ABSTRACT

The satisfactory performance of the pavement will result in higher savings in terms of
vehicle operating costs and travel time, which has a bearing on the overall economic feasibility
of the project. A thorough analysis of the existing pavement is greatly required at this point of
time, as an excessive amount of vehicle loads is passing through the project site and it is
unknown whether or not the road pavement might sustain its structural integrity. The critical line
of equal costs on the plane of CBR versus msa is also identified. This is a swing line which
delineates the economic feasibility of two types of pavements.

It has been found that the pressure vs settlement curve; pressure vs nodal stress curve;
pressure vs element stress curve are linear for small pressure range and then it become
nonlinear. More nonlinearity is seen at higher pressure. Hence material nonlinearity must be
considered while analysing and designing flexible pavements. This total work includes
collection of data analysis of various flexible and rigid pavement designs and their estimation
procedure are very much useful to the engineer who deals with highways and road construction
techniques.
 CHAPTER-1 INTRODUCTION

1.1. INTRODUCTION

A road surface or pavement is the durable surface material laid down on an area intended to
sustain vehicular or foot traffic, such as a road or walkway. In the past, gravel road surfaces,
cobblestone and granite setts were extensively used, but these surfaces have mostly been
replaced by asphalt or concrete laid on a compacted base course. Road surfaces are frequently
marked to guide traffic. Today, permeable paving methods are beginning to be used for low-
impact roadways and walkways.

1.2. TYPES OF PAVEMENT

1.2.1. Flexible Pavements
Flexible pavement can be defined as the one consisting of a mixture of asphaltic or bituminous
material and aggregates placed on a bed of compacted granular material of appropriate quality in
layers over the subgrade. Water bound macadam roads and stabilized soil roads with or without
asphaltic toppings are examples of flexible pavements. The design of flexible pavement is based
on the principle that for a load of any magnitude, the intensity of a load diminishes as the load is
transmitted downwards from the surface by virtue of spreading over an increasingly larger area,
by carrying it deep enough into the ground through successive layers of granular material. Thus
for flexible pavement, there can be grading in the quality of materials used, the materials with
high degree of strength is used at or near the surface. Thus the strength of subgrade primarily
influences the thickness of the flexible pavement.

Fig 1. Flexible Pavement

1.2.2. Rigid Pavements

A rigid pavement is constructed from cement concrete or reinforced concrete slabs. Grouted
concrete roads are in the category of semi-rigid pavements. The design of rigid pavement is
based on providing a structural cement concrete slab of sufficient strength to resists the loads
from traffic. The rigid pavement has rigidity and high modulus of elasticity to distribute the load
over a relatively wide area of soil. Minor variations in subgrade strength have little influence on
the structural capacity of a rigid pavement. In the design of a rigid pavement, the flexural
strength of concrete is the major factor and not the strength of subgrade. Due to this property of
pavement, when the subgrade deflects beneath the rigid pavement, the concrete slab is able to
bridge over the localized failures and areas of inadequate support from subgrade because of slab
action.

Fig. Rigid Pavment

1.3. SCOPE & APPLICABILITY

This manual will apply to design of flexible pavements for National Highways and Feeder
Roads. Furthermore, this manual could be followed for the design of Arterial and Sub arterial
roads of the urban road categories. For the purpose of guidelines, flexible pavements are
considered to include the pavements which have bituminous surfacing and granular base and
sub-base courses conforming to Standard Specifications for Road and bridges Works published
by the Department of Roads in 2001. These guidelines apply to new pavements. The manual
may require revision from time to time in the light of future experience and development in the
field. The principal users of this manual are the Pavement Design Engineers from government or
their agents (ie. Consultants).

