Professional Documents
Culture Documents
I hereby certify that the work which is being presented in the project report entitled design of
road pavement by Vivek Singh in partial fulfilment of requirements for the award of degree
of B.TECH. (Civil Engineering) submitted in the Department of CE at RIMT-MAEC under
Punjab technical University, Jalandhar is an authentic record of my own work carried out during
a period from--------------- to ------------ under the supervision of Er. Narinder Singh.
Signature of a student.
This is to certify that the above statement made by the candidate is correct to the best of my/our
knowledge.
Signature of Supervisor.
The B.TECH viva-voce examination of (Rishikesh Kumar) has been held on------------ and
accepted.
Signature of Supervisor.
Signature of H.O.D.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 1
ACKNOWLEDGEMENT
We are expressing our deep sense of gratitude to our respected H.O.D Prof. D.K.Dua,
Department of Civil Engineering and our guide Er. Narinder Singh for their constant guidance,
innovative, suggestion, and warm encouragement throughout the programme and preparation of
this project.
We thank profusely that faculty member for their help and suggestions given during course of
program. We are thankful to one and all, which help directly or indirectly in completing this
project report.
We learnt more from this project and build on our carrier to success.
(Vivek Singh)
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 2
INTRODUCTION
The transportation by road is the only road which gives maximum service to one and all. This
mode had also the maximum flexibility for travel and with reference to route, direction, time
and speed of travel. It is possible to provide door to door service only by road transport.
Concrete pavement a larger number of advantages such as a long life span negligible
maintenance, user and environmental friendly and lower-cost. Keeping in this view the whole
life-cycle cost analysis for the black topping and which topping have been done based on
various condition such as type of laying as single lane, two lane, four lane different traffic
namely deterioration of road three categories.
The highway pavement is a structure consisting of superimposed layers of processed materials
above the natural soil subgrade, whose primary function is to distribute the applied vehicle
loads to the subgrade. The pavement structure should be able to provide a surface of acceptable
riding quality, adequate skid resistance, Favourable light reflecting characteristic, and low noise
pollution. The ultimate aim is to ensure that the transmitted stresses due to wheel load are
Suffice, Nightly reduced, so that they will not exceed bearing capacity of the sub low grade.
Two types of pavements are generally recognised as serving this purpose, namely flexible
pavements and rigid pavements. This gives an overview on pavement types, layers and their
function cost analysis.
Various grades of concrete under a similar condition of traffic and design concrete road are
found to more suitable than bituminous road. Since the whole life-cycle cost comes out to be
lower in the range of 30% to 50% but for road having traffic less than 400cv/day and the road
is in good condition, the difference between whole Life Cost of the road is very less. The initial
cost of concrete overlay is 15% to 60% more than flexible overlay.
To design the road is stretch as a flexible pavement by using different flexible methods like
group index method, C.B.R. method as per IRC: 37 2001, Triaxial method, California
resistance value method, and as a rigid pavement as per IRC: for the collected design upon a
given black cotton soil subgrade and to estimates the construction cost of designed pavement
by each method. To propose a suitable or best methods to a given condition or problem.
The main objective of this study is to develop a strategy to select the most cost if efficient
pavement design method to carry out for a sections of a highway network and also to identify
the cost analysis of different pavement design method.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 3
SCOPE OF PROJECT
This section sets out the guideline for design of road pavement to meet the required design life,
based on the subgrade strength, traffic loading and environmental factors, and including the
selection of appropriate materials for subgrade, sub base, base and wearing surface.
The guideline contains procedures for the design of the following forms of surfaced road
pavement construction:
a) Flexible pavements consisting of unbound materials;
b) Flexible pavements that contain one or more bond layers, including pavements
containing asphalt layers other than thin asphalt wearing surface;
c) Rigid pavements (i.e. cement concrete pavements);
d) Concrete or clay segmental pavements
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 4
CONTENTS
Chapter No.
Page
1.
Pavement
Types Of Pavement
Pavement Materials
2. Flexible Pavement
Types Of Flexible Pavement
Layers Of Pavement
Failure Of Flexible Pavement
3. Rigid pavement
Type Of Rigid Pavement
Failure Of Rigid Pavement
Joints In Rigid Pavement
4. Test On Aggregate And Bitumen
I.
CBR Test
II.
Impact Test
III.
Crushing Strength Test
IV. Penetration Test
V. Los Ageless Abrasion Test Of Aggregate
VI.
Flash And Fire Point Of Bitumen
VII.
