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Structural Design of Travelways

The structural design of travelways like highways and airport runways must withstand heavy loads from vehicles and aircraft. The design considers the stress distribution in each structural layer as loads are transmitted. For airport runways, the design aircraft is determined based on weight and number of departures. The FAA method uses charts to determine pavement thickness based on the subgrade/subbase material quality and design aircraft parameters. Thickness requirements increase with higher annual departures and can be reduced by using higher quality materials.

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laith ali
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288 views25 pages

Structural Design of Travelways

The structural design of travelways like highways and airport runways must withstand heavy loads from vehicles and aircraft. The design considers the stress distribution in each structural layer as loads are transmitted. For airport runways, the design aircraft is determined based on weight and number of departures. The FAA method uses charts to determine pavement thickness based on the subgrade/subbase material quality and design aircraft parameters. Thickness requirements increase with higher annual departures and can be reduced by using higher quality materials.

Uploaded by

laith ali
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Structural Design of

Travel ways

Prepared by :Eng. laith Ali


Supervisor : Dr. Raid Almuhanna
Introduction
The structural design of the travelway of any transportation mode is carried •
out to ensure that it is structurally sound and can withstand the loads
imposed upon it by the vehicles of that mode over its design life

The design procedures used for highway and airport pavements are similar but
the loads imposed on an airport pavement by aircraft taking off or landing are
much higher than those imposed by automobiles on highway pavements

The method of design is according to the Federal Aviation Administration •


(FAA) for airport pavements
Structural components of travel ways
_the load is transmitted from one structural component to the other, a •
stress distribution is caused within each structural component. An example
of the stress distribution for a flexible highway or airport pavement is shown
in Figure 7.2. The maximum vertical stresses are compressive and occur
directly under the wheel load
These decrease with an increase in depth from the surface •

The maximum horizontal stresses also occur directly under the wheel load •
but can be either tensile or compressive
The structural design of the travelway is therefore generally based on •
stress/strain characteristics for each structural component that limit both
cause the horizontal and vertical strains/stresses below those that will c
permanent deformation
Design gross weight for airport pavement
The design gross weight for an airport pavement depends on the design •
aircraft which is the aircraft requiring the greatest pavement thickness

This is determined from the gross take-off weight and the number of •
annual departures of the aircraft
the distribution of the load imposed on the pavement depends on the •
gear type and configuration of the aircraft, it is first necessary to convert
all aircraft to the design aircraft, using the appropriate multiplication
factors that have been established.These factors, given in Table 7.2.
account for the relative fatigue effect of different gear types and are the •
same for rigid and flexible pavements These factors are comparable to the
equivalency factors for converting axle load to equivalent axle loads
(ESAL).
The federal aviation administration design methods for
flexible airport runway pavements

The design inputs in this procedure are the CBR value for the
subgrade material. the CBR value for the subbase material, the gross
weight of the design aircraft, and the number of departures of the
design aircraft
1-the required total pavement thickness and the thickness of the hot-
mix asphalt surfacing, for single, dual, and tandem main-gear landing
assemblies as shown in Figures 7.16, 7.17, 7.187.19, 7.20, and 7.21
2-A minimum base course thickness is also specified for each family of
aircraft and for each specific aircraft, as shown in Table 7.29
3-The thicknesses provided on these charts are adequate for annual
departures of 25,000 or less and should be adjusted by the
percentages shown in Table 7.30
Departure greater than 25k
departures greater than 25,000, 1 in from the correct thickness should •
add to the asphalt ,the remaining thickness increase should be
proportioned between the base and subbase courses, to determine the
increase go table 7.30

The percentage of increase for subbase = •


(the increase thickness ,in)*
(𝑠𝑢𝑏𝑏𝑎𝑠𝑒 𝑡ℎ𝑖𝑐𝑛𝑒𝑠𝑠 𝑖𝑛Τ𝑠𝑢𝑏𝑏𝑎𝑠𝑒 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 + 𝑏𝑎𝑠𝑒 𝑡ℎ𝑖𝑐𝑛𝑒𝑠𝑠)
higher-quality materials are used, the equivalent thicknesses are obtained by dividing the thicknesses
obtained from the charts by the equivalency factors from table 7.31
example
ANY OUESTION?

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