The design procedures incorporated in this document are based on the IRC 37-2001 guidelines,
American Association of State Highway and Transportation Officials (AASHTO) Guide for
Design of Pavement Structures, Transportation Research Board (TRB), Federal Highway
Administration (FHWA) publications, Pavement Structural Design of the Austroads Guide to
Pavement Technology (Austroads, 2008) and Road Note 31 (TRL, UK).
CHAPTER-2 INTRODUCTION
CROSS SECTION OF FLEXIBLE PAVMENT

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.
Tack Coat
Seal Coat

Fig 3. Cross-Section of Flexible Pavement

2.1. TYPES OF COATS

2.1.1. Seal Coat

The seal coat has to be provided which is a thin surface treatment used to water-proof the
surface and to provide skid resistance.

2.1.2. Tack Coat

Tack coat has to be provided between two layers of binder course. It coat is very light
application of asphalt, usually asphalt emulsion diluted with water. It must be thin. uniformly
cover the entire surface, and set very fast.
2.1.3. Prime Cont

Prime coat provides bonding between two layers which penetrates into the layer below, plugs
the voids, and forms a water tight surface. That's why both prime coat and tack coat has to be
provided. They both have different functions.

It is an application of low viscous cutback bitumen to an absorbent surface like granular bases
on which binder layer is placed.

2.2. DIFFERENT COURSES OF LAYERS

2.2.1. Surface Course

Surface course is the layer directly in contact with traffic loads and generally contains superior
quality materials. They have to be constructed with dense graded asphalt concrete (AC). The
functions and requirements of this layer are:

It provides characteristics such as friction, smoothness, drainage, etc. Also it will prevent the
entrance of excessive quantities of surface water into the underlying are, sub-base and sub-
grade.

It must be though to resist the distortion under traffic and provide a smooth and skid- resistant
riding surface, it must be water proof to protect the entire base and sub-grade from the
weakening effect of water.

As per our design, combined thickness of base and surfacing should be 30 cm.

2.2.2. Binder Course

The binder course having aggregates less than asphalt has to be used as it doesn't require quality
as high as the surface course, so replacing a part of surface course by the binder course results in
more economical design. This layer provides the bulk of the asphalt concrete structure. Its chief
purpose is to distribute load to the base course
2.2.3. 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.

2.2.4.Sub-Base Course

The Sub-base course is the layer of material which has to be provided beneath the base course
and its primary functions are to provide structural support, improve drainage, and reduce the
intrusion of fines from the sub-grade in the pavement structure. As per our design 20 cm thick
sub base course has to be provided.

2.2.5. Sub-Grade

The top soil sub-grade is a layer of natural soil prepared to receive the stresses from the layers
above. It is essential that at no time soil sub-grade is overstressed. It should be compacted to the
desirable density, near the optimum moisture.
CHAPTER-3 SURVEYING AND LEVELLING

Site Selection

Fig 4. Site Location

➤ Total Length of Road= 750 meter

Road width= 3.7 meter

Road connectivity is a key component of development by promoting access to economic and
social services and thereby generating increased agricultural incomes and productive
employment. The project road is a link road to all the buildings of MIET, MEERUT campus.
This road directly connects all the possible ways of the campus which provides a smooth
passage to all belongings of the campus.

3.2 TOPOGRAPHIC SURVEY

3.2.1 General

Survey was done and temporary bench marks were established. Levels for cross section have
been taken at every 10 m intervals at various locations. Road plans & L-Sections have been
developed on AutoCAD.

3.2.2 Traversing

Traverse survey was done, chain survey starting coordinate was assumed and according to the
coordinates of other reference temporary bench mark was established.

3.2.3 Leveling

All leveling for establishing Benchmark are carried out having accuracy 5 mm/km. We started
the work by assuming arbitrary level, as no GTS benchmark was available on the nearby
location of the mad.
Leveling work is carried over using a technical instrument named AUTO LEVEL by taking an
initial bench mark of 224.34 meter from the standard railway mean sea level of Meerut Railway
Station.

