course, sub-base course,
compacted sub-grade, and natural sub-grade.
8 26/10/2016
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT
9 26/10/2016
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT (Continue ….)
10 26/10/2016
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT (Continue ….)
11 26/10/2016
FACTORS AFFECTING PAVEMENT DESIGN
12 26/10/2016
Design Wheel Load.
13 26/10/2016
Design Wheel Load (Continue)
14 26/10/2016
Design Wheel Load (Continue)
Equivalent single wheel load (ESWL)
15 26/10/2016
Design Wheel Load (Continue)
Repetition of loads :
16 26/10/2016
Climatic Factor
1. Temperature -
Wide temperature variations may cause damaging
effects.
Pavement becomes soft in hot weather and brittle in very
cold weather.
17 26/10/2016
Characteristic of Pavement material
1. California bearing ratio- It determines the strength
of soil sub-grade, sub-base or base and it is used for
the design of pavement.
2. Elastic modulus -It measures the materials
resistance to being deformed elastically upon
application of the wheel load.
3. Poisson Ratio – It is the ratio of lateral strain to the
axial strain caused by a load parallel axis along axial
strain.
4. Resilient modulus- The elastic modulus based on
the recoverable strain under repeated loads is called
the resilient modulus MR =σd/σr .
18 26/10/2016
Characteristic of Pavement material
(Continue ….)
The following material properties are consider for
both flexible and rigid pavements.
When pavements are considered as linear elastic, the
elastic moduli and poisson ratio are specified.
19 26/10/2016
Design procedures for flexible pavements:
Design Procedures
Mechanistic- Mechanistic
Empirical Design
Empirical Design Design
20 26/10/2016
Mechanistic-empirical design
21 26/10/2016
Failures of flexible pavements:
Different types of failure encountered in flexible
pavements are as follow.
1. Alligator cracking or Map cracking (Fatigue)
2. Consolidation of pavement layers (Rutting)
3. Shear failure cracking
4. Longitudinal cracking
5. Frost heaving
6. Lack of binding to the lower course
7. Reflection cracking
8. Formation of waves and corrugation
9. Bleeding
10. Pumping
22 26/10/2016
1. ALLIGATOR OR MAP CRACKING
(FATIGUE CRACKING)
Followings are the primary causes of
this type of failure.
23 26/10/2016
2. CONSOLIDATION OF PAVEMENT
LAYERS (RUTTING)
Formation of ruts falls in this
type of failure.
A rut is a depression or
groove worn into a road by
the travel of wheels.
This type of failure is caused
due to following reasons.
•Repeated application of
load along the same
wheel path resulting
longitudinal ruts.
•Wearing of the surface
course along the wheel
path resulting shallow
ruts.
24 26/10/2016
3. SHEAR FAILURE CRACKING:
25 26/10/2016
4. LONGITUDINAL CRACKING:
This types of cracks extents to the
full thickness of pavement.
26 26/10/2016
5. FROST HEAVING:
27 26/10/2016
6. LACK OF BINDING WITH LOWER LAYER
(POTHOLES & SLIPPAGE)
When there is lack of
binding between surface
course and underlying
layer, some portion of
surface course looses up
materials creating patches
and potholes.
Slippage cracking is one
form of this type of failure.
Lack of prime coat or tack
coat in between two layers
is the primary reason
behind this type of failure.
28 26/10/2016
7. REFLECTION CRACKING:
29 26/10/2016
8. FORMATION OF WAVES &
CORRUGATION :
Transverse
undulations appear
at regular intervals
due to the unstable
surface course
caused by stop-and-
go traffic.
30 26/10/2016
9. BLEEDING:
Excess bituminous
binder occurring on the
pavement surface
causes bleeding.
Bleeding causes a shiny,
glass-like, reflective
surface that may be
tacky to the touch.
Usually found in the
wheel paths.
