A STUDY ON THE PAVEMENT CONSTRUCTION PROCESS IN THE SITE

A Seminar report submitted in partial fulfilment of the requirements

For the award of degree of
BACHELOR OF TECHNOLOGY
IN
CIVIL ENGINEERING
(2018-2021)
By
A.SAI KUMAR 18B45A0106
Under the esteemed guidance of
Ms. K. VANDANA

M. Tech (Structural Engineering)

Asst. Professor

DEPARTMENT OF CIVIL ENGINEERING

ASK COLLEGE OF TECHNOLOGY AND MANAGEMENT
(Approved by AICTE, NEW DELHI & Affiliated to JNTUK, KAKINADA)
ANAKAPALLE-531001
Visakhapatnam District, A.P., INDIA

July-2021
 A S K COLLEGE OF TECHNOLOGY AND MANAGEMENT
DEPARTMENT OF CIVIL ENGINEERING
(Approved by AICTE, NEW DELHI Affiliated to JNTUK, KAKINADA)

ANAKAPALLE–531001
VISHAKAPATNAM

CERTIFICATE

Certified that the work which is being presented in the project entitled “A STUDY ON THE
PAVEMENT CONSTRUCTION PROCESS IN THE SITE” submitted by A.SAIKUMAR
(18B45A0106) in partial fulfilment of the requirements for the award of the degree of Bachelor of
Technology in Civil Engineering.

Seminar Supervising Faculty. HEAD OF THE DEPARTMENT

Ms.K.VANDANA M.Tech. Ms. B.NAVYA M.Tech

PRINCIPAL
 ACKNOWLEDGMENT

At first, we would like to thank everyone who contributed to our education and research at A
S K College of Technology and Management during the last 3 years of stay in the campus.

We would like to express our gratitude to Ms. K. Vandana for her guidance and supervision
throughout this work, without which we would never have completed this work.

Our thanks are duo to Ms. B. Navya Head of the department of Civil Engineering for
providing all the facilities to carry out the project work. It is our duty to thank all the faculty
members of Civil Engineering, for their continuous encouragement and support.

Our grateful thanks to Dr.VasantaRajendra Prasad, Principal, ASK College of

Technology and Management, Who has been a great source of inspiration, for his moral
support and providing all the facilities.

We want to express our grateful thanks to Members of Anakapall Merchants

Association especially, Sri Konathala Lakshmi Narayana Rao, Sri K. Bala
Subramanyamanyam their valuable suggestions, support and help extended whenever
necessary.

It is a great pleasure to thank a number of co-students, friends and relatives for their
emotional support, interest and companionship.

Finally, we are indebted to our parents, sisters and brothers for their support, assistance
and prayers throughout our educational career and all our life.

Any omission in this brief acknowledgement does not mean lack of gratitude.
 DECLARATION

We hereby declare that project report entitled A STUDY ON THE PAVEMENT

CONSTRUCTION PROCESS IN THIS SITE is a genuine project work carried out by me,
in B.Tech (civil engineering) degree course of JAWAHARALAL NEHRU
TECHNOLOGY UNIVERSITY,KAKINADA and has not been submitted to any other
course or university for award any degree of me.

A.SAIKUMAR
18B45A0106
 ABSTRACT

Pavement is the actual travel surface especially made durable and service able to withstand
the traffic load and strain load coming upon it. Pavement grants friction for the vehicles
thusProviding comfort to y the driver and transfer the traffic load from the upper surface to
the neutral soil. Pavement begins by properly grading and preparing the site aggregate sub-
base and base course which are topped with the finish Pavement.

Pavements are an essential part of our life. We use them as roads, runways, parking lots, and
driveways. Pavements are engineered structures and are important for our everyday life,
commerce and trade, and defence. Surface transportation is the most widely used mode of
transportation in the world, and a country’s development is often measured in terms of its
total paved road mileage. The construction of roads is and will continue to be a major
industry in developing countries, and as the infrastructure matures, it will be a major industry
in developed countries as well.

