MODULE-1 2 Introduction to pavement design _© A highway pavement is a structure consisting of superimposed layers of “8 natural soil sub-grade, whose primary function is o distribute the applied Vehicle loads to the sub-grade. E The pavement structure should be able to provide a surface of acceptable riding quality, adequate skid tra anee favorable light reflecting characteristics, and low noise polltion, The ultimate gee to ensure that the transmitted stresses due to wheel load are sufficiently reduced, so that they will not exeeed bearing capacity of the sub grade. Two types of pavements are Senerally recognized as serving this // purpose, namely flexible pavements and rigid pavements. This chapter gives an overview of pavement pes, layers, and their functions, and pavement failures. Improper design of pavemeng leads to early failure of pavements affecting the ridingquality. Requirements of a pavement An ideal pavement should meet the following requirements: Sufficient thickness to distribute the whee! load stresses to a safe value on the su Structurally strong to withstand all types of stresses imposed upon it, Adequate coefficient of friction to prevent skidding of vehicles, Smooth surface to provide comfort to road users even at high-speed, Produce least noise from moving vehicles, Dust proof surface so that traffic safety is not impaired by reducing visibility, Impervious surface, so that sub-grade soil is well protected, and c Long design life with low maintenance cost. Types of pavements ‘The pavements can be classified based on the structural performance into two, flexible pavements and | rigid pavements. In flexible pavements, » Helslndeaie transferred by grainto-grain contact of the Fee rush the granular structure. The flexible pavement, having less flexure strength, acts like a Hexible 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 conerete roads). In addition to these, composite pavements are also ayailable. A thin layer of flexible ideal pavement with most desirable characteristies, Fl Processed materials above the b-grade soil, R66 8066 lowever, such ‘ruction because of high cost and complex analysis required Wheel Loed P Granular Structure Load transfer in granular structure DEPT.CIVIL, GMIT \s > £ Bw —_ _.__ Pavement design(15cv833) oe \ “a : Riente: B i fer through ‘ible pavements will transmit wheel load stresses to the lower layers by grain-to-erain monet “averacnt {he points of contact in the granular structure (see Figure 19:1). The wheel load acting on of these Will be distributed to a wider area, and the stress decreases with the depth. Taking Seaaeaaien Texto distribution characteristic, flexible pavements normally has many layers. Hence, the design Rexible pavement uses the concept of layered system. Based on this, flexible pavement may OF. constructed in a number of layers and the top layer has to be of best quality to sustain cainulelot f See essive stress, in addition to wear and tear. The lower layers will experience lesser magni stress and low quality material can be used. Flexible pavements are constructed using bitum! a materials. These ean be either in the form of surface treatments (auch as bituminous surface treatments Benerally found on low volume roads) of, asphalt concrete surface courses (generally used on, High Volume roads such as national highways). Flexible pavement layers reflect the deformation of the lower layers on tothe surface layer (e.g. if there is any undulation in sub-arade then it will be transferred t0 th surface layer), 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. a be fumin “eck oat senicont—y——Primpcoat 1 0 ager to ‘Bindor Course (S0—100 mmm Touastion ayes 4k Sut Sty Fiae rd Sappel APs PSP ephOve on gly One ve poaverd on HE 9, at i Geyer Coart WA ce, Bags eRe] a Simms come nom BEEN ee pace Pete (I-30 Teme go compet or) Pa ron ann x» Compaus Or» Base Course (100-300 mm) “3 ‘Typical cross section of a exible pavement ‘Types of Flexible Pavements ‘The following types of construction have been used in flexible pavement: ¥ Conventional layered flexible pavement, ¥ Full- depth asphalt pavement, and DEPT.CIVIL, GMIT| . we Pavement design(15cv833) as Conn tock asphalt mat (CRAM), in than gual Mesible pavements ae Inyered systems with high quality expensive materials are p ee a where stresses are high, and low quality cheap materials are placed in lower layers. : grade, Heit #sphalt pavements are constructed by placing bituminous layers directly on the soil su 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 7 phalt 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 19:2). 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 layers 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. 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 Y It provides characteristics such as friction, smoothness, drainage, ete. Also it will prevent the entrance of excessive quantities pf ausfisedysfer into the underlying base, sub-base and sub-grade, Y It must be tough to resist the distortion under traffic and provide a smooth and skid- resistant riding surface, Y 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. I'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 ofthe surface course by the binder course results laced 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 vyement structure Ifthe base course is open graded, then the sub-base course with more fines can serve rit filler between sub-grade and the base course A sub-base course is not always needed or used. For sample, @ pavement constructed over a high quality, sub-grade may not need the additional features Shfered by a sub-base course In such situations, sub-base course may not be provided DEPT.CIVIL, GMITPavement design(1Sev833) Sub-grade i The top sol or sub-gradeis a layer of natural si layers above. It is essential that at no time soil compacted to the desirable density, Failure of flexible pavements The major flexible pavement fail Prepared to receive the str sub-grade is overstressed, near the optimum moisture content, esses from the I should be . Two design methods have been used to tthe vertical compressive strain on the top of sub grade and t0 a tolerable amount (12 mm normally), Thermal cracking includes temperature cracking and thermal fatigue cracking. other to limit ruttin, both low- Borla Caen Coe ‘Bese or Subbase course 7 v Feo 300 mn 00-300 Elastic plate \ Viscous foundation Contact Pressure Elastic plate resting on viscous foundation Rigid pavements: Rigid pavements have sufficient flexural strength to transmit the wheel Toad stresses to a wider area below. A typical cross section of the rigid