Softening Point Of Bitumen
5. Comparison Between Flexible And Rigid Pavement
6. Role Of The Stabilisation On Pavement Design
Lime Stabilisation
Cementatious Stabilisation
7. Design And Cost Analysis Of Pavement
Design Of Flexible Pavement By Group Index Method
California Resistance Value Method
Design of flexible pavement by CBR data
8. Conclusion
9. Bibliography
6
6
7
8
9
10
12
13
14
14
15
17
18
26
29
32
34
36
38
41
42
42
42
44
44
45
46
48
49
1. PAVEMENT
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 5
TYPES OF PAVEMENT
Flexible - Pavements with a bitumen bonded surfacing and the road base.
Flexible composite - The surfacing and upper road base our bituminous on a lower road
base of cement bonded material.
Rigid - Pavements with a concrete surface slab which can be unreinforced, joint reinforced
or continuously reinforced.
PAVEMENT MATERIAL
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 6
GRAVEL:These are coarse materials with particle size under 2.36 mm with little or no
fines contributing to cohesion of materials.
SILTS:These are finer than sand, brighter in colour as compared to clay, and exhibit
little cohesion. When a lump of silty soil mixed with water, alternately squeezed and
tapped Shiny surface makes its appearance, thus dilatency is a specific property of soil.
CLAYS:These are finer than silts. Clayey soils exhibit stickiness, high strength when
dry and show no dialtency. Black cotton soil and other expensive clay exhibit swelling and
shrinkage properties. Paste of clay with water when rubbed in between fingers leaves
strain, which is not observed for silts.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 7
2. FLEXIBLE PAVEMENT
Flexible pavement will transmit wheel load stresses to the lower layers by grain to grain
transfer through the points of contact in the granular structure. The wheel load acting on the
pavement will be distributed to the wider area, and the stress decreases with the depth. Taking
advantage of this stress distribution characteristic, flexible pavements normally has many
layers. Hence the design of flexible payment uses the concept of layered system. Based on this,
flexible pavement may be constructed in the number of layers and the top layer has to be of the
best quality to sustain maximum compressive stress, in addition to wear and tear. The lower
layer will experience lesser magnitude of stress and low quality material can be used.
Flexible payments are constructed using bituminous materials. These can be either in the form
of surface treatment (such as bituminous surface treatment generally found on the low volume
road is available) or, asphalt concrete surface courses, flexible payment layer reflect the
deformation of lower layer on to the surface layer (e.g., if there is any undulation in sub grade
then it will be transferred to the surface layer). In the case of flexible payment, the design is
based on overall performance of flexible payment, and the stresses produced should be keep
well below the allowable stresses of each payment layer.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 8
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 9
SEAL COAT:-
Seal coat is a thin surface treatment used to waterproof the surface and to
provide skid resistance.
TACK COAT:-
PRIME COAT:-
SURFACE COURSE:-
It provides characteristic such as friction, smoothness, drainage, etc. it will prevent the
entrance of excessive quantities of surface water into the underlying base, sub bass and
subgrade.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 10
It must be tough to resist the distortion under traffic and provide a smooth and is skid
resistance riding surface.
It must be waterproof to protect the entire base and subgrade from the weaking effect of water.
BINDER COURSE:-
This layer provides the bulk of asphalt concrete structure. its chief
purpose is to distribute load to the base course the binder course is generally consist of
aggregate having layers asphalt and they do not require quality as high as the surface course, so
replacing a part of the surface course by the binder course results in the more economical
design.
BASE COURSE:-
SUB BASE COURSE:The sub base course is the layer of material beneath the base
course and the primary function are to provide structural support, improve drainage, and
reduce the intrusion of fines from the sub grade in the pavement structure if the base course is
open graded, then the sub base course with the more fine can serve as a filler between
subgrade and the base course. A sub base course is not always needed or used. For example, a
pavement constructed over our high quality, estate subgrade may not need the additional
feature offered by a sub base course. In such situation, sub base course maybe not be provide.
SUBGRADE:-
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 11
The major flexible payment failures are fatigue cracking, rutting, and the thermal cracking. The
fatigue cracking of flexible payment is due to horizontal tensile strain at the bottom of the
asphaltic concrete. The failure criterion relates allowable number of load repetition to the
tensile strain and the relation can be determined in the laboratory fatigue test asphaltic concrete
specimen. Rutting occurs only on flexible payment as indicated by the permanent information
of rut depth along the wheel load path. Two design method have been used to control rutting:
1. To limit the vertical compressive strain on the top of subgrade and
2. To limit to tolerable amount (12 mm normally). Thermal cracking includes both lowtemperature cracking and thermal fatigue cracking.
