Suddhananda Engineering And Research Centre

Seminar
On
Pavement Design
Department Of Civil Engineering

Submitted To: Submitted By:

Prof.Swagatika Behera Subhashree Swain
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 19:3. 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 equivalemt Single Wheel
Load(ESWL)
 Effect of moving transistent 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
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
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.

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 TRIDIM MAX SINGLE
AXLE AXLE permissable( AXLE
LOAD(TONNE LOAD(tonne tons) LOADS(TON
S) s) S)
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.

CONRACT 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