COMSATS UNIVERSITY ISLAMABAD WAH CANTT

DEPARMENT OF CIVIL ENGINEERING

Final Paper

Program: CEE 301

Course: Highway Engineering Total Marks: 50
Time allowed: 02: 30 Instructor: Dr. Danish Farooq
Student Name: Reg. No:
Section:

Send me on my Email ID: danishfarooq878@gmail.com

Note: Attempt all questions

Q.1 Describe the techniques to modify the aggregate and binder characteristics by considering strength,
moisture resistance and improved mixing.

(10)

Answer

HMA consists of two basic ingredients: aggregate and asphalt binder. HMA mix design
is the process of determining what aggregate to use, what asphalt binder to use and what
the optimum combination of these two ingredients ought to be. When aggregate and
asphalt binder are combined to produce a homogenous substance, that substance, HMA,
takes on new physical properties that are related to but not identical to the physical
properties of its components.

Before embarking on a mix design procedure it is important to understand what its

objectives are. By manipulating the variables of aggregate, asphalt binder and the ratio
between the two, mix design seeks to achieve the following qualities in the final HMA
product.

A) Moisture damage resistance.

HMA should not degrade substantially from moisture penetration into the mix. Moisture
damage resistance is related to one or more of the following:
Aggregate mineral and chemical properties. Some aggregates attract moisture to their
surfaces, which can cause stripping. To address this, either stripping-susceptible
aggregates can be avoided or an anti-stripping asphalt binder modifier can be used.

Air voids. When HMA air voids exceed about 8 percent by volume, they may become
interconnected and allow water to easily penetrate the HMA and cause moisture damage
through pore pressure or ice expansion. To address this, HMA mix design adjusts
asphalt binder content and aggregate gradation to produce design air voids of about 4
percent. Excessive air voids can be either a mix design or a construction problem and
this section only addresses the mix design problem.

B) Deformation resistance (stability).

HMA should not distort (rut) or deform (shove) under traffic loading. HMA deformation
is related to one or more of the following:

Aggregate surface and abrasion characteristics. Rounded particles tend to slip by one
another causing HMA distortion under load while angular particles interlock with one
another providing a good deformation resistant structure. Brittle particles cause mix
distortion because they tend to break apart under agitation or load. Tests for particle
shape and texture as well as durability and soundness can identify problem aggregate
sources. These sources can be avoided, or at a minimum, aggregate with good surface
and abrasion characteristics can be blended in to provide better overall characteristics.

Aggregate gradation. Gradations with excessive fines (either naturally occurring or

caused by excessive abrasion) cause distortion because the large amount of fine particles
tend to push the larger particles apart and act as lubricating ball-bearings between these
larger particles. A gradation resulting in low VMA or excessive asphalt binder content
can have the same effect. Gradation specifications are used to ensure acceptable
aggregate gradation.

Asphalt binder content. Excess asphalt binder content tends to lubricate and push
aggregate particles apart making their rearrangement under load easier. The optimum
asphalt binder content as determined by mix design should prevent this.
Asphalt binder viscosity at high temperatures. In the hot summer months, asphalt binder
viscosity is at its lowest and the pavement will deform more easily under load. Specifying
an asphalt binder with a minimum high temperature viscosity (as can be done in the
Super pave .asphalt binder selection process) ensures adequate high temperature
viscosity.

C) Improves mixing
HMA mix design is the process of determining what aggregate to use, what asphalt
binder to use and what the optimum combination of these two ingredients ought to be. In
order to meet the demands placed by the preceding desirable HMA properties, all mix
design processes involve three basic steps:

 Aggregate selection.

No matter the specific method, the overall mix design procedure begins with evaluation
and selection of aggregate and asphalt binder sources. Different authorities specify
different methods of aggregate acceptance. Typically, a battery of aggregate physical
tests is run periodically on each particular aggregate source. Then, for each mix design,
gradation and size requirements are checked. Normally, aggregate from more than one
source is required to meet gradation requirements.

 Asphalt binder selection.

