This document provides guidelines for the design of highway pavements in India. It discusses different types of pavements, including flexible and rigid pavements. For rigid pavement design, it outlines factors like traffic, climate, materials properties. It describes the components and types of joints in concrete roads. For flexible pavement design, it discusses the group index and CBR methods, which consider soil properties and traffic volumes to determine layer thicknesses. The document provides details on mix design methods for bituminous concrete like Marshall and Hveem.
This document discusses the construction and maintenance of bituminous roads. It describes the different types of pavements including flexible and rigid pavements. For bituminous construction, it explains the procedures for subgrade preparation, application of tack coats and prime coats, and construction of different layers using techniques like penetration macadam, bituminous macadam, and seal coating. It also discusses the use of hot mix and cold mix methods using emulsions and cutbacks for construction and maintenance of bituminous roads.
This document discusses the design principles, components, and methods for designing both flexible and rigid pavements according to IRC standards, describing the roles of subgrade soil, pavement layers, traffic characteristics, and materials used for flexible pavements consisting of granular bases and bituminous surfaces, as well as jointed concrete slabs for rigid pavements. It also provides an example of designing a two-lane bypass pavement based on initial traffic volume, design life, growth rate, and subgrade CBR value.
Design of rigid pavements. IRC method of design of rigid pavement. Transportation Engineering. Civil Engineering. Wheel loads on rigid pavement. Action of various stresses on rigid pavement. Highway engineering. How rigid pavements different from flexible pavements
Rigid pavements are concrete slabs that distribute vehicle loads through beam action. They have high flexural strength and small deflections compared to flexible pavements. The presentation discusses the types of rigid pavements including jointed plain concrete, jointed reinforced concrete, and continuously reinforced concrete pavements. It also covers the design factors for rigid pavements such as traffic loading, subgrade strength, environmental conditions, and material properties. Rigid pavements are designed to last 30 years with minimal maintenance required over the design life.
This document discusses the various types of failures that can occur in rigid pavements. It identifies 11 common types of failures: 1) faulting, 2) durability cracking, 3) punch-out, 4) corner breaks, 5) linear cracking, 6) shrinkage cracking, 7) polished aggregate, 8) scaling, 9) joint spalling, 10) warping cracks, and 11) pumping. For each failure type, the document describes the causes and potential remedies. The failures generally result from poor material quality, excessive loads, moisture infiltration, temperature changes, and inadequate pavement design or construction. Repairs range from crack sealing to full slab replacement depending on the severity and extent of the damage.
The document discusses different types of pavements used for highways. It describes flexible pavements which transmit wheel loads through grain-to-grain contact and consist of multiple layers including the surface course, binder course, base course, and sub-base course. Rigid pavements have sufficient strength to distribute loads over a wider area and typically consist of concrete over a single granular or stabilized layer. The document also covers pavement materials like soils, aggregates, and asphalt concrete and tests used to evaluate soil strength properties important for pavement design like the California Bearing Ratio test.
This document provides an overview of transportation engineering and different modes of transportation. It discusses highways, railways, airways, and waterways in detail. For highways, it covers their historical development in India including key committees and acts that helped develop the road network like the Jayakar Committee, Central Road Fund, and Motor Vehicles Act. It also discusses classification of highways in India based on various factors.
This document discusses the construction and maintenance of bituminous roads. It describes the different types of pavements including flexible and rigid pavements. For bituminous construction, it explains the procedures for subgrade preparation, application of tack coats and prime coats, and construction of different layers using techniques like penetration macadam, bituminous macadam, and seal coating. It also discusses the use of hot mix and cold mix methods using emulsions and cutbacks for construction and maintenance of bituminous roads.
This document discusses the design principles, components, and methods for designing both flexible and rigid pavements according to IRC standards, describing the roles of subgrade soil, pavement layers, traffic characteristics, and materials used for flexible pavements consisting of granular bases and bituminous surfaces, as well as jointed concrete slabs for rigid pavements. It also provides an example of designing a two-lane bypass pavement based on initial traffic volume, design life, growth rate, and subgrade CBR value.
Design of rigid pavements. IRC method of design of rigid pavement. Transportation Engineering. Civil Engineering. Wheel loads on rigid pavement. Action of various stresses on rigid pavement. Highway engineering. How rigid pavements different from flexible pavements
Rigid pavements are concrete slabs that distribute vehicle loads through beam action. They have high flexural strength and small deflections compared to flexible pavements. The presentation discusses the types of rigid pavements including jointed plain concrete, jointed reinforced concrete, and continuously reinforced concrete pavements. It also covers the design factors for rigid pavements such as traffic loading, subgrade strength, environmental conditions, and material properties. Rigid pavements are designed to last 30 years with minimal maintenance required over the design life.
This document discusses the various types of failures that can occur in rigid pavements. It identifies 11 common types of failures: 1) faulting, 2) durability cracking, 3) punch-out, 4) corner breaks, 5) linear cracking, 6) shrinkage cracking, 7) polished aggregate, 8) scaling, 9) joint spalling, 10) warping cracks, and 11) pumping. For each failure type, the document describes the causes and potential remedies. The failures generally result from poor material quality, excessive loads, moisture infiltration, temperature changes, and inadequate pavement design or construction. Repairs range from crack sealing to full slab replacement depending on the severity and extent of the damage.
The document discusses different types of pavements used for highways. It describes flexible pavements which transmit wheel loads through grain-to-grain contact and consist of multiple layers including the surface course, binder course, base course, and sub-base course. Rigid pavements have sufficient strength to distribute loads over a wider area and typically consist of concrete over a single granular or stabilized layer. The document also covers pavement materials like soils, aggregates, and asphalt concrete and tests used to evaluate soil strength properties important for pavement design like the California Bearing Ratio test.
This document provides an overview of transportation engineering and different modes of transportation. It discusses highways, railways, airways, and waterways in detail. For highways, it covers their historical development in India including key committees and acts that helped develop the road network like the Jayakar Committee, Central Road Fund, and Motor Vehicles Act. It also discusses classification of highways in India based on various factors.
The document provides information on pavement design, including different types of pavement structures and methods for designing asphalt and rigid pavements. It discusses asphalt pavement design using the AASHTO 1993 method, which involves determining the structural number required based on factors like traffic loading, material properties, and desired service life. It also outlines the rigid pavement design method, touching on considerations like soil properties, material selection, thickness design, drainage, and reinforcement.
