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Transportation Engineering-II

Transportation Engineering-II

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2K views225 pages

Transportation Engineering-II

Transportation Engineering-II

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reyadniit
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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CE 4151 ‘Transportation Engineering-I] Course Teacher. Dr. Quazi Sazzad Hossain Mr. H.M. Iqbal Mahmud Prepared by. Md.Nahid Hasan Roll.1201097 E-mail. nahid5959°email.com Dept. of Civil Engineering KUET, Khulna 9203 1 Flexible Pavement 3 2 Rigid Pavement 34 3 Pavement Distress 86 4 Highway Failure and Maintenance 93 5 Soil Stablization 97 6 ‘Water-bound Macadam Road 103 7 Bituminous Materials 107 8 Bituminous Paving Mixes and Mix Design 115 9 Design Table & Graphs for Problem Solve 118 10 Rail/Rail Gauge 132 1 Sleepers 140 12 Ballast 144 mS Others 147 14 Provided Sheet (Full Syllabus) 152 Exam Question'2016 224 i os qatar CRIS wees Vee Trams porfaidi! Bhi weer ty ry ow FLEXPOLE PAVEMENT # done ovement. Whah ane Ae characteristics Ga good pavement? Ravemment: A Yoad pavement is a structure GF superimposed lagers of selected and processed materials tat is placed on the baremenf soil or subgrade. charackeristies favement : DS shoukd be shuctavally sound enough to uit stand Hee stresses imposed on il. I Af should be sufficiently Hick to distibufe fhe loads and sheses fo 0 safe value on fie subgrade setl Ww Ab should be provide 4 reasonably bard wearing surface, so Ahab the abrading achon d obsels doer no} damage Me surface > ats riding quality shawld be good « Sta jiatlliatbe smaotly enough fe provide comfort te Ate road users . Vd The surface df fh pavernent shoul 4 deve lap a low o fiction with tiers, a possible - ny The surface should nd- produer excessive levels 6 sound fram moving velicles. wy The suffan shold be imperviour 50 thal Dotey dow nid ge into Ane lowey lagers Hex pavement “ly The pavernaa- crowd have long Ife and the cost— maintaining: ih annually should be low . # hot i) die fanckion fe puvennenl= 9 ae Jus main structural Junofion Fa pavema fs fe support fie heel loads applied fo Ate cavvfoge Oy and distjeufe Ham do Ate underlying subgrade. 4 Taper Pavemint— Favements have bean divided info wo broad cafegories © Flexible pavemsent— ®© Rigid pavemenf— Flexible _pavernant-: The flexible pavereat wearing surface buil} over a bare course , and Hay ves} upon Abe compacted subgrade - Rigid pavernenr : Rigid pavemants ans made up forHand cement— eoncneje and may or max mb have a bare course between the pavement and subgrade. load dis\vibubion in ‘igid pavement by virtue & ib dig & pavernard- slab. may consis of & raloHivels Hom course and sub-bore vigh Blemens df triclanass design The principle factors Thatie loosing CIimate oe enivivonmant— i dsl eh Material chavacteristies. yo y > ffesh Flexible Pavement > Af consists Goa sevin f— Fajers ith dha highest qualify | matevials ab or neax the | Surface I fs stability depends upon aggregate inievlock, particle Fiction @ cohesion # Compayisor fisxible 2 vigid wy Pavement design is greatly influenced by the subgrade sorenath . At dishibuder loads trough, Mi component layers ap vy The bifaminow Mexible pavernent- ienperviows - surface of ts nd uy The bifuminows surfaces & flocible pavement need grea inputs in mamtenance « jis | & Sb consists dF one course e046 pavewnenf Rigid pavernen}— forlland cement concrede slob & velotively high bending rasistance - Wy St shructuval capacity is supplied by te pavernevi sla itself oy beam actor) wy Flexuxad stnangin Sconce. is mejor facoy for desian w af dishibetiy loads over a wide ana of subgrade , becouse 4- ib vigidity and high modulus & clomheity . dA xigid pavement is practically imperviown , except aaa ok joints. diigo age pavemev- at. very \itHe maintenance - & choice & pavernenk type: que varioun fachors fo be accou paveme wt tore ‘i vded for tha selection t = Amount and type F traffic = Subgrade sol condiion > Cost materials construction and swhsequent- Maimfenance charges = Ankicipoded life - pavement > Available finance B& factors affecting pavement performances. > Anticipated trafic conditons + Moistuye and climatic variations = subgrade soil conditons a oa dispensed quality §- paving maferials a Wha is the ohiencles tun we dg byick, aggregate for Yoad constyudion im Bangladsh 2 y Ta gravels and boulders ane not available in Bangladesh except in small quantities jin some dishick WD The 4ransportation cost bo cong these nahuval aggregate feomn toafy sources to construction sihes in expensive - Ww Again with the continued consumplion those aqgnegcte as being deplefed > af i % a WD Due do deficiency & natural aggragade coushed bricks ane used for the construction & subbore and bor COUFSe - yw Soil is suitable for brick conshuction. $ Dian a Agpicad x-section dg a Nexible pavement Banani ol} ¢ is