PRESENTED BY:

• GETUBIG , ALLISON M.
• ITABLE , MIRELOU A.
• OPENION, ABEGAIL C.
• PANAO, FRENZ NIKKO
DAVE T.

• PONTICA , JASON B.
• COMEO , MARLOU
• GERILLA , ROBERT
• SOSING , GIOVANNE JR.

DESIGN OF SURFACES AND

GUIDEWAYS
 DESIGN
Is the intentional creation of a plan or specification for the construction
of an object or system or for the implementation of an activity or
process.
SURFACES
The term surface refers to Roadway pavement which includes
Portland Cement concrete, treated soil (gravel or other
aggregate materials).
GUIDEWAYS
A structure , usually made of concrete , that is used to support
and guide trains or individual vehicles that ride over it.
  Is the durable surface material laid down on an area
intended to sustain vehicular or foot traffic, such as a road
or walkway.

 Highway pavement or pavement is a structure consisting

of superimposed layers of selected and processed
materials whose primary function is to distribute the
applied vehicle load to the sub grade.

 A multi layer system that distributes the vehicular loads

over a larger area
 PAVEMENT COMPONENTS
Sub-grade Course- The original soil lying
below the layers designated as the base
and sub-base materials. On fill road section,
sub-grade consists of imported materials
taken from nearby roadway cuts or from
borrow pit.

Sub-base Course- The earth beneath the

road, properly arrange and graded,
compacted and stabilized. It is defined as
the supporting structure on which the
pavement surface and its special under-
courses rest.
 PAVEMENT COMPONENTS
Base Course- is the materials laid
on top of the sub-base consisting
of crushed stone or gravel,
sometimes mixed with asphalt
binders.

Surface Course- is the material laid

over the base course consisting of
Asphalt or Portland Cement
Concrete. It provides a smooth
 FUNCTIONS OF THE PAVEMENT
 Reduce and distribute the traffic loading so as
not to damage the subgrade

 Provide vehicle access between two points

under all-weather conditions

 Provide safe, smooth and comfortable ride to

road users without undue delays and excessive
wear & tear

 Meet environmental and aesthetics

requirement – Limited noise and air pollution

 Reasonable economy
 TWO TYPES OF PAVEMENT
• A flexible pavement is a structure that maintains intimate
contact with and distributes load to the sub grade and
depends on aggregate interlock, particle friction and
cohesion for stability
FLEXIBLE • It is a structure which distributes the traffic loading stresses to
the soil (sub grade) at a magnitude that will not shear or distort
PAVEMENT the soil

• Rigid pavements are those, which contain sufficient beam

strength to be able to bridge over the localized sub-grade
failures and areas of in adequate support.
• Load is transmitted through beam action of slab in rigid
pavements.
RIGID PAVEMENT • Rigid pavements are those, which reduces the stress
concentration and distributes the reduced stresses uniformly
to the area under the slab
FLEXIBLE PAVEMENT
TYPES OF 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 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 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 PAVEMENT
BASIC COMPONENT OF CONCRETE
PAVEMENT
Dowel Bars

Tie Bars
 Dowel Bars
Dowel bars are short steel bars that provide a
mechanical connection between slabs without
restricting horizontal joint movement. They
increase load transfer efficiency by allowing the
leave slab to assume some of the load before the
load is actually over it. This reduces joint
deflection and stress in the approach and leave
slabs.
 Tie bars
Tie bars are either deformed steel bars or connectors used to
hold the faces of abutting slabs in contact (AASHTO, 1993[1]).
Although they may provide some minimal amount of load
transfer, they are not designed to act as load transfer devices
and should not be used as such (AASHTO, 1993[1]).
Tie bars are typically used at longitudinal joints (see Figure 1)
or between an edge joint and a curb or shoulder. Typically, tie
bars are about 12.5 mm (0.5 inches) in diameter and between
0.6 and 1.0 m (24 and 40 inches long).
 TYPES OF RIGID PAVEMENT
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
Continuously reinforced concrete pavements (CRCP) is a type of
concrete pavement that does not require any transverse contraction
joints. Transverse cracks are expected in the slab, usually at intervals of
1.5 - 6 ft (0.5 - 1.8 m). CRCP is designed with enough embedded
reinforcing steel (approximately 0.6-0.7% by cross-sectional area) so
that cracks are held together tightly. Determining an appropriate
spacing between the cracks is part of the design process for this type
of pavement.
 ADVANTAGES
CONCRETE ROADS

 Durability and maintenance free life

 Vehicles consume less fuels
 Resistant to automobile fuel spillage and extreme
weather
 Greener process
 Saving of natural resources

ASPHALT ROADS
 Economical
 Recycle
 Safe
DISADVANTAGES
CONCRETE ROADS
Paving cost
Maintenance problem
Safety

ASPHALT ROADS

Durability
Weather pollution
Different types of FIELD DENSITY TEST are The compaction of
being practiced in different parts of the world the soil generally
for evaluation of in-situ soil compaction and increases the
knowing the relative degree of compaction. shear strength of
the soil, and hence
FDT is a Quality Control test carried out at site the stability and
for knowing the increased density or compaction bearing capacity.
achieved at site on the soil layer. It is also useful in
reducing the
FDT is a part of in-situ soil testing which is a compressibility
broad subject of geotechnical engineering. and permeability
of the soil mass.
Compaction of the soil means pressing the soil
particles close to each other by mechanical
methods. Air present in the void spaces are
expelled from the soil mass as a result of
compaction and therefore the density is
increased.