31 26/10/2016
10. PUMPING:
Seeping or ejection
of water and fines
from beneath the
pavement through
cracks is called
pumping
32 26/10/2016
FAILURES OF FLEXIBLE PAVEMENTS
DESIGN CONSIDERATION:
33 26/10/2016
IRC METHOD OF DESIGN OF FLEXIBLE
PAVEMENTS (IRC: 37-2012)
1. IRC:37-1970
based on California Bearing Ratio (CBR) of subgrade
Traffic in terms of commercial vehicles (more than 3
tonnes laden weight)
2. IRC:37-1984
based on California Bearing Ratio (CBR) of subgrade
Design traffic was considered in terms of cumulative
number of equivalent standard axle load of 80 kN in
millions of standard axles (msa)
Design charts were provided for traffic up to 30 msa using
an empirical approach.
.
34 26/10/2016
Continue ….
3. IRC:37-2001
based on Mechanistic-Empirical method
Pavements were required to be designed for traffic as
high as 150 msa.
The limiting rutting is recommended as 20 mm in 20 per
cent of the length for design traffic
4. IRC:37-2012
based on Mechanistic-Empirical method
The limiting rutting is recommended as 20 mm in 20 per
cent of the length for design traffic up to 30 msa and 10
per cent of the length for the design traffic beyond
35 26/10/2016
Guidelines for Design by IRC: 37: 2012
Design Traffic:
The recommended method considers design traffic
in terms of the cumulative number of standard axles
(80 kN) to be carried by the pavement during the
design life.
Only the number of commercial vehicles having
gross vehicle weight of 30 kN or more and their axle-
loading is considered for the purpose of design of
pavement.
Assessment of the present day average traffic
should be based on seven-day-24-hour count made
in accordance with IRC: 9-1972 "Traffic Census on
36Non-Urban Roads". 26/10/2016
Traffic growth rate (r):
Estimated by Analyzing:
The past trends of traffic growth,
37 26/10/2016
Design life (n)
38 26/10/2016
Vehicle damage factor (VDF)
It is defined as equivalent number of standard axles
per commercial vehicle.
The Vehicle Damage Factor (VDF) is a multiplier to
convert the number of commercial vehicles of
different axle loads and axle configuration into the
number of repetitions of standard axle load of
magnitude 80 kN.
39 26/10/2016
Continue ….
40 26/10/2016
Example on VDF:
41 26/10/2016
Sample Size for Axle Load Survey:
42 26/10/2016
Lane distribution factor
Distribution of commercial traffic in each direction
and in each lane is required for determining the total
equivalent standard axle load applications to be
considered in the design.
43 26/10/2016
Lane distribution calculation:
1) Single-lane roads:
44 26/10/2016
Computation of Design traffic:
The design traffic in terms of the cumulative number
of standard axles to be carried during the design life
of the road should be computed using the following
equation:
45 26/10/2016
Sub-grade
Requirements of CBR: Sub grade is made up of in-
situ material, select soil or stabilized soil.
Compacted to a minimum of 97% of laboratory dry
density achieved with heavy compaction.
Minimum CBR of 8% for traffic > 450 CVPD
CBR can also be determined from Dynamic Cone
Penetrometer (60º cone) by ..
Log10 CBR = 2.465-1.12log10 N
Where, N = mm/blow
46 26/10/2016
Sub-grade (Continue…)
Where different types of soils are used in sub grade
minimum 6 to 8 average value for each type is required.
90th percentile for high volume and 80th percentile for
other category of road is adopted as design CBR .
Maximum permissible variation
47 26/10/2016
Effective CBR
Where there is significant difference between the
CBRs of the select sub grade and embankment
soils, the design should be based on effective CBR.
The effective CBR of the subgrade can be
determined from Fig.
48 26/10/2016
Lab procedure for CBR calculation:
50 26/10/2016
Resilient Modulus:
Resilient modulus is the measure of its elastic
behavior determined from recoverable deformation
in the laboratory tests.