compone— & oni a Flexible pavement % a Shuctural comp Antemotionally va ais ge pavement is amg paveme one The components Go below : rally accep Mok a flexible older Hran a Portland cement flexible pavement are a shown Fy Schamatic Go flexible aothiente Sudo grade 4b State dha function & Weaving course , bare , sub -bare_é subgrade. eae: Ab is Abs tepper mast lager & he pavement AL is wovmally consish bifuminows suface - drassing ov a layer F premixed bituminous material. fanctions : Wy Provides safe, smoot, and sable riding surface. > Provides a surface hich can uithstand we pressuye exerted by He moving vehicle « wy Takes up wear and dear due do trofffe. wy Fovides water tight surface against tha fillnotion & voter. Base: The base course lies immediately above jhe sub- bane dt is placed immediofly above the subgrade a subbore course is nat used . Functions : > To distribude ov spread sinasses cneated by wheel loads acing on dhe wearing surface. Wy To withstand dhe load superimposed frown lagev uilhowk being disinkegnoted « W To dishibude Ane loads transmitted to tk so thet te strength capacities GF He weaker sub bar and sub grade ans nok oceaded . Sub-bare_: Ab fs located immediafely “above Wal subgrade ; Me sub bore component consists & materials Loe superior quality to Hab uslich qed is used for Subgrada construckions functions: } 34 provides a slyuchurad lager, whic, distributer loads dv Hix subg rede St ack an a Working platform for, and protects construction vehicles the subgrade from, site and dn a pavement being bull. W Ab ach a an insulating lager to protect Mex subgrade from fros- ackon, Sub-gnode: Af is dhe foundation lager, the shuchure which mut eventually support all dhe loads which come on fy fie pavemsnt= woe a design Treffic Number (DTN DIN fs the average daily number 6 equivalent (8,000 Ie single- axle load applications expected for tha lane duving Kew design period: $ Inihal Daily Toftie (207) daily number & vehicles expected duving e Tn averag te first gear following Ime opening S Ae finished voad way fo tafe » Ts i called Are mikol daily dralfie # Squivole- Single Arle load (EsAL) ane defermined in terms db Pe The traffic chatactershes number d repetitions dg an {gmv0 Te single aaxle lead applied 4o the pavement on 0 seks & duol tices. Mts is usually mfered 4 an Ate ESAL. a What ane ts fachors Ce a negce ene cere! Momasiody in Hoe AASHTO proceduve for fhe” design § flexible pavement ar presenfed in te 1995 guide ane > Pavement performance > Traffic > Roadbed soils (subgrade ynateriol ) —> Materials & construction => Environment > Drainage > Reliability ‘ # hak ana Ate dnaffic loading factors considered for toa design A flexible pavemenh, Traktic loading dookors a Magnitide & axle load. = Velume and composition A ole loads — Tina pressure and contact area. Define He following terms Reliability level (2) The reliability levels determina amurance levels fab the pavernent sechion designed uring He procedure will survive for ib design period , have been developed for deren lype G highways. Te we GF a reliability factor Ahat considers Yor possible aneertainifio in traffic prediction and peformane prediction . Franck Serviceability Rating (PsIq) PSR is a number grader given to a pavement section bared on the ability & Arak paver jo sevve. ib Wkoded traffic. THR PSR Hating established by observations and requires judgunenf on fhe part GF te dividual cloing He Jeding » The vahings Yonge between 0b 5”, oi. 5 being on excellent pavement Initial serviceability Index (Pi) Sh is the sewviccability index immed aed after dhe conshuchon & Ie pavemef, Terminal Servicabilthy Index (9 Sh is the yninimum acceptabk vale before me surfacing oF neconshruchon {s nectssasy studuyal Number (SN) The SN is defired om an imdex number derived from an analysis & Aroffic, toad ved soil conditions , and regional factor haf may be converted to Hrickness 4 various flexible paver lagers tovough qae we & suitable lager coefficients related fo Mee type & moderial being ured in each layer GF be Pavement structure. SN = Dy +0f + a5; a ae lager foto Daghe Resilient Modulur: . oe resilienE modulus bs Mya clantic modulus fo be used wil Are elartfe drsorye. The elontic modulus bared on fhe recoverable shram under repeated loads is called the — easilien modulus MR, defud Hee a Serviceabilit At is defined an he ability boa paverunt- fo serve dhe draffic for which iF wan designed Sage _Conshruchion Stage construction ¢ a pavernenl struchure involves Construction ty steps a> spechied Fime to mea fre Merease in tralhc Tis method dF construction usually fs ured when adequate fund one not available 4 covstruchon He pavement fo fhe pequired dept for du full chsign period and when tnoffie growl rodes ane expected Jo be higher fa dae Future . # What do you understand by Frost ackton ? What ans the effec} and fattors on ahith fhe intensity § frost action depends 7 hak is yous cugzeation for the pavernmb bf lex adverse. effet 4 frost action. Fost