pavement is shown in Fi pavement, rigid pavements are placed either direct! single layer of granular or stabilized material. Since there is only one layer of material petween the concrete and the sub-erade, this layer can be called as bus or sus hae course, 11 righ! pavement, load is distributed by the slab action, and the pavement behaves ke an clastic plate resting on a viscous medium (Figure 19:4). Rigid pavements ae constructed by Portland eement eonerete (PCC) and should be analyzed by plate theory inscad oy layer theory, assuming an elastic plate resting on viscous foundation Plate theory is a simplified version of layer theory that assumes the conerete slab as a medium thick plate afar is plane before loading and to remain plane afer loading, Bending ofthe slab dus te aes load and temperature variation and the resulting tensile and flexural stress ‘Types of Rigid Pavements igure 19:3. Compared to flexible ly on the prepared sub-grade or on a DEPT.CIVIL, GMITPavement design(15cv833) Rigid pavements can be classified into four types: Tointed plain concrete pavement (JPCP), Jointed reinforced concrete pavement (JRCP), Continuous reinforced concrete pavement (CRCP), and Pre-stressed concrete pavement (PCP). Jointed Plain Concrete Pavement is plain cement concrete pavements constructed ith i closely spaced 5 co sretion joints. Dowel bars or aggregate interlocks are normally used for load transt ad transfer across joints. They Normally have a joint spacing of 5 to 10m. Jointed Reinforced Concrete Pavement: structural capacity ; Significantly, they can drastically inerease the joint spacing to 10 to 30m, Dowel bars are required for load Transfer. Reinforcement's 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 eracking has been considered as the major or only criterion for rigid pavement design ‘The allowable num! between flexural tensile stress and concrete mo‘ important failure Criterion, Pumping is the ejection of pavement, caused during the downward m distress in rigid pavements include faulting, spalling, and deterioration. Although reinforcements do not improve the ber of load repetitions to cause fatigue cracking depends on the stress ratio dulus of rupture. OF late, pumping is identified as an notes4free.in soil slurry through the joints and cracks of cement concrete ovement of slab under the heavy wheel loads. Other major types of Difference between Highway pavement and air field pavement Highway pavement ‘Air field pavement ‘Volume of the trafffic Highway pavement are] The majority of airport typically constructed to pavement see only a few support a high volume of dozen aircraft passesper auto mobile and truck | day traffic Repetition of loads The no. Repetition of load |The no. Of repetition is about 1000 to 2000| considerably less. i.e trucks per day per lane | 20000 to 40000 Distresses type Highway pavement are | Airport pavement more prone to lead | predominantly exhibit associated distresses types, | environmental associated such as rutting and fatigue | distresses types such as cracking weathering, raveling and : cracking. Gross load Tis less around 20tonnes | Gross load on the airport for dual tandem wheels | pavement_is_greater_than DEPT.CIVIL, GMITPavement design(15cv833) on a highway pavement is about 80 to 250tonnes ‘Application of loads The major portion of load is applied just several feet from the edge of the rigid Loads are primarily applied on the centre of the air field slabs. ‘Tyre pressure highway pavement Highway pavement can with stand a tyre pressure up to 4 to 7 kg/m? The tyre pressure of air craft pavement is much greater than _ highway vehicles upto 25 t0 30 kglem? Design criteria The design of highway pavement is based on moving load with the loading duration as an input for viscoelastic behaviour The design of air port pavement is basede on moving load in the interior of runway but stationary load at the end of run way. As a result, — thicker pavement is used at the runway end than in the interior. Major failure Puming can be major problem on highway Pumping is of importance for ri field pavement Width of pavement Width of highway avement depervls upon the no. ing ere Lanes depends on the traffic intensity. Usual width of the two way pavement is 7m Width of air port pavement depends upon the class of the air port, type of the area in operation and standard clearance value. The width of air way pavement ranges from 13-60m. Design wheel load Design wheel load is about 5.1 tonnes. Desig wheel load about 50 tonnes. Difference between Rigid pavement and flexible pavement FEATURE FLEXIBLE RIGID PAVEMENT PAVEMENT Flexural strength Negligible or very low | Very high Design principle Layered system concept _| Plate theory concept Stress Compressive stress Tensile stress and temperature stress Transfer of stress Grain to grain transfer and deformation on the top is reflected on bottom layer No such transfer and deformation. If any, it is not reflected below Material Granular material, load spreading ability depends upon the type of material DEPT.CIVIL, GMIT Portland cement concrete capable of transmitting load stress through a widerPavement design(1Scv833) ; and thickness. Distribute | area below the load in the form of a 5 truncated cone | Design life Flexible pavement are | Ce pavement of major rads generally designed and| are gencrallly designed constructed for a design| and — constructed for life of 15 years 30years period Curing period The curing period of | Generally a long curing bituminous surface course | period “of 28days is is less and hence the | required befor copening to surface can be opened to] traffic traffic with in 24 hours bility of | Good visibility even under bituminous surface is very | wet weather condition poor, particularly under wet weather condition Life eyele cost For long service life, the | The life cycle cost of CC life cycle cost of flexible | pavement are much lower pavement are higher than| than that of flexible Night visibility CC pavement pavement Total thickness of | Higher than CC pavement | Lower than flexible pavement particularly for the | pavement construction of highway passing through weak subgrade soi) and. carrying ony all eEAb SE Durability Less durable More durable DESIGN STATERGIES OF VARIABLES In order to complete a pavement design, numerous variables must be determined. ¥ Pavement performance ‘The initial and terminal serviceability of the pavement are required inputs. Serviceability is a measure of functional level services at a given point in time of the life of a pavement. In addition to serviceability, the pavement service life, or period of performance, for a