Pavement failures are a common problem that occurs on roads over time due to factors like heavy traffic loads, changing weather conditions, and lack of proper maintenance. A case study of roads in Amreli City, India found the most common problems to be alligator and transverse cracking due to heavy loading from vehicles. The cracks developed due to reasons like high traffic volumes, monsoon rainfall, possible construction or material quality issues, and lack of timely maintenance repairs. Proposed solutions included improving road design and construction quality, performing routine maintenance, and restricting vehicle loads to design levels.
This document discusses different types of pavements, including flexible, rigid, and semi-rigid pavements. It describes key design factors for both flexible and rigid pavements such as traffic load, pavement materials, subgrade strength assessed by CBR value, and design life. The document emphasizes the importance of pavement design, noting it accounts for nearly half the road construction cost. Good pavements are important as they can easily bear and transmit loads.
This document discusses Benkelman beam deflection studies, which are used to evaluate the structural capacity of existing pavements and estimate overlay designs for strengthening weak pavements. The Benkelman beam test procedure involves measuring the rebound deflection of a pavement under a standard wheel load. Deflection measurements are taken at intervals along the road using the Benkelman beam and loaded truck. The results are used to calculate the true rebound deflection and characterize pavement strength statistically based on mean, standard deviation, and characteristic deflection values. Overlay design is then determined based on the statistical analysis.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control ensures the concrete meets specifications. Traffic is only allowed after a minimum 28-day curing period.
This document provides an overview of the IRC method for designing flexible pavements according to IRC: 37-2012. It discusses the key considerations and calculations involved, including design traffic, subgrade properties like CBR and resilient modulus, material properties, and traffic data collection. The goal is to design a flexible pavement for a new four-lane divided national highway using the IRC guidelines and given traffic and material property data.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control checks materials and finished surface properties. Traffic is allowed after a minimum 28-day curing period.
This document discusses sight distance, which refers to the length of road visible to a driver at any time. It defines three types of sight distance - stopping sight distance, overtaking sight distance, and intersection sight distance. Stopping sight distance is the minimum distance required for a driver to stop safely without collision. Overtaking sight distance is the minimum distance required for a vehicle to safely pass another traveling in the opposite direction. Intersection sight distance allows drivers to see any hazards and stop if needed when approaching an intersection. The computation of sight distances depends on factors like reaction time, vehicle speed, braking efficiency, road gradient, and the speeds of multiple vehicles in overtaking situations.
Project report file on construction of flexible pavement by Harshit Prakash Gargharshit315
This document is a project report on the construction of a flexible pavement. It includes chapters on the different layers of a flexible pavement cross-section, surveying and leveling of the construction site, important tests to be conducted, the proposed methodology, design approach and criteria, estimation of quantities and costs, types of failures that can occur in flexible pavements, overview of required plant and machinery. The report is submitted in partial fulfillment of the Bachelor of Technology degree in Civil Engineering and includes certificates, declarations and acknowledgements.
This document is a summer internship project report submitted by Shubham Paliwal to the Department of Civil Engineering. It provides introductions and definitions related to bitumen and bituminous roads. It describes the different layers of a bituminous road, including the subgrade, sub-base, base, and wearing surface layers. It also discusses operations used in bituminous roads like seal coats, tack coats, and prime coats. References used in the project are listed at the end.
Design of flexible pavements as per IRC37 SupriyaPal10
Flexible pavements work by distributing wheel loads across layers to reduce stress. The document discusses flexible pavement design according to Indian Road Congress guidelines for design traffic up to 150 million standard axles. It describes evaluating subgrade strength, calculating design traffic loads, and using CBR and thickness design charts to determine the appropriate flexible pavement layers and thicknesses based on subgrade strength and traffic volume.
The document discusses various types of pavement failures including flexible and rigid pavement failures. For flexible pavements, failures include surface deformation (rutting, corrugation, shoving), cracking (fatigue, transverse, longitudinal), disintegration (potholes, patches), and surface defects (raveling, bleeding). Common causes are poor soil, inferior materials, improper geometry, overloading, and environmental factors. Maintenance techniques to address failures include bituminous surface treatments, asphalt overlays, slurry seals, and crack sealing. For rigid pavements, failures discussed are spalling at joints, scaling of cement concrete, and shrinkage cracks.
This document discusses different types of pavements and factors considered in pavement design. It describes flexible and rigid pavements, and notes that pavement refers to the top road surface layer, including sub-base and base layers below. The objectives of pavement are to transfer wheel loads, prevent water entry into subgrades, and provide a smooth surface. Factors in design include traffic load, subgrade soil, design life, climate, materials, drainage, and geometry. The CBR test method is explained for evaluating subgrade strength.
Workability refers to the ease with which fresh concrete can be mixed, placed, compacted and finished. It is affected by factors like water content, mix proportions, aggregate size and shape, grading and surface texture. Increasing water content or using admixtures improves workability by acting as a lubricant between particles. Larger, rounded aggregates require less water than smaller, angular ones. Well-graded aggregates with minimal voids also increase workability. Workability can be measured using slump, compacting factor, flow, or Vee Bee tests.
The document discusses different types of pavements. It describes flexible pavements as having multiple layers that distribute loads through aggregate interlock. Rigid pavements distribute loads through the beam strength of concrete slabs. Flexible pavements are composed of surface, base, and sub-base layers over a subgrade, while rigid pavements typically only require a concrete surface layer. Both pavement types are designed to reduce loads from vehicles to prevent damage to the subgrade. The document compares advantages and disadvantages of flexible and rigid pavements.
The document discusses various tests conducted on bitumen, including penetration tests to determine hardness, ductility tests to measure adhesion and ability to stretch, viscosity tests to measure resistance to flow, softening point tests using a ring and ball to determine temperature susceptibility, and flash and fire point tests to identify ignition temperatures. In total, nine different tests are outlined that examine key properties of bitumen like hardness, adhesion, flow resistance, temperature performance, and ignition points.
This document discusses the construction of flexible pavements. It begins by introducing the types and components of flexible and rigid pavements. The key components of flexible pavement include the subgrade, sub-base course, base course, binder course, and surface course. It then describes the construction process for each layer, including preparing and compacting the subgrade, placing and compacting the granular sub-base and base courses, applying prime coats and tack coats, and paving the asphalt binder and surface courses. In comparison, rigid pavements are constructed as a solid slab that distributes loads differently than the layered system of flexible pavements.
Types of Pavements, Layers present in the pavements, Stresses on the rigid pavements, wheel load, repetitions etc.. and Indian Standard Method of design of Rigid Pavements.