FORMATION OF CRACKS:-
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 12
3. RIGID PAVEMENT
Rigid pavement are those which possess not worthy flexural strength or flexural rigidity .The
stresses are not transferred from grain to grain to the lower layers as in the case of flexural
pavement layers. The rigid pavements are made of Portland cement concrete-either plain,
reinforced or pre-stressed concrete. The plain cement concrete slabs are expected to take-up
about 40kg/cm2. The rigid pavement has the slab action and is capable of transmitting the wheel
load stresses through a wider area below. The rigid pavement does not get deformed to the
shape of the lower surface as it can bridge the minor variations of lower layers. The cement
concrete pavement slab can very well serve as a wearing surface as well as effective base
course. Therefore usually the rigid pavement structure consist of a cement concrete slab, below
which a granular base or sub-base may be provided. The rigid pavements are usually designed
and the stresses are analysed using the elastic theory
RIGID PAVEMENT
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 13
In rigid pavement, load is distributed by the slab action, and the pavement behaves like an
elastic plate resting on a viscous medium (Figure 19:4). Rigid pavements are constructed by
Portland cement (PCC) and should be analysed by plate theory instead of layer theory,
assuming an elastic plate resting on viscous foundation. Plate theory is a simplified version of
layer theory that assumes the concrete slab as a medium thick plate which is plane before
loading and to remain plane after loading Bending of the slab due to wheel load and
temperature variation and the resulting tensile and flexural stress.
Fatigue cracking has long been considered as the major, or only criterion for rigid pavement
design. The
Allowable number of load repetitions to cause fatigue cracking depends on the stress ratio
between flexural
Tensile stress and concrete modulus of rupture. Of late, pumping is identified as an important
failure criterion.
Pumping is the ejection of soil slurry through the joints and cracks of cement concrete
pavement, caused during
The downward movement of slab under the heavy wheel loads. Other major types of distress in
rigid pavements
Include faulting, spelling, and deterioration.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 14
Joints are purposefully placed discontinuities in a rigid pavement surface course. The most
common types of pavement joints, defined by their function, are contraction, expansion,
isolation and construction.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 15
CONTRACTION JOINTS:-
A contraction joint is a sawed, formed, or tooled groove in a concrete slab that creates a
weakened vertical plane. It regulates the location of the cracking caused by dimensional
changes in the slab. Unregulated cracks can grow and result in an unacceptably rough surface
as well as water infiltration into the base, sub base and subgrade, which can enable other types
of pavement distress. Contraction joints are the most common type of joint in concrete
pavements, thus the generic term "joint" generally refers to a contraction joint.
EXPANSION JOINTS:-
An expansion joint is placed at a specific location to allow the pavement to expand without
damaging adjacent structures or the pavement itself. However, expansion joint are not typically
used today because their progressive closure tends to cause contraction joints to progressively
open.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 16
ISOLATION JOINTS:-
CONSTRUCTION JOINTS:-
It is a joint between slabs that results when concrete is placed at different times. This type of
joint can be further broken down into transverse and longitudinal construction joints
longitudinal construction joints also allow slab warping without appreciable separation or
cracking of the slabs.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 17
DEFINITION:California bearing ratio is the ratio of force per unit area required to penetrate in to a soil
mass with the circular plunger of 50 mm diameter at the rate of 1.25 mm per minute.
APPARATUS:
Mould 2250 cc capacity with base plate, stay rod and wing nut, confirming to 4.1, 4.3
and 4.4 of IS: 9669-1980.
coller confirming to 4.2 of IS: 9669- 1980.
Spacer disc confirming to 4.4 of IS: 9669- 1980.
Metal rammer confirming to IS: 9189- 1979.
Expansion measuring apparatus with the adjustable steam, perforated plate, tripod
confirming and to weight confirming to 4.4 of IS: 9669- 1980.
loading machine having a capacity of at least 5000 KG and equipped with a movable
head of the base that travel at uniform rate of 1.25 mm per minute for use in forcing the
penetration plunger into the specimen.
Dial gauge two number reading to 0.01mm.
IS Sieves 37.50 or 22.50 or 19mm and 4.75mm.
Miscellaneous apparatus such as mixing bowl, a straight edge, scale, soaking tank,
drying oven, filter paper, dishes and deliberated measuring jar.
PROCEDURE:There are two type of methods in compacting soil specimen in the CBR moulds.
Static compaction method.
Dynamic compaction method.
