Pavement Design

Content
Introduction
Requirements of a Pavement
Types of Pavement
Functions of Individual Layers
Chassis
Type of Rigid Chassis
Conclusion
Reference
FACTORS AFFECTING
PAVEMENT DESIGN
INTRODUCTION:

A highway pavement is a structure consisting of

superimposed layers of processed materials above the natural soil
sub-grade, whose primary function is to distribute the applied vehicle
loads to the sub-grade. The pavement structure should be able to
provide a surface of acceptable riding quality, adequate skid
resistance, favorable light reflecting characteristics, and low noise
pollution.
 Requirements of a pavement
An ideal pavement should meet the following requirements:
• Sufficient thickness to distribute the wheel load stresses to a
safe value on the sub-grade soil,
• Structurally strong to withstand all types of stresses imposed
upon it,
• Adequate coefficient of friction to prevent skidding of vehicles,
• Smooth surface to provide comfort to road users even at high
speed,
• Produce least noise from moving vehicles,
• Dust proof surface so that traffic safety is not impaired by
reducing visibility,
• Impervious surface, so that sub-grade soil is well protected,
and
• Long design life with low maintenance cost.
 TYPES OF PAVEMENTS

FLEXIBLE RIGID COMPOSITE

Flexible pavements:

Flexible pavements will transmit wheel load stresses to

the lower layers by grain-to-grain transfer through the
points of contact in the granular structure

Base Course (100−300 mm)

Subbase Course (100−300 mm)

Compacted Subgrade (150−300 mm)

Natural Subgrade
Types of Flexible Pavements
The following types of construction have been used in flexible
pavement:
• Conventional layered flexible pavement,
• Full - depth asphalt pavement, and
• Contained rock asphalt mat (CRAM).

• Conventional layered flexible pavement

Conventional flexible pavements are layered systems with high quality

expensive materials are placed in the top where stresses are high, and
low quality cheap materials are placed in lower layers.
 • Full - depth asphalt pavement

Full - depth asphalt pavements are constructed by placing bituminous

layers directly on the soil sub- grade. This is more suitable when there
is high traffic and local materials are not available.

• Contained rock asphalt mat (CRAM)

Contained rock asphalt mats are constructed by placing dense/open
graded aggregate layers in between two asphalt layers. Modified
dense graded asphalt concrete is placed above the sub-grade will
significantly reduce the vertical compressive strain on soil sub-grade
and protect from surface water.
 Rigid pavements
Rigid pavements have sufficient flexural strength to
transmit the wheel load stresses to a wider area below. A
typical cross section of the rigid pavement is shown in Figure
Compared to flexible pavement, rigid pavements are placed
either directly on the prepared sub-grade or on a single
layer of granular or stabilized material. Since there is only
one layer of material between the concrete and the sub-
grade, this layer can be called as base or sub-base course.
Types of Rigid Pavements

Rigid pavements can be classified into four types:

• Jointed plain concrete pavement (JPCP),
• Jointed reinforced concrete pavement (JRCP),
• Continuous reinforced concrete pavement (CRCP), and
• Pre-stressed concrete pavement (PCP).
Jointed Plain Concrete Pavement:
are plain cement concrete pavements constructed with
closely spaced contraction joints. Dowel bars or
aggregate interlocks are normally used for load transfer
across joints. They normally has a joint spacing of 5 to
10m.

Jointed Reinforced Concrete Pavement:

Although reinforcements do not improve the structural
capacity significantly, they can drastically increase the
joint spacing to 10 to 30m. Dowel bars are required
for load transfer. Reinforcements help to keep the slab
together even after cracks.
Composite pavements

Combination HMA and PCC pavements. 

Occasionally, they are initially constructed as composite pavements,
but more frequently they are the result of pavement rehabilitation
(e.g., HMA overlay of PCC pavement). ...
 VARIABLES CONSIDERED INA PAVEMENT DESIGN

Material characteristics

Traffic volume

Factors related to axle and wheel loads

Concept of equivalent Single Wheel Load(ESWL)

Effect of moving transient loads

Factors related to surrounding environment

FUNCTIONS OF INDIVIDUAL LAYERS
Tack Coat Seal Coat Prime coat

Base Course (100−300 mm)

Subbase Course (100−300 mm)

Compacted Subgrade (150−300 mm)

Natural Subgrade

Compacted Subgrade (150−300 mm)

Seal Coat:
Seal coat is a thin surface treatment used to water-proof the surface and to
provide skid resistance.

Tack Coat:
Tack coat is a very light application of asphalt, usually asphalt emulsion
diluted with water. It provides proper bonding between two layer of binder
course and must be thin, uniformly cover the entire surface, and set very
fast.