Adion: When Ye ambient temperature falls below the freexing for several days tt i quije Likely that de water tn soit pores will freeze and toe volumsa of woder increases by about 107, which may cause significant scuchucal damage fo fe pavement called frost- aeh’on. Effech/ froblem: Tso mayor problem is _ > the menzase Mm volume & soil. => Me freentng. can cause fee crystals and \enses that ane seveol centimeters Myek do frm tm te Soil. Fie iis: causey for Sos} ackfon: > Ambient temperature muah be lower tran freting for severol days. "y The shallow ode table ak provides Nox wake ty ie Frock Vine mud x aig : uy The soil mink be susceptible h frost acon . Sugaettion/ mueruces fe_prfed feos} action: » Removing Frost - Surcephible sols tp Ha depth Fos gros Vinx, and replacing them wilh gravel medial. » Lowering He ater table bg ins talking adequate damage facilihes , Ww) Using impervioun mambranes ov chemical addilives. Ds Restrjeting truck tnaffre On some Yoads Settings us spring than. aH iheel loads. — single and dual wheels KH and tandem azles z = Nose oheel, tricycle and biegele landing gears.» H Fire pressure , comad— pressures and tine imprints > Bf fe Heck G Ya Hix wall is ignored , tex contact pressure behween Me tine and the pavement mount be equal do jhe, fire aat eHine taal ir Hine pressute- > for low pressure fires , however , compassion Fension conkock prassures under the dine wall tia may be qnaoter Mean af Ha center itt i GF foe fine lea asi tf pre = Stren on confact anen ov irnprit- ana in known ar confactpresuve. 0 # Viscass die The heel configurations have consideyable influence on the stress disfyjbution and daflection within and below the highwo avemendt ae ae ee a > Depth 2 (ley salen > Tr effect § duat ole amembly is mek poice Ma effec 4 one wheel but less than fais. > The total load of Mer dual tine omembly is ti wilh Su bemg the center fo contey spacing and 4 being fh clear distance befon tine edges (d= sy-20.) > Sf is amuwed that for a parm Ihicknen tt, ler than or equal fo dp , M0 Stress oves lap Occurs. Thus, The stress of frese depths b due to that ad ony one abel dda dual. Bie a depth & approxima Uso Mon Shek gf dhe stress overlap fs such hot Th is equivalent qo the strass coured by a single-wherl load q- Py > At If further omumed pup Abe wheel load acting at intermediofe depts befwean dp and Sats neoy Shan ° ploHed 0% a lox toad versus z found dinactly “fromm he. diagram . ae . Using Mais relationship, fae, E5WL , ana function Hkekness . can be found divectly from fr diagram + Typer ¢ Suffer die ssing + eS Single surface dressing: ecatoan pp - > Racked in surface dressing SepaeaAae —vieder > Double surface dressing eeamenae = Sandwich surface drassing OR vo Bblens on Ayrible Fave ahr in aight lene divded fray Is do be consucked on a eo akigomand —trehfic. volume factors indicader Mud AL aK. annual daily traffic CAADT) im bok dinecon devigy Aha 34h gears Dee operation us] ke tev ad, Ae Plosivge vehicles wax and Grle loads.. Farsergex CaXs Crowe Worl 7» gle Single wit fr ucla, C£0M IWe/axle) = ay, ZF Searle Single Us ducks (iqnoo | ante) BONY les vdile wig is ppect ed to remo fhe sqm Ansousfiouy Ka design BEE Re pavement. ap Hae opected amual —Jnalfic qrosk. yode 3 47% Sov Mh vebides, deferwine Ms design SAL | Given design prisd 2 20 pars. DS soar = ya spo ADT? 305% Ni» Fei a Ae Dale (ome fachy {Tv 20-7) Sa Ge = Grout Faebor for a gfren growth vee (1) (Téoe) Are duty. pod 4 = I Bia pe Gg ok om ech velweke in aod () fi load aeivaleney Feckw for axle x a) © & oo ESAL fox porneyes cots = 04 M75 > (e000 Fa 3654-2 # 0:00002 vn aorle sod} pd = 04 29% (lem x Dx 65% De beho4 D> See heen = OY 8%» (ema IE Ya 65 8 Se 0.088 oy BAL = soy (0449 F 35915924 H LONDCI TS i) 26998 )428 = 2°69 millon GPA Hote pavement for a free lames vided urban highoor a Boe designed wiry Ae Aaghel stl nota, AAV im UR dinecfon chai, he Fst year he operation will te 6000, JA Plleseg— Information Fs available » XE Wea ducks im A tree stra > 2x des} low_ = ovr Sige axle load liml—= 20% Cotendacd w Kip) 1 Ha avetage Joss. St. Waavy suck, = 15000 [b a re 80 hase =5F% | Deston period = 10 pars. Annual gros a4 7 cubshhion Ups Kah quality umbteded grambay bee (vo Wh qual glenilac bare for 1” 5 expel Deen Baa selfable — pavement studwve_. Pw 4 co velicle = MT 2A» 160) con cad) = G0 x ¥B = 60 ny apn > Setel Tle Wawbav 2 5 (7-4 foo , ashuthmank facty = ee or fable 199 = [I* Heo Me tere 20¥ Koo «DIN > Doigr defi Wa 5 ITN abutter t— fachy Sia Ore a) , “ : fe ncle pavement LTA povived Aik) be onphad i ane Plead diucly om shanade = 6-5” FSG ‘Him’ @pholtie conere te Mictonsss = 4? Given, sudoshhHor Jacker ae Desai 2 Te denen F He Man quality. urdreded ban = (e-4)% = te’ ACuse ; @ OA PexTBe pavernert fx on Orban inter - shote cep aoe using Ma AD AASHTO heitde elie ¢ cae Daly ESAL &—_axie® s At is estimated Mob iP faluy abou — a Suk pr val fo be dvoid from whe Aa pecemed Z Ma paver suche vill be oxpored de moistyre Levels apprcaching