(CE451: TRANSPORTATION ENGINEERING II; PAVEMENT DESIGN AND RAILWAY ENGINEERING (A hirsiwook) SYLLABUS, 4. Materials and Mix Design 2 Pavement Design (by Dr Md Shamsul Hoque) 3. Construction and Maintenance of Pavement 4, Railway Enginecritsy Details: 1 OR Introduction, materials for Ligtwiay Construction ageegates’ types, properties, tests, spectication; binder material: production, types, tists, Inlaninouri mixes. types, design of high types mixes, Marshall, Hveem method, e:niinkinent tabvization, cement for rigid pavement, brick and block roads Pavement types, tintin, history, cours, function of courses, design principles; traffic loads haractenstics, asse-ssmenit, tesa W) fax types, determination; road tests: purpose, examp'es: design of pavements skexble TAL, AASHTO, ote tMgkl PUA, AASHTO ete, joints, reinforcement. Ament, subxyade, subdhase, base couse and tow cost roads, sol- aggregate, Construction of em nt for constiactions, Mantes ‘Of rigid and flexible pavements, macadam 1oads, eq pn sjivoments, Rolling Stock & Tack, Station and Yards, Points & yorations Raiways Enginecring Cental Crossings, Signaling, Mustet HIGHWAY PAVEMENT a Pavemen ‘A multilayer system that distributes the vehicular loads over a larger area Highway pavement is a structure consisting of superimposed layers of selected and processed materials whose primary function is to distnbute the applied vehicle toad to the ~y 2 HOTMIKASPHALT __ | SURFACE COURSE, MOKTURE 14 or 4 HO | | ¢°HOT MX ASPHALT ‘BASE COURSE, MOCTURE 12 of ——b sub grade. 6° OFNSE GRADED AGGREGATE t can also be defined as ‘SUBBASE COURSE “structure which separates the tires of vehicles from the sale under lying foundation, STABLE SUBGRADE Pavement is the upper putt of roadway, anport or parkiney te Itincludes all layers resting on the Itconsists of all stuctucal obit pat ground Faye, unc slioukte Of. Md Shamsid Haque Gib t VPageans and Desirat cs of Pi fiecaurse of the heavy wheel loads of modern vehicles and the relatively low bearing capacity of subgrade solly, there must be an intermediate element between the actual load and the subgrade. For highways a pavement acts as subgrade cover, performing several functions such as Functions + Reduce and distribute the traffic loading so as not to damage the subgrade + Provide vehicle access under all-weather conditions The pavement waterproofs the roadway surface by draining moisture away from the load-bearing areas and the subgrade. + Wheel abrasion on subgrade materials is reduced or eliminated, + It gives the driver a visual perspective of the horizontal and vertical alignment of the travel path Provide safe, smooth and comfortable ride to road users without undue delays and excessive wear & tear (veh. depreciation) . : + Meet environmental and aesthetics requirement + Limited noise and air pollution Hequiroments/Desirable Characteristics ~ Sufficient thickness to spread loading to a pressure intensity tolerable by subgade + Surficiently strong to camry imposed stress due to traffic load + Pavement material should be impervious to penetration of surface water which could weaken subgade and subsequently pavement + Pavement surface should be skid resistant Pavement History introduction ‘but view of how pavement design, construction and performance has evolved should help provide perspective on (exert and, possible, future practice. This short View into the past wil start with the Romans, then move on to the yc oslamn and Telford era, then into the first 150 years of asphalt and portiand cement concrete pavement. Ain Roads’, Note: The terms bitumen (Brtish) and asphalt (American) are interchangeable Jw foimess. tne Carthaginians are yonorally credited with being the Wwst to construct and maintain a :00 mn ‘wa system (abou! 600 B.C.) 4 sccviding to Tilson [1900]. The Feomans eventually decided that 250 mn Lume gouted selgoral sibs Fine eons, of ioeal stone ‘how neighbors across the Aine Medievanean were @ bit of a 1 ‘lueal fo the empire destroying TE wings in 146 BC. His snjgosted thal the Romans took up tho practice of a military road 02mm system thom the Carthaginians. it }s estimated that the Romans Jui about 87,000 km of roads within their empire. The Roman i ¥ deslyn for their primary roads Ae 125mm Coarse cace. of cal vote generally consisted of four layers vote stores. up 10 bottom) as follows [Collins and Mart, 1936] ‘Summa Crusta (surfacing): Smooth, polygonal blocks bedded in underlying layer. Nucleus: A kind of base layer composed of gravel and sand with lime cement, Rudus: The third layer was composed of rubble masonry and smaller stones also set in lime mortar. Stalumen: Two or three courses of fat stones sel in fime morta. the tolal thickness was as much as 0.9 m and road widths of 4.3 m or less. An illustfation of Roman pavement