PAILAN COLLEGE OF
MANAGEMENT & TECHNOLOGY
( B.TECH DIVISION )
Department of CIVIL
ENGINEERING
CA-1 ODD SEMESTER -
2023
Student Name : Subhankar Neogy
Roll No : 15601321015
Semester : 7th
Name of Subject : Pavement Design
Subject Code : [CE(PE)705 B]
Pavement: A layered structure supported by soil
subgrade to form the carriageway of a road is ca
led road pavement .
• It is of two types
Flexible pavement or bituminous
pavement or black top pavement
Rigid pavement or cement
concrete pavement or white
surface pavement
PURPOSE OF ROAD
PAVEMENT
• To carry heavy loads of vehicular traffic and to
distribute the same over the larger area
underlying subgrade soil.
• To prevent the subgrade soil from bad effect
of weathering agencies.
• To provide a smooth riding surface.
• Flexible pavement
• Rigid pavement
Flexible pavement: The road pavements
which can changetheirshape to some extent
pavements. Any change of shape occuring in the
subgrade and subsequent layers over it,is reflected on
the top surface of the pavement.
Examples: All bituminoud roads, gravel roads,
water bound macadam roads, wet mix macadam
roads etc.
TYPES OF ROAD PAVEMENT
Jointed plain concrete pavement (JPCP),
Jointed reinforced concrete pavement (JRCP),
Continuous reinforced concrete pavement (CRCP)
Pre-stressed concrete pavement (PCP).
TYPES OF RIGID PAVEMENTS
RIGI
D
PAVEM
E
N
T
CROSS SECTION OF
FLEXIBLE AND RIGID
PAVEMENTS
C/S OF FLEXIBLE
PAVEMENT
C/S OF RIGID
PAVEMENT
COMPARISON OF FLEXIBLE PAVEMENT & RIGID PAVEMENT
FLEXIBLEPAVEM RIGID PAVEMENT
ENT
1. Have low flexural 1. Have more flexural
strength strength
2. Load is transferred by 2. No such phenomenon
3. grain to
Surfacing grain
cannot be of grain to grain load
contact
laid directly on the sub transfer exists
grade but a sub base is 3. Surfacing can be directly
4. needed
No thermal stresses laid on the sub grade
areinduced 4. induced
Thermal stresses are
5. expansion joints are 5. expansion joints are
not needed needed
6. Design life 10-15 6. Design life 20-30 years
years 7. Initial cost of
7. lo
Initial cost of 8. construction
Less maintenanceis cost
construction is
w high
8. Road can be used
for traffic within
24 hours
c/s of flexible
pavement
Load is transferred by grain to grain
contact
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT
• 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.
• It may WBM or WMM
• A sub-base course is not always needed or
used. For example, a pavement
constructed over a high quality.
• 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
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT
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
course by athe
part of course
the surface
results in more
binder design. economical
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 and other untreated or stabilized
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT
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
It concrete(AC).
characteristics such as
provides friction, drainage, etc. Also it
smoothnes will prevent the excessive
into the underlying
s, entrance quantities
base,
of sub-base
surface water
and sub-
grade,
of
• It provide a smooth and skid- resistant
riding surface,
• It must be water proof to protect the entire
base and sub-grade from the weakening
TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT
Seal Coat: Seal coat is a thin surface treatment used to
water- proof the surface and to provide skid
resistance and to seal the surfacing against the
ingress of water.
usuall
Tack Tack coat is a emulsion
Coat: asphalt very light application
diluted of
asphalt,
y with water. It
prope provides
generally bondingbetween
applied two layer of
on impervious surface.
r Coat: Prime
Prime binder
coat is ancourse.it
applicationisof low viscous
liquid bituminous material over an existing porous
or absorbent pavement surface like WBM.
• Prime objective is to plug the capillary voids of the
porous surface and to bond the loose
materials on the existing surface like
granular bases on which binder layer is
placed. It provides bonding between two layers.