soduvation fy 30% dh Mae dw. qh fellowey addifonal ~ whrmelion js available; igs ie § avphaltic comcrefe at 68F = 450,000 Ibfiem, CDR value 4 ba Course’ moferfal = 169 Myre stom lfm; COR F sub bor coarse = 29 My 2 (> 80 |b] in 1. gb gradi + = 6 Dderwior a cuifeble_ pavement shuchkve_» — [fhe 19002010) (5587 mara Se ty urban dey she Wf poy. Tree) Strdavd defen , 5. = 04g 6- d— st dew 80) a eee oe oe eS ey (PF a ee y Fee Puvwineh Ae aS AT eee Oe ee = 2-0 Fret per ats ert lay 20%) , CBR = (00 4, BLS Oly (Ay 201% | Crk a. P<} edn: O78: Lay 8] BN) Geo — fair i voit] va fr fie SMe 08 (7- 2016) ma, We know , eta mye Teme ch 47" P > SW, Ss HD, ae Een soe Sar ea ae raat 9) Le TSP = OAGRE = 264 MS ad, tad, | s ae ay dere, Vie il eel) 4 Me, On tee Oty BSN Ee LING s ohye C+ Ole OF % [5 = 9816 eee wy Ww mM, SNy = 1 c . Ae my = ADE GMD, F *ottn Day UY es eee FRE ay > Glo Oe SF = ae ; ES SNe S816 + OW more BIT Caiacg ST Gages 4 aad BRAG Wakes : Fm i, ert ob = 10362050 paren why Af Slr ahall concn paremet > be be comsructed in foo shagen . he tesgn petod f 20 yas & Are 2 he aN] be. conshrued to pars fer flr t- shy. A fla ESAL on He espn lame duving ee Hoar 5 oem 2 Genk, sede fy all while 1 Sty. Defewnne x cnghalt— Aickorsss fre eh & And dey. 4 construction, Ha rasiliedk= medulon js \5¢00 Ib/in~. 2 ince Ae Femgerabne (Haat) 6 fa_aeo Cor. a 005) —l & Cah Facer pr ww goo. oa eo BU ep HAS Old whe Aap) paver wih sub yoda S— Hy a 10,000 ps) off bee comttnaded ty he sheen te Ae} sfaye 13 9 geaxs with 1,90, 000 Bok repefohors D Aw onl shy b, 19 fers vite 890,61 BAL nepcdhiows, | Limiting. He od tho de 06 — Rend & shhe 1 Datei fe Avekvass UIA required for Me tsk og yes, SZ Ma Aickness overlay raquved A> accomedede fle adithonak noffic oxpetes during, Me wore 15 Gas. x Das = = Ob ) Xe 150/000 3 Coes Sy ee wSxlo 850, (00 y tee (6 a5 x 10 re Ne Tab) Fert eleroos, iad hye NA Gre Niaz ox ire sel Sac Ora aye ziesxte® Pete Ge eto aes 8b texte iG. ee Flexible Pavement Flexible Pavement Pavement ‘A highway pavement is designed to st traffic moving over it - Arroad pavement is a structure of superimposed layers of selected an | processed materials that is placed on the basement soil or subgrade, = The several layers which make up a road are called the road pavement. - The pavement structure should be suffic the draining ability of the subgrade or subbase being exceeded = The stresses and strains transmitted from the carriageway do_not_exceed the supportive capacity of each layer. or of the subgrade, during the design Wie of the Sinpadese SS a sport the wheel loads imposed on it from Characteristics of Pavement =. ~ Itshould be structurally sound enough to withstand the stresses imposed on it. - It should be sufficiently thick to distribute the loads and stresses to a safe value on the subgrade soil - It should be provide a reasonably hard wearing surface, so that the abrading action of wheels does not damage the surface. = Its riding quality should be good. It should be smooth enough to provide comfort to the road users at the high speeds at which modem vehicles are driven. - The surface of the pavement should develop as low a friction with tires as possible. This will enable the energy consumption of the vehicles fo be low. - The surface should not produce excessive levels of sound from moving vehicles: - The surface should be impervious so that water does not get into the lower layers of the pavement and the subgrade and cause deterioration - The pavement should have long life and the cost of maintaining it annually should be low. Function The main structural function of a pavement is to support the wheel loads applied to the carriageway and distribute them to the underlying subgrade. Pavement type Pavements have been divided into two broad categories. -~ Flexible pavement - Rigid pavement x Flexible Pavement. - Aflexible pavement is a structure that mai intimate contact with and distributes loads to the subgrade and depends on aggregate interlock, particle friction, and cohesion for stability. - The classical flexible pavement includes primarily those pavements that are composed of a series of granular layers topped by a relatively thin high quality bituminous wearing surface. - The flexible pavement may consist of a relatively thin wearing surface built over a base course and gubbase course, and they rest upon the compacted subgrade. - Aflexible pavement is a structure that distributes load to the subgrade and depends on aggregate interlock, paiticle friction and cohesion for stability. Pavement Rigid pavements are made up of Portland cement concrete and may of may’ not have a base course between the pavement and subg ‘ - Load distributio id pavement by virtue of its rigidity of pavement slab._ Wheel Loads Types of airplane and truck-wheel arrangement can be divid including - Single and dual wheels - Single and tandem axles, and - Nose wheel, tricycle, and bicycle landing gears led into several basic categories, 7“ singie ate with