pavement must be established. ¥ Traffic Accurate cumulative load estimates are very important to pavement structural design. Load estimates should be based on vehicle counts and classification, truck weight data and anticipated growth in traffic volume and weights. ¥ Sub grade soil characteristies The stiffness and strength of the sub grade soil has significant impact on the structural requirement of a pavement and is one of the most sensitive variables within the flexible pavement design. In areas with soft or expansive soils, consideration of unique design element such as installation of positive flow subsurface drainage , chemical treatment of soil, use of geosynthesis or over excavation should occu ¥ Material Quality pavement mater specific requirement. | and construction are essential, All the material should meet the DEPT.CIVIL, GMIT.Pavement design(15cv833) ¥ Environmental consideration The two main environmental factors tobe considered are: Temperature: Temperature affects the sablity of bitumen, bitumen oxidation rates, thermal Fe ee a nant ersten RCE arienar : Ranta influence the properties of the sub grade soil, base and surfacing Factors affecting pavement design: aise Previous chaper we had discussed about the pes of pavements and the failure criteria There are many factors that affect pavement design which canbe elssified into fur eategoriss s traffic and loading, structural models, material characterization, environment. They will be discussed in detail in this chapter. Traffic and loading Traffic is the most important factor in the pavement design. The key factors include contact pressure, wheel load, axle configuration, moving loads, load, and load repetitions. Contact pressure: The tyre pressure is an important factor, as it determines the contact area and the contact pressure between the wheel and the pavement surface. Even though the shape of the contact area is elliptical, for sake of simplicity in analysis, a circular area is often considered. Wheel load: The next important factor is the wheel load which determines the depth of the pavement required to ensure that the sub grade soil is not failed. Whee! configuration affects the stress distribution and deflection with in a pavement. Many commercial vehicles have dual rear wheels which ensure that the contact pressure is within the limits. The normal practice is to convert dual wheel into an equivalent single wheel load so that the analysis is made simpler, ‘Axle configuration: The load carrying capacity of the commercial vehicle is further enhanced by the introduction of multiple axles. ‘Moving loads: The damage to the pavement is much higher if the vehicle is moving at creep speed. Many Studies show that when wmosssdfresridteased from 2 km/hr to 24 km/hr, the ‘stresses and deflection reduced by 40 per cent. Repetition of Loads: The influence of traffic on pavement not only depends on the magnitude of the wheel Load, but also on the frequency of the load applications. Each load application causes some deformation and the total deformation is the summation of all these. Although the pavement deformation due to single axle load is very small, the cumulative effect of number of load repetition is significant. ‘Therefore, modern design is based on total number of standard ‘axle load (usually 80 KN single axle). ‘Structural models The structural models are various analysis approaches to determine the pavement responses (tresses, strains, and deflections) at various locations in a pavement due to the application of Wheel load. The most common structural models are layered elastic model and visco-elastic models. Layered elastic model: A layered elastic model can compute stresses, strains, and deflections at any point in assume that each pavement structural layer is homogeneous, isotropic, and Tinearly elastic. In other words, the material properties are same at every point in a given layer and the layer will rebound to its original form once the load is removed. The layered elastic approach works with relatively simple mathematical models that relate stress, strain, and deformation with wheel loading and material properties like modulus of elasticity and poissons Material characterization The following material properties are important for both flexible and rigid pavements. 'Y When pavements are considered as linear elastic, the elastic moduli and poisson ratio of sub grade and each component layer must be specified DEPT.CIVIL, GMITPavement design(15cv833) Y Ifthe elastic modulus of a material varies with the time of loading, then the resilient modulus, which is elastic modulus under repeated loads, must be selected in accordance with a load duration corresponding to the vehicle speed. Y When a material is considered non-linear elastic, the constitutive equation relating the resilient modulus to the state of the stress must be provided. However, many of these material properties are used in visco-elastic models which are very complex and in the development stage. This book covers the layered elastic model which requires the modulus of elasticity and poisson ratio only. Environmental factors: Environmental factors affect the performance of the pavement materials and cause various damages. Environmental factors that affect pavement are of two types, temperature and precipitation and they are discussed below: Temperature The effect of temperature on asphalt pavements is different from that of concrete pavements. Temperature affects the resilient modulus of asphalt layers, while it induces curling of concrete slab. In rigid pavements, due to difference in temperatures of top and bottom of slab, temperature stresses or frictional stresses are developed. While in flexible pavement, dynamic modulus of asphaltic concrete varies with temperature. Frost heave causes differential settlements and pavement roughness. Most detrimental effect of frost penetration occurs during the spring break up period when the ice melts and sub grade is a saturated condition. Precipitation ‘The precipitation from rain and snow affects the quantity of surface water infiltrating into the sub grade and the depth of ground water table. Poor drainage may bring lack of shear strength, pumping, loss of support, etc. notes4free.in Assumption for boussinesq’s Boussinesq's theory formula is based on following assumptions ‘The soil mass is semi-infinite, homogeneous and isotropic. ‘The soil has a linear stress-strain relationship, The soil is weightless. The load is a point load acting on the surface. aepe Boussineq’s theory analysis soil reaction under load by using Mathematical Theory of Elasticity Assumption- Soil is in elasticity material , Homogeneouse , Isotropic , Semi-infinite Medium . Soil prosperities following by Hook’s law Unit weight of soil is zero consider only load action over the soil surface. No stress bom before load acting Poisson’s Ratio( j.) is constant due to load transfer ; normally using w =0.5, Linear Stress function distribution. ‘Assumption for Burmister ‘Two layer systems were presented by Burmister, the solutions of stresses and deflections under the center of circular load of the two-layer system by using assumption 1. Soil is homogenous, Isotropic and Elastic = 2. Definite in depth and Infinite in the lateral direction 3, This theory can be used Boussinesq’s Theory apply in each layers Ideal Masses = DEPT.CIVIL, GMITPavement design(15cv833) 4, NO shear stress between each contact layers Two-layer systems 1. SpaF2/E2 (flexible pavement) . 