9 Design of Overlays 2023

8.
Design of Overlays
Design of overlays 1
Design of Overlays
• As the highways age and deteriorate, some
types of treatment is eventually required to
provide a safe and serviceable facility for the
users.
• The types of treatments can range from simple
maintenance to complete reconstruction,
depending on the circumstances.
• For pavements subjected to moderate and
heavy traffic, the most prevalent treatment is to
place an overlay on the existing pavement.
Design of overlays
• Depending on the types of overlay and
existing pavement, four possible designs
may exist:
– HMA overlays on asphalt pavements
– HMA overlays on PCC pavements
– PCC overlays on asphalt pavements
– PCC overlays on PCC pavements
Overlay design for flexible
pavements
Principles of design
• An overlay design differs from the design of a
new pavement.
• The strength of the existing pavement is to be
evaluated, whereas in the later, the strength of
the sub-grade on which the new pavement has
to be constructed is evaluated.
Steps of Overlay Design
1. Estimation of the traffic to be carried by
the overlaid pavement
2. Measurements and estimation of the
strength of the existing pavement
3. Determination of the thickness and type
of the overlay.
• The exact design of overlays by
analytical method is rather difficult.
• Most of the design methods are
empirical.
• The estimation of future traffic is done on
the same method as discussed earlier, in
terms of standard axle loads.
Measurement of pavement strength
• The measurement of deflection of a flexible
pavement is one of the indirect methods for
assessing its strength.
• Most of the methods currently in use by
various organizations around the world use
deflection criterion as the basis of design.
• The appeal of this method is the ease and
speed with which deflection can be measured
without disturbing the pavement structure
IRC guidelines
• The IRC have formulated guidelines for design
of overlays on flexible pavements.
• The method is based on measurement of
pavement deflection by the Benkelman beam.
Benkelman Beam
Principle
• A well compacted pavement section or one
which has been well conditioned by traffic,
deforms elastically under each wheel load
application such that when the load moves
away, there is an elastic recovery or rebound
deflection of the deformed pavement surface.
• This is the basic principle of deflection method
pavement evaluation or overlay design
Benkelman Beam…..
• The maximum deflection under a design wheel
load depends on several factors such as
– Sub-grade soil properties,
– moisture in the sub-grade,
– pavement thickness and its composition,
– temperature of the pavement,
– loading particulars etc.
• Therefore the amount of pavement deflection
under a design wheel load or its rebound
deflection on removal of this load is a measure of
the structural stability of the pavement system
under the prevailing condition of the test.
Benkelman Beam……
• Larger rebound deflection indicates weaker
pavement structure which may require earlier
strengthening or higher overlay thickness.
• It is desirable to carry out the deflection
studies soon after the monsoons when the
pavement system may be at the weakest
condition due to maximum sub-grade moisture
condition.
Benkelman Beam…….
Procedure
1. The stretch of road length to be evaluated is first
surveyed to assess the general condition of the
pavement with respect to the ruts, cracks and
undulations.
2. The pavement stretches are classified and
grouped into different classes (of length not less
than 500m) such as good, fair and poor for the
Benkelman Beam studies.
This phase of operation consists primarily of
visual observations supplemented by simple
measurements for rut depth.
Criteria for classification of pavement
section
Classification Pavement Condition
Good No cracking, rutting less than 10 mm
Fair No cracking or cracking confined to
single crack in the wheel track with
rutting between 10 mm and 20 mm
Poor Extensive cracking and/or rutting
greater than 20 mm.
Sections with cracking exceeding 20
percent shall be treated as failed
3. The loading points on the pavement for deflection
measurements are located along the wheel paths, on a line
0.9m from the pavement edge in the case of pavements of
total width more than 3.5m; the distance from the edge is
reduced to 0.6m on narrow pavements
4. A minimum of 10 deflection observations may be taken on
each of the selected stretch of pavement. The interval
between the points should not be more than 50m.
5. The truck is driven slowly parallel to the edge and stopped
such that the left side rear duel wheel is centrally placed
over the first point for deflection measurement.
6. The probe end of the Benkelman Beam is inserted between
the gap of the dual wheel and is placed exactly over the
deflection observation point.
• The initial dial gauge reading D0 is noted.
• The standard truck (rear axle weighing 8170 kg) is
moved slowly through a distance of 2.7m from the
point and stopped.
• The intermediate dial gauge reading Di is noted.
• The truck is then driven forward through a further
distance of 9.0m and the final dial gauge reading Df is
recorded.
• The three dial gauge reading D0 ,Di, and Df form a set
of readings at one deflection point under consideration.
• The deflection observations are continued at all the
desired points.
• The rebound deflection value D at any point is
given by one of the following two conditions;
D=0.02(D0-Df) mm , If Di-Df < 0.025mm