i = single tres “Single axle with Tandem axle with dual tres ee Single taller truck unit = =o vm FR Nose wneets Tin tandem gear ‘Twin-tandem landing gear Tire pressures, contact pressures, and tire imprints THEM the effect of the tire wall fs ignored, the contact pressure between the fire and pavement must be equal to the tire pressure. - For low pressure tires, however, contact pressures under the tire wall may be greater than_at the center of the tire. ~ Stress on contact area or imprint area is known as contact pressure. - Sontact pressure = Load on wheel/Contact area ~ {Lis assumed that contact pressures are uniform over the imprint area - Inthe majority of the problems, circular tire imprints are assumed. = The radius of contact is as follows: ba-\2 ees 7 ‘0 _where a= radius of contact © P= total load on the tire o p= tire pressure Design factors Pavement design consists of two broad categories: - Design of the paving mixtures - Structural design of the pavement components. Prof. Dr. Quazi Sazzad Hossain, Department of Civil Engineering, KUET, Khulna os Effect of dual wheels The wheel configurations have considerable influence on the stress distribution and deflection within and below the highway pavement - The effect of dual wheel assembly is not twice the effect of one wheel but less than this The total load of the dual tire assembly is P,, with S, being the center to center spacing and d being the clear distance between tire edges(d = 5, -2a,). = tis assumed that for a pavement thickness’s’, less than or equal to d/2, no stress overlap occurs. Thus, the stress at these depths is due to that of only one wheel of the dual ; - Ata depth of approximately 255,, the effect of the stress overlap is such that it is equivalent to the stress caused by a single-wheel load of P, . - Itif further assumed that the wheel load acting at intermediate depths between d/2 and S, is near when plotted on a log load versus log thickness, can be found directly from the diagram. : 5; - Using this relationship, the ESWL, as a function of thickness, can be found directly from the diagram. P a ‘ ea Approximate o pont of overlap adh me 2S4 pete eee es i ' i Py 1 Re ESWL (log scale) 1 i Pal t ; i 1" ign ee 1 Desiree ws ! i 2 Zi Z=28, Depth z (log scale) Elements of thickness design The principal factors entering into the problem of the thic are’ kness design of flexible pavements Traffic loading Climate or environment Material characteristics Traffic loading = The primary loading factors that are important to flexible pavement design a Magnitude of axle loads Volume and composition of axle loads Tire pressure and contact area Most design procedures provide for an increase in traffic volume on the basis of experience by using some estimated growth rate. Climate or environment The climate or environment in which a flexible pavement is to be established has an important influence on the behaviour and performance of the various materials in the pavement and subgrade. z Probably the two climatic factors of major significance are temperature and moisture. High temperature causes the Asphaltic concrete to lose stability whereas at cold temperature the Asphaltic concrete becomes very hard and stif. Low temperature and temperature fluctuations are also associated with frost heave and freeze-thaw damage. The subgrade can exhibit extensive loss in strength if it becomes frozen: Material characteristics Depending on the nature of the design procedure, the required material characteristics may vary, but in general the following are desirable: Asphalt surface: Strength or stability (possibly repeated load properties) Granular base and subbase: gradation, strength or stability (Shear strength or possible repeated load properties) Treated or stabilized layers: Strength (flexural and compressive) and repeated load properties such as fatigue Subgrade: Strength or stability, soil classification and possibly repeated load properties. Frost Heave When the ambient temperature falls below the freezing for several days, it Pauite likely that the water in soil pores will freeze. 18 Since the volume of water increases by about 10 percent when it freezes, the first problem is the increase in volume of the soil. The second problem is that the freezing ee ice crystals and lenses that are several centimeters thick to form in the soil. These two problems can result in heaving of the subgrade, which may result in significant structural damage to the pavement. The ice lenses melt during the spring, resulting in a considerable increase in the rete foment of the soll. This increase in water significantly reduces the strength of a Soll, causing structural damage of the highway pavement known as spring break- In para three conditions must exist for severe frost action to occur: © Ambient temperature must be lower than freezing for several days. ©. The shall i available Y2'e" table that provides capillary water to the frost line must be ‘© The Soil must be