UNIT 1: PAVEMENT

The top layer of the roads as called as pavement.

 Types of Pavement:
1. Flexible pavement
2. Rigid pavement
3. Semi rigid pavement
 Flexible Pavement:
 These pavement have low or highly flexible strength either flexible on their structural action under the load.
 It allow a small amount of vertical deformation under the load & hence it called flexible.
 The deformation take place from layer to layer .
* The flexible pavement consist of fair components:
 Soil subgrade
 Subbase coarse
 Base coarse
 Wearing or bituminous surface
The flexible pavement layer transmit the load vertical layer to lower layer.
 The compressive stress are transfer wider area.
 The load spreading on layer depends on the type of material &mix design factor.
Ex: 1)Bitumen road 2)Water bound macadam road.

 Function of flexible pavement component:

1. Subgrade:
 Subgrade soil receive the load on the pavement &dispersed it to the earth mass.
 Subgrade soil should never be overstressed.
2. Sub-base course:
 It provide the structural support to the base course.
 It improve drainage.
 It prevents the base & surface course for poor quality subgrade.
3. Base course:
 It spreads the loads from wheels which prevents consolidation &shear deformation.
 It increase the load carrying capacity by providing extra stiffness & resistance to failure.
 Thickness of base course should be sufficient to prevent over stressing to the subgrade.
4. Wearing course/Bituminous surface:
 This component of pavement is in direct contact with the wheels of vehicle. It provide skid resistance surface.
 It gives water resistant surface.
 Withstand direct loads of the traffic.
 It provides strength to the pavement.
 Rigid Pavement:

 Rigid Pavement have flexural strength and flexural rigidity.

 Stress do not transfer these Pavement are made up of Portland cement either plain or prestressed
concrete.
 The plain cement concrete slab takes a flexural stress Upto about 40 kg/cm2.
 The wheel load are transferred by slab action to a wider area below it.
 The critical stress for rigid Pavement design are maximum flexural stress within the stable due to wheel
load and temperature changes.
 The rigid Pavement does not deform to shape of the lower surface.
 The rigid Pavement are usually design using elastic theory.

Fig: Cross Section of the Rigid Pavement

 Function of Rigid Pavement:

 Sub Grade Soil :

The soil subgrade is a layer of natural soil to receive the load to the layer of Pavement , material placed over it. The load on the pavement are ultimately
receive the subgrade after resistance to the slab deflection or deformation and it depends on subgrade material. Hence, subgrade sometimes require for
improvement of base course.
 Sub Base And Base Course:
The layers are made up of broken stones bound or unbound aggregate. Base course and sub base course are used under flexible pavement to distributing
the load through a thickness of the another course.
It is used under Rigid Pavement for protecting the subgrade against frost action.
 Wearing Course Or Concrete Slab :
The purpose of wearing course is to give a smooth riding surface. i.e, dense it resist pressure exerted by the tyres and takes a wear and
tear due to the traffic wearing course also offer a water tight layer against strength.
In rigid Pavement, The cement concrete slab act like a base course as well as wearing course.
 Difference Between Flexible and Rigid Pavement:

Characteristics Flexible Rigid

Material Granular stabilised bituminous and their P.CC., RCC prestressed concrete slab.
combination.

Crus composition Multilayered system consisting of base and Essentially single layer system i.e. PCC
sub base wearing course. RCC and sub base.

Load distribution It is distributed over relatively small area of Because of the slab action load is distributed
dispersion angle 45 degree. over large area. Hence they are more suitable
for weaker foundation.

Type of sub-grade Requires stable sub-grade. Can be constructed. Once need sub-grade.

Structural action Shear strength of granular material i.e. Flexural strength of concrete support the
Aggregate interlock support the load. load.

Thickness of pavement 200 to 750 mm for highway pavement and 125 to 200 mm for highway and 200 to 450
400 to 1200 fot air filled (runways). for runways.
Wearing resistance to skidding Both are low. Both are high.

Maintenance and repair Requires frequent maintenance and repair but It requires minimum maintenance and repair.
it is easy.

Equipment and labour. It requires regular equipments and no skilled It requires special equipments and skilled
labour. labour.

Cost of construction The construction cost is low. The construction cost is high

Service of life Less (10-15 years) High (20-40 years)

Opening to the traffic Normally within 24-48 hours. Normally 21-28 days.

Suitability Light moderate traffic. Moderate to heavy traffic.

Climate Moderate climate. Suitable for extreme climatic conditions.

 Difference Between Highway vs Airfield Pavement :
HIGHWAY PAVEMENT AIRFIELD PAVEMENT

1)Highway pavement is 5-7m 1) Airfield pavement is 45- 150m length.

length.
2)The overall thickness of pave 2)The thickness of pavement is varies in critical section like
-ment uniform. Apron,taxiway and runway end.

3)Pumping action for rigid pavement without base course. 3)No pumping action.

4)Lower tire pressure. 4)Higher tire pressure.

5)Serious distress at edge for flexible 5)No distress at edge for flexible pavement.
Pavement.
6)Tyre pressure is 1 to 7 kg/cm2. 6)Tyre pressure is 5 to 15 kg/cm2.

7)Thickness of pavement 7)Thickness of pavement.

flexible- 15 to 75cm. flexible-50 to110cm.
rigid- 10 to 25cm. rigid -25 to 45cm.
8)Time available for repair and maintenance is more and 8)Time available for maintenance and repairis less and
diversion is possible diversion is not possible.
9)Design wheel load is 4100 kg. 9)Design wheel load is 100 tonnes.
  Factors affecting pavament design:
 Pavement Materials:-
The stress distribution in the pavement layer depends on the behavior of material used the fatigue behavior of the pavement materials and
their durability under adverse conditions should be consider Aggregate bear the stresses and have to resist wear due to abrasive action of traffic.
The aggregate should be hard, strong and required size and gradation to bear the stresses.