The modulus is an important parameter for design
and the performance of a pavement.
The relation between resilient modulus and the
effective CBR is given as:
51 26/10/2016
Continue ….
The CBR of the sub-grade should be determined as
per IS: 2720 (Part 16) (36) at the most critical
moisture conditions likely to occur at site.
52 26/10/2016
Principle of pavement design:
Pavement Model:
53 26/10/2016
Check for Fatigue:
Micro cracks at the bottom of bituminous layer are
developed with every load repetition
These cracks goes on expending till they propagate
to the surface due to the large load repetition
In these guidelines, cracking in 20 per cent area has
been considered for traffic up to 30 msa and 10 per
cent for traffic beyond that.
54 26/10/2016
Check for Fatigue (Continue….)
Two fatigue equations developed based on
performance data collected during various study are
Nf= 2.21 * 10-04x [1/εt]3.89* [1/MR]0.854 (80 %
reliability)…(a)
Nf= 0.711 * 10-04x [1/εt]3.89* [1/MR]0.854 (90 %
reliability)...(b)
Where,
Nf= fatigue life in number of standard axles,
εt= Maximum Tensile strain at the bottom of the
bituminous layer, and
MR= resilient modulus of the bituminous layer.
Equation for 90% reliability implies that only 10% of
the pavement area will have more than26/10/2016
55
20% cracks.
Check for Fatigue (Continue….)
To consider the effect of volume of the bitumen and air
voids equation (b) is modified as follows
Nf =0.5161 * C * 10-04 x [1/ εt]3.89 * [1/MR]0.854………(c)
Va= per cent volume of air void and Vb= per cent volume
of bitumen in a given volume of bituminous mix.
Nf= fatigue life, єt= maximum tensile strain at the bottom
of DBM.
MR= Resilient modulus of bituminous mix.
For traffic < 30 msa consider equation (a); For traffic >
30msa equation (c) is recommened.
56 26/10/2016
Check for Rutting:
Rutting is the permanent deformation in pavement
usually occurring longitudinally along the wheel path.
Causes –
1. Deformation in sub grade /non-bituminous layer
2. Secondary compaction and shear deformation of
bituminous layer
Limiting value
20 mm in 20% length for upto 30 msa
20 mm in 10% length for > 30 msa
Rutting affects the serviceability of pavement.
57 26/10/2016
Rutting (Continue …)
Based on various studies the two equation develops
are;
Where,
N = Number of cumulative standard axles, and
εv= Vertical strain in the sub-grade
58 26/10/2016
Pavement composition as per IRC:
A flexible pavement covered in these guidelines
consists of different layers as shown in figure;
59 26/10/2016
SUB-BASE LAYER
UNBOUND SUB-BASE LAYER
Sub-base materials may consist of natural sand,
moorum, gravel, laterite, kankar, brick metal,
crushed stone, crushed slag
Sub-base materials passing 425 micron sieve when
tested in accordance with IS:2720 (Part 5) should
have liquid limit and plasticity index of not more than
25 and 6 respectively.
60 26/10/2016
SUB-BASE LAYER(Unbound SB Continue…)
When coarse graded sub-base is used as a drainage
layer, Los Angeles abrasion < 40
Required permeability; fines passing 0.075 mm
should be less than 2 per cent.
Sub-base is constructed in two layers, the lower
layer forms the separation/filter layer to prevent
intrusion of subgrade soil into the pavement and the
upper GSB forms the drainage layer to drain away
any water
Resilient modulus (MR) for granular sub-base
MRgsb = 0.2 h0.45 * MR subgrade
Where, h = thickness of sub-base layer in mm
61 26/10/2016
SUB-BASE LAYER
Bound Sub base
Material for bound sub-base may consist of soil,
aggregate or soil aggregate mixture modified with
chemical stabilizers such as cement, lime-flyash.
The drainage layer of the sub-base may consist of
coarse graded aggregates bound with about 2 per
cent cement while retaining the permeability.