The material used in the above two method shall pass 19mm sieve for fine grained soil and
37.50mm sieve for coarse material up to 37.50mm.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 18
Replace the material retained on 19mm sieve by an equal amount of material passing 19mm
sieve and retained on 4.75mm sieve.
Replace the material retained on 37.50mm sieve by an equal amount of material passing
37.50mm sieve and retained on 4.75mm sieve.
STATIC COMPACTION:In this method calculate the mass of wet soil at required moisture content to give a desired
density when compacted in a standard test mould as given below.
Volume of mould = 2250 cc.
Weight of dry soil (W) = 2250 MDD
Weight of wet soil = 1+------ W 100
Weight of water = weight of wet soil - weight of dry soil.
Where M = optimum moisture content obtained from the laboratory compaction test.
Take oven dried soil Sample of calculated weight and thoroughly mixed with water (O
MC) as obtained from the above equation.
Record the empty weight of the mould with base plate, with extension coller moved
(M1).
Place the correct mass of the wet soil into the mould in five layer.
Gently compact each layer with the spacer disc.
Compact the mould by pressing it in between the plates of the compression testing
machine until the top of spacer disc comes flush with the top of the mould.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 19
0.50
1.00
0.3
1.50
0.8
2.00
1.2
2.50
1.7
3.00
2.2
50
3.5
5.1
50
6.9
10
8.6
11
50
10
12
108
13
50
11.2
14
11.6
15
50
12
16
12.4
17
50
12.8
18
13.4
19
50
14
20
14.7
21
50
15.2
22
16
23
50
16.4
24
17.2
25
50
18
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 20
DYNAMIC COMPACTION:-
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 21
df-ds
Expansion ratio = ----------- x 100
H
ds= Initial dial gauge reading in mm
df= final dial gauge reading in mm
h = initial height of specimen in mm
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 22
PENETRATION TEST
After 96 hour of soaking take out the specimen from the water and remove the
extension Collar, perforated disc, surcharge weight and filter paper.
Drain off excess water by placing the mould inclined for about 15 minutes and weigh
the mould.
Place the mould on lower plate of testing machine with top face exposed to prevent
upheaval of soil in to the whole of surcharge weights, place 2.5 KG.
Annular weights on the soil surface prior to seating that penetration plunger after which
place the reminder of the surcharge weights.
Set the plunger under a load of 40 KG so that full contact is stabilised between the
surface of a specimen and the plunger.
Set the stress and strain gauges to zero.
Consider the initial load applied to the plunger as the zero load.
Applied the load at the rate of 1.25mm/min.
Take the reading of the Load at penetration of zero, 0.5, 1.0, 1.5, 2.0, 2.5, 3.0, 4, 5, 7.5,
10 and 12.5.
Raise the plunger and detach the mould from the loading equipment.
Collect a sample of about 20 to 50 gms of soil from the top 30 MM layer of a specimen
and determine the water content in accordance with IS: 2720 ( part 4 ) 1973.
Examine the specimen carefully after the test is completed for the presence of any
oversized soil particle, which are likely to affect the result if they happen to be located
directly below the penetration plunger.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 23
Plot the load penetration curve in natural a scale, load on Y-axis and
If the curve is uniformly convex upwards although the initial portion of the curve may
be concave upwards due to surface irregularities may correction by drawing a tangent to
the upper curve at the point of contra flexure as below.
Take the intersection point of tangent and the X axis as an origin.
Calculate the CBR value for penetration of 2.50 MM and 5.00 MM.
Corresponding to the penetration value at which CBR is to be desired, take the
corrected load value from the load penetration curve and calculate the CBR from the
equation,
Where PT - corrected unit test load corresponding to chosen penetration from Load
penetration curve.
PS - total a standard load for the same depth of penetration, which can be taken from the
table below.
CF - proving a ring correction factor.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 24
2.50
70
1370
5.00
105
2055
7.50
134
2630
10.00
162
3180
12.50
183
3600
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 25
REPORT:-
PRECAUTIONS:-
Clean the holes of base plate and that of perforated disc thoroughly.
Aligns the surcharge weight with the plunger so that the plunger penetrate freely into the
soil.
II.
IMPACT TEST
INTRODUCTION:Toughness is the property of material to resist impact due to traffic
load, the road stone are subjected to the pounding action and impact and there is possibility
of stone breaking into a smaller pieces. The road stone should therefore be tough enough to
resist fracture under the impacts test designed to evaluate the toughness of the stones i.e.,
the resistance of fracture under repeated impact may be called an impact test for road stones.