8paF2/E2 (concrete pavement) + Rigid Plate A= given p= stress pressure on circular area a = radius of circular load E2 = modulus of ty of last layer of soil F2 = factor depended on E2/ El and z/a F2 is the deflection factor, a function of layer modulus ratio, (E2/ El cea oe (ER EL ) and th in multiple of contact radius, the values of E2/El are curve and El ei = modulus of the upper layer where E2 as the modulus of half space. ‘Three — Layer System + The solution for vertical stress was gi i i : given by Pattie. The horizs i pT slelan fo y orizontal stress solution was + The problem treated is the axi-symetric type so the stress tensors reduce to only 4components; the vertical normal stress, the horizontal radial normal stress, the circumferential normal and the shearing stress Important assumptions made in the analysis are as follow: + The materials are weightless + The surface of top layer is free of shear stress + The layers are welded contact. One Layer Systems- Boussineq’s theory «Tf, one-layer system is assumed as a homogeneous half space, Boussinesq equations can be applied. F notesdfree.in riHalf space is an infinite large area with infinite depth with a top plane on which loads are applied. — Pr Roussinesq’s equations are developed for computing stresses in a homogeneous, isotropic and elastic media due to a point load at the surface, STE Z 2 ee Se ear _'Stress is independent of the properties of the transmitting medium. —Mraximum stress occurs on the vertical plane passing through the point of load application, on a particular horizontal plane. sprecsure is maximum at shallow depths, theoretically becoming zero at infinite depth. But, for all, poses, 07 is taken as zero is sufficiently large. + Load is not a point load — it is distributed over an elliptical area. This contact area can be approximated to a circular shape. DEPT.CIVIL, GMIT+ Variation of stress follows i ys th Uveika atareiking for citer a, yp? ig 3: Effect of Axle Configuration on Pavement Design TOF cv * BHARATHINAGARA) Page 2 DEPARTMENT OF CIVIL ENGINEERING (GMIPavement design (15CV833) r¢ Contact Pressure on Pavement } — et 8 ‘When the vehicle is moving on pavement, a pressure developed between the tire and pavement. Ifthe tire is low pressure tire, then contact pressuré will be greater than tire pressure. If itis high pressure tire, then contact pressure will be less than tire pressure. The original Shape of contact area is generally elliptical. But to ease the calculations circular shape is considered notesdfree.in Contact Pressure on Pavement 4. Vehicle Speed!Ir the vehicle is moving at erep speed then also damage occurs to the pavement, If vehicle speed is gradually increased then it will eause smaller strains in the pavement. 5, Repetition load: Constructed pavement is used by several vehicles in its design life. The wheel loads are Fepedted-all the time due to this some deformation occurs on the pavement. Total deformation is the sum of all whee! loads acting on it. So, inthe design of pavement frequency of load isalso considered. For the design of pavement, single axle with dual wheels carrying 80 Kms\ load is considered as standard axle. 20, ii—HI Fig 5: Axle Load on Pavement —_———— DEPARTMENT OF CIVIL ENGINEERING (GMIT, BHARATHINAGARA) Page 3{ | | Pavement design (15CV833) = 6, Subgrade Type ——— To construct pave helps to determine the gar ere Sl need to be tested, Various test ike CBR, Tri axa ete wil pavement. If subgrade vei), Of subgrade. From this we can adopt the required thickness tothe Soil is poor then the pavement should damage easily. FFig 6: Effect of Subgrade Type on Pavement Design 7. Temperature Effects on Pavements Design OE Temperature i the important envionmeni aga considered in the design of pavement. In case of asphalt roads, lemperatureafecte Ref fet odulus of surface course. In very hot condition asphalt layers lose their stiffness. At low temperature, asphalt layers become brittle and cracks are formed ang puprd eulivg 2 ®, dew we 5 yatrd Fig 7; Temperature Effects on Pavements Design men ‘a ? 7 (CoiCAon S lous es are developed. Curling of conerete is also p and bottom layers of pavement. In case of rigid pavement, temperature stress possible due to variation of temperature in to {(GMIT, BHARATHINAGARA) Page 4 DEPARTMENT OF CIVIL ENGINEERINGPrsptaton Fig Effect ofRan’on Pavement, ston fom rin affects the depth of go Feoided for good strength and suppor afm he pavement surf. undvat The ona design Load ck weight dt and ated sin the subgrade sol nd ako home Forte desig of pavement, oad geometries such as gral st ould be given de importance. ngth and drainage radius of eure omar “FMI ENGNEERING (GMT, BHARATHINNCATO) 9, Oralauge+ vent design (15CV833) Subgacds Srayrgtin homogeneous, and isotropic half space. The ESWL is given by notesdfreein o.20tte80| egg BSWE= ogy P+ EME, isthe 1) Calculate the ESWL of dual whee! load assembly carrying 20.4KN Toad on DEPARTMENT OF CIVIL ENGINEERING (OMIT, BHARATHINAGARA) PaseoSOLUTION: P=20.49KN D=110mm=tem ‘Now, 2P=2920.44640.88KN 25-2830-60m a2eHie=sSem ‘The co-erdinses ae A Bear area of imprint 36-255 23mm notessfreein /TARATINNAGARAT DDEPARTHIENT OF CVT ENGINE[—cnessofpaveenin ot notesdfreein PQUIVALENT WHEEL LOAD FACTOR (EWLR) sa single whel load equivalent on pavement which requires the, Based one experince wheeled ats (0) Ea tests and sna factors for vehicles with single a of load Pingsnd malo cause failure ofthe same is, Equi wa ORDER /REFETTONG TOT EOUIVACENTTO] BOUVADEN LURE | So BEL LOAD 268 1,085,000 10 ACTOR te 7 a 20 2 i 2 fa 7 Page? Pavement design (15CV833 3a a0 BE 4082, 6.500, 165 4536; 33300. 320 3990. 