Drainage and separation layers are essential when
water is likely to enter into pavements from the
shoulder, median or through the cracks in surface
layer.
62 26/10/2016
SUB-BASE LAYER(Unbound SB Continue…)
Strength Parameter:
Elastic Modulus E of bound sub-bases is
Ecgsb = 1000 * UCS
Where UCS = 28 day strength of the
cementitious granular material
63 26/10/2016
BASE LAYER
UNBOUND BASE LAYER
Base layer may consist of wet mix macadam, water
bound macadam, crusher run macadam, reclaimed
concrete etc.
Resilient modulus of the granular base is given as..
MR granular = 0.2 * h0.45 MR subgrade
Where h = thickness of granular sub-base and base,
mm
Poisson's ratio of granular bases and sub-bases
is recommended as 0.35.
64 26/10/2016
BASE LAYER(Continue..)
CEMENTITIOUS BASES :
Cemented base layers may consist of aggregates or
soils or both stabilized with chemical stabilizers, to
give a minimum strength of 4.5 to 7 MPa in 7/28
days.
Default values of modulus of rupture are
recommended for cementitious bases (MEPDG).
Cementitious stabilized aggregates - 1.40 MPa
Lime—flyash-soil - 1.05 MPa
Soil cement - 0.70 MPa
Poisson's ration of the cemented layers may be
taken as 0.25.
65 26/10/2016
Criteria for selecting Bitumen grade.
The recommended resilient modulus values of the
bituminous materials with different binders are:
66 26/10/2016
Continue …..
The Poisson’s ratio of bituminous layer depends upon the
pavement temperature and a value of 0.35 is
recommended for temperature up to 35°C and value of
0.50 for higher temperatures.
Higher viscosity of bituminous binders, which can be
achieved either by using higher viscosity grade bitumen
or modified bitumen will improve both fatigue and rutting
behavior of mixes as compared to mixes with normal
bitumen.
Fatigue equation at any pavement temperature from
20°C to 40°C can be evaluated by substituting the
appropriate value of the resilient modulus of the
bituminous mix, air void and volume of bitumen.
Catalogue of designs has been worked out for a
temperature of 35°C.
67 26/10/2016
Drainage Layer
68 26/10/2016
Drainage Layer(Continue…)
Some typical drainage system is illustrated in
following Figs….
Fig.1 Pavement along a Slope
69 26/10/2016
Drainage Layer(Continue…)
Fig. 2 Pavement with Filter and Drainage Layers
70 26/10/2016
Drainage Layer(Continue…)
Criteria to be satisfied:
The filter/separation layer should satisfy the following
criteria:
71 26/10/2016
DESIGN OF
FLEXIBLE PAVEMENT :
Presented by:
Aditya Upadhya (16M150)
Aniruddha Chopadekar (16M151)
Samarth Bhatia (16M152)
72 26/10/2016
What is design ?
73 26/10/2016
Various cases in design.
74 26/10/2016
Problem statement.
75 26/10/2016
Data collection
Material properties :
76 26/10/2016
Material properties
77 26/10/2016
Solution :
Arrange in ascending order : 2.8, 2.9, 3.8, 3.9, 4.0,
4.2, 4.3, 4.5, 4.6 and 4.7.
Calculate the percentage greater than equal of the
value as follows:
For CBR of 3.8, percentage of values greater than
equal to 3.8 = (8/10) x100 = 80%
Similarly for 2.8 % is 100%, 4.5% CBR is 80% and
so on.
Now a plot is made between Percentages of values
greater than equal to the CBR values versus the
CBR as follows.
78 26/10/2016
Continue …
79 26/10/2016
Effective CBR:
80 26/10/2016
Poisson’s ratio
Poisson’s ratio µ is define as the ratio of lateral strain
(ɛl) to the axial strain (ɛa), caused by load parallel to
the axis along which ɛa is measured.
It is found that for most of the pavement structures,
the influence of µ value is normally small.