3.2.3.1 Auto Level

An auto level is similar to the dumpy level, with as telescope fixed to the tribrach. For more
precise leveling of the instrument a spira level is attached to the telescope. It is used to measure
the reduced level of any plane
An automatic level, self- leveling level or builder's auto level includes an internal compensator
mechanism (a swinging prism) that, when set close to level, automatically removes any
remaining variation from level. This reduces the need to set the instrument truly level, as with a
dumpy or tilting level. Self- leveling instruments are the preferred instrument on building sites,
construction and surveying due to ease of use and rapid setup time.

Fig 5. Auto Level

Using the formula

Height of the Instrument Back Sight Reduced Level

LE

111BSRI
Bench Mark-224.34 m
Table 1. Survey by auto level
CHAPTER-4 IMPORTANT TESTS

4.1. GENERAL

After selection of the final centre line of the road investigation for soil and other materials
require for construction are carried out in respect of the likely sources and the availability and
suitability of materials. The characteristics of the materials can be qualitatively determined by
appropriate testing procedures, the result of which supplement knowledge of the material gained
from visual inspection and a study of the geological/geophysical environment.

4.2. TESTS

There are several types of tests which are being performed for identifying the properties of soil,
bitumen etc. Some tests are performed on the site and some are performed in the laboratory.
Some of the important tests are described below

1. Sieve Analysis

2. Bitumen Test

3. Maximum Dry Density Test

4. CBR Test

4.2.1. Sieve Analysis

In this method we determine the density of the aggregate

In this there are different sizes of sieves.

The material passes through these sieves and we calculate the weight passing through these
sieves, and we compare these values with JMF Value
First of all we take a sample about 10 kg

Now we pass the sample from different sieves.

After passing each sieve we find the retained weight, % weight retained, cumulative weight
retained and percentage passing of aggregates.

Table 2 Sieve Analysis

Fig. Vibraytory Shaker Sieve

4.2.2. Bitumen Test
Object
In this test we determine the bitumen content present in the bitumen concrete mixture.
Apparatus
Bitumen extractor machine
Requirements
Filter paper, petrol/diesel, aggregate - bitumen mixture.

Procedure
1. First of all we are weighing the weight of empty bowl.
2. Now we weight the empty bowl and sample.
3. Now we calculate the sample weight.
4. Now we add some petrol in the sample and stir until the aggregate shows its initial appearance
before mix with bitumen.
5. Now we fit the bowl in the machine and we rotate the bowl.
6. The bitumen comes out from mixture now we weighing the sample.
7. The loss in weight is the bitumen content.

Fig 7. Bitumen Extractor

Calculations

Weight of empty bowl = 1.156 kg

Empty bowl + sample weight 1.710 kg

Total sample weight = 0.554 kg

Bowl weight sample weight after extraction 1.674 kg

Sample weight after extraction 1.674-1.156 0.518 kg

Difference Total sample w eight-sample weight after extraction

Difference 0.554-0.518 0.036 kg

% of bitumen => Difference Total Sample Weight × 100

% of bitumen = 0.036 0.554 ×100

-6.498%

Result

The % of bitumen in the sample-6.498%

4.2.2.1. Some Properties of Bitumen

Bitumen is a sticky, black, and highly viscous liquid or semi-solid form of petroleum

It may be found in natural deposits or may be a refined product, and is classed as a pach. Before
the 20th century, the term asphalt was abo used

The primary use (70%) of asphalt is in road construction, where it is used as the glue or hinder
mixed with aggregate particles to create asphalt concrete.

Its other main ases are for bituminous waterproofing products, including production of roofing
felt and for scaling flat roofs.
• It consist chiefly high molecular weight hydrocarbons derived from distillation of petroleum or
natural asphalt.

It is a semi-solid hydrocarbon product produced by removing the lighter fractions (such as liquid
petroleum gas, petrol and diesel) from heavy crude oil during the refining process.

Bitumen is often confused with Tar. Although bitumen and are similarly black and sticky, they
are distinctly different substances in origin, chemical composition and in their properties.

Tars are resides from the destructive distillation of organic substances such as coal, wood, or
petroleum.