1700 en 53 000 105.0 seceped approach forthe conversion of axl loads of different magnitudes in standard ale is represented below and is called asthe "Youth power law" Equivalent wheel load factor = (given wheel load/standsrd wheel ood! EWLE(up)* PROBLEMS ON EWLF lowing Wo ase loads interms of notessfreein GEWLE of Lcv= 2.018 06-0036, (EWLE oftICV=(1598.16) =13.02 FLEXIBLE PAVEMENT DESIGN; [ASSUMPTION "+ 1visnot possible o have atonal method of design where inthe design process and [DEPARTMENT OF CIVIL ENGINEERING (GNIT, BHARATHINAGARA as)Pavement design (15CV833) MCLEOD METHOD “The Canadian department of investigate Plate Load Test Procedure “The necessary steps tpl plate load tt ie writen below 1. Excavate est pitup othe desied depth The pit size should be ‘the test plate (8), are ae ae ae eee 2 iano | oy ‘ Ea aan AND OBSERVE | sh fl “| oat cauce Se = ‘IAL Gauge: t ee Tn 4S REQUREO IT, StaUTTED IF fiecessaay A$ REQUIRED: CER METHOD ETHER OFC ERENT TAN DEPARTMENT OF CIVIL ENGINTERING [OMIT BHARATHTINNGHRA Poet Tage ttpavement design (15CV833) Tie afin xing a tis prnin ewe oh te ge Iya oer ips roe see we Ae ies the thickness of pavement nis component yes. This is the most widely used meth sign ofexble preen ion of Hasta cls and eva The CBR st as develope he alo a inst puc edt one ara epee. An empl th Cbg hare dd ema pepe tne ian Epa see the svergha tema oaexpesiton of ereiient models ine ie dante 50 mm (1963 ni sed ia saree thse a ee | lterming 10d For the Although the force increases wih the dpi of penetration, in most cases, it does not increase ag icky a it does fr tbe standard eahed rock, othe io decreases laborsory CBR apparatus const of «mould of 150 mm oll, loading frame ad il gauss for nan ‘om soaking. fa Soaked (yet) mex ater for four days and he eter witha base plate and @ te penetration values and the expansion the speci mould is soaked in les are noted. The surcharge weight He mould and ine assembly is placed under the plunger of ‘The CBR valve is expesed a 2.5 mmor 50 mmto the sandals, ‘mathematically expressed a The areaotie square inc by ood causing f ithe penetrations o ‘emtoned above, The CBR ean therefore be "othe sus are sometimes converted to pounds PEF IRC METHOD ied the design procedures fr Neible pavements based on CBR. 1s. The Pavement designs given in the previous ed 4 were applicable to design traffic upto only 30 milion standard axles (ms). The eal 5 regarding applicability and extrapolation, This guidelines analytical designs and developed new set of designs up to 150 ms in IRC37-2001, ‘Scope: These guidetnes will appy to design of ex Highways, State Highways, Major Disct Roads, and other categories of roads Flexi pivemens are considered to include the pavements which have bituminous surfacing and _ranulr base and sb-base courses conforming to IRC/ MOST standaeds. These gu to new pavernents, pavements for Expressway, National and strain proper con ists resulting fom repeated (ey ius layers are selected using the| np=aaxix (=) x (5) © Ny inwhich, isthe allowable umber of oad repetitions to contol fiigue caching and Eis the Elastic modulus of bituminous layer. The use of equation woul re 20% ofthe total area. Ruting Criteria The allowable umber of load repetitions control permanent deformation canbe expressed as 1, =4.1655 x10" x (4) o | Where, N, isthe numberof cumulative standard axles to proce muting of 20 mm. nnoteséfreein sed onthe performance of existing design and sing analytes approach simple design ‘hart and extalogue of pavement designs re aed inthe code, The pavement designs are iain fee designs to stage iin ems ofumoltve number of standard axles; nd + CBR value of subgrade trate ive number of standard ales (8160 kg) to be is requires the following information: DEPARTHIENT OF CWILENGIVEERING (ONTT BRARATHINAGARO] Pages average annul row ate fe For the purpose ofthe pavement design, the design ive numberof standard axles that canbe eared before is recommended that pavements for arterial roads EH and urban roads for 20 years and other ‘The vehicle damage factor (VDF) of different axle fads and axle models If adequate data i ot avaiable of 75 perce loading train, ype of road, and from region 1 region. The ate load equvaleney factors are teed to onvert frets into equivalent standard axle load repetitions. For these equvaleny fectors refer IRC:¥7 2001, The exset VDF vale are arived afer extensive field surveys, notessfireein 48% respectively. Design traffic DDEPARTITENT OF CVIC ENGINEERING (OMIT, BHARATHINAGARA) Pagesye MEV Ax Dx F ‘of completion is existed using the felling forms A= P(t} 6 where count an the year of eompletin betwee completion ofthe jet notesdtreein Pavement thickness design charts | Foti din of pens a cary wan he her 10 0m ha RES 0 (ascve33) ini thickness of 225 mam for tafe up to 2 msaan 150 mm for tac exceeding? sa. Bituminous surfacing The surfacing Conis of«wetng cure ora binder cous pis ‘waring course. The most commonly ted wearing cures ae surface essing open graded emi cape mix seal suring. en denebuminous concrete ad brumious concrete For binder course, MOST species, is dsable to we ituinous aca (BM) fri pt 5a and dene bruminousmacadam (DBM) fer aie more an Ss Numevial ex le Design the pavement fr construction of anew bypase with the fllowing dats 1. Twolane carriage way 2 Initial traffic in the year of completion of constuction = 400 CVPD (sum of both Alrestions) = 25 standard axle per commercial 6, Design CBR of subgrade sil = 4 Soaton 1 Disibon aor=075 I N= at x 400 x 0.75 x 2.5 = 7200000 2 = 72m 3, Total pavement thickness for CBR 4% and walle 12 ms from IRC37 2001 chart = 660 mm 44 Pavement composition can be bined by interpolation from Pavement Design Catalogue (C37 2001), 1. Bituminous surfacing = 25 mm SDBC + 70 mm DBM 2. Roadaase = 250 mm WM 3. subshase = 315 mm granular mates of CBR not less ——— DDEPARTWENT OF CIVIL ENGINEERING (GHIT; BHARATHINAGARAY Pane iePAVEMENT DESIGN ee MODULE 3 bythe Fou dv to continuous lading ort canbe formed during the ered forthe depression in the ‘TYPES OF FAILURE, (or Cracking of Flexible Pavements Alligator eracks are als called a8 map cracking. concrete. A series of interconnected cracks are observed due Unstable pavement observed, notes 4free.in in the frm ofthe wave sell a5 shoving cpedicular othe dicetion te atic ‘Deparment of Col Ege OTJoating and ses ‘rapped in the pothole stresses and erack propagation ‘Once the potholes Formed, he distress gro chunks, to several feet in width, Thy’ due to large potholes ‘Dejrnent of Cl age OMT SiraveFig.7: Swelling fn Road Pavements CAUSES OF FLEXIBLE PAVEMENT ‘The’ common cases of flare of Nexible pavement areas low 1. Fail of subgrade 2. allure of ub-base or base course 3, Fall of face iN My oressfreein |. FAILURE OF SUBGRADE “This ie the main