(CE-860)

PAVEMENT DESIGN AND ANALYSIS

Spring Semester 2020

20 Jan 2020 to 22 May 2020
 Lec-01

Dr. Arshad Hussain

drarshad@nit.nust.edu.pk , Office Room # 107,
Tel: 05190854163, Cell: 03419756251

School of Civil & Environmental Engineering (SCEE)

National University of Science and Technology (NUST)
NUST Campus, Sector H-12, Islamabad
TRANSPORTATION SECTOR

Accounts for 12 % of GDP

Growth rate Freight – 3%
Growth rate Passenger – 4.5%

Road Sector Accounts for:

Passenger Traffic – 90%
Freight Traffic – 95%
RELIANCE ON ROAD NETWORK
100
95% 90%
90

Passenger Traffic
80

Freight Traffic
70
60

% 50
40
30
20 8%
10
5% 0% 2%
0

ROAD RAIL

ROAD RAIL AIR

 TRANSPORTATION
SECTOR
Total Road Network – 260,000 +km
National Roads – 140726 km
Farm to market Roads – 117233 km
National Highway Authority (NHA) is
looking after 14000 km i.e. 4% of
entire road network and caters for
80 % of road traffic.
 TRANSPORTATION
SECTOR
Description Unit 1947 2019

Total Roads Km 50,367 260,000 +

Regd Vehicles No 21,209 7,000,000 +
Motorways Km Nil 2000 (3090)
Highways Km Nil 14,000
Density Km/Km² 0.06 0.32
 ROAD DENSITY
COMPARISON
3.07
3.50
3.00
Road Length / Sq.Km of Area

2.50
1.62 1.70
2.00 1.62

1.50 1.04 1.00

0.65 0.68
1.00
0.20 0.32
0.23
0.50 0.17 0.15 0.08

0.00 Road Density

Argentina
Malaysia

Indonesia
Hungary

Italy

India

China
Spain
France

Brazil
UK

USA
Japan

Pakistan

Countries
NATIONAL HIGHWAYS OF
PAKISTAN

N-5 Karachi – Peshawar 1819 Km

N-10 Liari – Gwadar 653 Km
N-15 Mansehra – Naran 240 Km
N-25 Karachi – Quetta 813 Km
N-35 HasanAbdal – Khunjrab 806 Km
NATIONAL HIGHWAYS OF
PAKISTAN
N-40 Lakpass – Taftan 610 Km
N-45 Nowshera – Chitral 309 Km
N-50 Kuchlak – DI Khan 531 Km
N-55 Kotri – Peshawar 1264
Km
N-65 Sukkar – Quetta 385 Km
N-70 QilasaifUlah – Multan 447 Km
 ROAD CONDITION

3462 km – Very Poor

1252 km – Poor

389 km – Fair

2062 km - Good
TOLL RATES FOR NATIONAL
HIGHWAYS
TOLL RATES FOR M-1
TOLL RATES FOR M-2
TOLL RATES FOR MOTORWAYS
TOLL RATES FOR MOTORWAYS
TOLL RATES FOR MOTORWAYS
 Axle Load Limits

Since its establishment in 1991, NHA carried out studies not only to determine axle load limits but also
prepared standard specifications and established design standards based on AASHTO standard
specifications. The axle load limits and gross weight recommended for enforcement on the highways in
Pakistan are presented as:-
 Over Loading
In Pakistan presently there are around 136000 registered commercial trucks (3% of total vehicles) plying on our roads.
Since there is no adequate truck manufacturing industry in Pakistan, types and makes of these trucks varies. Bodies are
mostly manufactured in Pakistan by local Industry not following proper dimensions. Bed Ford (53%), Hino (23%), Nissan
(16%), Isuzu (5%), other (3%) are common types of trucks. According to a study carried out by NHA, composition of
Commercial vehicles determined in 1995 is presented below:-
Composition of Trucks by Axle Configuration
Two Axle Three Axle Three Axle Trailer Four Axle Five & Six Axle Total
Numbers 53864 16805 944 5076 1503 78192
% age 70 21.5 1.2 6.5 1.92 100