Like any other engineered structure, pavements are expected to be adequately strong and
durable for their design life. They are expected to function properly by providing a smooth
traveling surface for the traffic under various conditions of the environment. In order to
ensure this, pavements must be designed, constructed, maintained, and managed properly.
 CONTENT

1.Introduction

2.Pavement

3.Functions

4.Pavement types

5.Pavement construction methodology

6.Equipment

7.Conclusion

8.References
 1.INTRODUCTION

Development of a country depends on the connectivity of various places with adequate road
network. Roads constitute the most important made of communication in areas where
railways have not Development much, India has of the largest roads network in the world.

A highway pavement is a structure consisting of superimposed layers of processed material

above the natural soil sub-grade, whose primary function is to distribute the applied vehicle
loads to the sub-grade. The pavement structure should be able to provide a surface of
acceptable riding quality, adequate skid resistance, favourable light reflecting characteristics,
and low noise pollution. The ultimate aim is to ensure that the transmitted stresses due to
wheel load are sufficiently reduced, so that they will not exceed bearing capacity of the sub-
grade. Two types of pavements are generally recognized as serving this purpose, namely
flexible pavements and rigid pavements.
 2.PAVEMENT

Pavement, in civil engineering, durable surfacing of a road, airstrip, or similar area. The
primary function of a pavement is to transmit loads to the sub-base and underlying soil.
Modern flexible pavements contain sand and gravel or crushed stone compacted with a
binder of bituminous material, such as asphalt, tar, or asphaltic oil. Such a pavement has
enough plasticity to absorb shock. Rigid pavements are made of concrete, composed of
coarse and fine aggregate and Portland cement, and usually reinforced with steel rod or mesh.

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 cost.
 3.FUNCTIONS

The most important function of the pavement is to withstand the load applied from a vehicle
such as a truck or an aircraft, without deforming excessively. The layered structure of the
pavement is meant for ensuring that the load is spread out below the tire, such that the
resultant stress at the bottom layer of the pavement, the subgrade, is low enough not to cause
damage. The most significant load applied to a pavement surface comes from a truck or an
aircraft tire. The approach in an exile pavement is to spread the load in such a way that the
stress at the subgrade soil level is small enough so that it can sustain the stress without any
major deformation. When the existing soil is not stiff enough to support the relatively small
stress, then there is a need to improve the soil. There is also a need to improve the soil if it is
susceptible to moisture. Such a problem can be solved by treating the soil with an additive,
such as lime and a Portland cement.

Since pavements are exposed to the environment, a very important factor in the design of
pavements is the consideration of water, which could be coming from rain/snow (surface
water) and/or from the ground (ground/subsurface water). Since water can be detrimental to a
pavement, a basic necessity of designing a proper pavement is to provide adequate drainage
for both surface and subsurface water. Standing water on a pavement can cause hydroplaning,
skidding, and accidents. There is a need to make sure that water from precipitation is drained
away quickly and effectively and that there is no depression on the roads to collect water.
Water present in frost-susceptible soils in the subgrade can freeze, causing heaving and
failure of the pavement. Therefore, frost-susceptible materials should be avoided. If this is not
possible, then the pavement structure above the subgrade should be thick enough to prevent
the freezing front from reaching the frost-susceptible
 4.TYPES OF PAVEMENTS

The pavements can be classified based on the structural performance into two, flexible
pavements and rigid pavements. In flexible pavements, wheel loads are transferred by grain-
to-grain contact of the aggregate through the granular structure. The flexible pavement,
having less flexural strength, acts like a flexible sheet (e.g. bituminous road). On the contrary,
in rigid pavements, wheel loads are transferred to sub-grade soil by flexural strength of the
pavement and the pavement acts like a rigid plate (e.g. cement concrete roads). In addition to
these, composite pavements are also available. A thin layer of flexible pavement over rigid
pavement is an ideal pavement with most desirable characteristics. However, such pavements
are rarely used in new construction because of high cost and complex analysis required.