4.2.3. Maximum Dry Density Test

Maximum dry density (MDD) corresponding optimum moisture content (OMC) were
determined using standard compaction method and modified method in accordance with
15:10074:1987, BIS 270 (Part-VIII)

Calculation

Diameter of mould 10 cm

Height of mould = 12.7 cm

Volume of mould- 1000 cc.

Sample (Kg)
Weight of empty mould hase plate (WI) 5.390
Weight of compacted soil base plate (W2) 7.453
Bulk unit weight of compacted soil (V gnvcc) 2065
Water content tw%) 1204
Dry unit weight (Yd gm'cc) 1,77
Table 3. Observation And Calculations of Maximum Dry Density Test
Result: Bulk unit weight of compacted soil (Y)-2.068 gm/ce
Dry unit weight (Vdi) 1.77 gm/ce
4.2.4. CBR Test

4.2.4.1. Definition

It is the ratio of force per unit area required to penetrate a soil mass with standard circular piston
at the rate of 1.25 mm/min. to that required for the corresponding penetration of a standard
material.

C.B.R. = Test Load Standard Load × 100

The same samples were further tested for CBR using Static Compaction with 56 blows by
standard rammer of 2.6 kg. In 1928 California Division of State Highways developed CBR
method for pavement design the majority of design curves developed later are based on the
original curves proposed by O.J. Porter. One of the chief advantages of this method is the
Simplicity of the test procedure.

The CBR tests were conducted by California State Highways Department on existing pavement
surfaces including sub base, sub grade and base course Based on the extensive test data collected
on pavements, an empirical design chart was prepared correlating the CBR values and pavement
thickness.

Fig 8. CBR Mould

 Fig. CBR test apparatus
4.2.4.2. Obervations and Calculations

Sr. No. Penetration (mm) Load (kg)

1 1.25 29.14
2 2.5 40.14
3 3.75 48.12
4 5.0 55.12
5 6.25 62.37
6 7.50 65.53
7 8.62 67.41

Table 4 Observations of CBR Test

CALCULATIONS

CBR at 2.5mm penetration 00 I* 0LEI 4T^ * O4 =

So, value of CBR = 2.93%

GRAPH
CHAPTER-5 :PROPOSED METHODOLOGY

To meet the above mentioned objectives of the present study, following steps are adopted:

1. We have used California Bearing Ratio Method for designing the Flexible Pavement. With
the help of this method we have found the thickness of pavement.

2. The Codes for designing of flexible pavement used are IRC 37:2001 (Guidelines for the
Design of Flexible), IS: 20:2007.

3. The instruments used are Auto level, Prismatic Compass for survey work.

4. The Height of Instrument Method is used for leveling purpose of the ground surface.

5. The cross sections, L. sections of flexible pavement & layout are made in AutoCAD.

6. The rates of different materials are taken as per the Schedule of Rates (SOR 2012).

7. Mid Sectional Area Method is used for Estimating the earthwork.

5.1. SUITABILITY OF USING CALIFORNIA BEARING RATIO TEST TO PREDICT

RESILIENT MODULUS

Resilient modulus (M) of sub grade is a very important factor in airport and highway pavement
design and evaluation process. Typically, this factor is evaluated using simple empirical
relationships with CBR (California-bearing-ratio) values. This paper documents the current state
of the knowledge on the suitability of this empirica I approach. In addition, the paper also
documents the use of finite element analyses techniques to determine the California Bearing
Ratio. The stress-strain response of the various soils is simulated using an elasto-plastic model.
The constitutive model employed is the classical von Mises strength craern with linear elasticity
assumed within the yield strength surface. The finite element techniques employed are verified
against available field and laboratory test data
CHAPTER-6: DESIGN APPROACH AND CRITERIA

6.1. DESIGN APPROACH AND CRITERIA

The design of flexible road pavements is generally thought to be a specialist activity that can
only be undertaken by consultants experienced in this type of design. Part of the reason for this
may be that foreign consultants engaged on the design of road pavements in Nepal have tended
to use design standards from their respective countries, or other international standards with
which they are familiar.