OBJECT:
To determine the toughness of road stone material by impact test.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 26
APPARATUS:-
PROCEDURE:-
The test sample consist of aggregates passing through 12.5 MM sieve and retained on 10 MM
sieve and dried in an oven for four hour at the temperature of 100C to 110C and cooled. Test
aggregate are filled up to about one third full in the St cylindrical measure and tamped 25 times
with the rounded of the tamping rod. Further quality of aggregate is then added up to 2/3 full in
the cylinder and 25 stocks of tamping rod are given. The measure is now filled with the
aggregate to overflow, tamped 25 times. The surplus aggregate are struck off using the tamping
rod as a straight edge. The net weight of aggregate in the measure is determined to the nearest
gram and this weight of aggregate is used for carrying out duplicate test on the same material.
The impact machine is placed with its bottom plate flat on the floor so that the hammer guide
columns and vertical. The cup is fixed firmly in position on the base of the machine and the
whole of the test sample from the cylindrical measure is transferred to the cup and compacted
by tamping with 25 strokes.
The hammer is raised until its lower face is 380 MM above the upper surface of the aggregate
in the cup, and allow it to fall freely on the aggregate. The test sample is subjected to a total 15
blows, each being delivered at an interval of not less than one second. The crusted aggregate is
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 27
then removed from the cup and the whole of it sieved on the 2.36 MM sieve until no further
significant amount passes. The fraction passing the sieve is weighed accurate to 1.0 gm. The
fraction retained on the sieve is added it should not be less the original weight of the specimen
by more than 1 g, if the total weight is less than the original by over 1 g the results should be
discarded and fresh test made.
CALCULATIOS:-
The aggregate impact value is expressed as percentage the fine formed in term of the total
weight of the sample.
Weight of aggregate sample in the cylindrical measure, W1 = 325 gm.
Weight of crushed aggregate after passing through 2.36 mm sieve W2 = 70 gm.
Aggregate impact value = W2/W1 100
=70/325 100
= 21.53 %
Where, W1 = original weight of sample.
W2 = weight of fraction passing 2.36 MM IS sieve.
LIMITS:Impact value
Surface strength
exceptionally strong
10 to 20%
as strong
20 to 30%
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 28
III.
The principal mechanical property in the road stones are Q satisfactory resistance to crushing
under the roller during construction and adequate resistance to surface of abrasion under traffic.
also surface a stress under rigid tyre rims of havlely loaded animal, drawn vehicle are high
enough to consider the crushing strength of road stones may be determined either on aggregates
are all cylindrical is specimen cut out of rocks. These two test are quite different in not only the
approach but also in the expression of I results.
Aggregate used in road construction, should be a strong enough to resist crushing under traffic
wheel thought load if aggregates are weak, the stability of the pavement structure is likely to be
adversely affected.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 29
The strengths of coarse aggregate is assessed by aggregate crushing test. The aggregate
crushing value provider.
A relative measure of resistance to crushing under a gradually applied compressive load.to
achieve a high quality of pavement, aggregate possessing low aggregate crushing value should
be preferred.
APPARATUS:-
The apparatus for the standard aggregate crushing test consist of following:
1) Steel cylindrical with open ends, and internal diameter 25.2 cm, a square base plate
plunger having a piston of diameter - with a hole provided across the stem of the plunger.
A rod could be inserted for lifting or placing the plunger in the cylinder.
2) Cylindrical measure having internal diameter of 0.5 cm and height 18 cm.
3) Steel temping load with one rounded end, having a diameter of 1 cm and length 45 to 60
cm.
4) Balance of capacity - KG with accuracy up to 1 g.
5) Compression testing machine capable of applying load of 40 tons, at uniform rate of
loading of four tons per minute.
PROCEDURE:-
The aggregate passing 12.5mm IS sieve and retained on 10 MM IS sieve selected for a
standard test.
The aggregate should be in surface dry condition before testing. The aggregate may be
dried by heating a temperature 100 C to 110C for a period of four hour and is tested after
being cooled to room temperature.
The cylindrical measure is filled by the test sample of aggregate in three layers of
approximately equal depth each layer being tamped 25 times by the rounded end of the
tamping rod. After the third layer is tamped .the aggregate at the top of the cylindrical
measure is a level off by using the tamping rod as a straight edge. About of aggregate is
required for preparing two test samples. The test sample thus taken is then weighed. The
amount weight of sample is taken in the repeat test.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 30
The cylinder of the test apparatus is placed in position on the base plate; one Thired of the
test sample is placed in the cylinder and tamped 25 times by the tamping rod. Similarly, the
other two part of the test specimen are added, each layer being subjected to 25 blows. The
total depth of the matter is; in the cylinder after attempting shall however be The surface
of the aggregate is labelled and the plunger inserted so that it rests on this surface in the
level position. This cylinder with the test Sample and plunger in the position is placed on
compression testing machine. Load is then applied through the plunger at the uniform rate
of 4 tons per minute until the total load is 40 tons and then the load is released.