Flexible pavements

Figure 1: Load transfer in granular structure

1. Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-grain
transfer through the points of contact in the granular structure.
2. The wheel load acting on the pavement will be distributed to a wider area, and the stress
decreases with the depth.
3. Taking advantage of this stress distribution characteristic, flexible pavements normally
has many layers.
4. The design of flexible pavement uses the concept of layered system. Based on this,
flexible pavement may be constructed in a number of layers and the top layer has to be of
best quality to sustain maximum compressive stress, in addition to wear and tear.
5. The lower layers will experience lesser magnitude of stress and low quality material can
be used.
6. Flexible pavements are constructed using bituminous materials. These can be either in the
form of surface treatments (such as bituminous surface treatments generally found on low
volume roads) or, asphalt concrete surface courses (generally used on high volume roads
such as national highways).
7. Flexible pavement layers reflect the deformation of the lower layers on to the surface
layer (e.g., if there is any undulation in sub-grade then it will be transferred to the surface
layer).
8. In the case of flexible pavement, the design is based on overall performance of flexible
pavement, and the stresses produced should be kept well below the allowable stresses of
each pavement layer.
Types of Flexible Pavements

The following types of construction have been used in flexible pavement:

1. Conventional layered flexible pavement,

2. Full - depth asphalt pavement, and
3. Contained rock asphalt mat (CRAM).

Conventional flexible pavements are layered systems with high quality expensive materials
are placed in the top where stresses are high, and low quality cheap materials are placed in
lower layers.

Full - depth asphalt pavements are constructed by placing bituminous layers directly on the
soil sub-grade. This is more suitable when there is high traffic and local materials are not
available.

Contained rock asphalt mats are constructed by placing dense/open graded aggregate layers
in between two asphalt layers. Modified dense graded asphalt concrete is placed above the
sub-grade will significantly reduce the vertical compressive strain on soil sub-grade and
protect from surface water.

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 (Figure 2).

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.

Figure 2: Typical cross section of a flexible pavement

Surface course
Surface course is the layer directly in contact with traffic loads and generally contains
superior quality materials. They are usually constructed with dense graded asphalt
concrete(AC). The functions and requirements of this layer are:

 It provides characteristics such as friction, smoothness, drainage, etc. Also it will prevent
the entrance of excessive quantities of surface water into the underlying base, sub-base
and sub-grade,
 It must be tough to resist the distortion under traffic and provide a smooth and skid-
resistant riding surface,
 It must be water proof to protect the entire base and sub-grade from the weakening effect
of water.
Binder course
This layer provides the bulk of the asphalt concrete structure. It's chief purpose is to distribute
load to the base course The binder course generally consists of aggregates having less asphalt
and doesn't require quality as high as the surface course, so replacing a part of the surface
course by the binder course results in more economical design.

Base course
The base course is the layer of material immediately beneath the surface of binder course and
it provides additional load distribution and contributes to the sub-surface drainage It may be
composed of crushed stone, crushed slag, and other untreated or stabilized materials.

Sub-Base course
The sub-base course is the layer of material beneath the base course and the primary
functions are to provide structural support, improve drainage, and reduce the intrusion of
fines from the sub-grade in the pavement structure 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.

Sub-grade
The top soil or sub-grade is a layer of natural soil prepared to receive the stresses from the
layers above. It is essential that at no time soil sub-grade is overstressed. It should be
compacted to the desirable density, near the optimum moisture content.

Failure of flexible pavements

The major flexible pavement failures are fatigue cracking, rutting, and thermal cracking. The
fatigue cracking of flexible pavement is due to horizontal tensile strain at the bottom of the
asphaltic concrete. The failure criterion relates allowable number of load repetitions to tensile
strain and this relation can be determined in the laboratory fatigue test on asphaltic concrete
specimens. Rutting occurs only on flexible pavements as indicated by permanent deformation
or rut depth along wheel load path. Two design methods have been used to control rutting:
one to limit the vertical compressive strain on the top of subgrade and other to limit rutting to
a tolerable amount (12 mm normally). Thermal cracking includes both low-temperature
cracking and thermal fatigue cracking
Figure 3: Typical cross section of a flexible pavement
 Rigid pavements

Rigid pavements have sufficient flexural strength to transmit the wheel load stresses to a

wider area below. A typical cross section of the rigid pavement is shown in Figure 3.