Miirture near Radstock, England, is shown is the following Figure. Roman roads in some countries have been up to 24m thick. These structures had crovined (sloped) surfaces to enhance drainage and often incorporated ditches ‘won underground drains. ‘fy Md, Shanvsit Hoque, BUET 2iPaes x aeTelford and Macadam ATelfor mas Telford (bon 1757) served his apprenticeship as a building mason [Smiles, 1904]. Because of this. he extended his masonry knowedge lo bridge building. Ouring lean times, he carved grave-stones and other ornamental work (about 1780). Eventually, Telford became the “Surveyor of Public Works” for the county of Salop [Smiles, 1304], thus turing his attention more to roads. Telford attempted. where possible. to build roads on relatively flat grades (no more than 1 in 30) in order lo reduce the number of horses needed to haul cargo. Further, the pavement section was about 350 {0 450 mm in depth and generally specified in three layers. The bottom layer was comprised of large stones (100 mm) wide and 75 fo 180 mm in depth. On top of this were placed two layers of stones of 65 mm maximum size (about 150 to 250 mm total thickness) followed by a wearing course of gravel about 40 mm thick (refer to following Figure). it was estimated that this system would support a load corresponding fo 88 ‘N/mm (500 Ib per in. of width). : 2 ayera (100 mm & 0-9) of stores ‘8 mm max $201 se mm yeaves Woker storws ara grave jong vara Aten crossisk 102 7 Fat sungtace Pym rey Vnacadam * jahn Macadam (born 1756) observed thal most of the “paved” UK. roads in early 1800s were composed of rounded gravel. He knew that angular aggregate aver a well-compacted subgrade would perform substantially better. He used a sloped subgrade surface to improve drainage (uriike Telford who used a fal subgrade surface) on which he placed angular aggregate (hand-broken, maximum size 1' mm) in two layors for a total depth of about 200 mm. On top of this, the wearing course was placed (about 50 nim thick with « maximum aggregato size of 25 mm). Macadam's reason for the 25. mm maximum aggregate size was to provide a “smoot” ride for wagon wheels. Thus, the total depth of a typical Macadam pavenient was about 25 mm (ofer to the following Figure). An interesting quote attributed to Macadam about allowable maxmuin aggregate sizes was that “vo stone larger than will enter a man’s mouth should go into a road” The Largest poxtssblo load for this type of dosign was estimated to be 158 Nmm (800 tb per in. width) It proved successful enough that the term “macadamized” became a teins for this type of pavement design and construction. The term “nacadam’ ts also used fo indicate “broken stone” pavement. By 1850, about 2200 km of macadam type pavements were In use in the urban aroas of the LIK. Macadam realized that the layers of broken stone would eventually become “bound” together by fhies generated by th t Dr. Md. Shamsul Hoque. BUET\sEarly Thickness Trends: Thus. we have seen pavement structures decrease from about 0.9 m (3 feet) for Roman designs to 350 to 450 mm for Tellord designs, to about 250 mm for Macadam designs. to 100 mm at about the turn of the century (refer to Figure 4). (Naturally, the thinnest pavements were not always used) The Massachusetts Highway Commission standard cross-section for macadam construction was 150 mm thick as reported by Gillete in 1908, This thickness was also used on New York state roads at about that time. 1 900- t 1000 mm + I 380- | 460 1 mm Romans Totors Macadam £200 AD} teary (eary 18008) 1600s} Early Portland Cement Concrete Pavements A the tum of the century (1900), cements were categorized as “natural” or “artificial.” Natural cements were made sirectly from specific rock. Artificial cement was made from proportioned ingredients and became known as Portlands”, Interestingly, portland cement concrete (PCC) was not used as a pavement wearing course much untl fafler about 1910 (Agg. 1940): however, it was regularly used as a “stiff base to suppott other wearing courses such ‘a8 wooden blocks, bricks. cobble stones, etc. Portland Cement Concrete road (USA, paved in 1919) NCC was first used as a base for other wearing courses in London in 1872 (ater Tilson, 1900) and in New York in 11188 (base for stone surfacing). According to Colins and Hart (1936), the fist use of PCC as @ wearing course was ‘in Ecinburgh, U.K. in 1872 and Grenoble. France. in 1876: however. one source stated that the first PCC pavement was placed in Inverness. Scotland. in 1865. The first PCC pavement in the U.S. was constructed in 1891 in Peliefontaine, Ohio. This pavement was only 3.0 m wide and 67.1 m long (probably what we would call a “test ‘section’ today). in 1809, in Wayne County, Michigan, a PCC highway system was constructed Dy Mid. Shamsul Hoque, BUET 4]Page