D=0.02(D0-Df) + 0.02K(Di-Df)mm, if Di-Df > 025mm
• The value of K is to be determined for every make

of the beam and generally this value of
Benkelman Beam in India is found to be 2.91.
• The mean value of the deflections at n points is given by
• The standard deviation of the deflection values is given by;
• Characteristic deflection:
Allowable deflection as per IRC guidelines
Design traffic Allowable

(com.veh/day) deflection, mm
150 – 450 1.5
450 – 1500 1.25
1500 - 4500 1.00
• If the characteristic deflection is greater than the
allowable deflection, the thickness of the overlay
is then determined by the following formula.
h= Thickness of granular overlay (WBM) in mm

= Characteristic deflection
=allowable deflection
R=constant, whose value may be taken as 550
Correction for pavement
temperature
• The IRC suggested a standard pavement
temperature of 350C and a correction factor of
0.01 mm per 0C to be applied for the variation
from this standard pavement temperature.
• The correction will be negative when the
pavement temperature of is above 350C and
positive when it is lower.
• However it is suggested that deflection studies
should be carried out when the pavement
temperature is above 300C, if this correction
factor is to be applied.
• In colder areas where the average day
temperature is less than 200C for more than 4
months in a year, the standard temperature will
not apply.
• It is recommended that no correction for
temperature need be applied.
Moisture (Seasonal) Correction Factor
• The seasonal variations cause variation in sub-
grade moisture.
• Correction for seasonal variation depend on
type of sub grade soil:
– Sandy/Gravelly
– Clayey with low plasticity PI<15
– Clayey with high plasticity PI >15
• and average annual rainfall categories:
– Low rainfall (annual rainfall < 1300 mm)
– High rainfall (annual rainfall > 1300 mm)
Moisture correction factor for sandy/gravelly
subgrade for low rainfall areas
Moisture correction factor for sandy/gravelly
subgrade for high rainfall areas
Moisture correction factor for clayey subgrade
with low plasticity for low rainfall areas
with low plasticity for high rainfall areas
with high plasticity for low rainfall areas
with high plasticity for high rainfall areas
Traffic
• Traffic in terms of million standard axle shall
be considered for the design of overlay.
• For the design only the number of commercial
vehicles will be considered
– Sum of both directions for two lane road
– Heavier traffic in the case of multi lane divided highways
• Traffic growth rate of 7.5% may be adopted if
adequate data is not available
• Design life of major roads at least 10 years but
not less than 5 years.
Traffic
• Design traffic
n
365 * [(1 + r ) − 1]
N= * A* D * F
r
• N = the cumulative number of standard axles to be catered for
in the design in terms of msa
• A = Initial traffic in the year of completion of construction in
terms of number of commercial vehicles per day
• D = Lane distribution factor
• F = Vehicle damage factor
• n = Design life in year
• r = annual growth rate of commercial vehicle
Traffic…
• Lane distribution factor
1. Single lane roads: Total number of CVs in
both directions per day
2. Two lane single carriageway: 75% of total
CVs in both direction
3. Four lane single carriageway: 40% of total
CVs in both direction
4. Dual carriageway:
Dual two lane 75% of CVs in each direction
dual three lane 60% of each direction
Traffic….
• VDF values
IRC-1997
• The latest IRC guidelines (1997) give a set of
curves for determining the overlay thickness.
• The thickness is in terms of bituminous
macadam construction.
• In case other materials are used, the following
conversion factors are adopted;
• 1 cm of bituminous macadam
= 1.5 cm of WBM
= 0.7 cm of DBM/AC
• Minimum bituminous overlay thickness is;
– 50 mm Bituminous Macadam
– 50 mm DBM
– 40 mm Bituminous concrete
• Where structural deficiency is not indicated
from deflection values, thin surfacing may be
provided to improve the riding quality
Asphalt Institute Method
• The existing pavement is evaluated by
measuring the surface deflection by
Benkelman Beam.
• The thickness of the overlay is determined
from the deflection and an estimate of the
traffic to be carried.
• Traffic is expressed in terms of ESAL.
• A typical chart is given in figure below.
Conventional method
• Total thickness of flexible pavement is
calculated for the design traffic volume. (any
of the methods as per pavement design)
• The overlay thickness is :
ho = hd − he
h0 − overlay thickness required, cm
hd − total thickness required, cm