For most of cement treated materials (soil cement,
cement treated base, lean concrete and PCC), the
value of µ normally lies between 0.10 and 0.25.
Unbound granular material lie between 0.2 and 0.5
and those for bituminous mixes range from 0.35 to
0.50
81 26/10/2016
Elastic modulus
82 26/10/2016
Resilient modulus
83 26/10/2016
Calculation of MR for Sub-grade.
84 26/10/2016
Calculation of MR for Granular base and
sub-base.
The resilient modulus is calculated as follow;
85 26/10/2016
Traffic count
Assessment of average daily traffic should be normally
based on 7 day-24hr count made in accordance with
IRC: 9 “Traffic census on non-urban roads”.
Classify traffic into different categories such as two
wheelers, three wheelers, passenger cars, trucks etc.
But only commercial vehicle with laden weight > 3 tonne
is taken into consideration of design.
Commercial vehicles are further categorised as single
axle single wheel, single axel dual wheel, Tandem axle
dual wheel and Tridem axle dual wheel.
Where no traffic count data is available, data from roads
of similar classification and importance may be used to
predict the design traffic
86 26/10/2016
Calculation of Design factor
1) Design Traffic,
2) Axle load survey,
3) Vehicle Damage Factor
4) Lane Distribution Factor
87 26/10/2016
Design Traffic:
88 26/10/2016
Calculation of Design traffic:
For our case the number of heavy commercial vehicle
per day is taken as 7 day average for 24 hour count
comes to be 2792 vehicle per day as per the last count.
89 26/10/2016
Axle load survey :
90 26/10/2016
Axle load spectrum
Single Axle Load Tandem Axle Load Tridem Axle Load
Axle load Class Percentage of Axle load Class Percentage of Axle load Class Percentage of
(KN) Axles (KN) Axles (KN) Axles
91 26/10/2016
Vehicle damage factor
The formula to calculate VDF is given as follows:
W1, W2, ….. are the mean values of the various axle load
groups.
V1, V2, …. are the respective traffic volumes.
Ws is the standard axle load.
Standard axle load for Single axle, Tandem axle and
Tridem axle is 80 KN, 148 KN and 224 KN as per
IRC: 37:2012 (Page 7)
RESULT: The VDF for Single axle load, Tandem axle
load and Tridem axle load is 4.11, 8.37 and 7.51.
92 26/10/2016
Vehicle Damage factor (Continue.)
Were sufficient information on axle loads are not
available or the small size of project does not
warrant an axle load survey the default values of
VDF may be adopted as given in the table given
below.
93 26/10/2016
Lane distribution factor.
Distribution of commercial traffic in each direction
and in each lane is required for determining the total
equivalent standard axle load applications to be
considered in the design.
Single lane road : Total vehicle in both direction.
Two lane single carriage way : 50% of total vehicle in
both direction.
Four lane single carriage way : 40% of total vehicle
in both direction.
Dual carriage way: Two lane 75%, Three lane 60%,
Four lane 45% of number of CV in each direction.
94 26/10/2016
Lane distribution factor (Continue….)
95 26/10/2016
Million standard axle
The design traffic is calculated in terms of cumulative
number of standard axle of 80 kN carried during the
design life of the road.
r = 7.5 %,
n = 20 yr. ( Expressway and Urban roads), 15 yr (NH
and SH), In this problem we have to design National
highway take n as 15 years,
A is 5000cvpd in both direction and 2500 in one
direction
96 26/10/2016
Calculation of Million std. axle.
Single axle load (N1): 45 percent vehicles are of single
axle.
A : 0.45 x 2500 = 1125, F : 4.11
N1 = 33.06 x 106 = 33.06 msa
98 26/10/2016
Determination pavement thickness
Case 1 : Bituminous pavement with untreated
granular layer
99 26/10/2016
Determination of thickness for Case 1
The thickness of various layers is determined with
the help pavement design catalogue given in IRC:
37: 2012 from page 26 to 28, for various values of
effective CBR.