This document discusses different methods for soil stabilization, including mechanical, physical, chemical, and bituminous stabilization. Mechanical stabilization involves compacting soil to increase density and strength. Physical stabilization involves blending soils or adding admixtures to improve properties. Chemical stabilization uses lime, cement, or other chemicals like calcium chloride to react with soils and modify their characteristics. Bituminous stabilization involves adding bitumen or asphalt to seal soil pores and increase cohesion between particles. The document provides details on appropriate soil types, required quantities, and construction methods for each stabilization technique.
This document discusses the design of flexible granular pavements. It outlines the different types of pavement, including flexible pavements made of unbound granular materials and sometimes bituminous or cement stabilized materials. It also discusses rigid pavements made of Portland cement concrete. The document then focuses on analyzing the structural capacity of pavements and the factors considered in design, such as subgrade strength, pavement materials, and design traffic loading over the life of the pavement. Case studies are also presented.
This document summarizes a project report on the construction of roads at the National Institute of Technology in Warangal, India. It was completed by five students under the guidance of a faculty member. The report discusses the importance of roads for economic development and transportation. It provides an overview of the types of roads in India and the current status of the national highway system. It also describes the phases of road construction, materials used, equipment involved, and project management tools applied to the road projects at NIT Warangal.
The document provides information on pavement design, including different types of pavement structures and methods for designing asphalt and rigid pavements. It discusses asphalt pavement design using the AASHTO 1993 method, which involves determining the structural number required based on factors like traffic loading, material properties, and desired service life. It also outlines the rigid pavement design method, touching on considerations like soil properties, material selection, thickness design, drainage, and reinforcement.
Pavement failures are a common problem that occurs on roads over time due to factors like heavy traffic loads, changing weather conditions, and lack of proper maintenance. A case study of roads in Amreli City, India found the most common problems to be alligator and transverse cracking due to heavy loading from vehicles. The cracks developed due to reasons like high traffic volumes, monsoon rainfall, possible construction or material quality issues, and lack of timely maintenance repairs. Proposed solutions included improving road design and construction quality, performing routine maintenance, and restricting vehicle loads to design levels.
This document discusses different types of pavements, including flexible, rigid, and semi-rigid pavements. It describes key design factors for both flexible and rigid pavements such as traffic load, pavement materials, subgrade strength assessed by CBR value, and design life. The document emphasizes the importance of pavement design, noting it accounts for nearly half the road construction cost. Good pavements are important as they can easily bear and transmit loads.
This document discusses Benkelman beam deflection studies, which are used to evaluate the structural capacity of existing pavements and estimate overlay designs for strengthening weak pavements. The Benkelman beam test procedure involves measuring the rebound deflection of a pavement under a standard wheel load. Deflection measurements are taken at intervals along the road using the Benkelman beam and loaded truck. The results are used to calculate the true rebound deflection and characterize pavement strength statistically based on mean, standard deviation, and characteristic deflection values. Overlay design is then determined based on the statistical analysis.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control ensures the concrete meets specifications. Traffic is only allowed after a minimum 28-day curing period.
This document provides an overview of the IRC method for designing flexible pavements according to IRC: 37-2012. It discusses the key considerations and calculations involved, including design traffic, subgrade properties like CBR and resilient modulus, material properties, and traffic data collection. The goal is to design a flexible pavement for a new four-lane divided national highway using the IRC guidelines and given traffic and material property data.
Rigid pavements are constructed using reinforced concrete slabs that provide a strong wearing surface and base course. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials for rigid pavements include Portland cement, coarse and fine aggregates, and water. Reinforcement includes dowel bars at joints. Rigid pavements have longitudinal and transverse joints, including contraction joints to relieve stresses, expansion joints to allow for expansion, and construction joints. They can be constructed using slipform pavers, fixed form pavers, or manual methods. Quality control checks materials and finished surface properties. Traffic is allowed after a minimum 28-day curing period.
This document discusses sight distance, which refers to the length of road visible to a driver at any time. It defines three types of sight distance - stopping sight distance, overtaking sight distance, and intersection sight distance. Stopping sight distance is the minimum distance required for a driver to stop safely without collision. Overtaking sight distance is the minimum distance required for a vehicle to safely pass another traveling in the opposite direction. Intersection sight distance allows drivers to see any hazards and stop if needed when approaching an intersection. The computation of sight distances depends on factors like reaction time, vehicle speed, braking efficiency, road gradient, and the speeds of multiple vehicles in overtaking situations.
Project report file on construction of flexible pavement by Harshit Prakash Gargharshit315
This document is a project report on the construction of a flexible pavement. It includes chapters on the different layers of a flexible pavement cross-section, surveying and leveling of the construction site, important tests to be conducted, the proposed methodology, design approach and criteria, estimation of quantities and costs, types of failures that can occur in flexible pavements, overview of required plant and machinery. The report is submitted in partial fulfillment of the Bachelor of Technology degree in Civil Engineering and includes certificates, declarations and acknowledgements.
This document is a summer internship project report submitted by Shubham Paliwal to the Department of Civil Engineering. It provides introductions and definitions related to bitumen and bituminous roads. It describes the different layers of a bituminous road, including the subgrade, sub-base, base, and wearing surface layers. It also discusses operations used in bituminous roads like seal coats, tack coats, and prime coats. References used in the project are listed at the end.
Design of flexible pavements as per IRC37 SupriyaPal10
Flexible pavements work by distributing wheel loads across layers to reduce stress. The document discusses flexible pavement design according to Indian Road Congress guidelines for design traffic up to 150 million standard axles. It describes evaluating subgrade strength, calculating design traffic loads, and using CBR and thickness design charts to determine the appropriate flexible pavement layers and thicknesses based on subgrade strength and traffic volume.
The document discusses various types of pavement failures including flexible and rigid pavement failures. For flexible pavements, failures include surface deformation (rutting, corrugation, shoving), cracking (fatigue, transverse, longitudinal), disintegration (potholes, patches), and surface defects (raveling, bleeding). Common causes are poor soil, inferior materials, improper geometry, overloading, and environmental factors. Maintenance techniques to address failures include bituminous surface treatments, asphalt overlays, slurry seals, and crack sealing. For rigid pavements, failures discussed are spalling at joints, scaling of cement concrete, and shrinkage cracks.
This document discusses different types of pavements and factors considered in pavement design. It describes flexible and rigid pavements, and notes that pavement refers to the top road surface layer, including sub-base and base layers below. The objectives of pavement are to transfer wheel loads, prevent water entry into subgrades, and provide a smooth surface. Factors in design include traffic load, subgrade soil, design life, climate, materials, drainage, and geometry. The CBR test method is explained for evaluating subgrade strength.