he − total thickness of existing pavement
Overlay design method for rigid
pavements
• Concrete pavements develop structural cracks
if they are under-designed or if they have been
subjected to heavy traffic.
• These slabs can be rehabilitated with a rigid or
a flexible overlay.
There are three types of rigid overlays.
• Bonded overlays or Monolithic overlays
• Partially bonded overlay (Direct overlay)
• Unbonded or separated overlays
Unbonded overlay
Partially bonded
overlay Bonded overlay
Separation
layer
Existing Existing Existing

slab slab slab
Bonded or Monolithic overlays
• Bonded overlays should be used only when the
existing pavement is in good condition or when
serious distress has been repaired.
• To achieve a fully bonded overlay, it is necessary
to carefully prepare the existing surface before
placing the overlay.
• All oil, grease, paint and surface contaminants
must be removed.
• Then a thin layer of cement grout should be
placed on the cleaned dry surface just in front of
the concrete paver.
Bonded or Monolithic overlays……
• Irrespective of the type of existing PCC
pavements, plain concrete is the most
commonly used bonded overlays, although
steel reinforcements may be used in thicker
overlays to supplement the steel in the existing
pavements.
• The location of the joints in the overlay must
match that in the existing pavement.
Partially bonded overlay
• Partially overlays are obtained when the fresh
concrete is placed directly on relatively sound and
clean existing slabs.
• If the existing pavement is jointed, a joint should
be placed immediately above the existing joint to
prevent reflection cracking.
• It is also important to keep the joint spacing of a
partially bonded overlay as short as possible by
providing additional joints in the overlay to
minimize temperature stresses caused by the stiff
underlying slabs.
Unbonded overlays
• Unbonded overlays are typically placed on
pavements that are badly cracked.
• Prior to the overlay, the surface of the existing
pavements must be cleaned of debris and
excess sealing materials.
• A separation layer, usually consisting of HMA
or sand asphalt of less than 2 inch thick, is then
placed between the new overlay and the
existing pavement to prevent reflection
cracking.
Unbonded overlays……
• The separation layer can also serve as a
leveling course so a more uniform thickness of
concrete can be obtained.
• It is not necessary to match the location or type
of joints in the overlay with those in existing
pavement.
• The minimum thickness of unbounded overlay
is 6 inch.
Design of rigid overlays
• Various organizations have evolved empirical
formulae for design of rigid overlays.
• The formulae of the Corps of Engineers and
the Federal Aviation Agency are popular.
• Unbounded overlay :
Corps of Engineers and FAA formula

• Partially bonded overlay
• FAA formula:
• Corps of Engineers formula:
• Fully Bonded overlay
= overlay thickness required (in.)

= Thickness of the monolithic slab required
(in.)
= Thickness of existing pavement slab (in)
c= pavement condition factor
Value of - C
Value of C
=1.00 when existing pavement is in good
condition
=0.75 when existing pavement shows
initial cracking
= 0.35 when existing pavement is badly
cracked
Example
• Benkelman Beam deflection studies were carried out on
15 selected points on a stretch of flexible pavement on
clayey subgrade with high plasticity for low rainfall
area.
• The deflection values obtained in mm are given below.
1.4, 1.32, 1.25, 1.35, 1.48, 1.6, 1.65, 1.55, 1.45, 1.40,
1.36, 1.46, 1.50, 1.52, 1.45 mm
• If the present traffic consists of 750 commercial
vehicles per day, determine the thickness of bituminous
concrete overlay required, if the pavement temperature
during the test was 390C and subgrade moisture content
was 9%.
• Assume annual rate of growth of traffic as 7.0%, design
life as 12 years, and an equivalency factor of 0.7 for
bituminous concrete overlay.
• Adopt IRC guidelines. Design of overlays 52
Solution
• Mean deflection
Corrected deflection for sub-grade moisture=1.531x1.3= 1.99 mm
• Design traffic:
Therefore, as per IRC, Da=1.00 mm

• Overlay thickness of granular material:
• Assuming an equal factor of 2.0 for

bituminous concrete overlay;
The design thickness=17.72/2=8.86 cm

9 Design of Overlays 2023

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8.

D=0.02(D0-Df) mm , If Di-Df < 0.025mm

• The value of K is to be determined for every make

• The standard deviation of the deflection values is given by;

Design traffic Allowable

h= Thickness of granular overlay (WBM) in mm

hd − total thickness required, cm

Existing Existing Existing

Corps of Engineers and FAA formula

• Corps of Engineers formula:

= overlay thickness required (in.)

Corrected deflection for sub-grade moisture=1.531x1.3= 1.99 mm

Therefore, as per IRC, Da=1.00 mm

• Assuming an equal factor of 2.0 for

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