100 26/10/2016
Determination of thickness for Case 1
(Continue ….)
RESULT:
For design traffic of 150msa and CBR of 7%
Thickness of subbase (GSB) is 230 mm,
Thickness of base (G. Base) is 250 mm,
Thickness of Dense Bitumen macadam (DBM) is 140
mm,
Thickness of Bituminous concrete (BC) is 50 mm
101 26/10/2016
Case 2 : Bituminous pavement with
cemented base and cemented sub-base
with aggregate inter layer of 100mm
102 26/10/2016
Continue ….
103 26/10/2016
Determination of thickness for case 2.
RESULT:
For design traffic of 150msa and CBR of 7%
Thickness of Cementitious sub-base (CT Subbase)
is 250 mm,
Thickness of Cementitious base (CT Base) is 120
mm, Aggregate interlayer is 100mm
Thickness of Dense Bitumen macadam (DBM) is 50
mm
Thickness of Bituminous concrete (BC) is 50 mm are
Obtained by interpolating the thickness of CBR 5%
and 10%.
104 26/10/2016
Calculation of Resilient Modulus (MR) for
case 2
MR subgrade = 17.6 x CBR0.64 = 17.6 x 70.64 = 61.15
Mpa.
MR Bituminous layer = 3000 Mpa (From table 7.1
Resilienent Modulus of Bituminous Mixes, page 23,
IRC: 37: 2012)
Pavement composition for 90 per cent Reliability is
BC + DBM = 100 mm,
Aggregate interlayer = 100 mm (MR = 450 MPa),
Cemented base = 120 mm (E = 5000 MPa),
Cemented subbase = 250 mm (E = 600 Mpa)
105 26/10/2016
Case 3 : Bituminous pavement with
cemented base and cemented sub-base with
SAMI layer over cemented base.
106 26/10/2016
Continue ….
107 26/10/2016
Determination of thickness for Case 3
RESULT:
Design traffic of 150 msa and CBR of 7%
thickness of Cementitious sub-base (CT Subbase) is
250 mm,
Thickness of Cementitious base (CT Base) is 165
mm,
Thickness of Dense Bitumen macadam (DBM) is 50
mm
Thickness of Bituminous concrete (BC) is 50 mm
are
obtained by interpolating the thickness of CBR 5%
and 10%.
108 26/10/2016
Case 4 Bituminous pavement with base of
fresh aggregate or RAP treated with foamed
bitumen/ Bitumen emulsion and cemented
sub-base
109 26/10/2016
Continue …
110 26/10/2016
Determination of thickness for case 4
RESULT:
Design traffic of 150 msa and CBR of 7%
Thickness of Cementitious sub-base (CT Subbase) is
250 mm,
Thickness of Treater reclaimed aspalt pavement (Treated
RAP) is 180 mm,
Thickness of Dense Bitumen macadam (DBM) is 50 mm
Thickness of Bituminous concrete (BC) is 50 mm are
Obtained by interpolating the thickness of CBR 5% and
10%.
Instead of RAP base of fresh aggregates treated with
bitumen emulsion/ foamed bitumen can be used to obtain
stronger base.
111 26/10/2016
Case 5 : Bituminous pavement with
cemented base and granular sub-base with
100mm WMM layer over cemented base:
112 26/10/2016
Continue …
113 26/10/2016
Determination of thickness for case 5
RESULT:
Design traffic of 150 msa and CBR of 7%
Thickness of Granulated Subbase (GSB) is 250 mm
Cementitious sub-base (CT Subbase) is 195 mm,
Thickness of aggregate layer is 100 mm, Thickness
of Dense Bitumen macadam (DBM) is 50 mm
Thickness of Bituminous concrete (BC) is 50 mm
Obtain by interpolating the thickness of CBR 5% and
10%.