Workability refers to the ease with which fresh concrete can be mixed, placed, compacted and finished. It is affected by factors like water content, mix proportions, aggregate size and shape, grading and surface texture. Increasing water content or using admixtures improves workability by acting as a lubricant between particles. Larger, rounded aggregates require less water than smaller, angular ones. Well-graded aggregates with minimal voids also increase workability. Workability can be measured using slump, compacting factor, flow, or Vee Bee tests.
The document discusses different types of pavements. It describes flexible pavements as having multiple layers that distribute loads through aggregate interlock. Rigid pavements distribute loads through the beam strength of concrete slabs. Flexible pavements are composed of surface, base, and sub-base layers over a subgrade, while rigid pavements typically only require a concrete surface layer. Both pavement types are designed to reduce loads from vehicles to prevent damage to the subgrade. The document compares advantages and disadvantages of flexible and rigid pavements.
The document discusses various tests conducted on bitumen, including penetration tests to determine hardness, ductility tests to measure adhesion and ability to stretch, viscosity tests to measure resistance to flow, softening point tests using a ring and ball to determine temperature susceptibility, and flash and fire point tests to identify ignition temperatures. In total, nine different tests are outlined that examine key properties of bitumen like hardness, adhesion, flow resistance, temperature performance, and ignition points.
This document discusses the construction of flexible pavements. It begins by introducing the types and components of flexible and rigid pavements. The key components of flexible pavement include the subgrade, sub-base course, base course, binder course, and surface course. It then describes the construction process for each layer, including preparing and compacting the subgrade, placing and compacting the granular sub-base and base courses, applying prime coats and tack coats, and paving the asphalt binder and surface courses. In comparison, rigid pavements are constructed as a solid slab that distributes loads differently than the layered system of flexible pavements.
Types of Pavements, Layers present in the pavements, Stresses on the rigid pavements, wheel load, repetitions etc.. and Indian Standard Method of design of Rigid Pavements.
This document discusses different methods for soil stabilization, including mechanical, physical, chemical, and bituminous stabilization. Mechanical stabilization involves compacting soil to increase density and strength. Physical stabilization involves blending soils or adding admixtures to improve properties. Chemical stabilization uses lime, cement, or other chemicals like calcium chloride to react with soils and modify their characteristics. Bituminous stabilization involves adding bitumen or asphalt to seal soil pores and increase cohesion between particles. The document provides details on appropriate soil types, required quantities, and construction methods for each stabilization technique.
This document discusses the design of flexible granular pavements. It outlines the different types of pavement, including flexible pavements made of unbound granular materials and sometimes bituminous or cement stabilized materials. It also discusses rigid pavements made of Portland cement concrete. The document then focuses on analyzing the structural capacity of pavements and the factors considered in design, such as subgrade strength, pavement materials, and design traffic loading over the life of the pavement. Case studies are also presented.
This document summarizes a project report on the construction of roads at the National Institute of Technology in Warangal, India. It was completed by five students under the guidance of a faculty member. The report discusses the importance of roads for economic development and transportation. It provides an overview of the types of roads in India and the current status of the national highway system. It also describes the phases of road construction, materials used, equipment involved, and project management tools applied to the road projects at NIT Warangal.
Highway failure & their maintenance pptBeing Deepak
This document summarizes highway failure and maintenance. It discusses the main causes of highway failure such as rutting from temperature variations and heavy loads. The four major types of failure are cracking, surface deformation, disintegration, and surface defects. Highway maintenance aims to preserve and repair highways using materials like concrete, asphalt, and tar. It includes activities like sealing cracks, resurfacing, removing snow, and bridge upkeep to provide safety and efficient travel. Proper maintenance helps strengthen roads and reduce maintenance costs over time.
This document provides an overview of key concepts in transportation engineering, including elements of traffic engineering and traffic control. It discusses factors that affect traffic such as road users, vehicles, and the environment. It also summarizes major sections of traffic engineering like traffic characteristics, studies, operation, planning, and management. Specific traffic studies covered include volume, speed, delay, origin-destination, flow, capacity, and parking surveys. Traffic control devices like signs, signals, markings, and delineators are also introduced.
This document discusses green concrete, which uses industrial waste materials and requires less energy in production, reducing carbon dioxide emissions. It defines green concrete as concrete made with other concrete waste that is more environmentally friendly. The document outlines the materials used in green concrete including recycled demolition waste, fly ash, and blast furnace slag as aggregates and cement replacements. It discusses the benefits of green concrete such as improved strength and durability while reducing the environmental impact of concrete production. The document also covers applications of green concrete and its potential future use in India.
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.
This document discusses various methods and standards for measuring pavement surface characteristics like skid resistance and texture. It covers topics like factors that influence skid resistance, methods for measuring micro-texture and macro-texture, standards for measuring polished stone value, and devices for measuring skid resistance at different speeds. The summary provides an overview of the key methods and standards discussed in the document.
The document discusses key aspects of highway geometric design. It defines geometric design as dealing with the visible dimensions and layout of highways, which aims to fulfill requirements for driver comfort, efficiency and safety. Proper design can help reduce accidents and severity. Factors affecting design include design speed, topography, traffic, environment, economics, vehicle properties, and human characteristics. Highway alignment involves both horizontal and vertical positioning, with horizontal alignment comprising straight sections connected by curves. Super elevation provides transverse sloping across curves to counteract centrifugal force. Pavement design involves layered structures above the subgrade to provide an acceptable ride quality and other factors.
Traffic engineering deals with measuring and analyzing traffic to achieve safe and efficient movement of people and goods. Key aspects include conducting traffic studies to understand volume, speed, origin-destination, and accidents. The arrangements made to control traffic flow and avoid accidents include road signs, markings, signals, and traffic islands. Signs are used to warn, direct, and guide users through regulatory, warning, and informational signs. Markings are lines and symbols applied to roadways to warn, inform and guide users. Together signs and markings help control traffic and ensure safety.
Traffic engineering deals with applying scientific principles and techniques to facilitate the safe, efficient movement of people and goods. It aims to achieve free flow of traffic with minimal accidents. Key aspects studied include traffic characteristics, volumes, speeds, origins/destinations, flow, capacity, parking, and accidents. Data is collected through surveys and analysis informs planning, design, operation, and management of road infrastructure.
This document provides an overview of AutoCAD software and its applications. It discusses that AutoCAD has over 6 million users and is the 5th largest software company. It is used widely for 2D drafting and 3D modeling across many industries like engineering, architecture, and construction. The document outlines the tools used for 2D drafting like lines, rectangles, and modifying tools. It also summarizes 3D modeling tools like box, extrude, and presspull. It highlights the demand for AutoCAD skills in the job market and lists some partner companies that hire graduates with AutoCAD knowledge.