Prim
e
coat Sea
l
coa
t
Jointed plain concrete pavement (JPCP),
Jointed reinforced concrete pavement (JRCP),
Continuous reinforced concrete pavement (CRCP)
TYPES OF RIGID PAVEMENTS
TYPES OF RIGID
PAVEMENTS
• Jointed Plain ConcretePavement:constructed with
closely spaced contraction joints.
Dowelbars
are or aggregate
normallyused interlocks
for load transfer The
acrossjoints. normally has a joint spacing of 5 y
to 10m. do
• improve the structural
Jointed Reinforced capacity significantly not
Concrete Pavement: but
reinforcements
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.
• Continuous Reinforced Concrete Pavement:
Complete elimination of joints are achieved by
reinforcement.
Rigid
pavement
Transverse
joint
TYPES OF PAVEMENTS
WHEEL LOAD DISTRIBUTION
Flexibl Rigi
e d
FUNCTION AND SIGNIFICANCE OF SUBGRADE
PROPERTIES
• Basement soil of road
bed.
• Important for
structural and
pavement life.
• Should not
deflect
excessively due
to dynamic
loading.
• May be in fill
or
embankment
FLEXIBLE PAVEMENT
DESIGN
IRC (37-2001)
Basic Principles
• Vertical stress or strain on sub-grade
• Tensile stress or strain on surface
course
GUIDELINES FOR DESIGN BY IRC: 37:
2012
□ Design Traffic:
□ The recommended method considers
design traffic in terms of the
cumulative number of standard
axles (80 kN) to be carried by the
pavement during thedesign life.
□ Only the number of commercial vehicles
having gross vehicle weight of 30 kN
or more and their axle- loading is
considered for the purpose of design of
pavement.
□ IITPAVE software is used to analyse the
stresses and strains developed in the
flexible pavements.
FACTORS FOR DESIGN OF
PAVEMENTS
• Design wheel load
Static load on wheels
Contact Pressure
Load Repetition
• Subgrade soil
Thickness of pavement required
Stress- strain behavior under load
Moisture variation
• Climatic factors:(rain fall)
• Pavement component materials
• Environment factors:(height of
embankment and its detailed)
• Traffic Characteristics
• Required Cross sectional elements of the
alignment
PAVEMENT RESPONSES UNDER
LOAD
Axle
Load
Surface
sSUR δSUR
Base/Subbase
sSUB
Subgrade Soil
AXLE
CONFIGURATIONS
An axle is a central shaft for a rotating wheel
or gear
Single Axle With Single Tandem Axle
Wheel (Legal Axle Load = (Legal Axle Load =
6t) 18t)
Single Axle With Dual
Wheel (Legal Axle Load
= 10t)
Tridem Axle
(Legal Axle Load =
24t)
Evaluation Of Pavement Component
Layers
• Sub-grade
• To Receive Layers of
Pavement Materials Placed
over it
• Plate Bearing Test
• CBR Test
• Triaxial Compression
FLEXIBLE PAVEMENT DESIGN USING CBR
VALUE
OF SUB-GRADE SOIL
California State Highways
Department Method
Required data
Design Traffic in terms of
cumulative
number of standard axles(CSA)
CBR value of subgarde
Initial data in terms of number of
commercial vehicles per day (CVPD).
Traffic growth rate during design life in %
Design life in number of years.