The upper 100 mm of granular sub-base should be
open graded so that its permeability is about 300
mm/day or higher for quick removal of water entering
from surface.
114 26/10/2016
Calculation of Resilient Modulus (MR) and
Modulus of Elasticity (E):
For traffic of 150 msa, Subgrade CBR 7%,
MR subgrade = 17.6 x CBR0.64 = 17.6 x 70.64 = 61.15
Mpa.
MR Bituminous layer = 3000 Mpa (From table 7.1
Resilienent Modulus of Bituminous Mixes, page 23,
IRC: 37: 2012)
MR Aggregate = 450 Mpa and
E of cemented base is 5000 MPa,
E Granular subbase = MR subgrade x 0.20 x h0.45
Where, h = Thickness of GSB = 250 mm
= 61.15 x 0.20 x 2500.45 = 146.72 Mpa.
115 26/10/2016
Design check
To check the suitability of pavement design
discussed above we carry out checks, which ensure
safety against the failure of designed pavement.
The flexible pavement is checked for two types of
failures i.e. Rutting in pavement and Fatigue in
bottom layer of bituminous surfacing.
The following condition should be satisfied for the
design to be satisfactory
Design strain < Allowable strain
Allowable strain = Obtained by fatigue model and
rutting model
Design strain = IITpave software
116 26/10/2016
Design of Drainage layer
Design a granular drainage layer for a four lane
heavy duty divided highway for an annual
precipitation of 1200 mm. Longitudinal slope = 3 per
cent, Camber = 2.5 percent.
117 26/10/2016
Continue ...
Depth of drainage layer = 450 mm (WMM 250mm
and Sub-base 200mm) By design.
Width of drainage layer : Calculate
AB = 8.5+1+2x0.45 = 10.4 m (1m unpave shoulder)
AC = 10.4 x(3/2) = 12.48 m.
AD = 16.24 m
(hypotenious of AB and AC)
Elevation drop :
Along AC: 12.48x3% = 0.374m
Along CD: 10.40x2.5% = 0.26m
Total drop = 0.634
118 26/10/2016
Continue ….
Hydraulic gradient = [Elevation drop/ length AD]
= [0.634/16.24] =0.039
120 26/10/2016
(Decide grade by using table)
% Passing
Sieve
Grading 1 Grading 2 Grading 3 Grading 4 Grading 5 Grading 6
Opening,
Mm
20 100 100 100 100 100 100
12.5 85 84 83 81.5 79.5 75
9.5 77.5 76 74 72.5 69.5 63
4.76 58.3 56 52.5 49 43.5 32
2.36 42.5 39 34 29.5 22 5.8
2.00 39 35 30 25 17 0
0.84 26.5 22 15.5 9.8 0 0
0.42 18.2 13.3 6.3 0 0 0
0.25 13.0 7.5 0 0 0 0
0.10 6 0 0 0 0 0
0.075 0 0 0 0 0 0
Coeff. Of
permeability 3 35 100 350 850 950
m/day
122 26/10/2016
Recommendations.
Thickness charts with BC/ SDBC are valid for all
rainfall area.
For pavement carrying heavy traffic wearing course
laid over WBM shows better performance.
For low traffic (upto 5 msa) bitumen surfacing with
two coats is found to be suitable.
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Conclusion
Time to time revisions of code provision are needed
keeping in view changes in traffic pattern and
development of new technologies. Further with the
gain of experience in the design as well as
construction procedure of flexible pavement have
demanded certain changes.
Hence by considering the above factors IRC: 37:
2012 includes some conceptual changes in the
design of flexible pavement such as inclusion of
Resilience moduli and consideration of strain in
design.
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Conclusion .
This code also encourages the use IIT pave software
which is newly recommended.
Since the use of semi-mechanistic approach, the
design is not only based on the experience but it
also gives parameters (strain parameter) to check
the obtained design.
Solution to the above pavement design problem
shows that the thickness design varies with the
variation in various factors.
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References
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Thank you .
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