This document is a summer training report submitted by Ravi Gupta for his Bachelor of Technology degree in Civil Engineering. The report provides an overview of the Public Works Department in Uttar Pradesh and discusses the construction of cement concrete pavement. It describes the different types of pavements and materials used in concrete pavement construction, including cement, sand, aggregate, and minerals. The report outlines the procedures for constructing concrete pavement, from preparing the subgrade to placing, curing and protecting the concrete. It also includes cost analysis and conclusions from the summer training project observing concrete pavement construction.
The document discusses high speed rail systems. It defines high speed rail as trains that travel significantly faster than traditional rail, using specialized rolling stock and dedicated tracks. It notes that while definitions vary, trains over 250 km/h are widely considered high speed. The first high speed rail system began in Japan in 1964, known as the Shinkansen or bullet train. High speed rail has since been successful in several European countries as well.
Signalized Intersections (Transportation Engineering)Hossam Shafiq I
This document provides an overview of signalized intersection analysis and optimization for a transportation engineering course. It defines key terms related to signal timing, describes methods for calculating vehicle delay under uniform and random traffic arrivals, and approaches for optimizing cycle length, green time allocation, and level of service. Examples are provided to illustrate calculations for critical lane group volume-to-capacity ratio, total lost time, optimal signal timing, green time distribution, and intersection level of service.
Lecture 04 Capacity for TWSC (Traffic Engineering هندسة المرور & Dr. Usama Sh...Hossam Shafiq I
This document discusses gap acceptance theory and its application in determining the capacity of traffic movements at two-way stop controlled (TWSC) intersections. It covers key concepts such as critical gap (tc), follow-up time (tf), and impedance. An example calculation is provided to estimate capacity for different movements based on conflicting traffic volumes and tc/tf values. Adjustments to tc and tf for factors like vehicle type and number of lanes are also outlined. Finally, the document provides the Highway Capacity Manual (HCM) methodology for calculating control delay and level of service at TWSC intersections.
06-Traffic Characterization ( Highway and Airport Engineering Dr. Sherif El-B...Hossam Shafiq I
This document discusses traffic characterization and loadings for pavement design. It covers topics like vehicle characteristics, axle configurations, traffic composition, sources of traffic data, load equivalency factors, truck factors, and how to calculate estimated 18-kip equivalent single-axle loads (ESALs) using traffic data. The goal is to account for the full spectrum of traffic loads that pavement will experience over its design life when determining appropriate pavement thickness.
Intelligent Transportation Systems (Transportation Engineering)Hossam Shafiq I
This document discusses intelligent transportation systems (ITS) as a way to more efficiently utilize existing transportation infrastructure. It outlines the main components of ITS, including advanced traffic management systems which use technologies like traffic cameras and variable message signs to monitor and manage traffic flow. Advanced traveler information systems provide real-time traffic and road condition information to drivers. The document also discusses advanced public transportation systems and commercial vehicle operations that use technologies to improve transportation system performance and safety. In summary, the document introduces intelligent transportation systems as an alternative to costly new construction that uses technologies to maximize existing infrastructure capacity.
08-Airport Configuration-1 ( Highway and Airport Engineering Dr. Sherif El-Ba...Hossam Shafiq I
This document discusses various factors related to airport configuration and design. It addresses the following key points:
1. Airport configuration includes the number, orientation and location of runways relative to terminals. Runway orientation depends on prevailing wind directions.
2. Aircraft characteristics like weight, speed, capacity and landing gear influence airport design elements like runway length, taxiway widths and terminal size.
3. Important aircraft weight measurements used in design include maximum takeoff, landing and structural weights. These weights determine pavement strength requirements.
4. Wind analysis is important for optimizing runway orientation. Runways are aligned with prevailing winds, and allowable crosswind components depend on aircraft size.
This document summarizes the construction of rigid pavements. Rigid pavements use plain cement concrete slabs with dowel bars at joints for load transfer. They are used in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climate. Materials include cement, coarse and fine aggregates, and water. Construction involves subgrade preparation, forming slabs with joints, curing, and allowing time before opening to traffic. Joints include longitudinal, contraction, and expansion joints with filler and dowel bars to allow for expansion/contraction. Reinforcement improves strength and load distribution. Advantages include durability and low maintenance, while disadvantages include higher initial costs and traffic disruption during repairs.
This document discusses rigid pavements constructed using concrete slabs. Rigid pavements are commonly used when road conditions are adverse, such as heavy rainfall, poor soil/drainage, or extreme climate. The key materials used in concrete pavements include Portland cement, coarse and fine aggregates, water, and chemical admixtures. Reinforcement such as dowel bars and tie bars are also used. Concrete pavements consist of a soil subgrade, drainage layer, sub-base course, separation membrane, and concrete slabs with different types of joints. Common types of concrete pavements include jointed plain concrete pavement, jointed reinforced concrete pavement, and continuously reinforced concrete pavement. The document discusses the construction methods and equipment used for rigid
Rigid pavements are constructed using cement concrete and rely on the rigidity and high modulus of elasticity of the concrete slab for load carrying capacity. They are usually provided in areas with adverse conditions like heavy rainfall, poor soil/drainage, or extreme climatic conditions. A rigid pavement consists of a concrete slab placed over a subgrade and optionally a sub-base/base. It includes joints to allow for stresses from temperature and moisture changes. Proper construction processes and quality control measures are required to ensure the designed performance of rigid pavements.
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The document summarizes the process of constructing a cement concrete (CC) road. It discusses the key materials used - cement, coarse aggregates, fine aggregates, and water. It describes testing the aggregates for properties like abrasion value and impact value. It also discusses mixing, placing, compacting and curing the concrete, including cutting joints. The process involves preparing the sub-grade and sub-base layers before laying the concrete slab and opening the road to traffic after curing.
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Road construction pavements flexible rigidKumarS250747
This document discusses different types of road pavements and their construction. It describes flexible pavements like earthen, gravel and bituminous roads which deform under loading. Rigid pavements like cement concrete roads are also discussed, which act like beams and have high strength. Construction details are provided for soil stabilized roads, water bound macadam roads and cement concrete roads. Tests for materials and compaction requirements are mentioned.