susceptible to frost action. - The first condition is 2 natural phenomenon. | The second condition requires that the ground water table be within the height of the capillary rise, so that water will be continuously fed to the growing ice lenses The third condition requires that the soil material be of such quality that relatively high capillary pressures can be developed, but at the same time that the flow of water through its pores is restricted. - The following are the measui ‘© Removing frost-suscepti them with gravel material ; © Lowering the water table by installing adequate drainage facilities. © Using impervious membranes or chemical additives. © Restricting truck traffic on some roads during the spring thaw. ane of flexible and rigid pavements Flexible Pavement fabs Rigid Pavement 7. ft consists of a series of layers with the| 1. It consists of one course Portland highest quality materials at or near the surface. | cement concrete slab of relatively high s Jing resistance. | 2. Iis stability depends upon aggregate interlock, | 2. Its structural capacity is supplied by | particle friction & cohesion. the pavement slab itself by beam action._| 3. Pavement design is greatly influenced by the | 3. Flexural strength of concrete is major subgrade strength, factor for design. 4. It distributes loads through the component | 4. It distributes loads over a wide area of layers. subgrade, because of its rigidity and high ai " modulus of elasticity. The bituminous surface of flexible pavement |5. A rigid pavement is practically is not impervious. impervious, except at joints 6. The bituminous surfaces of flexible pavement | 6. A well designed rigid pavement needs need great inputs in maintenance. Sealing | very little maintenance cracks, repairing pot-holes, resurfacing and resealing are done very frequently. res which can protect frost action: ible soils to the depth of the frost line and replacing Choice of pavement type The various factors to be accounted for the selection of pavement type are: - Amount and type of traffic = Subgrade soil condition = Cost of materials, construction and subsequent maintenance charges - Anticipated life of pavement - Available finance Factors affecting pavement performances = Anticipated traffic conditions - Moisture and climatic variations - Subgrade soil conditions - Load dispersed quality of paving materials Anticipated traffic condition . - Volume and character of traffic - Traffic factor considerations in pavement design are wheel load, contact area, tire pressure, wheel configuration, and repetition of load. PIOxXiDe Pavement Gis the rationale for the use of brick aggregate for road construction in Bangladesh? “The gravels and boulders are not available in Bangladesh except in small quantities: in some district _ The transportation cost to carry these natural aggregate from their sources fo construction sites in expensive. Again with the continued consumption those aggregate are being depleted. > Bee'to deficiency of natural aggregate crushed bricks are used for the construction of subbase and base courses - Soil is suitable for brick construction _Structural Components of a Flexible Pavement Internationally, it is generally accepted that a flexible pavement is any pavement other than a Portland cement one. The components of a flexible pavement are as shown below. a LZZZZLZZZZEEZZ., Shae 6OMISE 100 ~250 mm AE ase 100 ~ 250 mm eee cee cattees Se a7 eee Figure 1: Schematic of a flexible pavement Jubgrade ‘or rne subgrade is the foundation layer, the structure which must eventually support all the loads which come on to the pavernent. _ For the success of the road, it is necessary that the soil subgrade should never be overstressed _ Stress intensity on the soil subgrade should not be of the magnitude that may cause excessive deformation of the subgrade. ° _ ff strength of the subgrade is inferior to the expected ones, it is given suitable treatment to impart improvements in its performance. tbroved Subgrade ~The low subgrade strengths normally achieved in Bangladesh. - A layer of imported material between the subgrade and subbase makes it economic. | This layer is termed as improved subgrade will comprise any silt or silty sand which will give a CBR value in excess of 8% when compacted at suitable moisture content » itis located immediately above the subgrade; the subbase component consists of material of a superior quality to that which generally is used for subgrade construction - When the quality of the subgrade material meets the requirements of the subbase material, the subbase component may be omitted - In cases where suitable subbase material is not readily available, the available material can be treated with other material to achieve the necessary properties. - The process of treating soils to improve their engineering properties is known as stabilization. Flexible Pavement ABinetions 't provides a structural layer, which distributes loads to the subgrade. It acts as