Aggregate including the crushed portion are removed from the cylinder and sieved on a
2.36 MM IS sieve. The material which passes this sieves is collected.
The above crushing test is repeated on second sample of the same weight in accordance
with above test.
CALCULATIONS:-
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 31
= 22%
RESULTS:-
IV.
PENETRATION TEST:
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 32
APPARATUS:-
Standard Penetrometer
PROCEDURE:
The bitumen is heated to a pouring consistency, about 75C to 100C. above the
temperature at which bitumen softens.
The sample material is thoroughly stirred to make it homogeneous and free from air
bubbles and water.
The sample is then poured into the containers of 35mm depth.
The sample is then placed on transfer tray and cooled in atmosphere at temperature
between 15-30c for 60-90 minutes.
The sample is then placed in controlled water bath at a temperature of 25c for a period
of 60-90 minutes.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 33
TEST-1
TEST-2
TEST-3
Initial
155
240
290
Final
260
295
345
Penetration Value
10.5
5.5
5.5
RESULTS:The difference between the initial and final penetration readings is taken as the
penetration value.
V.
INTRODUCTION:-
The principal of Los Angeles abrasion test is to find the percentage wear due to relative rubbing
action aggregate and steel ball used as abrasive charge the pounding action of these balls also
exists while conducting the test some investigator believes that this test to be more dependable
on rubbing and pounding action simulate the filled condition where both abrasion and impact
occur. Los Angeles abrasion test has been standardised by the ASTM, AAHO and also by the
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 34
ISI. A standard specification of Los Angeles abrasion value is also available for various type of
pavement construction.
APPARATUS:-
The apparatus consist of hollow steel cylinder, enclose at both ends having are inside diameter
70 cm and inside length of 50 cm maintained and stuff about which it rotate on a horizontal
axis. An opening is provided in such a way that when closed and fixed bolt and nut. It is dusttight and the interior surface is preferably cylindrical. A removable steel shelf projecting
radially 8- 8 cm into the cylinder into the cylinder rigidly parallel to the axis. The self is fixed
at a distance of 125 cm from the opening measured along the circumference in the direction of
rotation. Abrasive charge consisting of cast iron sphere approximately 4.8 cm in the diameter
and 390 to 445 g in weight are used. The weight of sphere used as the abrasive charge and the
number of sphere to be used are a specified depending upon the grading of the aggregate tested.
The aggregate grading has been standardised as a, B, C, D, E, F, and G for this test and the IS a
specification for the grading and the abrasive charge to be used are in the given table IS sieve
with 1.70 MM opening is used for separating the finer after the abrasion test.
PROCEDURE:Clean aggregate dried in an oven at 105C to 110C to constant weight. Confirming to anyone
of the grading as to go as per table is used for the test. The grading or gradation used in the
test should be nearest to the grading to be used in the construction. Aggregate weighing five
KG for grading a, B, C, D and 10 KG for grading E, F, or G may be taken as test a specimen
and placed in the cylinder. The abrasive charge is also chosen in accordance with the table.
Depending upon the grading of the aggregate and placed in the cylinder of machine. The
cover is then fixed in dust tight. The machine is rotated of speed of 32 t 33 roll per minute.
The machine rotated Fe 500 revolution for grading a, B, C, and d and for grading E, F, and G
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 35
it shall rotated Fe 1000 revolution. The machine should be balanced and delivering in such a
way as to maintain uniform speed
After the desired number of revolution the machine is stopped and the material is discharge
from the machine taking care to take net entire stone dust. Using the sieve of size larger than
1.70 MM IS sieve the material is first separated into the two part, and the finer portion take
net and see further on A 1.7 MM IS sieve. The portion of material coarser than 1.7 MM size
washed and dried in an oven at 105C to 110C to constant weight and weighed correct to 1 g.
CALCULATION:The difference between the original and final weight of Sample expressed as a percentage of
original weight of the sample is reported as the percentage wear.
Sample number
Weight
5000 g
3935 g
1065 g
RESULT:The result of the Los Angeles abrasion test is expressed as percentage WEAR and the average
value of two test may be adopted as the Los Angeles abrasion value. The abrasion value of
given aggregate sample is 21.3%
VI.