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It is the presentation based on precast concrete construction which includes each and every point and scope which may be useful to civil engineering students
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1. HIGHWAY CONSTRUCTION
IRC: 58 - 2002, Guidelines for the design of
Plain Jointed Rigid Pavements for Highways
IRC: 15 - 2002, Code of practice for
Construction of Cement Concrete Roads
IRC: 44 - 2008, Guidelines for cement
concrete mix design for pavements
IRC:SP 62 – 2004, Guidelines for design of CC
roads for Rural Roads
3. HIGHWAY CONSTRUCTIONS
Pavement Design
• Pavement means surfacing layer only.
• In terms of highway design, it means
the total thickness of road including
surfacing , base & subbase, if any.
• Thus pavement includes all the
structural layers of road structure lying on
subgrade of the road
4. Parameters for Design of Pavements
Design of pavements mainly consists of two
aspects
1. Design mix of materials
2. pavement thickness
5. Factors for Design of Pavements
• Following factors are responsible for pavement design
1. Climate : rainfall, Temp, Frost action
2. Environment : Ht of embankment, foundation cutting
3. Geometry:
4. Pavement materials: they have to resist climatic
conditions ,durability, maintenance.
5. Subgrade Soil : decides thickness of pavement
6. Traffic : Repetitions, Speed, Wheel Loads , contact
pressure, volume of traffic , no of vehicles/day .
6. Design Approach for rigid Pavements
• Variables for design
1. Wheel Loads
2. Traffic
3. Climate
4. Terrain
5. Subgrade conditions
6. Properties of Cement Concrete
9. Properties Flexible Rigid
Design
Principle
Empirical method
Based on load distribution
characteristics of the
components
Designed and analyzed by using the elastic
theory
Material Granular material Made of Cement Concrete either plan,
reinforced or prestressed concrete
Flexural
Strength
Low or negligible flexible
strength
Associated with rigidity or flexural strength
or slab action so the load is distributed over
a wide area of subgrade soil.
Normal
Loading
Elastic deformation Acts as beam or cantilever
Excessive
Loading
Local depression Causes Cracks
Stress Transmits vertical and
compressive stresses to the
lower layers
Tensile Stress and Temperature Increases
Design
Practice
Constructed in number of
layers.
Laid in slabs with steel reinforcement.
Temperature No stress is produced Stress is produced
Force of
Friction
Less. Deformation in the
sub grade is not transferred
to the upper layers.
Friction force is High
Opening to
Traffic
Road can be used for traffic
within 24 hours
Road cannot be used until 14 days of curing
Surfacing Rolling of the surfacing is
needed
Rolling of the surfacing in not needed.
11. Types of Rigid Pavements
1. Jointed Plain Concrete Pavement (JPCP)
• – No temperature steel
2. Jointed Reinforced Concrete Pavement (JRCP)
• – Temperature steel placed at mid height and discontinued at
the joints
3. Continuously Reinforced Concrete Pavement (CRCP)
• – Not popular in India – very costly
4. Prestressed Concrete Pavement (PCP)
• – Not popular
12. Design Approach for rigid Pavements
• Cement Concrete roads provides a highly rigid
surface and hence for the success of such roads,
following two conditions should be satisfied
1. They should rest on non- rigid surface having
uniform bearing capacity.
2. The total thickness or depth of the concrete
pavement & the non rigid base should be
sufficient to distribute the wheel load on a
sufficient area of subbase so that the pressure on
unit area remains with the permissible SBC of the
soil.
13. Design Approach for rigid Pavements
• Concrete slab has high modulus of elasticity,
high rigidity & flexural strength, so wheel loads
are distributed over large areas of Subgrade .
This leads to small deflections and also leads
compressive stresses imposed on the Subgrade.
• This leads to fatigue damage in concrete slab in
form of development of micro cracks, due to
repeated application of traffic loads.
• This is arrested by limiting flexural stresses and
increasing the Concrete mix grade.
14. Design Steps ( parameters )
1. Traffic parameters : Design Wheel load, Traffic intensity
2. Environmental parameters : temp differential ( CRRI
table)
3. Foundation strength k ( modulus of subgrade reaction )
4. Foundation surface characteristics ( As per IRC )
5. Concrete characteristics ( IRC :58-1988 )
6. Modulus of elasticity
7. Coefficient of thermal expansion.
8. Design slab thickness
15. Purpose of joints in Concrete Roads
1. To absorb expansion & contraction due to variation in
temperature. ( horizontal movements of slabs)
2. To avoid warping of slab edges
3. To grant facility in construction .
16. TYPES OF JOINTS
• Concrete pavements are provided with Joints
in Transverse & Longitudinal directions which
are classified as
• a) CONTRACTION JOINTS
• b) EXPANSION JOINTS
• d) CONSTRUCTION JOINTS
17. CONTRACTION JOINTS
• These are purposely made weakened planes
which relieve the tensile stresses in the concrete
• Caused due to changes in the moisture content
(Drying shrinkage) and/or temperature and
• Prevent the formation of irregular cracks due to
restraint in free contraction of concrete .
• They are also provided to
1) )Relieve stresses due to warping
2) To permit the contraction of the slab
18. Details of the contraction joints are given in IRC:SP 62
• They are formed initially by sawing a groove of 3-5
mm with up to about one-fourth to one-third the slab
Details of the contraction joints are given in IRC:SP 62.
They are formed initially by sawing a groove of 3-5
mm with up to about one-fourth to one-third the slab
thicknesses. This facilitates the formation of a natural
crack at this location extending to the full depth.
• In order to seal the joint, the top 10-20 mm of this
groove is widened to 610 mm.
• Spacing of contraction joints may be kept at 2.50m to
3.75m.
• Length of panel shall not be more than width of
panel.
19. LONGITUDINAL JOINTS
• Lanes are jointed together by joint known as Longitudinal joint
• Longitudinal joints are provided in multilane pavements and also when the
pavement is more than 4.5 m wide.
• They are provided normally at 3.5m c/c to
• 1) Relieve stresses due to warping.
• 2) To allow differential shrinkage & swelling due to changes of sub grade
moisture
• 3) To prevent longitudinal cracking
Procedure of construction
• Initially joint is cut to a depth 1/3rd slab Initially joint is cut to a depth 1/3rd
slab thick ± 5mm. Tie bars are provided at the joints not for load
transference but for keeping the adjoining slabs together. The details of
such joints are given in IRC:SP 62.
• The top 15-20 mm of the joint is sawn to a width of 6-8 mm for sealing
20. Expansion joints
• There are full-depth joints provided transversely into which pavement can
expand, thus relieving compressive stresses due to expansion of concrete
slabs, and preventing any tendency towards distortion, buckling, blow-up
and spalling.
• The current practice is to provide these joints only when concrete slab
abuts with bridge or culvert.