a working platform for, and protects the subgrade from, site and construction vehicles as a pavement being built tacts as an insulating layer to protect the subgrade from frost action. The base course lies immediately above the subbase. It is placed immediately above the subgrade if a subbase course is not used. This course usually consists of granular materials such as crushed stones, crushed or uncrushed gravel and sand. The materials used in this layer are invariably of high quality. Base course are constructed some distances beyond the edge of the wearing surface. The base is a layer of high stability and density. The base must also be of such character that it is not damaged by capillary water or frost action. Locally available materials are extensively used for base construction and materials preferred for this type of construction vary widely in different sections of the country. See To distribute or spread stresses created by wheel loads acting on the wearing surface, To withstand the load superimposed from layer without being disintegrated, To distribute the loads transmitted to it so that the strength capacities of the weaker subbase and subgrade are not exceeded. lates Course Egctions It is the uppermost layer of the pavement. It is normally consists of bituminous surface dressing or a layer of premixed bituminous material A surface dressing consists of a single layer of stone chippings bonded to the road surface by a thin continuous film of binder. The most common type of binder is used cutback bitumen but penetration grade bitumen may also be employed The heated binder is first sprayed on to the prepared road surface and then chippings are sprayed on to the binder film and lightly rolled to produce a dense mosaic of single sized stones. Provides safe, smooth and stable riding surface, Provides a surface which can withstand the pressure exerted by the moving vehicle. Takes up wear and tear due to traffic. Provides water tight surface against the filtration of water. The Asphalt Institute Method Asphalt concrete could successfully replace unbound granular bases and subbases in the pavement structure at various substitution factors. a) b) c) d) Hot mix-sand asphalt bases (1,3:1) Liquid emulsified asphalt bases (1.4:1) Untreated granular bases (2:1) Untreated granular subbase (2.7:1) f \TAN ty \Sh yeaw eee bid fe ie es Flexible Pavement fesign Traffic Number (DTN) DTN is the average daily number of equivalent 1 expected for the lane during the design period, single-axle load applications Initial Daily Traffic (IDT) a The average daily number of vehicles expected during the first year following the opening o the finished roadway to traffic. This is called the Initial Daily Traffic. = Equivalent 18,000-1b Single-Axle Load Temperature and rainfall are the two main environmental factors used in evaluating Pavement performance in the AASHTO method. ‘©The effects of temperature on asphalt pavements include stresses induced by thermal action, changes in the creep properties, and the effect of freezing and thawing of the subgrade properties. © The effect of rainfall is due mainly to the penetration of the surface water into the underlying material ~ The effect of temperature, particularly with regard to the weakening of the underlying material during the thaw period, is considered a major factor in determining the strength of the underlying materials used in the design. ~ The normal modulus of materials susceptible to frost action can reduce by 50 percent fo 80 percent during the thaw period. Also resilient modulus of subgrade may vary during the year. ~ The strength of the material will be affected during the periods of heavy rains. - Avrelationship between resilient modulus of the soil material and moisture content is developed using laboratory test results. This relationship is then used to determine the resilient modulus for each season based on the estimated in situ moisture content during the season being considered. Drainage - The effect of drainage on the performance of flexible pavements is considered with respect to the effect water has on the ‘strength of the base material and roadbed soil. - The approach used is to provide for the rapid drainage of the free water from the pavement structure by providing a suitable drainage layer. 