Compared to flexible pavement, rigid pavements are placed either directly on the prepared

sub-grade or on a single layer of granular or stabilized material. Since there is only one layer

of material between the concrete and the sub-grade, this layer can be called as base or sub-

base course.

Figure 3: Typical Cross section of Rigid pavement

In rigid pavement, load is distributed by the slab action, and the pavement behaves like an
elastic plate resting on a viscous medium (Figure 4). Rigid pavements are constructed by
Portland cement concrete (PCC) and should be analysed by plate theory instead of layer
theory, assuming an elastic plate resting on viscous foundation. Plate theory is a simplified
version of layer theory that assumes the concrete slab as a medium thick plate which is plane
before loading and to remain plane after loading. Bending of the slab due to wheel load and
temperature variation and the resulting tensile and flexural stress.

A rigid pavement structure is composed of a hydraulic cement concrete surface course and

concealed base and sub- - Base course. The surface course is the rigid layer and provides the

majority of the strength. While, in the case of rigid pavements most of the slight load goes to

the underlying strain.

 Types of Rigid Pavements

Rigid pavements can be classified into four types:

1. Jointed plain concrete pavement (JPCP),

2. Jointed reinforced concrete pavement (JRCP),
3. Continuous reinforced concrete pavement (CRCP), and
4. Pre-stressed concrete pavement (PCP).

Jointed Plain Concrete Pavement

Are plain cement concrete pavements constructed with closely spaced contraction joints.
Dowel bars or aggregate interlocks are normally used for load transfer across joints. They
normally has a joint spacing of 5 to 10m.

Jointed Reinforced Concrete Pavement:

Although reinforcements do not improve the structural capacity significantly, they can
drastically increase the joint spacing to 10 to 30m. Dowel bars are required for load transfer.
Reinforcements help to keep the slab together even after cracks.

Continuous Reinforced Concrete Pavement:

Complete elimination of joints are achieved by reinforcement.

Failure criteria of rigid pavements

Traditionally fatigue cracking has been considered as the major, or only criterion for rigid
pavement design. The allowable number of load repetitions to cause fatigue cracking depends
on the stress ratio between flexural tensile stress and concrete modulus of rupture. Of late,
pumping is identified as an important failure criterion. Pumping is the ejection of soil slurry
through the joints and cracks of cement concrete pavement, caused during the downward
movement of slab under the heavy wheel loads. Other major types of distress in rigid
pavements include faulting, spalling, and deterioration.

Pavements form the basic supporting structure in highway transportation. Each layer of
pavement has a multitude of functions to perform which has to be duly considered during the
design process. Different types of pavements can be adopted depending upon the traffic
requirements. Improper design of pavements leads to early failure of pavements affecting the
riding quality also.
Problems

1. The thin layer of bitumen coating between an existing bituminous layer and a new
bituminous layer is:

 Seal coat
 Intermediate coat
 Tack coat
 Prime coat

2. Rigid pavements are designed by

 Rigid plate theory

 Elastic plate theory
 Infinite layer theory
 Interlocking of aggregates

Figure 4: Typical cross section of a rigid pavement

 5..PAVEMENT CONSTRUCTION METHODOLOGY

Flexible Pavement

Preparation of the existing base course layer. The existing surface is prepared by removing

the pot holes or rust it any. The irregularities are filled in with premix chippings at least a

weak before laying surface course.

Application of tack coat

It is desirable to lay AC layer over a bituminous base or binder course. A tack coat of

bitumen is applied at 6.0 to 7.5 kg per 10 sq. Meter area, the quantities may be increased to

7.5 to 10 kg for non bituminous base.

Preparation and placing of premix

The premix is prepared in a hot mix plant of a required capacity with the desired quality

control. The bitumen may be heated up to 150 to 177degree c and the aggregate temperature

should not different by over 14 deg c.

