SUBMITTED BY :

PAOLO A. YATAN
ALBON V. ROBLES
PAVEMENT DESIGN
CONTENT
 INTRODUCTION
 TYPES OF PAVEMENTS
(a) Flexible pavements
(b) Rigid pavements
(c) Semi rigid pavements
 Design factors
 Requirement of good pavement
 California bearing ratio (CBR)
 Introduction
 Pavement design is the major component in the
road construction.
 Nearly one-third or one-half of the total cost of
construction, so careful consideration should be
taken in the design of pavement.
 For the better road condition, good pavement is used
can easily bear the load as well easily transmit the
load.
 Flexible pavement has shorter life span as
compared to rigid pavements.
Type of pavements
 FLEXIBLE PAVEMENT

 RIGID PAVEMENT

 SEMI-RIGID PAVEMENT
Flexible Pavement
 Flexible pavemants are those pavements which
are flexible under the action of load.
 Bituminous is one of the best flexible
pavement material.
 Flexible pavement transmit the vertical stress to
the lower layers.
 Flexible pavement is form in layers, so first layer is
form strong as compared to other.
 It consist of 4 parts soil subgrade, subbase, base
course, surface course.
Flexible Pavement
 Structure
 Surface course
 Base course
 Subbase course
 Subgrade
Design parameters for Flexible Pavements

1.VDF(Visual display factor)

It is a multiplier which converts the num ber
of commericial vechiles of different axle loads
and axle
configuration the number of standard load

to repetitions.

2.
 ItSUB GRADE:
should be well compacted in cutting as well as filling.
 Strength is assessed in terms of CBR value.
 3. TRAFFIC:
 As per the IRC: 37 design traffic should be 0.1 msa to 2
msa (million standard axles).
 Strength is assessed in terms of CBR value.
 Weight of a commercial vehicle is considered as 3 tonnes
or more.
 For design traffic we consider the existing traffic and rate
of growth.
4. Design life
 The no. of years to be taken until the
major reconstruction.
 Design life depend upon the environmental
conditions, materials used, maintenance etc.
 For rural roads design life of 10 years is considered.
 In low volume roads for the thin bituminous
surfacing design life of 5 years is considered.
Flexible Pavement – Construction
 RIGID Pavement
 Rigid pavements are those pavements whose surface
is hard
 This pavement is not transferred the load from
ground surface to lower suface.
 Rigid Pavement has the capacity to transfer the
wheel load from wider area of roads.
 Rigid pavement is formed either of opc slabs or
cement conrete .
RIGID Pavement
 Structure
 Surface course
 Base course
 Subbase
course
 Subgrade
Design parameters for Rigid Pavements

1. Wheel load stresses :

Westergaard developed relationships for the stress at interior, edge
and corner regions, denoted as i; e; c in kg/cm2.
2. Temperature stresses :
 Temperature stresses are developed in cement
concrete pavement due to variation in slab
temperature.
 This is caused by
(A)daily variation resulting in a temperature
gradient across the thickness of the slab and
(B)seasonal variation resulting in overall change in
the slab temperature.
 The former results in warping stresses and the later
in Frictional stresses.
Design of joints
1. EXPANSION JOINTS :
 The purpose of the expansion joint is to allow the
expansion of the pavement due to rise in
temperature with respect to construction
temperature.
 The design consideration are:
 Provided along the longitudinal direction,
 design involves nding the joint spacing for a
given expansion joint thickness (say 2.5 cm specied
by IRC) subjected to some maximum spacing.
EXPANSION JOINTS
2. CONTRACTION JOINTS :
 The purpose of the contaction joint is to allow the
contraction of the slab due to fall in slab temperature
below the construction temperature.
 The design considerations are:

 The movement is restricted by the sub-grade friction

 Design involves the length of the slab given by:
Lc =2* 10^4 Sc/W:f
Where,
 where, Sc is the allowable stress in tension in cement
concrete and is taken as 0.8 kg/cm2, W is the unit weight
of the concrete which can be taken as 2400 kg/cm3 and
 f is the coecient of sub-grade friction which can be
taken as 1.5.
CONTRACTION JOINTS
SEMI-RIGID Pavement
 Semi-rigid (or in some countries called as semi-flexible)
pavement is originally termed as Resin Modified
Pavement (RMP) which was developed in France in early
1960’s as a cost effective alternative to Portland cement
concrete pavement
 Semi-rigid pavement system has been developed by
combining the advantages of the both pavements to
perform like concrete but to be easily maintained like
asphalt concrete.
 This system is formed by porous asphalt concrete and
polymer modified grouting material which is poured
into the porous asphalt concrete.
semi-RIGID Pavement

 Structure
 Surface course
 Base course
 Subbase course
 Subgrade
 Computation of design traffic
a=p(1+r)^(n+x)
Where,
a= no. of commercial vechiles per day for design
p= no. of commercial vechiles per day last
count r=annual growth rate of commercial
traffic n=no. of years between last count and
year of
completion of construction
Selection Factors Of Pavements
 Initial cost
 Availability of good materials
 Cost of maintenance
 Environmental conditions
 Availability of industrial wastes
 Traffic intensity
 Ease of labour
 Favourable working conditions
Requirement Of Good Pavement
 It should be Economical.
 It should be cheap and durable.
 Ease to construct.
 Good surface finish.
 Eaisly visible marks on the pavements.
 It should have low maintenance cost.
 It should provide good visibility in
night.
CALIFORNIA BEARING RATIO
 Conduct on sample which at OMC and dry
density.
 Test should be done per km depend on
soil type.
 If CBR less than 2% for 100 mm thickness
then minimum CBR of 10% is to be provided to
the sub- base for CBR of 2%.
 If CBR more than 15% , no need to provide
sub- base.
CALIFORNIA BEARING RATIO
Thank you :)