 Wheel Load :-
The thickness of the pavement depends upon design wheel load. The design wheel load is selected after considering the actual wheel load
of various vehicles., contact pressure and wheel load.
 Sub-grade :-
Thickness of the pavement depends upon properties of subgrade. The thicker pavement is required over a weaker soil. As the strain and
volume change of the soil depends upon the moisture change the worst condition should be considered in the design.
 Climate :-
Climate factor such as rainfall and temperature. changes affects the properties of the soil. The rainfall affects the moisture changes in the soil
which affects the strength. In flexible pavement the choice of the bitumen binder depends upon the temperature. In rigid pavement the wrapping
stresses bending stresses are caused by the temperature change.
 Location :-
The design of the pavement should be done considering its location with respect to the ground surface. The height of embankment. Depth of
cutting and the level of water table should be considered.
 Equivalent single wheel load (ESWL):

ESWL is a single wheel load having a same contact pressure which produces same value of maximum stress ,deflection or contact
pressure at desire depth to maintain maximum wheel load with in the specified limit and to carry greater load it is necessary provide dual
wheel assembly to rear axel of road vehicle. In order to simplify the analysis the load dispersion is assumed to be at angle of 45 0 in the dual
wheel assembly.
Let,
d= clear gap or clear distance between the two wheel
s = spacing between the centre of the wheels or c/c distance
a = radius of circular contact area of each wheel
a=
Where,
P = wheel load
p = tyre pressure
Then
s = d+2a
up to the depth of d/2 each wheel load ‘P’ acts independently and after this point stress included due to each load begins to overlap at a depth
25 and above the stress include are due to the effect of both the wheel as the area of overlap is considerable so the total stresses due to dual
wheel at any depth greater than 25 is considered to be equivalent to single wheel load of magnitude 2P. Then a straight line relationship is
assumed between ESWL and depth on log-log scale.
 DESIGN PARAMETERS:

Maximum wheel load:-

The important factor while designing the pavement is wheel load which determine the depth of pavement required to ensure that
subgrade soil is not fail. Wheel configuration affects the stress distribution and deflection within a pavement . For highways maximum legal
axel load is specified by Indian road congress is 8170kg with a maximum equivalent single wheel of 4085kg.
Contact pressure:- The pressure transmitted to the surface of the pavement by the wheel is known as contact pressure which depends
upon the tyre pressure.
contact pressure = wheel load/ contact area
The contact area is approximately elliptical but for the calculation it is assumed as circular. If tyre pressure is greater than 7 kg/cm2 then
contact area is assumed to be elliptical. If tyre pressure is less than 7.80 kg/cm2 then it is considered as circular.

Equivalent single axle load:-

Vehicle can have many axle which will distributed a load in to different axles and in turn to the pavement through the wheels .

Legal axle load:-

The maximum allowed axle load on the roads is called legal axle load. The maximum legal axle load in India specified by JRC is 10 tons.

Standard axel load:-

It is a single axel load with dual wheel carrying 80KN load and the design of the pavement is based on standard axel load.
  AIRPORT TRAFFIC AREAS

 Highly channelized traffic occurs on taxiway runway ends as well as turnoff areas from runway to taxiway or to the apron areas . As a
result all the airfields are designed on the basis of what are called traffic area which attempt to categories common areas of anticipated
distances .
 Fig .shows one such layout . In this category traffic areas are divided into A, B, C, and D types depending on intensity of loading .

TYPE A
These traffic areas are subjected to the greatest concentration of maximum loaded aircraft Normally these areas are primary taxiway
, aprons through taxiways and first 165 m (500) each of runways . pavements are designed for 25000 coverages, for all heavy
multiple wheel aircraft.

TYPE B
These traffic areas are those subjected to normal distribution of maximum loaded aircraft. Pavement facilities include second 165 m (500)
stretch of runways (ref fig) apron parking or aircraft maintenance. this area are designed for 5000 coverages of the maximum loaded
aircraft.
TYPE C

These traffic areas have a reduced loading of the aircraft or traffic the speed of the aircraft result in less than maximum stresses in the pavement. Pavement
areas include runway interiors secondary taxiways a nd calibration hardstands These pavements are designed for 2000 coverages of
75% of maximum areas gross load.
TYPE D

These areas are subjected to occasions traffic at less than maximum gross load. These areas is applicable for special aircraft on consist
of outside 32.7 m (100) width in each runway side. These pavements is designed for 200 coverages of 75% of the maximum gross
aircraft weight.
 LOAD REPETITION:

 The repeated application of the load to the pavement may result in cumulative permanent deformation to cause failure, although
deformation for a single load application may be small.

 This may be as a result of accumulated plastic deformation of a sub-grade or due to fatigue in paving material or due to the both.

 Laboratory test have indicated that soil under repeated loading will deform much more than identical specimen subjected to sustain
static load of equal magnitude.

 Field plate load test and laboratory test indicate that the deformation under repeated loads varies directly with the logarithm of the
load application; this concept is used for design in variety of ways.

 Another concept to take into account repetition of the load for design is to convert the various loads into some constant equivalent
wheel load. The equivalent wheel load will be those which require identical thickness and quality of pavement taking into account in
the repetition of each load.