• They allow expansion of slabs due to temperature
• They permit contraction of slabs Normal Details of these joints are given in
IRC:SP62.
• They are about 20 mm in width
• A joint filler board of compressible material conforming to IRC:SP:62 is used
to fill the gap between the adjacent slabs at the
• joint.
• The height of the filler board is such that its top is 23-25mm below the
surface of the pavement.
• The joint groove is filled by a sealant .
21.
22.
23. Construction joints
The need for such joint arises when construction work is
required to be stopped at a place other than the location of
contraction or an expansion joint, due to some breakdown of
the machinery or any other reason.
Such joints are of butt type and extend to the full depth of
the pavement.
The sealing of such joints shall be done in the same manner as
for contraction joints, by cutting a groove 10-12 mm wide and
20-25 mm deep.
Generally, such joints are avoided in highways. The work is
normally terminated at a contraction or expansion joint
24.
25.
26. JOINT FILLER
• Joint spaces are first filled with compressible
filler materials and top of the joints are sealed
using sealer
• Joint filler should possess following properties
o Compressibility
o Elasticity i.e they should be capable of regaining
their shape when compression is released
o Durability
27. Load Transfer at Transverse Joints
• IRC:58-2001 had adopted equations developed by
Friberg for analyzing long beam on elastic foundation
(bar embedded in concrete) , for computation of
maximum bending stress in the dowel bar & max
bearing stress in concrete .
• High bearing stress on the concrete surrounding the
dowel bar can fracture the same, leading to the
looseness of the dowel bar and the deterioration of the
transfer system leading to faulting of the slab.
• The dowel bars are installed at a suitable spacing across
the joints and the system is assumed to transfer 40% of
the wheel load.
33. Desirable Properties of Soil as Subgrade Material
• Stability
• Incompressibility
• Permanency of strength
• Minimum changes in volume and stability
under adverse condition of weather and
ground water
• Good drainage
• Ease of compaction
34. Cements that can be used as per IRC: 44-2008
Any of the following types of cements capable of
achieving the design strength and durability may
be used with the prior approval of the Engineer.
1. Ordinary Portland Cement, 33 grade, IS: 269
2. Ordinary Portland Cement, 43 grade, IS: 8112
3. Ordinary Portland Cement, 53 grade, IS: 12269
4. Portland Pozzalona Cement (fly ash based, IS:
1489, part1
5. Portland Slag Cement, IS: 455
35.
36.
37.
38. Fly ash can be as a partial replacement of
cement (OPC) up to an extent of 35%.
Fly ash for blending shall satisfy the following
Properties conforming to IS:3812-2004
39.
40. Advantages in adding Fly Ash
a) Increases CSH ( Calcium Silicate Hydrate) volume
b) Denser CSH formed by secondary reaction
c) Better Pore structure and composition
d) Low heat of hydration
e) Resistance to adverse exposure conditions
Reaction when Fly Ash is added:
CS + H CSH + CaOH
CaOH + Fly AshCSH (cementing gel)
41. Design Approach for Flexible Pavements
• Traffic is considered in terms of the cumulative
number of standard axles (8160 kg) to be
carried by the pavement during the design life
• For estimating the design traffic, the following
Information is needed:
1. Initial traffic after construction (CVPD)
2. Traffic growth rate during the design life
3. By studying the past trends of traffic growth
4. As per the econometric procedure outlined in
IRC:108
42. Design Approach for Flexible Pavements
Bituminous paving mixes.
• Following factors are involved in design of
bituminous paving mixes
1. Durability
2. fatigue resistance
3. flexibility
4. fracture or tensile strength
5. permeability
6. Skid resistance
7. Thermal characteristics
43. Design Approach for Flexible Pavements
Mix Design Methods
1. Marshall method of Mix Design
2. Hveem method of Mix design
44. Design Approach for Flexible Pavements
Marshall method of Mix Design
Stability Flow Test
• Max load resistance that a Std specimen will
develop at 60 Deg C
Flow is measured as a deformation or total amount
in units of 0.25 mm between no of load & maximum
during the stability test expressed as 0.10 mm
45. Design Approach for Flexible Pavements
• Marshall method of Mix Design criteria
Test Property Category of traffic
Heavy Medium Light
Stability kg Min 340 230 230
Flow value
(0.25 mm)
8 to 16 8 to 16 8 to 20
% Voids
a) For surfacing 3 to 5 3 to 5 3 to 5
b) For base course 3 to 5 3 to 8 3 to 8
46. Design Approach for Flexible Pavements
Hveem method of Mix design
This method of mix design starts with
obtaining an estimate of optimum bitumen
content by use of Centrifuge Kerosene
equivalent ( C.K.E)
The % of kerosene retained in the aggregate
after being soaked and centrifuged as a
specified is called C.K.E value & charts are
available to find out the optimum bitumen
content from C.K.E value
47. Design Approach for Flexible Pavements
Hveem method of Mix design
• It consists of 3 tests on bituminous samples of 100 mm diameter &
63.50 mm ht. Each specimen is tested for subsequent tests
• Following tests are conducted
1. Swell Test 100 mm dia
2. Stabilometer Test
3. Cohesive meter Test
• Swell should not be < 0.76 mm 63.50 mm
• Stabilometer values for light, medium, heavy should be 30,35 & 67
respectively
• Cohesive meter value should not be more than 50
• Air voids % should have minimum value of 4%
48. Design Approach for Flexible Pavements
Methods of Design
Group Index Method ( G I )
California Bearing ratio ( C B R ) Method
49. Design Approach for Flexible Pavements
Group Index Method
• GI is a arbitrary index given to the type of
soil and is based on % of fines ,liquid limit, and
plasticity index of the soils
• GI values range from 0 to 20
• Greater GI value, poorer the soil
50. Design Approach for Flexible Pavements
Group Index Method
Volume of traffic is divided as below
Very light Less than 50 vehicles per day
Light 50-250 vehicles per day
Medium 250-500 vehicles per day
Heavy 500-750 vehicles per day
Very heavy 750-1000 vehicles per day
51. Design Approach for Flexible Pavements
Group Index Method
• Depending upon G I grading of soil , daily
volume of the traffic, thickness of surface,
base, & subbase are designed as per the chart
below
53. Design Approach for Flexible Pavements
California Bearing Ratio Method
GI method does not take in account
characteristics of the pavement material , So
I.R.C has recommended CBR method for
design of flexible pavements
54. Design Approach for Flexible Pavements
California Bearing Ratio Method
CBR test : It is a property of a grade soil which is measured by an test designed by
California State highways USA. It has been standardized by IS also.