The study revealed that there is a trend in the commercial market to use multi axle trucks instead of 2-axle. In
1982, share of 2-axle was 96.5% that reduced to 69% in 1995, whereas share of multi axle trucks increased
from 4% in 1982 to 31% in 1995.
Premature pavements failure of the National Highways and its rehabilitation and maintenance is the result of over
loading. Axle load study NTRC conducted in 1995 indicates that 88% of trucks are loaded above the designed
limits of 8.2 tons and 43% above the axle load limits of 12 tons. The prime reasons for the overloading as
indicated in the study are the dominant presence of 2-axle trucks i.e. 69% in the overall truck fleet presently
plying on our National Highways. Various studies nave indicated that 2 axle trucks cause most of the damage to
pavement structure because of load distribution Mainly on rear axle.
Technically speaking damage of road by standard axle (8.2 tons) is one and any increase in load on an axle
increase by a power of 4.5.
In addition to higher loading and to offset its effect tyres are over inflated far in excess of their normal pressure
capacity. Studies revealed that almost 100% of the tyres are inflated in excess and are mostly as high as 160 psi
against permissible design limits of 100 psi.
 HISTORICAL BACKGROUND
Concept of paved highways with
the beginning of automobile era in
late 1800s is WRONG.
Signs of road construction in
ancient Egypt relate with the
discovery of WHEEL, 3500 B.C.
Romans were the first scientific
road builders, initiated VIA APPIA,
or the APPIAN way of road
construction in 312 B.C.
Generally, 3 to 5 feet thick
structure in 3 layers.
 HISTORICAL BACKGROUND
This practice continued for 2000 years
until superseded by MacAdam’s Light –
Wearing Course Surface in 19th Century.
Most of the earlier work done by the
Europeans
John MacAdam (1756-1836) is the
father of modern pavement
construction. His road x-section is
based on the principle of drained
compacted base layer to support the
load and aggregate wearing course as
surfacing.
ANCIENT ROADS
Concept of Ancient Roads
(5000 years ago)

Definition: “Paths treaded by

animals and human beings”

Pavement Structure:
Stone –paved roads made of one
or two rows of slabs 50 mm thick
in central portion….,
 ROMAN ROADS

Types of Roman Roads

 Ordinary roman roads
 Important Roman roads

 Built in straight line regardless of gradient

 Excavated parallel trenches 40-ft apart for
longitudinal drainage
 Foundation raised 3-ft above ground level
 Embankment covered with sand or mortar
 CROSS-SECTION
(Ordinary Roman Roads)

1) Foundation layer (10-

24inch),composed of large stones
2) Firm base 9-in thick made of broken
stones, pebbles, cement and sand
3) Nucleus layer about 12-in thick using
concrete made from gravel and
coarse sand
4) Wearing surface of large stone slabs
at least 6-in deep
5) Total thickness varied from 3ft to 6ft
Ordinary Roman
roads
 CROSS-SECTION
(Important Roman Roads)

 Bottom coarse (25-40cm) made of

large size broken stones in lime
mortar
 Base coarse (25-40cm) made with
smaller broken stones in lime mortar
 Wearing coarse (10-15cm) of
dressed large stone blocks/slabs set
in lime mortar
 Total thickness varied 0.75 to 1.20
m
 Heavily crowned central carriage
way 15ft wide(total width 35ft)
Important Roman
roads
17th and 18th centuries.
 MODERN ROADS
(17th & 18th Centuries)

TRESAGUET ROAD (1775)

 CROSS-SECTION
TRESAGUET ROAD (1775)

 The subgrade was prepared in level

 Layer of large foundation stone with
large kerb stones at edges
 Base coarse about 8cm of compacted
small broken stones
 Top wearing coarse 5cm at edges,
thickness increased towards center for
providing surface drainage
 Sloping shoulders with side drain
 Total thickness about 30cm
 MODERN ROADS
(17th & 18th Century)
TELFORD ROAD
(1803)
 CROSS-SECTION
TELFORD ROAD (1803)
 Level subgrade
 Large foundation stones of thickness
17-22cm
 Two layers of angular broken stones
compacted thickness of 10-15cm
 Lime mortar concrete instead of kerb
stones at pavement edges
 Top wearing coarse of 4cm thick
gravel as binding layer
 MODERN ROADS
(17th & 18th Century)
MACADAM ROAD
(1827)
 CROSS-SECTION
MACADAM ROAD (1827)
 The subgrade is compacted with
cross slope
 Sub-base of broken stone 5cm size
were compacted to uniform thickness
of 10 cm
 Base coarse of strong broken stone
3.75cm size compacted to 10cm
uniform thickness
 Top layer of stone 2cm size
compacted to thickness of about 5cm
 Total thickness approximately 25cm
 HISTORICAL BACKGROUND

1906 – Bitumen MacAdam roads

built in Rhode Island, USA.
1909 – First PCC road built in
Michigan, USA
AASHO Road Tests conducted in
Ottawa, Illinois, USA from 1958
-1961.
 PAVEMENT DESIGN

What is Design?
Conceive/ Develop plans for something
to serve a specific function
Pavement Function?
Provide smooth, durable and safe
vehicle access between two points
under all climatic conditions
Thanks