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.

[5:27 PM, 7/1/2021] Cheema Civil 1A: What are desire surface properties for wearing course and how
can these achieve during pavement surface finishing.

Answer

Stability:

Neither the wearing course nor the subgrade, to a lesser extent, should deform under applied loads in
either wet or dry conditions. A lack of stability results in potholes, rutting, and general deformation. An
adequate material strength, for in-stance soaked CBR, and gravel thickness are necessary to ensure
stability. None of the sections exhibited significant deformation even though 31 percent of the sections
had materials with soaked Proctor CBR values of less than 15. It would therefore appear that either very
few vehicles use these roads during prolonged wet periods or that such values are satisfactory in these
particular cases.

Ability to Shed Water

If water is retained on the wearing course, the reduction of strength in localized areas because of soaking
will probablyresult in the formation of potholes and depressions. Of greater concern is the formation of
transverse erosion channels in certain materials because of excessive water flow rates along the crossfall.
Longitudinal erosion has less of an influence on riding quality but is important from the aspects of
material loss, maintenance, and safety. Longitudinal erosion usually results from ruts or wider trough-
like areas of excessive wear in the middle of a road in which only three wheel paths become surface drains
during intense rainfall. Well-executed routine maintenance results in an adequate water shedding
capability. Erosion was observed to be a significant problem on slopes greater than about 4 percent or
those with crossfalls of about 4 percent.

Resistance to Abrasive Action of Traffic

The abrasive action of traffic results in the development of ruts, the generation of loose material, and an
overall loss of material with time, which necessitates regraveling, which is the most costly maintenance
operation. Adequate cohesion and routine maintenance are required to reduce the abrasive action of
traffic. The worked material should be moistened and compacted after maintenance blading is performed
to keep gravel loss to a minimum or the cohesionless material will be rapidly lost.under traffic action. The
actual gravel loss depends mainly on the traffic volume. Only 16 percent of the sections showed gravel
losses of more than 21 mm/ yr, which is the amount of loss that is usually estimated. The rule of thumb for
gravel loss is usually 150 mm in 7 years.

Low Cost and Ease of Maintenance

Local materials are required to keep construction costs low. Maintenance of most roads is not a problem
unless there is an excess of oversize material. However, the frequency of blading should be determined by
its necessity and should not follow a fixed program. Excessive blading can actually aggravate the
problems of dust, wear, and slipperiness. Routine blading is seldom successful in restoring the shape of
an eroded, badly worn, or potholed road.

Q2 (a)

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

Answer

A for antecedent

B for behavior

C for consequence

We can explain why people jump red light with help of example.

Let’s use a driving example and apply the ABC Model to it. In this hypothetical, you’re running late for a
meeting. So, to make it to the meeting in time, you start to speed. The antecedent is that you’re late for the
meeting, the behavior is speeding, and the consequence (expected result) is to make it to the meeting in
time.

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