Professional Documents
Culture Documents
By Prof. S. L. Bodas
Pavement Overlay-1
A distressed pavement requires maintenance. Its expenditure can be optimized by proper planning,construction & quality control. Eg: By providing proper drainage / Preventing overloading beyond legal limits. Necessary Maintenance measures at an early distress stage can obviate major Maintenance expenditures in future.
Pavement Overlay-2
Pavement Maintenance measures can be classified in two categories. 1.Maintenance measures other than overlay & 2.Maintenance measures with overlay Maintenance measures other than overlay are minor maintenance or repair works.They do not enhance the structural strength of the pavement. They either improve functional standards or check the rate of deterioration.
Pavement Overlay-3
The Overlay is the extra thickness provided on the pavement surface which strengthens the pavement structurally& thereby enhances its longevity. The overlay design comprises the determination of the thickness and the type of material to be laid over the existing surface to extend its longevity. Prior to 1960,(in India 1980) overlay design used to be based on judgement.& experience. The BB method is based on deflection approach & that by FWD is based on the mechanistic approach.
Equipment needed: A 5 tonne truck with dual tyres as the reaction. Rear axle load of 8170 kg.(+/-1% tolerance of total load) Spacing between tyre walls: 30-40 mm, Tyres will be 10x20,12 ply. Pressure of 5.6 kg/cm2(+/- 5% tolerance)
Benkelman Beam
Transverse Cracking
Fatigue Cracking
Block Cracking
Rutting
Deflection Measurements-I
Minimum section: 1 km. Each section of uniform performance, minimum 10 points,should be marked at equal distance (not exceeding 50 m) for making deflection observations in the outer wheel path. In transverse direction, the measurement point should be at a distance of 60 cm (for road width < 3.5 m lane) or at a distance of 90 cm (for road widths >3.5 m). Or at a distance of 1.5 from pavement edges (For 4-lane divided highway)
2.44 m
1.22 m
9m
2.7 m
30-40mm
Tyres
Beam
Tip of beam
Deflection Measurments-I
Intial deflection was noted when rear axle of the truck was at A. (Recovery rate less than or equal to 0.025 mm/min.)
Note next deflection reading after slowly moving the truck to B (2.7 m away from A) called intermediate deflection. After moving the truck to C (9 m away from B) next deflection reading called final deflection should be noted.
Deflection Measurments-II
Record pavement temp. every hour at a small hole made with mandrel & filled with glyceral. Determine twice the difference between final & initial (Apparent Pavement deflection) as well as between intermediate & final readings (Y).
If the second difference is less than 0.025 mm, then pavement deflection is twice of final reading. Otherwise, True Pavement deflection = Apparent Pavement deflection + 2.91 times ' Y'
Deflection Measurments-III
Sample calculation Initial deflection 0.0 mm Intermediate deflection 0.46 mm Final deflection 0.49 mm True Pavement deflection =Apperent Pavement deflection + 2.91 times Y =2x(0.49 - 0) + 2.91x2x(0.49 - 0.46) =0.74 + 2.91x0.06 = 1.155
For altitudes > 1000 m, deflection measurments shold be done only when ambient temperature is 20C only. No correction.
Problem 1
The following are the BBD, field moisture content, and temperture readings at equidistant points obtained along a stretch of a major road. If the pavement is to sustain further 20 MSA of traffic repetitions, design an overlay thickness for the stretch. The average annual rainfall of the area is 1200 mm & the soil is of clayey nature with average plasticity index of 12.
No specific methodology has been suggested in IRC81 except asking to do this visually & minimum length of a section should be less than 1 km. AASHTO has suggested that the cumulative data points to be plotted on a km scale. Best fit line should be drawn.