The compaction and its testing by field density

test are very important and repetitive steps
during earthwork phases of construction in a
project.
 Types of Field Density Tests

1.Sand Replacement Method or Sand Cone Method

2.Core Cutter method
3.Water Replacement Method of Field Density Test
4.Rubber Balloon Method
5.Heavy oil Method
6.Nuclear Moisture Density Meter
 Process of Field Density Test

1.The surface of the soil is leveled and brush is used to clean the surface from
fines.
2.The apparatus of field density is used to get the sample of soil for bulk weight
using physical balance. In core cutter it is obtained from the soil in the core while
in sand replacement, the soil on the flat tray is weighed.
3.After knowing the weight of the soil, the next step is to determine the volume of
the hole or that of the soil. In sand replacement or rubber balloon method it is
measured indirectly while in core cutter method you can calculate the volume of
core.
4.The weight is divided by volume to determine the in-situ bulk density of the
sample.
5.A representative sample of the soil is taken for determination of moisture
content in the filed or at site by speedy moisture test.
6.After knowing the moisture content the dry density of the soil is determined
using following formula.
1. Dry density = (1 + bulk density / moisture content)
7.Now you know the field dry density or in-situ dry density and that is afterwards
compared with the maximum dry density (MDD) obtained already from the
Proctor test or modified proctor test.
8.Water replacement method for field density
 Comparison of Different Field Density Tests
The following points include the draw backs, benefits, pros and cons of different methods of FDT and they will help you in
judging the efficacy and usability of the method in your case at site.
1.The core cutter method is actually well suited for soft soils like clay soils or
other cohesive soils that are placed as fills. This method cannot be used for
coarse grained soil as the core cutter would not penetrate through them due to
high resistance at the tip of the instrument.
2.In comparison to core cutter method, sand replacement method or sand cone
method is known to be better as it can be used in different types of soils and the
results obtained are also much more appropriate.
3.However Sand replacement method the calculation is lengthy as it involves
many steps and you need more area of the reach to test. It also tend to be less
accurate than nuclear density gauge, which is very costly but is more accurate.
4.The rubber – balloon method although can get large samples, direct readings
are obtained but it is little awkward method that is slow and can be abandoned
easily in case of balloon breakage.
5.Nuclear density test is the fastest of all the methods and is easiest to redo
when needed. You can get more tests for statistical reliability.
6.However, in case of nuclear density test you won’t be able to get any sample
and it involves radiation which may be harmful and damaging to the operator of
the instrument if suitable precautions are not taken in to account.
7.Nuclear density test cannot be used if rocks are in the path and it can lead to
ambiguous results if miscalibrated.
Field Density Test

The Sand Cone Method is used for field density test in our highway construction.
In the field, the dry density test is carried out for check the compaction of layers.
Compaction is most useful for the preparation of sub base grade and other
pavement layers and in construction of embankment in order to increase the
stability and to decrease settlement. In field compaction, the compacting
moisture content is first controlled at optimum moisture content and the
adequacy of rolling or compaction is controlled by checking the dry density
achieved and comparing with the maximum dry density.
Base layer-98%
Sub base layer-98%
Type 1 layer-95%
ABC layer-100%
Road shoulder- 98%
 PROCEDURE OF TEST:
1. First, take the weight of the empty sand cone and then
fill it with dry sand and then weight again.
2. Collect the excavated soil from the hole and measure
the weight.
3. After weighting, collect the specimen of soil to
determine the water content in it.
4. Now place the sand cone on the test hole with the help
of the base plate and allow the sand to run by opening the
control valve.
5. When the sand stops running, close the valve and
weight the cone with the existing sand. Finally, calculate
the dry density of the soil by given below formula. If the
test fails, compact and perform the test again.

CALCULATION:
The volume of the hole = Mass of sand in hole/Density of
used sand.
Wet density = Mass of wet excavated soil/Volume of hole
Dry density = Wet density × 100%/ Moisture content of soil
+ 100
Degree of compaction = Dry density × 100%/Maximun dry
http://www.dailycivil.com/field-density-test-sand-cone-
density.
method /
SOURCES
• https://prezi.com/livwekokx9lp/surfaces-and-guideways/

• https://studymoose.com/surfaces-and-guideways-essay

• https://www.civil.iitb.ac.in/tvm/1100_LnTse/401_lnTse/plain/plain.html

• https://www.slideshare.net/ranjansingh001/ppt-on-pavement-design
QUIZ
TEST I: FILL IN THE BLANK
1. ___________ a structure , usually made of concrete , that is used to support and
guide trains or individual vehicles that ride over it.
2. ________________is the durable surface material laid down on an area intended to
sustain vehicular or foot traffic, such as a road or walkway.
3. ________________is the material laid over the base course consisting of Asphalt or
Portland Cement Concrete. It provides a smooth and safe riding.
4. 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. __________________a multi layer system that distributes the vehicular loads over a
larger area
6._____________ of the concrete road is little higher compared to asphalt
paving.

7. ______________is a recyclable material. It can be used again and again

by melting it.
8_______________ provide better traction and skid resistance for
vehicles.
9. ________________are expected in the slab, usually at intervals of 1.5 -
6 ft (0.5 - 1.8 m)
10. Modified dense graded asphalt concrete is placed above the
_________________will significantly reduce the vertical compressive
strain on soil sub-grade and protect from surface water.
TEST II. ENUMERATION
1-5. Fundamentals assumption of Portland
Cement Design Method.
6-8. Advantages of Asphalt Road
9-11. Disadvantages of Concrete Road
12-13.Disadvantages of Asphalt Road
14-15. Types of Pavement
16-20. Function of Pavement
TEST III. ESSAY
1. Which do you prefer Flexible or Rigid
Pavement?
2. In your own perspective , how will you
maintain the efficiency of highway
pavement?