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Pavement Types
Road pavement a structure of superimposed layers of selected and processed material that is placed on a foundation/ subgrade. Traditionally pavements are divided into two categories - flexible and rigid This categorization is on the basis of how the pavement responds to load and climatic conditions
Pavement Types
Flexible pavements : bituminous surfacing over base, subbase and subgrade Rigid pavement : Portland cement concrete slab with or without base and placed over subgrade
Flexible Pavement
Flexible pavements- surfaced with bituminous (or asphalt) materials. These types of pavements are called "flexible" since the total pavement structure "bends" or "deflects" due to traffic loads. A flexible pavement structure - composed of several layers of materials which can accommodate this "flexing
Flexible pavements
Conventional flexible pavements- layered systems with better materials at top where intensity of stress is high and interior at the bottom where stress is low.
Basic Structural Elements of Flexible Pavement Material layers are usually arranged within a pavement structure in order of descending load bearing capacity with the highest load bearing capacity material (and most expensive) on the top and the lowest load bearing capacity material (and least expensive) on the bottom.
Surface Course- contact with traffic loads provides characteristics such as friction, smoothness, noise control, rut resistance and drainage. prevents entrance of surface water into the underlying base, subbase and subgrade This top structural layer of material is sometimes subdivided into two layers: the wearing course (top) and binder course (bottom). Surface courses are most often constructed out of HMA.
Base Course- immediately beneath the surface course. provides additional load distribution and contributes to drainage Base courses are usually constructed out of crushed aggregate or HMA. Subbase Course- between the base course and subgrade. primarily as structural support but it can also minimize the intrusion of fines from the subgrade into the pavement structure and improve drainage. Generally consists of lower quality materials than the base course but better than the subgrade soils. A subbase course is not always needed or used. Subbase courses are generally constructed out of crushed aggregate or engineered fill.
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Bituminous pavement
WBM
WBM
Rigid Pavement -high flexural strength -Load- through slab action -Structural failure -- joints --stresses- load, temperature
Concrete Pavement
Design Approaches
empirical analytical/theoretical/rational
Pavement Design Determination of combination of thickness of various layers in most economical way to sustain the load for given input parameters such that no part of the structure is excessively stressed.
Pavement Analysis - stress/strain/ deflection at any point in the pavement system for applied wheel load conditions
Design Approaches
Empirical Design
Relationships between design inputs (e.g., loads, materials, layer configurations and environment) and pavement failure were determined using experience, experimentation or a combination of both. Although the scientific basis for these relationships is not firmly established, they can be used with confidence as long as the limitations with such an approach are recognized. Specifically, it is not prudent to use an empirically derived relationship to describe phenomena that occur outside the range of the original data used to develop the relationship.
Empirical Approach- Design CBR Method of Pavement Design Input: CBR Value ( strength of subgrade) and Traffic details ( No. of commericial vehilces, standard axle load (msa), damage factor (VDF), annual rate of growth of trafficetc)
365 X A [(1 + r ) x 1] NS = X F r (1)
Thickness of pavement
Traffic, msa
Wheel Load: Standard load (8.2T)- To convert all wheel loads- std. wheel load- AASHTO load equivalency factors(ESLF). Measured using-portable
weigh pad
EASL = Fi ni
i =1 m
ni= no. of passes of the ith axle load group Generally damage due to wheel load fourth power formula
VDF calculation
Sl No Load on Tyre Front Rear Axle Load Front Rear 02 2-4 46
1 2 3 4 5 6
VDF
Axle Load Group, T Mid Point T Frequency AASHTO Equivalency factor Equivalent Std. axles
01 03 05 07
n1 n2 n3
Sum=
Mechanistic-Empirical Design
Unlike an empirical approach, a mechanistic approach seeks to explain phenomena only by reference to physical causes. Design phenomena : stresses, strains and deflections within a pavement structure, and the physical causes are the loads and material properties of the pavement structure. The relationship between these phenomena and their physical causes is typically described using a mathematical model. Various mathematical models can be used.
Mechanistic Method of flexible pavement Design Basic advantages of a mechanistic-empirical pavement design method over a purely empirical one are: It can be used for both existing pavement rehabilitation and new pavement construction. Accommodates changing load types. Better characterize materials. Uses material properties that relate better to actual pavement performance. Provides more reliable performance predictions. Better defines the role of construction. Accommodates environmental and aging effects on materials.