cause of flexible pavement subgrade si in ature of whole + Late shoving of pavement rearhe edge along the whe path ‘The wo primary reasons of fale of ubprade sil are + Inadequate silty + Excessive sveseppliation Deparment Co Eee GUT 2, FAILURE OF SUB-BASE OR BASE COURSE -EAILURE OF SUB-BASE OR BASE COURSE ‘These are 5 primary easons behind lure of sb-bas or base course as described below, ‘lnadequate stabi or stenath: Role ofjytubveetisse course ito transform the wheel lool fom surface cous or wearing course to the subgrade, Therefore the strength ofthe sub- tase base cour hat of subgrade, Strength ofthe sub-base or base —_ Depa af Chal Enep OMITPAVEMENT DESIGN (15CV833) iferent ayer act separately. Tiss the cause surface ‘Therefore a lye of ligator or map cracking on bituminous the base course before placing surface course. This rete better bonding ofthese two lye mate shold not be used 3. FAILURE OF WEARING COURSE Deparmereof Ege OMT ‘The flowing measure should be Tipeee PAVEMENT DESION (1SCVE39) ee + Proper amount of binder i creates racks on layer and weakening ofthe on new roads where the design i based on nd bituminous premix patching for wide cracks racks ae fine and extended over larger area ——— Deparen of Cv Emes OMITPAVEMENT DESIGN (ISCV333) PAVEMENT DESION (SCV833), Soe OTe a and give lateral to pavement and support crileria to indicate the pavement riding qualities expressed in tems of unevenness index slur seal fog seat + mprove the shoulder Seal the eraeks using low viscosity binder recommended by hollaway ie given in below table 4) Cemereraehing “These types of cracks can be sealed by slurry seal o fog sel In old pavemens In now pavements syRuxing 1+ Fill the premix dense graded material and compact tothe desired levels afer Riding quality ying a prime coat Riding quality i Excelent + If rating is due to subgrade failure thn excavation and rectification of subgrade os Saal Goad 7 Tow 144 Fair Tae Tair Potholes Te 2 Poor Avats) poe Above rio Vey poor “Treament is done by patch work oF patch rests. To fl potholes with premix nse graded materials are followed by compaction. Structural evgluation by benkleman eam deflection eho Functional evaluation by visual inspectgfessfrecsin eS otesttreeih —————oo | ‘The benkleman beam measures the deflections under standard wheel load conditions. Visual inspection is @ method of inspecting the pavement surface for det ‘Twokinds of defection measurements are poss ual survey conducted assessing the amount and severity of va flection on the elastic deflection, ed engineers and pring fiom amoving vehicle to the more dei technicians walking th em length of the overale defection ich is most measuring deletion pivoted 244m fom the end carrying Of the pavement. Reif, aoe vial survey lecniues have become mre common and are Being rd using unevenness indictor, profilograph, Procedure of measuring the rebo 4nd that gives the unevenness index of the surface in 1 Selet 0p sneveaes inerator The paverment unevenness cage for cach lng the ovler wheel path ie, 6Dem from the pavement Deparment of Civ nge GMT OIPavePAVEMENT DESIGN (SCv833) aay qx“ and inser the probe of the beam bi placed vastly over the point whet 1 Yo of 40853 is used for the GPR, a non-destructive 3h frequency ratiowave ground 0 antenna re29rd the ‘age re Jim and 9m from 1 ‘of recovery is equal to 0.0025mm per measuring point, and when the ‘+ Pavement temperature is recorded + Ds honever D.D> 0.0025mm, cone fof the front leg, the truth deflection Design factors for runway pavement ‘The area served by the aiport must be able to generate and atract the estimated passenger and cargo tra bined by the forma . Nee Xt291¥ Where, Xr —Trve pavement defection Xa=Appaten pavement deflection . YY" -vertel movement of the front lees | notessfreein Structural evaluation by flag weight defectometer eight on to a sping system. Ths int . durin to We road surface trough GPR hae spplication in paveme ————_ ‘Deparmen af Gol Eney GMT ‘Dejan oF Chi Egg: GMT TiraseFe et ES ee MODULES [STRESSES IN RIGID PAVEMENTS FACTORS AFFECTING DESIGN “The strvtura design fg pavements governed bya number of ators, seh easing 1. Wel oad and its repetitions 2 Area of contact of whee 3. Loca v fla with respect to sl, Properties of subgrade 1. Sobrade sength and roperies 2 Sub base rovishon erosion. % Properties of concrete 1. Scene reomeenonaits notesdfree.in 3 Piso 4. stvinkage popes 5S. Fatigue teaviour ” serua cotitons 1 Temperature changes a 1. Arrangement of joins, v Rednforcemest J. Quantiy of enforcement 2. Continuous reinforcement LOADING er the whe! load, the greater are the ‘within wide range. Ii required 10 load of In india, the basic design of Load Ip Impact can be of serous concern inthe design of concrete slabs, especially atthe joint method of design. They at illustrated in F botom of the slab. Edge stress athe top ge Corer loading produces tensile stresses at he top tothe bisettor ofthe comer angle,Properties ofsubgrade 1. Subgrade strength and properties |. To provides uniform and reasonably fm pavement suppoet. 2. To prevess mué-pumping only and 3. To preven 4. Toprovides Pee ese es ance Critical Load Position age Loading: When lad is applied onan edge of th ion is located on the bis ‘Corner Loading: When the centre of load op Somer angle farmed by two intersecting edges ofthe stub, andthe loaded ara is comer thing the 19 comer ed. 1. One ayer o 2. Two layers of water-bound-macadam remodel Ee brick soling under oe layer of water-bound macadum,Fatigue behaviour of eonerete Asconerete damage takes place tothe flexural strength (he ble to resist ewer and fen not exceed 055, concrete 1. ‘Temperature changes ‘Changes in temperature affect the stresses in the lab i £0 Wa} + Changes in the temperature gratient through the slab contraction between the top and bottom ofthe sib, The sa prevented from warping due tothe Streses are induced due to such estan. 1+ The expansion a contrsetion ofthe slab defo temperature the fcton between he suberade ag. dp e285 2, Friction between slab and sub-base ‘The amount of fietion besween concrete ime puzzolna concrete, give rough sufices, Arrangement of joints Joints ae needed fr allowing contraction and warping ofthe slab caused 3 Feasons discussed above. The pacing and arrangement of joints yrs pacing and arrangement of ois gover he siresses an important reed concrete ANALYSIS OF STRESSES, slab design is a coms umber oF assy . rarely tenable in practice. sng work inconrt sla design can beatributedto Wesergar, who presented based ‘n the following assumpi |The conerete slab is homogencous and rope and has uniform elastic properties. 