A DISSERTATION
By
CHAHEY RAM
1981
I
CERTIF ICATE
1
(A:K.Mahendru)
Lecturer
fS,K.Khanre)0,7,
Prof.and Head X981
Civil Engineering Department Civil Engineering Department
University of Roorkee University of Roorke e
Roo rke e Roorkee
ABSTRACT
ACKTTOJLEDGEMENT
Abstr act
Certificate I
Acknowledgement IT
Contents III-DT
List of Tables V
List of Figures VI
CHAPTER
1. Introduction 1-6
1.1 Need and Importance
1.2 Review of Different Methods for
Pavement Evaluation
1.3 State of It
2. Pavement Failure Mechanics 7-21
2.1 Primary Cause of Pavement Distress
and Failure
2.2 Different Types of Pavement Failures
2.3 Pavement Performance .Levels and Pavement -
Deformation
3. Evaluation of Existing Pavements 22-53
3.1 Objective and Scope
3.2 Functional Evaluation
3.3 Mechanistic and General Evaluation
3.4 Techniques of Pavement Evaluation
3.4.1 Pavement F°veluation by Conducting
a Series of Destructive Tests
3.4.2 Pavement Evaluation by Measuring
T^ansient Deflection
3.4.3 Static Deflection Devices
3.4.4 Dynamic Deflection Devices
3.4.5 VTave Propagation Te h'nique
3.4.6 Technicues Under Development
4. Various Methods of TOve_rluyt Designs 54-77
IV
I
7
CHAPTER-2
Vibration of road,
Resilience of foundation soil,
Sub-soil drainage - conditions,
Present practice of design methods,
Shoulder repair works,
Surface drainage,
Slope protection work,
Realignment
Stripping
Widening
Waviness of road
Skid resistance etc,
(i)Inadequate Stability:
Poor mix proportioning or inadequate thickness are main
reasons for lack of stability. Improper quality control during
the construction results in poor base course.
below:
(B)Surface revelling
Abrasive: disintegration of the surface by the dislodgment
(C)Pot Holes
(D)Corrugating, Shoving,Rutting
Deviation of the pavement surface from its original
cross-section can be caused due to excessive bitumen,
improper aggregate .gcadat-ionl insufficient compaction, lack
of binder, low inter-particle friction, traffic overloads.
This may result in rough surface which causes considerable
annoyance to motorists or may even develop into EL traffic
hazard. Heated planer ---an be a temporary remedy to restore
surface section. Levelling by patching, bituminous-overlay
or cutting with new -grader blades on nij uld board of grader.
A
15
Pavement
Factors
Lack of proper inter- Slippage cracks Lack of bond between
relation between layers layers
of pavement structures Surface course too
thin
Heavy traffic thrust.
Weakness in base Deep grooves Plastic deformation of
Sub-base or underlying Transverse waves base insufficient
basement soils base
Complete break Poor foundation.
through
19
SURFACE
COURSE
BASE
COURSE
SUBGRADE
LOADING
V
UNL CAD ItC -„
V
O
C
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CHAPTER -3
EVALUATION OF EXISTING PAVEMENTS
24
CHAPTER -3
EVALUATION OF EXISTING PAVEMENTS
4CCEPTABLE
(AS PRIMARY HIGHWAY) 5
VERY GOOD
YES 4
GOOD
NO 3
FAIR
UNDECIDED 2
POOR
SECTION IDENTIFICATION-RATING 1
RATER - DATE - TIME - VEHICLE VERY POOR
0
3.2.3 Drainage
It is a. measure of the ability of pavement to drain free
water. It includes measurement of cross-fall of the surface,
culvert capacities and also the estimation of -efficiency of
sub-surface drainage.
(the distance along the road) are chosen at which the deflect~-
surveyed is kept relatively short (say less than 300 m). This
C.B.R. Method
It is empirical method for designing the flexible pave-
ment using strength test of the subgrade soil. The Road
Research Laboratory, U.K. has evolved CBR Pavement thick-
ness relationship curve for the structural design of
pavements. For new roads carrying heavy and medium traffic
based on the design traffic of commercial vehicles which
might use the road after 20 years of construction, Fig.6(7).