Prime Coat:
Prime coat is an application of low viscous cutback bitumen to an absorbent
surface like granular bases on which binder layer is placed. It provides
bonding between two layers. Unlike tack coat, prime coat penetrates into
the layer below, plugs the voids, and forms a water tight surface.
Surface course or wearing course
Surface course is the layer directly in contact with traffic loads
and generally contains superior quality materials.
• They are usually constructed with dense graded asphalt
concrete(AC). The functions and requirements of this layer
are:
• It provides characteristics such as friction, smoothness,
drainage, etc. Also it will prevent the entrance of excessive
quantities of surface water into the underlying base, sub-base
and sub-grade,
• It must be tough to resist the distortion under traffic and
provide a smooth and skid- resistant riding surface,
• It must be water proof to protect the entire base and sub-
grade from the weakening effect of water.
Binder course
This layer provides the bulk of the asphalt concrete structure. It’s chief purpose is to
distribute load to the base course The binder course generally consists of aggregates
having less asphalt and doesn’t require quality as high as the surface course, so
replacing a part of the surface course by the binder course results in more economical
design.
Base course
The base course is the layer of material immediately beneath the surface
of binder course and it provides additional load distribution and contributes
to the sub-surface drainage It may be composed of crushed stone, crushed
slag, and other untreated or stabilized materials.
It acts as the structural portion of the pavement and thus distributed the loads
Sub-Base course
The sub-base course is the layer of material beneath the base course and
the primary functions are to provide structural support, improve drainage,
and reduce the intrusion of fines from the sub-grade in the pavement
structure If the base course is open graded, then the sub-base course
with more fines can serve as a filler between sub-grade and the base
course A sub-base course is not always needed or used.
• To minimize the effect of frost action
Sub-grade
The top soil or sub-grade is a layer of natural soil prepared to receive the
stresses from the layers above. It is essential that at no time soil sub-grade
is overstressed. It should be compacted to the desirable density, near the
optimum moisture content.
CLASSIFICATION OF AXLE TYPE OF RIGID CHASSIS AND ARTICULATED
COOMERCIAL VEHICLE:
AXLE:
Axle means an assembly of two or more wheels having a common
axis of rotation through which weight is transmitted to a public highway
Classification of axle:
Single-Axle Single_wheel
Tandem-Axle Single-Wheel
Tandem-Axle Dual-Wheel
Single-Axle Dual-Wheel
Five Axle Semi-Trailor
CHASSIS:
It is the main mounting fir all the components of the
automobile including body.
A chassis should be very strong i.e, rigid.

TYPE OF RIGID CHASSIS:

Ladder chassis

AC Cobra chassis

Tubular space frame

Monocoque

ULSLAB monocoque
Glass-fiber body
Carbon fiber monocoque
Carbon fiber panels
Carbon-fiber panels vs Carbon-fiber monocoque chassis
Aluminium space frame
Lotus Elise
One box design
Cab forward design
Sandwich structure
ARTICULATED COOMERCIAL VEHICLE:
An articulated commercials vehicle is a vehicle which has a permanent
or semi-permanent pivoting joint in its construction, allowing the vehicle
to turn more sharply. There are many kinds of articulated vehicles,
from heavy equipment to buses, trams and trains. Steam
locomotives were sometimes articulated in that the driving wheels could
pivot around turns.
In a broader sense, any vehicle towing a trailer could be described as
articulated (the word articulated comes from the Latin articulus : small
joint).
A Volvo articulated bus
LEGAL AXLE AND GROSS WEIGHTS ON SINGLE
AND MULTIPLE UNITS
The maximum allowable axle load limit is referred to as legal axle load limit.

COUNTRY TANDEM AXLE TRIDIM AXLE MAX SINGLE AXLE

LOAD(TONNES) LOAD(tonnes) permissable(tons) LOADS(TONS)

INDIA 19 24 45 10.2

UK 20.3 22.5 38 10.5

SOUTH 18 24 56 9
AFRICA
CANADA 17.1 24 53.5 9.1

USA 18 20 36 9

GERMANY 11.5 21 40 10

AUSTRALIA 16.5 20 44 9
 Tire Pressure
The pressure in an inflated rubber tube of a tyre is tire pressure or inflation.

CONTACT PRESSURE:
Contact pressure is a pressure or stress developed due to wheel load over the
tyre imprint area of the pavement surface.
EAL and ESWAL
concepts
EAL CONCEPT(EQUIVALENT AXLELOADS):

It is an acronym for Equivalent Standard Axleloads. Different axle loads

will cause different degree of damage. It is customary to convert
repititions of axles having different loads to equivalent standard axle.

Equivalent axleloads can be calculated by repetitions of equivalent axleloads.

EALs=Load Equivalency Factor(LEF)╳number of axles observed

LEF:
LEF is a number which states the amount of equivalent damage caused by a
given load of axle to the standard axleload
 ESWAL concept
It is single tire which is calculated based on a standard configuration of
dual wheel assembly.

It is based on following observations:

Equal stress criterion

Contact area of tire is circular

The stress distribution angle is 45 degrees

The soil medium is homogeneous linear elastic and isotriphic half space.
 TRAFFIC ANALYSIS
In construction of pavement the analysis of traffic intensity and growth rate are very
important.

To analyze traffic the following must be taken into consideration

•Truck factor
•Growth factor
•Lane
•Directional distribution
•Vehicle damage factors
•Effect of transistent and moving loads
•ADT
•AADT
REFERENCES

www.google.com
www.wikipedia.com
www.studymafia.org
Thanks