INTRODUCTION:-
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 36
THEORY:-
Bituminous material leave out volatiles at high temperatures depending upon their grade. These
volatile vapours catch fire causing a flash. The flash point is the lowest temperature at which
flash occurs due to ignition of volatile vapours when a small flame is brought in contact with
the vapours of a bituminous product, gradually heated under standardised condition. When
bituminous material is further heated to a higher temperature, the material itself catches and
continues to burn; the lowest temperature causing this is the fire point. Fire point is always
higher than flash point. The flash point of a material is the lowest temperature at which vapour
of a substance momentarily take fire in the form of flash.
The fire point is the lowest temperature at which the material gets ignited and burns under
specific conditions of test.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 37
PROCEDURE:-
All parts of cup are cleaned and dried thoroughly. Material is filled into cup upto filling mark.
Lid is placed to close the cup in a closed system. All accessories including thermometer of
specified range are suitably fixed. Bitumen sample is then heated. Stirring is done at regular
intervals. The test flame is lit and applied at intervals depending upon expected flash and fire
point. First application is made at about 17C below actual flash point and then at every 1C.
Stirring is discontinued during the application of the test flame.
RESULT:-
RECOMMENDED VALUES:-
The minimum value of flash point by Pensky Martens closed type apparatus is 175C for all
grades of bitumen.
VII.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 38
substance attains particular degree of softening. As per IS: 334-1982, it is the temperature in C
at which a standard ball passes through a sample of bitumen in a mould and falls through a
height of 2.5 cm, when heated under water or glycerine at specified conditions of test. The
binder should have sufficient fluidity before its applications in road uses. The determination of
softening point helps to know the temperature up to which a bituminous binder should be
heated for various road use applications. Softening point is determined by ring and ball
apparatus.
APPARATUS:-
(b) Brass rings-two numbers each having depth of 6.4 mm. The inside diameter at bottom and
top is 15.9mm and 17.5 mm respectively.
(c) Ball guides to guide the movement of steel balls centrally.
(d) Support -that can hold rings in position and also allows for suspension of a thermometer.
The distance between the bottom of the rings and the top surface of the bottom plate of the
support is 25mm.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 39
(ii) Bathheat resistant glass beaker not less than 85 mm in diameter &1220mm deep.
(iii) Stirrer
PROCEDURE:-
(i) Preparation of test sample: Heat the material to a temperature between 75-100 C above its
softening point; stir until, it is completely fluid and free from air bubbles and water. If
necessary, filter it through IS sieve 30. Place the rings previously heated to a temperature
approximating to that of the molten material, on a metal plate which has been coated with a
mixture of equal parts of glycerine and dextrin. After cooling for 30 minutes in air, level the
material in the ring by removing the excess material with a warmed, sharp knife.
(ii) Assemble the apparatus with the rings; thermometer and ball guides in position
(iii) Fill the bath with distilled water to a height of 50mm above the upper surface of the rings.
The starting temperature should be 5 C.
Note: Use glycerine in place of water if the softening point is expected to be above 80 C; the
starting temperature may be kept 35 C.
(iv) Apply heat to the bath and stir the liquid so that the temperature rises at a uniform rate of 5
0.5 C per minute.
(v) As the temperature increases the bituminous material softens and the balls sink through the
rings carrying a portion of the material with it.
(vi) Note the temperature when any of the steel balls with bituminous coating touches the
bottom plate.
(vii) Record the temperature when the second ball touches the bottom plate.
The average of the two readings to the nearest 0.5C is reported as softening point.
PRECAUTIONS:-
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 40
46.4 C
of the thermometer should be at about the same level as the rings.
OBSERVATIONS:-
RESULT:-
2
45.8 C
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 41
PROPERTIES
FLEXIBLE
DESIGN PRINCIPLE
NORMAL LOADING
EXCESSIVE LOADING
Local depression
Causes cracks
STRESS
Transmits
vertical
and
compressive stresses to the
lower layer
Constructed in number of
layers
No stress is produced
tensile
stress
temperature increases
MATERIAL
FLEXURAL STRENGTH
DESIGN PRACTICE
THE TEMPERATURE
REGID
and
FORCE OF FRICTION
6. ROLE OF STABILISATION
Pavement materials include a combination of coarse and fine aggregate with a proportion of a
smaller clay/silt -sized particles. The objective is to ensure a final grading matrix that will allow
maximum compaction of the product with the least void present. This is to achieve a solid layer
that is in part impervious to water infiltration. Pavement materials can be used in different
layers of the pavement and requirement of such a layers will be determined by applied load and
payment compaction selected by designer.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 42
For the pavement containing mechan1ically stabilised materials and/or modified materials, the
limiting design criteria is the vertical strain at the top of the subgrade. For a stabilised and
higher binder content materials, the vertical strain at the top of subgrade is not only design
criteria as the fatigue life of cemented material must also be considered. The fatigue life of
cemented material is usually the governing criterion.