41536.8„
Average 26 - 1597.56
34
laboratory tests.
DC _x+to-
where,
The methodology
A 5 ton truck fitted with dual tyres at the back is loaded
with bricks to give a load of 8182 kg (18,000 lbs) on the
rear axle i.e. (4091 kg) 9,000 lbs. on each pair of dual
--.-- -------..........
Si. Chainage Trans- . Deflection dial reading Rebound
No. verse . Deflection
location - - mm
of point Initial Inter- Final (after correc-
_____ mediate tion if any
40
on the rear axle on which two pivoted beams one for each
rear wheel truck of the lorry. The beams are so fixed as to
be between the front and rear wheels of the vehicle. The
deflections are measured electrically as the rear wheels move
upto the ends of the beans which during this-period are at
rest in contact with the road surface. Immediately there-
after the beam assemblies are pulled forward automatically
at approximately twice the speed of the vehicle. The beam
tips are well forward of the rear wheels the assemblies are
again brought to rest on the road surface. 'his process is
being repeated upto the end of the work(8).
During.-measurements the Lorry moves at a constant
slow speed of about 1.2 mile or 2.5 km per hour. The record-
ing system is usually fully automatic so that the collected
data could be analysed. Side by side a visual panel is also
provided. The recording equipment is placed -in the cabin of
the vehicle.
The time for taking the reading is less than one minute
therefore under normal condition on an average 10 and 15 readings
per km, the evaluation of 32 to 48 km. of road per day can be
achieved. The other advantage possessed by Road Rater in
comparison to Benkelman beam is that the reading give an idea
not ^-ply of the deformation of the surface but of the severity
of flexure as well in terms of the basin slope.
-47—
Ln 5
-C 0
U 1 5
1 5
u
/II
1 0
1 5
tf pi
22 0
u 24 0
.1_urnIlli_
'Ii
26
°28
-32 0
0 34 5
36 0
38
1
4
0
Traffic classification
No of commercial vehicles per day not exceeding
Curve
1.5 tone zmladen weight
A 0 -- 15
B 15 — 45
C 45 — 150
D 150 —=- 450
E 450 — 1500
F 1500 — 4500
G Above -- L500
C B R curves for flexible pavement design
(After the curves evolved by road research laboratory, U. K.)
FIG.G
Lr —
)TN 1000
)r Grea ter
TN 500
TN 200
TN 100
TN 50
TN 20
TN 10
rN 5
rN 2
- less
UL4U uJOu uld U 100 120 1.40
I. (—,. j
D
(a
_J
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-0 W
7 E
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177/90
[ i 1/ L LJUL1i V i,ii ivit•~ Si, C
51-
4
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i I • a JII A [~) C7 .~
.
52
7.
Surfudrig
Su59 rrid e
}' 4
i
r. b. '' Yvi
x~ a .l r'kM x. • ...
0
0M
CHAP 7BP. TV
(d)Properties of overlay
57
Values of a,b,x and n depend upon the pavement and the method
of overlay construction. Table shows the recommended values
of these factors.
Table 3- Rigid Overlay Design Factor
Agency Existing pavement condi ion
i)Corps of (1) Good condition 1.00
Engineers, (i) Initial break 0.75
ii) and PCA
(.iLi) Badly cracked 0.35
Agency Construction method ; a b n
hf = 2.5(Fhd -he )
Here,
hf = flexible overlay thickness
he = existing rigid pavement thickness
h = design thickness of rigid pavement
F = factor which depends upon modulus of subgrade
reaction, K, of the underlying layer of existing
pavement.
For calculating the thickness of bituminous overlay,
the following relationship is used
H
lib T!
hb = l . 66 (Fhd-he )
H
a
ho = 0.434 log10 D
D = d/8(2+Log N)
where,
N = number of repetitions of the load,
d = design of thickness as obtained by the modified
CBR curve
D = Actual thickness of the pavement required for
N repetitions.
