Subject teacher

Respected Sir,

Ahmad Faraz
Abro Sahib
 Participants

 Khalil ur Rehman (G L) L-14CE-55

 Shankar Lal Sachdev L-14CE-40
 Naeem Abbas L-14CE-06
 Kamran Khan L-14CE-14
 Ghulam Murtajiz L-14-CE-54
 M Tashfeen L-14CE-45

 preapared by; Engr Khalil Dawar

 Topics to be covered

1. Design of pavement
2. Flexible Pavement & Rigid Pavement
3. Pavement Design Methods
1.Design of Pavement
pavement
pavement is a structure consisting of
superimposed layers of processed materials
above the natural soil sub-grade.
Function of pavement
The primary function of a pavement is to
distribute the applied vehicle loads to the sub-grade.
PAVEMNT STRUCTURE AND ITS
COMPONENTS

Pavement structure is a combination of

 Sub base course
 Base course
 and Surface course
Which are placed on a sub grade to support the
traffic load and distribute it to the roadbed soil.
SUBGRADE

• The top surface of the roadbed soil upon which

the pavement structure and shoulders are
constructed.
SUB BASE COURSE

The layer or layers of specified or selected material

designed thickness placed on a sub grade to
support a base course or a surface course.
BASE COURSE

The layer or layers of specified or selected

material designed thickness placed on a sub base
to support a surface course.
SURFACE COURSE
• The surface course is the layer in contact with
traffic loads and normally contains the highest
quality materials.
• It provides characteristics such as friction,
smoothness, noise control, rut and shoving
resistance and drainage.
What is pavement Design ..?

Pavement design is a process by which a structural

component of a road is determined, taking into
account nature of subgrade ,density and traffic
composition
 ASPECTS OF DESIGN

Functional Structural

Can sustain
Safety Riding Quality
Traffic Load
Structural Performance

Strength

Functional Performance

Safety

Comfort
Design requirements

1) Design period; Design period is a time period for

which the pavement structure is going to be
designed. Design period generally determined the
thickness of different layer of the pavement
structure .
Design period is generally dependent on the
classification of the route under consideration
2) drainage

Sometimes loads and speeds were not large enough

to create a problem in the sub-base or
subgrade, but due to poor design of drainage life
time of the pavement becomes effected.
proper drainage should be provided to increase
the life time of the pavement
3) Traffic volume

The thickness of a road pavement is dependent

upon the number, weight and speed of load
repetitions from the tyres of commercial
vehicles.

Cars Pickups Buses Trucks Trailers

4) Measurement of Subgrade

• The overall strength and performance of a

pavement is dependent not only upon on pavement
components but also on the load-bearing capacity
of the Subgrade soil, because overall loads are
transferred to the subgrade by the pavement.
 TYPES OF PAVEMENT

Flexible Rigid
Pavements Pavements
Flexible Pavement.
• The flexible pavement layers transmit the
vertical or compressive stresses to the lower
layers by grain transfer through contact points of
granular structure
 Flexible Pavement
• The vertical compressive stress is maximum on the
pavement surface directly under the wheel load and
is equal to contact pressure under the wheels. Due to
the ability to distribute the stress to large area in the
shape of truncated cone, the stresses get decreased
in the lower layer.
• As such the flexible pavement may be constructed in
a number of layers and the top layer has to be
strongest as the highest compressive stresses.
• in addition to wear and tear, the lower layer have to
take up only lesser magnitude of stress as there is no
direct wearing action die to traffic loads, therefore
inferior material with lower cast can be used in the
lower layers
Flexible Pavement
Types of Flexible Pavement

Dense Graded

Open Graded Gap Graded

Flexible Pavement Structure.
• Structure
▫ Surface course
▫ Base course
▫ Sub-base course
▫ Sub-grade
Common deformations in Flexible
pavement.
• Rutting: Rutting can be caused by too much repeated load applied
to subgrade

Following are some of the types of Deformation in

Flexible Pavement;
Longitudinal cracking, fatigue, transverse, reflective, block, edge,
corrugation, shoving, depression, overlay bumps, Delamination, potholes,
patching, raveling, stripping, polished aggregate, pumping, Segregation,
checking, bleeding, Rock loss, segregation, bleeding/fat spots,
Delamination.
Rigid Pavement.
• The rigid pavements are made of Cement Concrete and
may or may not have a base course between the surface
and sub-grade.
• Rigid pavement is laid in slabs with steel reinforcement.
Structure of Rigid Pavement.
Types of Rigid Pavement.
• Jointed Plain Concrete Pavement (JPCP);
Types of Rigid Pavement.
• Continuously Reinforced Concrete Pavement
(CRCP);
Common deformations in
Rigid Pavement.
• Cracks in rigid pavements often result from stresses caused by
expansion and contraction or warping of the pavement.
Overloading, loss of subgrade support, and insufficient and/or
improperly cut joints acting singly or in combination are also
possible causes.