High-performance quarried materials will likely be obtained from the nearest possible source in
order to minimise transport costs. Often, however, imported material may not be sufficiently
strong payment design requirements. in such cases, the solution is found in the design of either
stronger payment layers or a reduction in the stresses requirement for the layer.one of the most
cost effective ways to make the pavement stronger is to modify or a stabilised the pavement
material.as an alternative, it is possible to reduce the stress requirement by the stiffening for
foundation. Again, this can be done by either modifying are stabilising the foundation
LIME STABILISATION
Lime stabilisation or modification is used in the road construction to improve the quality of
existing material within the construction project. Lime is an effective addictive for plastic soil,
improving both workability and a strength. Lime stabilisation can be used to:
CEMENTITIOUS STABILISATION
When stabilising the cement, the working time of the resultant material can be critical. The time
available to deliver, incorporate and compact a pavement layer needs to be understood before
project commencement. With cement as the only binder, the time for performing placement and
compaction process is limited to approximately two-hour from the incorporate of the cement
into the moistened payment materials. No rework time is normal provided for. This can be
create a demanding schedule with little opportunity for error management on the site.
Cement as the only binder is not often used due to working time restrictions. In
addition, higher shrinkage rates can result in an increased cracking tendency. Addition of FA to
the binder extends the working life of the stabilised material, allows more time placement in
compaction of the material and mitigates risks typically associated with a single cement binder.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 43
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 44
ground. Flexible payments are design in such a way that the load transmitted to the subgrade
does not exceed its bearing capacity. Consequently, the thickness of the layer would vary with
CBR of soil and it would affect the cost of pavement.
The thickness design of flexible payment also varies with the amount of traffic. The range of
variation in volume at a different highways has direct effect on the repetitions of traffic loads.
The damaging effect of different axle loads is also different. The Indian Road Congress method
of flexible pavement design uses the concept of ESAL for the purpose of flexible pavement
design and the same has been used in this study also.
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 45
F.M Hakeem and R.M.carmany in 1948 provided design method based on stabilometer R-value
and Cohesimeter computer value. Based on performance data it was estabilised by Hveem and
Car many that payments thickness varies directly with R value and logarithm of load
repetitions. It varies inversely with fifth root of computer value. The expression for pavement
thickness is given by the empirical equation.
T = K (TI) (90-R)/C1/5
Here K = total thickness of pavement in centimetre.
TI = numerical constant = 0.166.
R = stabilometer resistance value.
C = Cohesiometer value
The annual value of the equivalent wheel load (EWL) here is the accumulated some of the
products of constant and the number of axle loads. The various constant for the different
number of the axles in group are given below:-
Number of axles
330
1070
2460
4620
3040
DATA
K = 0.166, TI = 9.66, R = 44, C = 61
Pavement thickness is given by the empirical equation:T = K (TI) (90-R)/C1/5
CALCULATION
TI = 1.35(EWL) 0.11
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 46
TI = 1.35(32729750)0.11
TI = 9.66
T = K (TI) (90-RC)/C1/5
T = 0.166(9.66) (90-44)611/5
T = 730 mm
So pavement thickness = 730 mm
Thickness of surface course = 35 mm
Thickness of DBM = 145 mm
Thickness of base course = 210 mm
Thickness of sub base = 340 mm
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 47
CONCLUSION
From this report on payment it is observed that flexible payment are the most economical for
lesser of volume of traffic. The life of flexible payment is near about 15 years whose initial cost
is low needs a periodic maintenance after a certain period and maintenance costs are high. The
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 48
life of rigid payment is much more than flexible pavement of about 40 years approx. 2.5 times
life of flexible payment whose initial cost is much more than flexible payment but maintenance
cost is very less.
The pavement is designed as flexible pavement upon a black cotton soil subgrade, the CBR
method as per IRC 37-2001 is most appropriate method than other methods.
The pavement is designed as a flexible method from which each method is design on the basis
of their design thickness from which each method has different cost analysis of a section, from
which CBR as per IRC is most appropriate in term of cost analysis.
The pavement is designed as a rigid pavement, the method suggested by IRC is more suitable.
BIBLIOGRAPHY
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 49
__________________________________________________________________
DESIGN OF ROAD PAVEMENT
Page | 50