Although different authorities can and do specify different methods of asphalt binder
evaluation, the Super pave asphalt binder specification has been or will be adopted by
most.

 Optimum asphalt binder content determination.

Mix design methods are generally distinguished by the method with which they
determine the optimum asphalt binder content.

This process can be subdivided as follows:

1. Make several trial mixes with different asphalt binder contents.

2. Compact these trial mixes in the laboratory. It is important to understand that this
step is at best a rough simulation of field conditions.
 3. Run several laboratory tests to determine key sample characteristics. These tests
represent a starting point for defining the mixture properties but they are not
comprehensive nor are they exact reproductions of actual field conditions.
4. Pick the asphalt binder content that best satisfies the mix design objectives.

Q.2 Explain:
(5, 5)

(a) ‘Why people jump a red traffic light’ according to ABC model.

(b) What are desire surface properties for wearing course and how can these achieve during pavement
surface finishing.

Q.3 Deflection angle of a 6º curve is 62º15’, PI at station 248 + 47.31. Find length of curve, R, T, and
station of PC and PT. (10)

Q.4: What are the main causes of pavement distresses on Pakistan highway, Describe the measurement
and repair techniques (Under which of these categories: Maintenance, Rehabilitation, Reconstruction)
for these distresses below: (10)

1) Raveling 2) Fatigue cracking 3) Rutting

Answer
INTRODUCTION

Transportation system is one of the most important factors affecting the national and public
economy/development of any country. The better transportation system is the necessity for developing
the nation and public economically.

Pakistan is one of the developing countries and roads are used mainly for transportation. Unluckily the
flexible pave-ments in Pakistan undergo different types of distresses very soon after construction and the
commuters suffer severely up-to the application of some remedial measures. A number of times, the
remedies engaged do not serve properly due to erroneous investigation of the distress cause and the
funds/ efforts used are wasted, sometimes repeatedly.

So deep study of these distresses is very necessary to find out and classify these distresses, their genuine
reasons/causes and then to know what theoretical and practical solution’s/remedies can be adopted for
effective healing of these distresses.

What Causes Pavement Failure:-

Pavement failure is caused by a number of variables including, water intrusion,
stress from heavy vehicles, expansion and contraction from seasonal
temperature changes, and sun exposure. It is important to keep up with proper
maintenance like crack and asphalt sealing to prevent cracks from spreading or
forming.

Climate of the selected section area:

The selected road portion passes through Rawalpindi and Islamabad which have a typical version of
humid subtropical climate, with hot summers accompanied by a monsoon season followed by fairly cold
winters. The hottest months are May and June, where average highs routinely exceed 38 °C(100.4
°F).The monsoon season is from June to September,with heavy rain falls and evening thunderstorms
with the possibility of cloudburst. Winters are lasted from November to March with temperatures
variable by location. In this area, temperatures vary from cold to mild, routinely dropping below zero.
In the hills there is sparse snowfall. The weather ranges from a minimum of 3.9 °C (39.0 °F) in January
to maximum of 46.1 °C (115.0 °F) in June. The average low is 2 °C(35.6 °F) in January, while the
average high is 40 °C (104.0 °F)in June. Climate charts/data of both the cities are given below

Geometry of road stretch

Geometric cross-section of the road has North Bound and South Bound Carriageways. Each
carriageway consists of standard size (3.65 m) two lanes with 1meter and 3 meter wide inner s and
outer shoulders respectively. Both the carriage-ways are separated by New Jersey Barrier (NJB) in
urban areas and median in rural areas. Inner shoulder and two lanes have 2% cross slope and outer
shoulder 4% cross slope. The road passes mostly through plain areas with zero or very small
longitudinal grade. At few locations in Rawalpindi City, there is 3-4 % longitudinal grade.

Roadside population and traffic

The selected road portion passes through urban as well as rural areas. Urban areas occurring along the
selected road portion are Gujar Khan, Mantra, Rwat, Rawalpindi and Tarnoll. In-between these urban
areas are rural areas. Road is serving The fast moving vehicles i.e. motor cycles, cars, wagons etc. and
slow moving vehicles i.e. tractor trollies, passenger buses, trucks and heavy logistic trailers.