E, zr
three normal stresses (vertical, radial, tangential) and one shear stress (zr = zr ) on any cylindrical element in a homogenous, isotropic material
z z rz t r r
Layer n
En, n
3 - layer systems
K1 = E1/E2, k2 = E2/E3, A = a/h2, H = h1/h2 Peattie charts and Jones tables for obtaining different stress parameters for a given combination of K1, K2, A and H sz1 (sz1 sr1) (sz2 sr2) (sz2 sr3) = (ZZ1)p; = (ZZ1 RR1)p = (ZZ2 RR2)p = (ZZ2 RR3)p sz2 = (ZZ2)p
Five coefficients ZZ1, ZZ2, (ZZ1-RR1), ZZ2-RR2) and (ZZ2RR3) to be obtained from charts and tables
3 - layer systems
Computation of two critical strains Tensile strain at the bottom of first layer and vertical compressive strain on subgrade er1 = (sr1/E1 m1*st1/E1 m1*sz1/E1) For m1 = 0.5 and since st1= sr1 due to symmetry) er1 = (1/2E1)*(sr1- sz1) ez3 = (sz2/E3 m3*st3/E3 m3*sr3/E3) = (1/2E3)*(sz2 sr3) (for Poisson ratio of 0.5)
Fatigue Cracking of Bituminous bound Layer Caused by Repeated Application of Wheel Loads of Commercial Vehicles Rutting along Wheel paths Due to Permanent Deformation in pavement layers (mainly in subgrade)
h1 h2
Tensile Strain at the Bottom of Bituminous layer Vertical Strain on Top on Subgrade
Strength of all layers Poisson ratio values Standard Load , tyre pressure Traffic Loads- standard axle ( msa) Temperature Failure criteria ( Rutting and fatigue failures)
Crocodile Cracking
Rigid Pavement
Rigid pavements
These are portland cement concrete pavements, which may or may not incorporate underlying layers of stabilized or unstabilized granular materials. Since PCC is quite stiff, rigid pavements do not flex appreciably to accommodate traffic loads
Rigid Pavement
Rigid pavement, because of PCC's high stiffness, tends to distribute the load over a relatively wide area of subgrade The concrete slab itself supplies most of a rigid pavement's structural capacity. Flexible pavement uses more flexible surface course and distributes loads over a smaller area and relies on a combination of layers for transmitting load to the subgrade
Concrete Pavements
Deflections are very small and hence the name rigid pavement The high flexural strength of the slab is predominant and the subgrade strength does not have as much importance as it has in the case of flexible pavements Usually finite slabs with joints (jointed concrete pavements) Continuous slabs also can be constructed (without joints). Usually with reinforcement
Concrete Pavements
Concrete Pavements
Longitudinal joint Transverse joints
Concrete Pavement
Concrete Pavements
Stresses in slabs are caused by Wheel loads flexural (repeated applications) Temperature differential within the thickness of the slab causing curling Uniform temperature variation causing shrinkage or expansion Change in moisture and the corresponding volumetric change in subgrade, base or slab A combination of all these factors
Foundation Types
Slab on Spring Foundation Most commonly used No shear strength Suitable for soft cohesive soils
Slab on Elastic layers Complex analysis Suitable for stiff base layers
Spring Foundation
Foundation is represented by its spring constant known as modulus of subgrade reaction (k) K determined by conducting plate load test
K=p/ Settlement,
e (psi) = (0.572P/h2)
4 log10 (l / b) + 0.359)
Interior
sx = (CxEaDt)/(2(1- m2) + (CymEaDt)/(2(1- m2) = ((EaDt)/(2(1- m2))(Cx + mCy) sy = ((EaDt)/(2(1- m2))(Cy + mCx)
Ly
Lx
Bradbury Coefficients
1.2 Warping Stress Coefficient, C 1.0 0.8 0.6 0.4 0.2 0.0 0.0 5 10 15
Ratio B/l
Stresses due to Temperature Difference within the slab Day time C T T1 > T2 T2
Night time
T1 > T2 T T2 C
Flexible Pavements
Load distribution from grain to grain Possess less flexural strength Design is based on Foundation layer strength and wheel load associated parameters Temperature stresses not considered, however modulus value of bituminous layer is selected based on temperature sub base, base course, surface course are the layer over foundation [subgrade]
Examples of Flexible Pavements Water Bound Macadam (WBM), Wet Mix Macadam (WMM), Earthen Roads, All types of bituminous pavement [ BC, BM, SDBM, PMetc] Design Methods: IRC:37-2001 [In India] for BC IRC: SP:20-2002 for Rural roads AASHTO- 2002; AUSTROADS, SHELL Method
Rigid Pavement Load distribution- slab action { wider area] Posses high flexural strength Design is based on wheel load, temperature Depends less on foundation layer parameters or Placed directly over subgrade[ foundation] on base course.
Rigid Pavement Design Load stresses- three places [ interior, edge and corner] stresses using Westergaard Analysis
e (psi) = (0.572P/h2)
4 log10 (l / b) + 0.359)
Rigid Pavement Design Similarly Temperature stresses at three locations Combination of stress [ load and temperature stress]- to be compared with flexural strength of the concrete to calculate the thickness of concrete slab. No. of joints are present- these are to be designed [ expansion, contraction, long. Jointetc]