However, the design approaches and criteria for a country should be defined on the basis of
local conditions .i.e. climatic socio-economic and technological development and so on. In this
way, intensive research activities should have conducted by the concerned authorities. The
flexible pavements has been modeled as a three layer structure and stresses and strains at critical
locations have been computed using the linear elastic model. To give proper consideration to the
aspects of performance, the following three types of pavement distress resulting from repeated
(cyclic) application of traffic loads are considered
Vertical compressive strain at the top of the sub-grade which can cause sub-grade deformation
resulting in permanent deformation at the pavement surface.
Horizontal tensile strain or stress at the bottom of the bituminous layer which can cause fracture
of the bituminous layer
Pavement deformation within the bituminous layer.

Fig. Structural elements of Road

The permanent deformation within the bituminous layer can be controlled by meeting the mix
design requirements as per the Standards Specifications for Road and Bridge Works (Do R,
2001). The thickness of granular and bituminous layers are selected by using the analytical
design approach so that strains at the critical points are within the allowable limits. For
calculating tensile strains at the bottom of the bituminous layer, the stiffness of dense
bituminous macadam (DBM) layer with 60/70 bitumen has been used in the analysis. The
relationships used for allowable vertical sub-grade strain and allowable tensile stain at the
bottom of bituminous layer along with elastic moduli of different pavement materials and
relationships for assessing the elastic moduli of sub-grade, granular and base layers.

Best on the performance of existing design and using analytical approach, simple design charts
and a catalogue of pavement design have been added for the use of engineers. The Pavement
design are given for sub-grade CBR value ranging from 2 percent to 10 percent and design
traffic from 1 msa to 150 msa for an average annual pavement temperature of 35.0C. The layer
thickness obtained from the analysis has been slightly modified to adapt the designs to stage
construction. Using the following simple input parameters, appropriate design could be chosen
for given traffic and sub-grade soil strength:

a) Design traffic in terms of cumulative number of standard axles

b) CBR values of Sub-grade

The primary function of pavement is to distribute the concentrated loads so that the supporting
capacity of the sub-grade soil is not exceeded. With this purpose in view, the road structure has
been composed of a number of layers, properly treated, compacted and place one above the
other. Some of these layers at times may be combined. In general, the structure of a road will
constitute of:

1. The Sub Grade

2. The Sub Base

3. The base

4. Surface course
6.1.1. Sub grade Strength or bearing capacity

It is measured using the CBR test, typically CBR 2-3 for clays and 15% or greater for sandy
soils. Used directly in the empirical design procedure.

6.1.2. Pavement Material Characteristics.

Need to know what materials are available. The generally used Type 2,1 for top 150mm with
Type 2.3 below. For deep pavements, may also have a deep layer of CBR15 material

6.1.3. Design Traffic Loading

The Standard Axle loading is defined as an axle with dual tyres loaded to 80kN (8.2 топис).

Vehicle Type Number of ESAs for max legal

loading
2 Axle loading 2.2
3Axle loading 2.5
3 Axle loading 3.3
3 Axle loading Articulated 3.6
4 Axle articulated (Spread tandem) 4.2
5 Axle articulated 4.0
5 Axle articulated(Spread tandem) 4.4
6 Axle articulated 3.2

Table 5. Equivalent standard Axle

6.2. DESIGN WHEEL LOAD

6.2.1. Max. Wheel load - It is used to determine the depth of the pavement required to ensure
that the sub grade soil does not fail.

6.2.2. Contact pressure It determines the contact area and the contact pressure between the
wheel and the pavement surface. For simplicity elliptical contact area is consider to be circular.

6.2.3. Axle configuration - the axle configuration is important to know the way in which the
load is applied on the pavement surface.