2. The reaction ofthe subgrade is vertical only and is proportion slab. In other words, the support provided by the subyade ‘uid and the subgrade has no shear strength (Fig 2), the deflection ofthe that given by dense 3. The reaction ofthe subgrade at poi constant K being the Modulus of Subgr Fig. 1 The edge loading is semi-circular asin Fig (page 2) notessfree.in DESIGN OF RIGID PAVEMENTS. WESTERGAARD ANALYSIS General Design Considerations ‘Cement concrete pavements ep rainy due tothe ri +H. M. Westergard i consiered the pionerin prov pavement snalysiJa plat of thameter 75 em at dee Here, ‘Thesteses acting ona ig pavement (0 Whee oad stresses rica Load Position magnitude of subgrade presue. The son's rato fr cone ton 0.125 en te mos subgrade retin K ies fess om Ee modulus felsic of coh OMEEAERECRyen™ 01s K = sbarademoduls ot moduls of subgrae reaction, lem? i) temper Sine the pavement lb asf ae lied onan edge of the slab at ny place remote from 2 en the center of oad ap ed by to Fn ius of sisting seton, em whem ais ess than 1724, = rads of whee! ond aise RARE REE= pain ege aoe loans respect suseandSeomainun se teaboidmes Pentel oa be rtf raise sis bemtsofrsising ions nolesfrein IFIED WESTERGAARDS EQUATIONS fhe ro ra 29 or, edge and comer have been sett wos bespoke cement concrete pavement iy found o be more erica for oi tn The dn Roads Congres ecmmends he hi edge and corner regions and analysis maid by Kel 1 Finding the load 1 ase course, sub-base course oF notesdfreeinso Tresion ka, om 156m, igvem’ r 20) se kg fem? corner lee stress Eig ood stress, Se get nerete pavement, These areimodaing the ee of Pi logit and tance deenStic rsnaesoabgote sai alte eg of the Hoe ola compe rngenson, Tek ses is higher than the inter “ eae ee notessfree.ine RIGID PAVEMENTS a a is DESIGN OF urs NCENENT CONCRETE PAVEMENTS ‘CONSTRUCTION OF I temperature ofthe Introdecon: ons are poviel iin te tempo notestfreein (0) Contraction joint (©) Warps down condition | ote ape na pc pao Sram (2 Warping wp condition (9 Warpinseo natn oa tera ess oF TONE vera. ap ohare Figo weet Corton, ‘Typial contraction Warping Joints aegy hte Bote Joint (0) Batt Jit with Tie Bar (0 Toowve and Groove Werping Jointe ‘Abani stesing les ‘iu, os hepa eat 1 te join faces with Tretetasa sho peta den | Dera cr | | (Stew arangem Figure betpled, staggered on eit f crcksare often formed i reinforcement \VEMENTS: stn oF JOINTSIN CEMENT CONCRETE P “The size and lo govemed by standard specication based concrete. pavements are ven by th equation 7 eee TT ing temp an lb temp) subgrade; see Fig. below. half the length ‘Slab Contraction and Frictional Resistance Tot ional resistance up to distance Lc/2= W x'x(Lo?2) (100) x FAllowable tension in cement conerste =Se xh xb 0 Eauaing the above two values,of cot yg be 0 ceca cruamsane re 250 1 x10 Her. eat of scvallable sos ines Ww xb 302) = 100) 85 AS 2055s RW Here, agua are of seek en? ss sb wih notestineednshen there are magnitudes are related the load on one lb is reversal a, would dete ives anal a. 727 og the length of dowel for determin the capacity of the ickness subgrade pocty depends UO" ies and spacing stn may be dsianed is of Bradbury's ye bar in shea, Bending and bearing in “The IRC recommends hat dowel analysis for losdwanser capac of sn below: “These values For shear in the bar, P'= 0785 ei, For bending. aa For bearing on concrete, P= =z cy Ae notesdfreein fond wransfer capacity of single dowel bot, ks, 4 diameter of dowel bre 1Ld= total length of embedment of dowel bar, ith cm le exral sess in dowel bar kglen® bearing ies in cont glen? ‘The load capacity ofthe dowel bar in bending and bearing depend on the total embedded length Ld on bh the slabs. 7 Sree intend eng te en poor mien Nena ein oat tensa tet 180 a La 4 836] ML a ‘The Value OF Ld is determined by tral from Ea. above, Diameter and Spacing: ‘The diameter and spacing ‘oblained by equating tgn aa os ‘posure Tecetonna es Jeng ofebedrentequred on each eas ge ath RIN ache paroron i" en as Wh fen? fo dered wel load srs in eamentcanret pavements const af et of plates of meter 75, 60,48 and 30cm, loin vce egg tation fame spans which te ck dat rae esting fe fromthe loaded read ilont otra Cae rm Bain Test Example: jue of &= 0128 em is = 21079 kgfem2 Moadlus of subgrade rection Ks for 30 em diameter plate - ast = Ht. 16.06 kg/em? a 4 0.125 16.86 ko/ Modulus of subgrade reaction K for stand plate of di. 70 em, Kay _ 16.86 x 30 = GL @ 75 ler soaked condition during monsoon season, soaking) = 6.75 kg fem? or 2 ‘Ovens ctr“engin Ba ee “Te digo yes dab responsible Gon san ie os er © Joint spalling. © doink sping : Canis. Compras | Gmpaise abun coun diteioration fhe Joby cad ot Spurge 4 cud by ME | racic ppg, Poon quality connate aio ausull. in ZAVEMENT DESIGN (1Scve33 [Sint spalling. Small edge to lange epalta in a Fa the lob and dean to He foints can be Courts Jon _joint_rpalting : Toinls subjected to eeanive abusm dur to high’ bop on by ingiltzation 9 amy’ incomprunibl moteiale : The joint that cow conubuictid mith seal concrete x Toint that W acaumulabed uth aber thot mulls Sg, doint polling 60 rigid. paweenent labs © Saubbing : Ti digysura. in elution bla tu Joints ix called ay Faulting . ) {Causes qon_Soulng + Sloot oy the povimane that coud das 6 mit 4, Pordation , 4 EH Bre pumping’ on the exotion 9 ronbuial Une We toed) Wn void undin the pamesnk nab alCousing ablment; 9% a 4 The beropombine chong ord. rncialane chong, ak, ca) cunling the slab edge. % 3, Polished aggugaker . oe Se supeaked bape aplication bade 40 “thi dinbun. ‘Tha on the goilins io get pawns cau whan Yr, ogggat aba the coment pare in gy the cane g PCC i voy tall om He aggagata otnok ‘rough om hun Huy om os in shape , that ef connot: Provide supgiciont “akid susialana gon tu, whiclex D Shintoge cracking The om ASEH Sa that one lest than mn in lengths. Ty davtexon the tote lob, Te alley cond causing prow he cncrute thd rexults in such exack: Faw one coud dus to Nigler txyorabon 0 wilor dus to higher tunpmatine cnocks« Sroprpen caning con also trwate Btrinkage crac in nigid pasants ) Pumping ugpects Se seohion ox 3x09 tx urd 0. ayer @ te paseent i cad ot Pumping, She dita i couse dix to He ache whic led coming oper te a | supetitive mannes. Shit will mull in 94 : x joe matotat print |) in th. tubbase to rose obo with conte an. orl gt expllcl ‘DEPARTMENT OF CIVIL ENGINEERING OMIT aith Hu water. naan Purnping con be- auniclel by Prenton ‘ule jeumulabion of te payment sub-bote inloga 2 Q Punch-out in Rigid pawenente A localized oma concute rlob that & brokwn into pitcer will be named at Punchouk clistnw. That dinture con take ony thape on gnu. Shan