From the binder temperature. The not mixed Materials is collected from the mixture by the

transporters, carried to the location is spread by a mechanical paver at a temperature of 121 to

163 deg c the camber and the thickness of the layer are accurately vinified.

Rolling

 The initial a break rolling is done by 8 to 12 tones roller and intermediate rolling is done

with a fixed wheel pneumatic roller of 15 to 30 tones having a type pressure of 7kg per

sq. cm. The wheels of the roller are kept damp with water.

 The final rolling or finishing is done by 8 to 10 tonetendonroller.

 Rigid Pavement

Preparation of subgrade

The first step of rigid Pavement construction is the preparation of subgrade cutting and filling

work is done according to the requirements and compaction work is carried out. The light

application of water should be done during compaction work.

Preparation sub-base course

It is provided when the subgrade is weak in the case of strong sub- -grade there is no need for

the sub-base course. Sub-base course is a mixture of soil and small stone pieces. After the

provision of sib-base, it should be completed.

Preparation of the base course

Then built non-erosive base course with and steams maintaining slopes for water disposal

purpose. Voids and gaps between the boulders or big stones are filled with small stones,

strong stones with regular shape are generally preferred. The thickness of base course should

be a minimum of 6 inches.

4. Surface course preparation

Construct the slab of concrete above the base course for high traffic road It’s thickness should

not be less than 12 inches. For long traffic road, it’s thickness should not be less than 6

inches.
 6.EQUIPMENT

 Excavator
 Dragline Excavator
 Bulldozers
 Graders
 Wheel Tractor Scraper
 Trenchers
 Loaders
 Tower Cranes
 Pavers
 Compactors
 Dump Trucks
 Pile Boring Machine
 Pile Driving Machine
 7.CONCLUSION

 Inprojectwork, an attempt is made to incorporate latest techniques of geometricdesign, pavement desi

gn for a road for an NH16 from anakapalle to

anandapuramThe IRC specifications are based on rational thinking, the proposed road issafe in both g

eometrics as well as pavement design.It is also proposed to design a flexible pavement by Group Inde

x method and CBRmethod.

 Some more methods are available in the design of flexible pavement, which are muchadvanced like

California resisting value method, Mc leod method, Triaxial method and Burnistermethod. Because o

f the limitations of time and scope, only GI method and CBR method areadopted.

 To have a practical concept of estimation analysis, an attempt is made estimmate the quantities

of earth work of flexible pavemets

 8. REFERENCES

 Davids, W.G., Turkiyyah, G.M. and Mahoney, J.P. 1998b. EverFE Rigid Pavement
Three-Dimensional Finite Element Analysis Tool. Transportation Research Record,
No 1629, TRB National Research Council, National Academy Press, Washington
D.C., pp 41-49.
 Dominichini,L. and la Torre, F. 1998. Design of Concrete Pavements on a Non-
Uniform Support, 4'h International Workshop and Design Theories of Concrete
Slabs for Pavements, Bucaco, Portugal.
 Dong, M. and Guo, E. 1999. Pavement Joint and Interface Behaviour at the FAA
Test Site at Denver Airport Proceedings of Federal Aviation Administration
Worldwide Airport Technology Transfer Conference. Paper No pl03638.
 Du Plessis, H.W. and Freeme, C.R. 1989. Thefutureof Cement Concrete Pavements
for the Year 2000. Annual Transportation Convention. Concrete Pavements, Vo12A,
Paper 2.
 Frabizzio, M.A. and Buch, N.J. 1999. Performance of Transverse Cracking in
Jointed Concrete Pavements. Journal ofPerformanceof Constructed Facilities. Vol
13, No 4, November, pp 172-180.
 Friberg, B.F. 1940. Design of Dowels in Transverse Joints of Concrete Pavements.
Transactions of the American Society of Civil Engineers, Vol. 105, pp 1076-1095.
 Fulton, F.S. 2000. Fulton's Concrete Technology. 8th cd. Cement & Concrete
Institute, Midrand, South Africa.

PCC Pavements. Journal ofTransportation Engineering, Vol 121, No 3, pp 289-298.