Fig.12 Axle Configuration

6.2.4. Equivalent single wheel load (ESWL)

Fig.13 Equivalent single wheel load (ESWL)

6.3. PAVEMENT DESIGN
a) General

Considering the sub grade strength, projected traffic and the design life, the flexible pavement
design for low volume PMGSY roads has been carried out as per guidelines of IRC: 37-2001

b) Pavement Design Approach

Design Life: A design life of 10 years will be considered for the purpose of pavement design of
Flexible pavements.

Design Traffic: The commercial vehicle per day (CVPD) is presented in design.

Determination of pavement thickness from the graph: Thickness of pavement is determined by

first calculating the traffic in terms of MSA and also the CBR of the soil. Taking reference to
both the quantities the pavement thickness and its composition is determined accordingly.

Flexible Pavement composition: The designed pavement thickness and composition will be
calculated by Pavement design catalog of IRC: 37-2001. Top layer of WBM will be treated with
bituminous surface. The details of pavement design are given above

Embankment Design: As such there is no any place where embankment is .00 m high. Hence,
design of embankment is not carried out.

6.4. IRC METHOD OF DESIGN OF FLEXIBLE PAVEMENTS (IRC: 37-2012)

6.4.1. IRC:37-1970
Based on California Bearing Ratio (CBR) of sub grade.
Traffic in terms of commercial vehicles (more than 3 tonn laden weight).

6.4.2. IRC:37-1984

Based on California Bearing Ratio (CBR) of sub grade

• Design traffic was considered in terms of cumulative number of equivalent standard axle load
of 80 kN in millions of standard axles (msa)

• Design charts were provided for traffic up to 30 msa using an empirical approach.

6.4.3. IRC:37-2001

Based on Mechanistic-Empirical method

Pavements were required to be designed for traffic as high as 150 msa.

The limiting rutting is recommended as 20 mm in 20 percent of the length for design traffic.

6.4.4. IRC:37-2012

Based on Mechanistic-Empirical method

The limiting rutting is recommended as 20 mm in 20 percent of the length for design traffic up
to 30 msa and 10 percent of the length for the design traffic beyond.

6.4.5. Guidelines for Design by IRC: 37:2012

6.5. DESIGN TRAFFIC

The recommended method considers design traffic in terms of the cumulative number of
standard axles (80 kN) to be carried by the pavemen during the design life

Orly the numbet of cenmercial vehicles having gross vehicle weight of 30 kN or mors and their
asle loading is considered for the purpose of design of pavement Assessment of the present day
average tratie should be hased on sever-day-24- hour count made in accordance with IRC 9-
1972 "Traffic Census on Non-Urban roads.

N=\frac{[365\times\{(1+r)^{n}-1\}\times A\times D\times F]}{r}

Where,

N= number of Standard axles to be catered in the design in terms of use.

\wedge- Initial traffic in the year of completion of construction in terms of the number of
commercial vehicles per day.

D= Lane distribution factor

F= Vehicle damage factor

r = Annual growth rate of commercial vehicles

nDesign life in years

6.5.1. Calculations

N=\frac{[365\times\{(1+r)^{n}-1\}\times A\times D\times F]}{r} N=\frac{[365\

times[(1+0.02)^{10}-1\}\times100\times0.75\times3.5]}{0.02}

=1.05~msa

6.5.2. Design Data

1. According to the test results, the CB.R. value of the sub grade soil is found to be 2.93%

2. Traffic Vehicle per Day is assumed to be 100 CVPD.

3. Traffic growth rate, to be taken as 2\frac{\circ}{\circ}

4. Vehicle Damage Factor, for plain terrain 3.5

5. Design Life 10 Years

6. Distribution Factor-0.75

7. Single Lane Road.

Fig.14. Flexible pavement thickness graph According to CBR Value

So the flexible thickness according to to IRC 37-2012 for 1.05 CBR value upto 3% is 635 mm
ADVANTAGES OF FLEXIBLE PAVMENT DESIGN

