Pavement And Its Composition

Unit -3

Presented by
K.Sandhiya
Assistant professor
Civil engineering
 Why Pavement?
• To allow the wheel loads with least possible
rolling resistance
• To enable fast moving vehicles to move safely
and comfortably at design speeds
• An earth road cannot fulfill above
requirements because-
– At high moisture contents, the soil becomes weak,
soft, and yields under heavy loads
– Undulations and unevenness causes vertical
oscillations and increases VOC.
• Hence, a pavement consisting of various layers
is constructed 2
 Types of Pavements
• Based on structural behaviour pavements are
usually classified as
– Flexible Pavement
– Rigid Pavement

3
Composition of Pavement
4
Mumbai Pune Expressway
5
 Comparison of Flexible and Rigid
Pavements
Points
Structural action and
Behaviour
Nature of stresses
Composition of Crust
Behaviour in terms of
deformation of any layer
Stress Transfer to Lower Layers Grain to Grain transfer
Pattern of Stress Transfer to
lower layer
Parameters inducing Stresses
Flexible Pavements Rigid Pavements
Flexible Rigid
Compressive stresses are Flexural stresses are
predominant predominant
Refer Fig Refer Fig
Deformation of lower layer Does not get deformed owing
gets reflected to surface of the to rigidity in structural action
layer owing to flexibility in
structural action
No grain to grain transfer
through points of contact in
granular structure
Wheel Load Wheel Load, Temperature
6
Variations
 Points Flexible Pavements Rigid Pavements

Design Precision Involves more use of empirical Involves much more precise
methods, now-a-days structural analysis because the
computer aided analysis is flexural strength of concrete is
used main basis for design

Life 10-20 years 40 years

Maintenance Need great inputs and Needs very little maintenance

maintenance, sealing cracks, in respect of joints
filling potholes, resurfacing,
resealing are done frequently

Glare and Night Visibility Black bituminous pavements They cause glare under
are free from this defect but sunlight
they need more street lighting

Initial Cost Lesser More cost is involved initially

Overall Economy on a life cycle Less economical than rigid More Economical
basis 7
Load Distribution Pattern
8
 Comparison of Highway and Airport Pavements
Points Highway Pavements
No. of load repetitions 100-2000 vehicles/day on a busy
highway
Gross Weight Normal weight of laden
trucks(except military and other
special vehicles) is around 10
tons
Tyre Pressure Around 6kg/cm2
Thickness of a given Thicker due to higher repetition
Pavement for a given of loads
wheel load and tyre
pressure
Width of Pavement Total width depend upon
number of lanes, generally 3.5m
per lane
Failure of Rigid Type Usually fails in pumping distress
Pavements if situated on clayey subgrades
Failure of Flexible type Distress at pavement edges
Airport Pavements
500-25000 repetitions of load
during entire design life of the
airport pavement
Weight of present day aircraft is 350
tons
Around 28kg/cm2
Less thicker due to less repetition of
loads
Airport runway requires lot of width
from 22.5m to 45m
No such phenomenon is noticed for
rigid airport pavements on same
type of soil
9
Distress towards center
 Components of Flexible Pavements
from bottom to top
• Subgrade
• Sub-Base Course
• Base Course
• Prime Coat between Base and Binder
• Binder Course
• Tack Coat between Binder and Surface
• Surface / Wearing Course
• Seal Coat above Surface course
10
Components of Rigid Pavements from
bottom to top
• Subgrade
• Base Course
• Cement Concrete Slab

11
 Subgrade
• It is a layer of natural soil prepared to receive
the layers of pavement materials placed over
it.
• Loads are ultimately received by subgrade and
dispersed to the earth mass.
• The pressure transmitted on top of subgrade
should be within allowable limit.
• It is recommended that atleast top 50cm of
subgrade soil is well compacted under MDD-
OMC conditions.
• Various tests done on subgrade are CBR,
Triaxial, Plate Bearing Tests etc. 12
 Sub-Base and Base Course
• It is made of broken stones bound or unbound
aggregate.
• Sometimes even granular soil is used in sub-
base.
• It is desirable to use smaller sized graded
aggregates or soil aggregate mix for proper
interlocking and resistance to sink when wet.