Longitudinal Cracking Diagonal Cracking

Common deformations in Rigid
Pavement.

2.Blowups: They generally occur during hot weather

because of the additional thermal expansion of the
concrete. Blowups usually occur at a transverse crack or
joint that is not wide enough to permit expansion of the
concrete slabs.
Various other types of distresses in
Rigid Pavement.

• Distortion
• Settlement or Faulting
• Loss of Skid Resistance
• Polished Aggregates
• Contaminants
• Lane/Shoulder Dropoff
Methods Of Pavement
Designing

A) EMPIRICAL METHODS

B)Mechanistic-Empirical Method
 Flexible Pavement
A) EMPIRICAL METHODS
An empirical approach is one which is based
on the results of experiments, experience or a
combination of both.

These procedures define the

interaction A given set of
paving
Pavement
materials and
performance,
soils,
between traffic loads & for
geographic
pavement
location and
thickness
climatic
conditions
Mechanistic-Empirical Method
 These Method, as the name implies, have two parts:

=> A mechanistic part in which a structural model (theory)

is used to calculate stresses, strains and deflections
induced by traffic and environmental loading.

=>An empirical part in which distress models are used

to predict the future performance of the pavement
structure.

 The distress models are typically developed from the

laboratory data and calibrated with the field data.

 EXAMPLES

• (The 2002 AASHTO Guide for Design of Pavement

Structures)
 1) Group Index Method

Group Index method of flexible pavement design is an

empirical method which is based on the physical
properties of the soil sub-grade.

Group Index is a number assigned to the soil based on

its physical properties like particle size, Liquid limit
and plastic limit. It varies from a value of 0 to 20,
lower the value higher is the quality of the sub-grade
and greater the value, poor is the sub-grade.
 GI = 0.2a + 0.005 ac + 0.01bd
Where,
a= percentage of soil passing 0.074 mm sieve in excess of 35 per
cent, not exceeding 75.
b= percentage of soil passing 0.074 mm sieve in excess of 15 per
cent, not exceeding 55.
c= Liquid limit in per cent in excess of 40.
d= Plasticity index in excess of 10.
2) AASHTO (1993) method
• It is an Empirical Procedure developed through
observed performance of AASHTO Road Test Sections.
• AASHTO performance procedure determines for a
given soil condition, the thickness of Asphalt
Concrete, Base Course and Subbase Course needed
to sustain the predicted amount of traffic (in terms
of 8.2 tons ESALs) before deteriorating to some
selected level of ride quality.

Asphalt Concrete = ?

• AASHTO Base = ?

Subbase = ?
Soil
Equivalent
18000 - Ibs Damage per
Standard ESAL Pass = 1
(8.2 tons)
Axle Load

• Axle loads bigger than 8.2 tons cause damage greater

than one per pass
• Axle loads smaller than 8.2 tons cause damage less than
one per pass
• Load Equivalency Factor (L.E.F) = (load in Tons/8.2 tons)4
CBR (California Bearing Ratio)
METHOD
• The california bearing ratio test is penetration test
meant to determine the thickness of pavement and its
component layers. This is the most widely used
method for the design of flexible pavement.

• If Soil A has a CBR of 50% and Soil B has a CBR of

70%, that means Soil B has a higher strength than
Soil A.
The C.B.R. values are usually calculated
for penetration of 2.5 mm and 5 mm.

P
CBR  x100
Ps
P  Pe ne trarion load
Ps  Pe ne tration te st of standard rock s
Load at 2.5 mm Pe ne tration from te st
CBR  x100
load at 2.5 mm Pe ne tration from standard rock s

Load at 5.08 mm Pe ne tration from te st

CBR  x100
load at 5.08 mm Pe ne tration from standard rock s
Note :
The stadare d load for 2.5 mm pe ne ration 13.2k N
The stadare d load for 5.02 mm pe ne ration 20k N
TYPICAL VALUE OF CBR FOR SUB GRADE
CBR VALUE SUB-GRADE STRENGTH

.
3% OR LESS POOR

3%-5% NORMAL

5%-30% GOOD