1. Cost-Effectiveness: Flexible pavements are often more cost-effective compared to rigid

pavements, especially for medium to high traffic volumes, due to their simpler
construction and maintenance requirements.
2. Durability: Properly designed and constructed flexible pavements can provide long
service lives, especially when supported by a well-draining base and subbase.
3. Adaptability: Flexible pavements can accommodate minor settlements and movements
without significant damage, making them suitable for varying soil conditions.
4. Smoothness: They tend to provide a smoother ride, which can improve driving comfort
and reduce vehicle wear and tear.
5. Repairability: Flexible pavements are typically easier and less expensive to repair
compared to rigid pavements, as repairs can often be localized and less disruptive.
6. Energy Absorption: They can absorb and distribute loads over a wider area, reducing the
stress on the underlying layers and contributing to their durability.
7. Rapid Construction: Flexible pavements can often be constructed more quickly than
rigid pavements, reducing traffic disruptions during construction.
8. Environmental Benefits: They can be more environmentally friendly due to their
potential for using recycled materials in the base and subbase layers.
9. Less Prone to Cracking: Flexible pavements are generally more resistant to cracking
caused by temperature changes and shrinkage compared to rigid pavements.
10. Easy Maintenance: Maintenance activities such as resurfacing and pothole repairs are
generally simpler and less costly for flexible pavements.

APPLICATION OF FLEXIBLE PAVMENT DESIGN

1. Highways and Expressways: Flexible pavements are widely used for high-speed,
heavy traffic volume roads due to their ability to withstand repeated loading and
their smooth ride quality.
2. Urban Roads: They are suitable for urban roads and streets where traffic volumes
and speeds are lower, and where the ability to accommodate minor settlements and
movements is beneficial.
3. Rural Roads: Flexible pavements are often used for rural roads due to their cost-
effectiveness and ability to withstand varying soil conditions.
4. Airport Runways and Taxiways: Flexible pavements are used in some cases for
airport runways and taxiways, especially for smaller airports with lower traffic
volumes.
5. Parking Lots: Flexible pavements are commonly used for parking lots, especially
for larger lots where cost-effectiveness is a key consideration.
6. Industrial Roads: They are used for access roads to industrial facilities, where they
can accommodate heavy truck traffic and provide a durable surface.
7. Overlay Projects: Flexible pavements are often used for overlay projects, where an
existing pavement is rehabilitated by placing a new layer of flexible pavement on
top.
8. Temporary Roads: They are used for temporary roads, such as construction access
roads, where a more permanent pavement structure is not required.

CONCLUSION
 In conclusion, flexible pavement design offers several advantages that make it a suitable
choice for various applications. Its cost-effectiveness, durability, adaptability to different soil
conditions, and ability to provide a smooth ride make it a popular option for roads, highways,
parking lots, and other infrastructure projects. Flexible pavements can withstand heavy traffic
loads and are relatively easy to maintain and repair, making them a practical choice for many
situations. Overall, flexible pavement design is a versatile and efficient solution for meeting the
transportation needs of modern society.

REFERENCES
"Principles of Pavement Engineering" by A. T. Papagiannakis and E. A. Masad - This book
provides a comprehensive overview of pavement engineering principles, including flexible
pavement design.
1. "Design of Highway Bridges: An LRFD Approach" by Richard M. Barker and Jay A.
Puckett - While focused on bridge design, this book includes valuable information on
pavement design principles and practices.
2. "Pavement Analysis and Design" by Yang H. Huang - This textbook covers the analysis
and design of both flexible and rigid pavements, providing a thorough understanding of
pavement engineering principles.
3. "Highway Engineering: Planning, Design, and Operations" by Daniel J. Findley - This
book includes a chapter on pavement design, which covers both flexible and rigid
pavement design principles.
4. "Asphalt Pavements: A Practical Guide to Design, Production, and Maintenance for
Engineers and Architects" by Patrick Lavin - This practical guide offers insights into the
design, production, and maintenance of asphalt pavements, including flexible pavement
design