one ray dared oy. ints ond cnadkt. She joint ard cxachs will mainly kup 1Sen ticlth dhe rain tuason behind punckouls is heowy ruptated loads, He slob thicken inadiguody, te qouedkt support. tom on te cone dlgicitney Uke homey combing Dinean cnocksng + : ‘Thuse dyper op yoilaner in nigicl paserente divi fica. The reason behind fi DDunobility cracking ‘The grueaing ond thaising action ull create rugulan Uxpantion and. contraction cahich wil veut Oo he gradual bmakdoan oy the concate. TRA type % a vi potine q cxada onty concute wunjou logon that {GINEERING (GIT, BHARATHINAGARA)PAVEMENT DESIGN (1SCV833) the points nell ond lows to the ge Sees ‘urn to be mone ‘0b “D' onckt hae alah. D Cosnen brunke hee ane the llamar in rigid Povunen B coud due to pumping in oxane ae Pumping complaiely sumo the undying support. thet mere fuppent aanky blag to ken He which load te Coren erode one Cuated. The tupain method tithe i ill aleb ruplourant ontdlesiepsin gon the gull dioth musk be caridoul ot eS oe a Sellacing ox the hep cures ohich would 1 _ ee rin to te dligiewnt goiluser 9 cement concrete 4 Ppowement x Sojt oggrugate, + Poon eonbsranship in srl os iS goink con : Poon jint gue, cont, coon, ae Filer and alin eocketal se Peon nuryo sich, 1 & Srey ‘ Efren ond. inugidint sig DEPARTMENT OF GIL (LENGE (GTR Vhs Malnlalnara meausus takin in Rigid pavement a O Caack giling. “i @lrack tualing @ Stitching @ Postiot dapth mspain @ Full ckpth rupain @ Dowd bax retnozit @ Diamond grinding @ O creck fig 9 dt ia the prow q gilling crack gillin into ron-sotking cracks to tubifortily rds the intrusion iocompunble rmateaial. yerebuitt depiction op metabo co the paswnent. Unally cracks lex than ann etd: (pon acrhirg) uguine crack giling low winorlty Fore ard polymer madigied ourphal one urid ox Crack oitten @caack sealing Ploament op apeialinad rnatenialr into Wonka | cracks (Crack mont than mn) using unigus vongiguration, Lito: suduce the inbuicion op incorpratile roateiot Orel iu ingillnation a mciatu in the pauterent iz noon ot Gock, pealling . There cracks can. be talc using epoxy4 supalx boundenies > Removal @ dirbuml coneule > Application sj ane 9 bending ogints 7 Placing the palching rata 7 Teehiing . unieg ond jeint uabig PAVEMENT DESIGN (15¢vB33) onerute patch, The tuguine oy operaliont ‘in: case FP qull dapth vupain aw Kimilan to thal @ partial dipth rupoin but ith an addition g prouision lod tranuyn uti, 04% spr moat Jointed poswents dowd bax ou exniol gon lod tranager A De.el_bormebrojt The nahabilitation technigue it applicass to only jointed concsite. pasements. Low load traniger epiidency (esos) quater qoulting ond diggenntiak dglction oy pouwmnent slabs cou the mason yon dood bax rubsogittng. Slots of megunucl tize ow cab. using diamond so1o stot extiow’. Dosel bom cou Hon plot i the praparud tlots orc tun the ols DDioriond_geieding* ‘Diamond grinding move a. thin Layis of the sungoa oy herdened concrete pawiment uring clouly rpaucl diamond. blades. Jt i und gon stmoving bumps in the rmoly plaud concnute payement comfauction joints. The el mugou “i ackinech by suring the block amumnbly at pnedelsrmined tut oeron the | Powament gungact | DEPARTMENT OF CIVIL ENGINEERINcroporition ond ity thiknon , tie Evaluation by Visual ‘inspection * Visual inepection & 9 metod g 4 te Paurment moyou Jon deleting dion tinny ond powerunt condition eiduation / Evaluation by Unusoness me wit © Te pomeent ornare Bel uaing voannoen indian, proileanaph, proplometen on | novghomelen . Mo guipmick copash q inkgrating 4 eho) poMment mayo te comsanvrany ‘ “give the unawunnens indie q thissungou in) ‘anja Length @ NOad Troy be call. Onsinaneas mall The pawment unesennen, criteria to indicaks Hu passen- ink riding qualition np in towne ancuera eles iowroudad by HoUlsong & gin in below feble, To Old pasuments Frame toda | 55 colin | ding, quality Boo 5 Erzatlent Qs bo NF Gxocd 190 to Iu Fain tus to a40 | Poon bows 240 | Very poom Ba Toints : Requirements q gontt ee a he joint ual peumit movment g the alabe init susbraint a Sethe joint should not urduly sean the tlob sbuchiral “ord te Lond shad be onnganl Suet fee nether ogecti ee eva malt others eretemnalsenabbins ah ec ony Pay ae enedthe ing guy. Be game ld et The conbuiion othe joints ruth ie re ponibe with loging 9 ts comet Need gon Toints : i Gonerte pauumints ore supe to Uolumebac chong praduad by tumpefine vuriabione, abninkege during: Aeltng ond dhangar in ethan conkent $3 a long toe & UL it trund to crack of clon inbound buou o MCh Fock A Pouenest matonabiy que gran cracks can only be built 1s dikicud ino. sat labs by tnbuporing Goints. Then. Joints} wilt thn erase that th runt duped Adan f2 eaporsin| Cortnaction ond weap os coils’ i asia ie eee ae ; Uinta. The larger the Langth Bo fnta, He gructon it the || Warping aut ont grater & the nud Jon iagonelig abl Type 9 Joints: ol Toints in concute slaty con be clainied 4 d _ lentigiecl toto a O Cxparuion joints, 4 @ Contraction enka i ® Waoping joints © Contruction joint © lorgitudioat joints Otxpantion joints : PAVEMENT DESIGN (15¢V933) MODULE-05 ES Fab NU above the value hin L saan laid . Se >is nowmably. o branusem Joint . Expansion joints oko relieve woumex caused | ty ‘orbraction ancl toonping. Expansion Joint on omitted allogethen in modann practice Beaker G expamaion jointx om, we A spam or epansion sokich & guurally 80mm, eA joint gilltrg compmenitbl reatuial intuyoud in te abowe spo. aR eink sealing covangurnent * A dood box yor load traneger - : x Thin cootig ay biturnen in the expardling portion @ “the dose! bon to bmak boncl with conczube arc pexnnit expansion XA cardboard on metal cop oh Ee" expanding ond '¢ thi dood baa qed with Colon waste 7 Bees ot ant DEPARTMENT OF CIVIL ENGINEERING (GMIT, BHARATHINAGARA) age 12PAVEMENT DESIGN (15CV833) MODULE-05. When the demporafre a, conenele galls below i laying tempoatin , the Alas contracts. 9 long length g Hab laid, Hu contraction india tensile stash ‘ ie nauideel af suitable and dhe slab crack. 9g goints one Pp intovale tranvoaly, the appearanu 9 cracks of plow gy other than the Jointa com be eliminotecl Contnaction joints ® Contnachion goints:) int ako nelcewe Waning abuse, to rome exbont - Featwux q contractor joints ax , A suxsu gnoow qowud by diving a glot relat plate! thin the Concrete it grun . JE i not ten than 6mm wid + amd has a dipth epual to ene-gourth Gu cipth o the notes4free.in # Pasement - x A sealing Compound to pruent ingnem % extemal m acon the joint, Tht % ditpenmed with ig it 4 considlowd | thot He oggngate intenlock i abl to mony te load. 3 ——_S ]s DEPARTMENT OF CIVIL ENGINEERING (GMIT, BHARATHINAGARA) Page 13