40 qua Nes 15 tmennara. by Te begth of Hine $y wake ty les Rareosek Yo SL anew Reliability level (R) - The reliability levels determine assurance levels that the Pavement section designed using the procedure will survive for its design period, have been developed for different types of highways, The use ofa feliahi (it i 5 seh a pets, ee fae that Considers Tha possiie uncerhecikes in efBe Prof. Dr. Quazi Sazzad Hossain, Department of Civil Engineering, KUET, Khulna 10 The wefhded 3B dval andr ow the l dro rege onde foteatye: of Sie ee ements - For example: a 50% reliability design levels implies a 50% chance for successful pavement performance that is, the probability of design performance success is 50% A&tanctord deviation (Se) = It accounts for the chance variation in the traffic forecast and the chance variation in actual pavement performance for a design period traffic, Ws Aenviceability - Serviceability is defined as the ability of a pavement to serve the traffic for which it was designed. prSeont So eability Rating (PSR) = PSR is a number of grades given to a pavement section based on the ability of that pavement to serve its intended traffic. The PSR rating is established by observation and requires judgment on the part of the individual doing the rating. The ratings range between 0 to 5, with 5 being an excellent pavement. - A Statistical analysis was made to correlate PSR to various physical measurements ‘of the pavement. This prediction of PSR from these physical measurements is defined as the present serviceability index (PSI). Physical measurements are cracking, patching, and slope. - A mathematical combination of values obtained from certain physical measurements so formulated as to predict the PSR for those pavements within the prescribed limits, - For each wheel path, the profilometer produces a continuous record of the pavement slope between two points 9’inches apart. The slopes are generally sampled at 1 ft intervals over the length of the record. Initial Serviceal Index (Pi) = _Ttis the serviceability index immediately after the construction of the pavement. Terminal Serviceability Index (P,) - tis the minimum acceptable value before resurfacing or reconstruction is necessary. ructural Number (SN) The SN is defined as an index number derived from an analysis of traffic, road-bed soil conditions, and regional factor that may be converted to thickness of various flexible pavement layers through the use of suitable layer coefficients related to the type of material being used in each layer of the pavement structure. Moat Modulus: The resilient modulus is the elastic modulus to be used with the elastic theory. It is well known that most paving materials are not elastic, but experience some permanent deformation after each load application. However, if the load is small compared to the strength of the material and is repeated for a large number of times, the deformation under each load repetition is nearly completely recoverable (and proportional to the load) and can be considered elastic. SN =a,D, +4,D, +4,D, The elastic modulus based on the recoverable strain under repeated loads is called the resilient modulus MR, defined as where, Prof, Dr. Quazi Sazzad Hossain, Department of Civil Engineering, KUET, Khulna u a7,I8 the deviator stress which is the axial stress is an unconfined compression fest or the pressure in a triaxial compression test. axial stress in excess of the confining x , is the recoverable strain. Full-Depth Asphalt Concrete Pavements of this type use asphalt mixtures for all courses above the subgrade. A full depth 2172042. If the CBR for the asphalt pavement is to be constructed to carry an ESAL of 21720 Subgrade is 10 and the Mean Annual Air Temperature (MAAT) is 60°F, determine the depth required for the asphalt layer. Solution M,= 1500 CBR = 1500 x 10 = 15000 Ib/in? ESAL = 2172042 = 2.172x 10° Using Figure 20.5, the depth required for a full depth asphalt laye 9 inches. XStage Construction = Stage construction of a pavement structure involves construction in steps at specified time to meet the increase in traffic = This method of construction usually is used when adequate fund are not available to construction the pavement to the required depth for the full design period and when traffic growth rates are expected to be higher in the future. = Toascertain that the planned overlay is placed before any serious distress occurs on the first stage, it is assumed that the cumulative damage in the first layer before the coveriay will not be higher than 60 percent of its life. This ensures that at least 40 percent of the life of the first layer is stil remaining. design ESAL for the first stage design ESAL for the second stage N,= adjusted design ESAL for stage 1 Ne = adjusted design ESAL for stage 2 It is assumed that the response of the pavements is elastic and that the damage at any stage is proportional to the ratio of the actual ESAL for that stage to the allowable ESAL for the thickness selected for that stage. If D1 = proportion of the life of the pavement expended at end of stage 1, then 7D, N, where n, = actual accumulated ESALs for stage 1 allowable number of ESALs for the initial thickness (h) selected for stage 1 ‘Atthe end of stage 1, the proportion of the life of the pavement remaining is (1-D,) B-(-0) adjusted design ESAL fro stage 2 IfD, = 06, the N, =1.671, N, =2.50n, If hy and ho = design thickness for stage 1 and stage 2, respectively, then h, = thickness to be added at stage 2; ie. hz-hy Prof. Dr. Quazi Sazzad Hossain, Department of Civil Engineering, KUET, Khulna 12

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