• It is made on the sample of subgrade soil in a standard loading device which
measures the load required to cause 2.5 mm penetration of the plunger having
cross section area 1690 Sq.mm
• The plunger is made to penetrate the sample, at a rate of 1.25mm/min unit a
penetration of 2.5 mm is obtained.
• This pressure at 2.5 mm penetration is worked out and it is expressed as a % of
unit standard pressure. This % is known as CBR
• The test is repeated for 5 mm penetration & the CBR is worked out.
• Generally 2.5 mm value is higher
• Standard loads
2.5 mm 70 kg/cm2
5 mm 105 kg/cm2
57. Relation Between CBR and E
• Subgrade
• E (MPa) = 10 * CBR if CBR<5% and
• = 176 *(CBR)0.64 for CBR > 5%
• Granular subbase and base
• E2 = E3*0.2*h0.45
• E2 = Composite modulus of sub-base and base
• (MPa)
• E3 = Modulus of subgrade (MPa)
• h = Thickness of granular layers (mm)
59. Steps in design of flexible pavements
• The following steps are used in design of flexible
pavements for stage construction.
i) Provide design thicknesses of subbase and base courses
for 20 years.
ii) Provide bituminous surfacing course for traffic of msa.
iii) Provide a shoulder of thickness equal to that of the sum
of the layers in steps (i) and (ii) on both sides.
iv) Provide bituminous surfacing course for traffic of msa
after 10 years.
v) Provide shoulder thickness equal to the thickness
calculated in step (iv) at the same time
61. Penetration value
Penetration value is a measure of hardness or consistency of
bituminous material.
It is the vertical distance traversed or penetrated by the
point of a standard needle in to the bituminous material
under specific conditions of load, time and temperature.
This distance is measured in one tenths of a millimeter.
AIM:
(i) To determine the consistency of bituminous material
(ii) To assess the suitability of bitumen for use under different
climatic conditions and various types of construction.
This test is used for evaluating consistency of bitumen.
62. Penetration value
• Penetration test is a commonly adopted test on bitumen to
grade the material in terms of its hardness.
• A 80/100 grade bitumen indicates that its penetration value
lies between 80 & 100.
• Grading of bitumen helps to assess its suitability in different
climatic conditions and types of construction.
• For bituminous macadam and penetration macadam, IRC
suggests bitumen grades 30/40, 60/70, 80/100.
• In warmer regions, lower penetration grades are preferred to
avoid softening whereas higher penetration grades like
180/200 are used in colder regions to prevent the occurrence
of excessive brittleness. High penetration grade is used in
spray application works.
64. Default Values of Poisson’s Ratio (μ)
(as suggested in IRC:37-2001)
Subgrade and unbound granular layers
Default value of μ = 0.4
Bituminous Layers
Default value of μ at 35/45 degree C = 0.5
Default value of μ at 20 - 30 degree C = 0.35
μ: Poisson's ratio
65. Traffic
1. Design life in number of years
• NH & SH – 15 years
• Expressways & Urban Roads – 20 years
• Other roads – 10 to 15 years
2.Vehicle damage factor (VDF)
• Need to be worked out from axle load survey
3.Distribution of commercial traffic over the
• carriageway. (D & L Factors)
67. Computation of design traffic
• D = Lane distribution factor
• F = Vehicle damage factor
• n= Design life in years
• R= Annual growth rate of commercial vehicles
68. Traffic in the year of completion
A= P(1+r)x
P = Number of commercial vehicles as per
day last count
x = Number of years between the last count
and the year of the completion of
construction
69. Subgrade
• The subgrade should be compacted to 97% of
the dry density achieved with heavy compaction
(modified proctor density) a per IS:2720 (Part 8).
• For Expressways, National Highways and State
Highways, the material used for subgrade construction
should have the dry density of not less than 1.75 gm/cc.
70. Subgrade
• For determining the CBR value, the standard
test procedure described in IS:2720 (Part 16)
should be strictly adhered to.
• The test must always be performed on
remoulded samples of soils in the laboratory
• It is recommended that the samples be soaked
in water for four days prior to testing
• In situ CBR test is not recommended
71. Pavement Composition (Sub-base course)
• Granular Sub-base (GSB) materials
conforming to clause 401 of MORT&H
specifications for road and bridge works is
recommended
• The sub-base material should have minimum
CBR of 20% for cumulative traffic up to 2 msa
and 30% for traffic exceeding 2 msa.
• The thickness of sub-base should not be less
than 150 mm for design traffic less than 10
msa and 200 mm for design traffic of 10 msa
and above.
72. Pavement Composition (Sub-base course)
• Preferably the subgrade soil should have a CBR of
2%
• If the CBR<2%, the design should be based on
a CBR of 2% and a capping layer of 150 mm
thickness of material with a minimum CBR of 10%
shall be provided in addition to the subbase
• Where stage construction is adopted, the thickness
of sub-base shall be provided for ultimate pavement
section for the full design life
73. Pavement Composition
(Base course)
• The recommended minimum thickness of
granular base is 225 mm for traffic up to 2 msa
and 250 mm for traffic exceeding 2 msa.
• For heavily trafficked roads, use of WMM base
laid by paver finisher or motor grader is recommended.
• Where WBM construction should be adopted in
the base course for roads carrying traffic more than 10
msa, the thickness of WBM shall be increased from 250
mm to 300 mm.
74. Bituminous Surfacing
• Shall consists of either a wearing course or a
binder course with a wearing course depending
upon the traffic to be carried.
• The selection criteria for the grade of bitumen
to be used for bituminous courses are given in
the table shown
• Where the wearing course adopted is premix
carpet of thickness up to 25 mm, the thickness
of surfacing should not be counted towards the
total thickness of the pavement
80. Life Cycle Cost Analysis of rigid & Flexible
Pavements
• According to a rough estimate ,the physical &
financial needs of highway sector for the next
20 years indicates an average annual outlay of
Rs 250000 Crores in the next 10 years & Rs
37500 Crores in the next subsequent period.
• In addition to this, Rs 10000 Crores per year
would be required for maintenance with a
steady increase of 5 to 6 %
81. Comparative Study of Rigid & flexible pavements
• Flexible pavements are widely used despite
some doubts regarding their economics under
different conditions
• Two most important parameters that govern
the pavement design are soil sub-grade and
traffic loading
• The Indian guidelines for the design of flexible
pavements use soil sub-grade strength in terms
of California Bearing Ratio (CBR) and traffic
loading in terms of million standard axles (msa).