13
 Functions of Sub-Base Layer
• To provide additional help to the base and
surface courses in distributing the loads
• To prevent intrusion of fine grained subgrade
soil into base course
• To minimize the damaging effect of frost
action
• To facilitate the drainage of free water that
might get accumulated under the pavement

14
 Functions of Base Course
• To act as a structural portion of pavement and
thus distribute loads
• To prevent intrusion of subgrade soils into
pavement (When constructed directly over
subgrade without a sub-base)

15
 Wearing Course
• Its purpose is to give a smooth riding surface that
is dense
• Resists the pressure exerted by tyres and takes up
wear and tear due to traffic
• Acts as a water tight layer against surface water
infiltration
• In flexible pavement – bituminous surfacing is
used
• In Rigid pavement cement concrete slab acts like
both, base and wearing course.
• The type of surface depends upon the availability
of materials, equipment and magnitude of
surface loads 16
Close view at the layers
17
 Prime Coat
• It is the first application of a low viscosity
bituminous material over porous or absorbent
Base Course.
• Main objective is to plug the capillary voids of
porous surface and to bond the loose mineral
particles on existing surface
• Cutbacks of suitable grades are used for prime
coat
• They are sprayed using a mechanical sprayer
at rate of 7.3 to 14.6kg/10cm2
• It is allowed to cure for atleast 24 hours and
no traffic is allowed during this period. 18
Application of Prime Coat
19
 Tack Coat
• It is application of bituminous material over
an existing pavement surface which is
relatively less impervious like
– Existing bituminous surface
– Cement concrete pavement
– WBM treated with prime coat
• It has higher viscosity than prime coat like hot
bitumen.
• It is sprayed at rate of 4.9 to 9.8 kg / 10m2
area depending on type of surface
20
Application of Tack Coat
21
 Seal Coat
• It is top coat over certain bituminous
pavements which are impervious like
premixed carpet or grouted macadam.
• It is also provided over a worn out bituminous
pavement.
• It is very thin surface treatment or a single
coat surface dressing.
• A premix sand bitumen (hot mix) seal coat is
used over premixed carpet.
• Main functions are:
– To seal surfacing against ingress of water
– To develop skid resistance structure 22
 Factors Affecting Design and
Performance of Pavement
• Rigid and Flexible (applies to both)
1. Traffic
– Gross Load and Tyre Pressure
– Properties of Subgrade and paving materials
– Repetition of loads
– Radius of Load Influence
– Speed
– Axle and Wheel Configuration

23
2. Climate
– Rainfall
– Frost Heave
– Spring Break Up
– Shrinkage and Swell
– Freeze-Thaw and wet-dry
3. Geometry
– Traffic distribution across pavement
4. Position
– Cut and Fill Sections
– Depth to water table
– Landslides and related problems
– Deep soft deposits
24
 For Rigid Pavement only
1. Climate
– Rainfall (Pumping and Blowing)
– Daily Variations of temperature
2. Construction and maintenance
– Faulty installation and maintenance of joints
– Improper levelling course
– Dry subgrade
– Dirty aggregate (bond and bending important)
– Durability of aggregate
– Poor compaction of subgrade and base

25
 For Flexible Pavement only
1. Climate
– Seasonal Variations of temperature
2. Construction and maintenance
– Poor compaction of subgrade and base
– Improper Heating of pavement materials
– Rutted base and subgrade
– Stripping

26
Joints in Cement Concrete Pavements
• Transverse Joints
– Expansion Joint
– Contraction Joint
– Warping Joint
– Construction Joint
• Longitudinal Joints

27
 Expansion Joints
• They are intended to provide space in the
pavement for expansion of slabs
• Expansion takes place when temperature of
slab rises above the value when it was laid
• They also relieve stresses caused by
contraction and warping
• They are omitted altogether in modern
practice

28
Expansion Joint
29
 Contraction Joints
• When temperature of concrete falls below
laying temperature, the slab contracts.
• This contraction can cause tensile stresses and
the slab cracks.
• If joints are provided at suitable intervals
transversely the appearance of cracks at
places other than joints can be eliminated.
• A groove also called dummy joint is popular
form of contraction joint.

30
Contraction Joint
31
 Warping Joints
• These are intended to relieve warping stresses
• They permit change hinge action but no
appreciable separation of adjacent slabs
• They can be longitudinal or transverse
• Tongue and groove longitudinal warping joint
is used.

32
 Construction Joints

• It becomes necessary when work has to be

stopped at a point where there would
otherwise be no other joint.
• It is advisable to plan a day’s work such that it
stops at contraction or expansion joint.
• Such joint should be regular in shape by
placing a cross form in position.
• The reinforcement should be continued across
the joint.
33
Construction Joints
34
 Longitudinal Joints
• When pavement width is >5m, it is necessary
to provide a longitudinal joint and construct
pavement in strips.
• These joints accommodate for warping and
uneven settlement.
• For this Tie bars are used as load transferring
devices.

35
36
 Difference between Dowel Bars & Tie
Bars
Dowel Bars Tie bars

They are load transfer devices. They are means of tying two slabs
together.

They are heavy and spaced at close They are smaller than dowel bars and
intervals to provide resistance to bending, spaced further apart.
shear and bearing on concrete.

They must be smooth and lubricated on Tie bars must be deformed or hooked and
one end to maintain freedom of must be anchored properly in concrete to
movement of slab. function properly.

37