HMA Repair Methods

All flexible pavements require patching at some time during their service life. Surface patching should
be performed to a standard that is appropriate to the resources available with the objective of retaining
a smooth ride for as long as possible.
There are two principal methods of repairing HMA pavements. The first includes remove and replace
(grind and inlay) which can be categorized as partial-depth and full-depth repairs. The second method
is an HMA overlay and this technique covers defective roadway sections in order to seal, stabilize and
renew the defective area.
Since patching is one of the most expensive operations to perform, it is essential to develop work
schedules that include desirable weather conditions, adequate staffing, and proper equipment.

Rutting
Rutting is channeled depressions in an asphalt surface that form over time from
exceeded weight limits and improper base construction. Over time heavy
vehicles will begin to compact the asphalt along a roadway creating tire ruts. If
rutting forms in an asphalt surface the base must be repaired or restructured to
account for heavier vehicle traffic.

Fatigue cracking

Series of interconnected cracks caused by fatigue failure of the HMA surface (or stabilized base)
under repeated traffic loading. In thin pavements, cracking initiates at the bottom of the HMA
layer where the tensile stress is the highest then propagates to the surface as one or more
longitudinal cracks. This is commonly referred to as “bottom-up” or “classical” fatigue cracking.
In thick pavements, the cracks most likely initiate from the top in areas of high localized tensile
stresses resulting from tire-pavement interaction and asphalt binder aging (top-down cracking).
After repeated loading, the longitudinal cracks connect forming many-sided sharp-angled
pieces that develop into a pattern resembling the back of an alligator or crocodile.

Possible causes

Inadequate structural support, which can be caused by a myriad of things. A few of the more
common ones are listed here:

 Decrease in pavement load supporting characteristics

Loss of base, subbase or subgrade support (e.g., poor drainage or spring thaw resulting in a less stiff
base).

Stripping on the bottom of the HMA layer (the stripped portion contributes little to pavement strength so
the effective HMA thickness decreases)

 Increase in loading (e.g., more or heavier loads than anticipated in design)

 Inadequate structural design
 Poor construction (e.g., inadequate compaction)

Repair:-

A fatigue cracked pavement should be investigated to determine the root cause of failure. Any
investigation should involve digging a pit or coring the pavement to determine the pavement’s
structural makeup as well as determining whether or not subsurface moisture is a contributing
factor. Once the characteristic alligator pattern is apparent, repair by crack sealing is generally
ineffective. Fatigue crack repair generally falls into one of two categories:

 Small, localized fatigue cracking indicative of a loss of subgrade support. Remove the cracked
pavement area then dig out and replace the area of poor subgrade and improve the drainage of
that area if necessary. Patch over the repaired subgrade.
 Large fatigue cracked areas indicative of general structural failure. Place an HMA overlay over
the entire pavement surface. This overlay must be strong enough structurally to carry the
 anticipated loading because the underlying fatigue cracked pavement most likely contributes
little or no strength

Ravelling
Ravelling is caused by the continued intrusion of water and the degradation of an
asphalt top coat. Once the top layer of asphalt bitumen wears down water and
sunlight will continue to damage the asphalt surface causing the bond between
asphalt bitumen and aggregate rock to break. Once ravelling occurs an asphalt
surface will lose it impervious properties and will let water enter the surface.
When water begins to intrude into an asphalt surface it will cause further cracks
and pavement failure to occur.

Q.5: Determine maximum flow rate and peak hour factor for maximum peak flow of 5 mint, 15 mint and
30 mint interval; Peak hour volume=2265 vph
(10)

Given traffic data

Time Flow/5mint

9:00 9:05 100

9:05 9:10 80

9:10 9:15 90

9:15 9:20 100

9:20 9:25 259

9:25 9:30 2R.N

9:30 9:35 209

9:35 9:40 279

9:40 9:45 244

9:45 9:50 250

9:50 9:55 220

9:55 10:00 200