67
120005 7 10 3
24000T 7 12 4
18000S 8 13 5
32000T 8 13 6
24400S 10 15 7
40000T 10 15 7
300005 12 20 11
48000T 11 18 10
A
- UO -
Deflection survey
and classification of
surface condition
Analyse deflection
data Deflection curve
Determine design for intended
overlay
dif.,ection levee
Construct overlay
o Sound pavements
e Critical pavements
OC 15
0 0
oC 1'0 0 a
M G @
O
0
20 0.5- o 0 0
O
y c~ S
Fig. 13- Tentative deflection curve for 75to 100 mm(3b4 in)
bitumen macadam surfacings on crushed -stone
bases in a Wet tropical environment
- 70-
r 15`
'22 12C Wet mix stage
E 10C Open textured
E 8C for macadam
L 7C
a)
6C Soil cement
v 50r
4 can concrete
30 Lean omposit base
_T 25 concrete ' --
` 15
Q1 10
In
4
12
I
3'
3'
_72—
2 3 4 5 6 7 8 10 20 30 40 50 70 100
h
--ml
Evolved C.B.R.
~ ` curve
n L
I t E
U) l A
3
v
U
C-
a)
._____
ii
I - •• -
6 ____i I 0
2
FIG .18
i_.I .uIHl
Cafiforria Searing ratio - percent
0
uiiui 111
• 111111
iiii
1
2
4
_______•.uiiiu 1iiuu
• 1flhii
Ijp!r __
14
lE
1E
2':
i
22
illilili
0 2L
fl
2
ki
IItl
3
3L
~~1
3(
3~
4' SIN■■t ■■
FIG. 19
100
~ 80
0 60 - 2a )P
50
40 h1 = 5a
! ::
L, 10
x
0 8
C
0 3
2 1 , E. 2' E 3 r o n stunt
E2,3 'Varying
cn 1
0 2a 4a 6c 8a
•
r5 Fig20a-Depth below surface
BC.
0 5g ?a 7
4' h 5u
0 3G fl 7 U
p 20
X 1"
° 8 Z
°i
s 6 6r
0
3
d --mac E1 , E2 , E3 Constant
U' 2-
o p E1 , E2 E3 Varying
C 1
0 2a 4a 6a 8a
IK
X }8
6 f `r
5
r I
3
C
a 2 —~- E1 , E2 , E3 Constant
0 E1 E2 , E 3 Varying
Qj
1
0 za L,a 6a 8a
~ y v
'3C
-2T
••ft-_— c E1 E2 , E3 ronstank
o.__--o EL2, 3 Varying
01 L
0 5a 1.5 a
C)-
0
L
d
C4ky
0
M
C
0
CM V
U O
L
0 0)
N
U
C
Ui C
(3
c T 't
r
CL_ Il I 1
~Lt) L,I) C M
c C7 ~'
c~ C) CD
Saq) U I) UOij)a;}a p a aa;J nS
T
3
Dense asphalt base thic'Kness. (in)
FIG .23—
ET
Single
8000lbs 22'+00lbs 32000 lbs 40000lbs
- 7, 15 18
r _
' L'
.4'
' 1 ' " -1 ' '
•• .6: :.y ____________ :". e":j
Sealing Joint
All the expansion and dumy contraction joints are
thoroughly cleaned by blowing air, with air pumps
and brushing. A standard sealing component heated to
1800+ 20C is poured. The joint made flushed with the
pavement surface by scraping all the sealing compouf13
after it has slightly hardened.
(f) Curing
When the concrete is hard enough to stand the weight
water is sprinkled on the slab at short interval.
2q days curing is made and after that the road is
cleaned by means of washing and brooning(9).
Prime Coat:
Tack coat:
This is uaually recommended when bituminous surfacing is
done on already existing black-top road or over existing
cement concrete pavement. Since in this case the base is
comparatively impervious, the quantity of binder required
may be less than the primer. However, the tack coat serves
the same functions as the primer.
e
only.