Distribution of commercial vehicles over the
carriage way
TRAFFIC DATA
TRAFFIC – IN TERMS OF
CSA (8160 KG)
•
DURING
Initial Traffic
DESIGN LIFE
In terms of Cumulative Vehicles/day
Based on 7 days 24 hours Classified
Traffic
• Traffic Growth Rate
7.5 % may be Assumed
• National Highways – 15 Years
• Expressways and Urban Roads – 20 Years
• Other Category Roads – 10 – 15 Years
DESIGN LIFE
VEHICLE DAMAGE FACTOR
(VDF)
Multiplier to Convert No. of
Commercial Vehicles of Different Axle
Loads and Axle Configurations to
the Number of Standard Axle
Load Repetitions
indicate VDF Values
Normally = (Axle Load/8.2)n
n=4-5
INDICATIVE VDF
VALUES
Initial Terrain
Traffic in
terms of Plain/Rolling Hilly
CV/PD
0 – 150 1.5 0.5
150 – 1500 3.5 1.5
> 1500 4.5 2.5
DISTRIBUTION OF
TRAFFIC
Single Lane Roads:
Total No. of Commercial Vehicles in both Directions
Two-lane Single Carriageway Roads:
75% of total No. of Commercial Vehicles in both
Directions
Four-lane Single Carriageway Roads:
40% of the total No. of Commercial Vehicles in both
Directions
Dual Carriageway Roads:
for two lane dual carriage way75% of the No. of
Commercial Vehicles in each Direction
For three lane-60%
For four lane-45%
Computation of Traffic for Use of Pavement Thickness Design
365 X
N= A[(1+R)xN –D x1]
---------------------------
F
r
N= Cumulative No. of standard axles to be catered design in
for the terms of msa
D = Lane distribution factor
A= Initial traffic, in the year of completion of construction, in
terms of number of commercial vehicles per day
=p(1-r)˟
P=no. of commercial vehicle as per last count
X=no. of year between the last count and the year of completion
of construction
F = Vehicle Damage Factor
n = Design life in years
r = Annual growth rate of commercial vehicles
Definition
It is the ratio of force per unit area
required to penetrate a soil mass with
standard circular
piston at the rate of 1.25 mm/min. to
that required for the corresponding
penetration of a standard material.
CBR TESTING MACHINE
• Soak the Specimen in Water for
FOUR days and CBR to be
Determined.
• Use of Expansive Clays NOT to be
Used as Sub-grade
• SUBGRADE
Non-expansive Soil to be Preferred.
• Subgrade to be Well Compacted to Utilize its
Full Strength
• Top 500 mm to be Compacted to 97% of MDD
(Modified Proctor).
• Material Should Have a Dry Density of 1.75
gm/cc.
SUBGRADE
Flexible pavement design chart (IRC) (for CSA<
10 msa)
Flexible Pavement Layers (IRC) (CSA< 10 msa)
Thickness & composition (mm)
Flexible Pavement Layers (IRC) (CSA< 10 msa)
Flexible pavement design chart (IRC)
Flexible pavement layers
(IRC)
Flexible pavement layers (IRC)
SUB-
BASE
• Material – Natural Sand, Moorum,
Gravel, Laterite, Kankar, Brick Metal,
Crushed Stone, Crushed Slag, Crushed
Concrete
• GSB- Close Graded / Coarse Graded
• Parameters – Gradation, LL, PI, CBR
• Stability and Drainage Requirements
• Min. CBR 20 % - Traffic up-to 2 msa
• Min. CBR 30 %- Traffic > 2 msa
• If GSB is Costly, Adopt WBM, WMM
• Min. Thickness – 150 mm - <10
msa
• Min. Thickness – 200 mm - >10
msa
SUB-BASE
SUB-
BASE
• Min. CBR – 2 %
• If CBR < 2% - Pavement Thickness for
2 % CBR + Capping layer of 150 mm
with Min. CBR 10% (in addition to
the Sub-Base)
• In case of Stage Construction –
Thickness of GSB for Full Design Life
• Unbound Granular Bases –
WBM / WMM or any other
Granular Construction
• Min. Thickness – 225 mm – <
2 msa
• Min. Thickness – 250 mm - >
2 msa
• WBM –BASE COURSE
Min. 300 mm ( 4 layers –
75mm each)
• Stress acting on the rigid pavement
are:
• Wheel load stress
Interior loading
Edge loading
Corner loading
• Temperature stress
Warping stress
DESIGN OF RIGID PAVEMENT
Frictional stress
AS
PER
IRC-58:2002
THANK
YOU
