Unit 8: Road Pavement: (6 Hours)

8.1. Definition and types.

8.2. Difference between flexible and rigid pavements.
8.3. Factors controlling pavement design.
8.4. Flexible pavement design methods (CBR method, Road Note 31 method,
Nepalese guidelines, IRC Method, AI method).

8.1. Definition and types.

Pavement: A layered structure supported by soil subgrade to form the carriageway of a road is
called road pavement.
Purpose of road pavement:
 To carry heavy loads of vehicular traffic and to distribute the same over the larger area
underlying subgrade soil.
 To prevent the subgrade soil from bad effect.
 To prevent the subgrade soil from bad effect of weathering agencies.
 To provide a smooth riding surface.
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Types of road pavement:
It is of two types,
1. Flexible pavement or bituminous pavement or black top pavement.
2. Rigid pavement or cement concrete pavement or white surface pavement.
1. Flexible pavement:
 The road pavements which can change their shape to some extent without any rupture are
known as flexible without any rupture are known as flexible pavements.
 Any change of shape occurring in the subgrade and subsequent layers over it, is reflected
on the top surface of the pavement.
Examples: All bituminous roads, gravel roads, water bound macadam roads, wet mix macadam
roads etc.
2. Rigid pavement:
 The road pavement which can not change their shape without rupture are known as rigid
pavements.
 Any change of shape occurring in the subgrade. Any change of shape occurring in the
subgrade is not reflected by the surface of these pavements.
Examples; Cement Concrete pavement, Reinforced Cement Concrete pavements etc.
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 8.2. Difference between flexible and rigid pavements.
Flexible pavement: Rigid Pavement:
1. Deformation in the sub grade is transferred 1. Deformation in the subgrade is not transferred
to the upper layers. to subsequent layers.
2. Design is based on load distributing 2. Design is based on flexural strength or slab
characteristics of the component layers. action .
3. Have low flexural strength. 3. Have high flexural strength.
4. Load is transferred by grain to grain contact. 4. No such phenomenon of grain to grain load
5. Have low completion cost but repairing cost transfer exists.
is high. 5. Have low repairing cost but completion
6. The lifespan of flexible pavement is cost is high.
approximately 10 to 15 years. 6. The maximum lifespan of rigid pavement is
7. Surfacing cannot be laid directly on the sub approximately 20 to 30 years or more.
grade but a sub base is needed. 7. Surfacing can be directly laid on the sub
8. Poor night visibility due to the use of grade.
asphalt. 8. Good night visibility due to the use of
concrete.
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8.3. Factors controlling pavement design.
Design of pavement consist of two parts:
1. Design of the mix to be used as the material for different layers.
2. Design of the thickness of the different pavement layers.
The various factors which are considered while designing the pavement thickness are given below.
a) Design Wheel Load
b) Type of sub-grade
c) Climatic conditions
d) Properties of the pavement layers
e) Environmental conditions
f) Other special conditions.
a) Design Wheel Load:
Design wheel load is the main factor which decides the thickness of the pavement. Of course higher
the design wheel load larger will be the pavement thickness. There are other factors related with the
design wheel load.
Total Design wheel load, Magnitude of contact pressure, repetition of load and dynamics of load is
analyzed. Total thickness is governed by the total design wheel load and the quality of the surface
material is governed by the magnitude of the contact pressure. 4
b) Type of Subgrade : Er: Moti Ram Chaudhary

Subgrade quality is determined by various tests such as CBR test, Tri-axial test, plate load test etc. When
this possess high strength the thickness required will be less and vice verse.
c) Climatic conditions:
Amount of rainfall and subsequently the moisture affects the moisture in the sub-grade. The daily and
seasonal variation of the temperature also affect the design of flexible and rigid pavements.
If freezing occurs in the winter then there are chances of frost action on the subgrade soil and so this
should be considered while the design of the pavement.
d) Properties of the pavement layers:
Performance of the pavement layers depends on the properties of the materials used in the layers. The
fatigue and their performance under the adverse environmental conditions should be tested
beforehand and should be given due considerations.
e) Environmental Conditions:
Environmental factors such as, height of the embankment, foundation details, depth of cutting and the
level of the water table affects the design of pavements. Variation in temperature daily or seasonal
induces the warping stresses in case of rigid pavements.
• In case of semi-rigid pavement materials, the formation of the hair cracks, their propagation has to
studied before arriving at a specific method of design of the semi-rigid pavement. 5
8.4. Flexible pavement design methods:
1. CBR Method:
Based on the extensive CBR test data collected on pavement which behaved satisfactorily and those
failed, an empirical design chart was developed correlating the CBR value and the pavement
thickness. The basis of design chart is that a material with a given CBR required a certain thickness of
pavement layer as a cover.
Studies carried out by US Corps of engineers have shown that there exists a relationship between
pavement thickness, wheel load, tyre pressure and CBR value within a range of 10 to 12 percent.
Therefore, it is possible to extend the CBR design curves for various loading conditions using the
equation:

Where, t = pavement thickness in cm

P = Wheel load in Kg
CBR = California Bearing ratio in percent
p = tyre pressure in Kg/cm² A = Area of contact in cm²
Note: This formula is only applicable when the CBR value of sub grade soil is less than 12%.
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IRC Recommendation (IRC – 37 - 2070) :
Procedure:-
• Estimate the design traffic:

A = P (𝟏 + 𝒓)(𝒏+𝒙)
Where,
A = number of heavy vehicles per day for design (laden weight >3 tones).
P = number of heavy vehicles per day least count.
r = annual rate of increase of heavy vehicles.
n = number of years between the last count and the year of completion of construction.
y = design years, 10 to 15 years considered.

• The suitable design curves should be chosen from the table given in the design chart according
to design traffic.
• Thus the total thickness of flexible pavement needed to cover the subgrade of the known CBR
value is obtained.
• The thickness of construction over the sub-base could be obtained from the design chart
knowing the CBR value of the sub-base.
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 Thickness of sub base course = total thickness – thickness over the sub base
• In a similar way, the thickness of the base course and wearing course is found with the help of
corresponding CBR value.
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Second Revision IRC guidelines (IRC 37 – 2001):
The Indian Roads Congress have recently brought out a revised version, the features of this
document are:
• Design based on the design catalogue.
• The flexible pavement has been designed as a four-layer structure.
• The catalogues cover soils having CBR values in the range of 2-10%.
• Traffic up to 150 million standard axles (msa) has been considered.
• The damaging effect of axle loads can be taken from the table.
• Separate figures for the thickness for loads upto 10 msa (million standard axles) and 10~150 msa.
• The design catalogues are given separately for each CBR.

Procedure:-
 Estimate the design traffic:
The design traffic, in terms of the cumulative number of standard axles to be carried during the
design period of the road, should be estimated using equation.

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 Where,
NDes = cumulative number of standard axles to be catered for during the design period of ‘n’ years.
in terms of million standards axle (msa)
A = Initial traffic (commercial vehicles per day) in the year of completion of construction.

= Initial standard number of axles A = P (𝟏 + 𝒓)(𝒏+𝒙) in terms of CVPD.

D = Lateral distribution factor (LDF).
For Single carriage way (Undivided Road) Double carriage way (Divided Roads)
a) Single lane. D=1 a) Double lane D = 0.75 N1 or 0.75 N2 which
b) Double lane D = 0.75 ever is greater is taken.
c) Four Lane D = 0.4 b) Three lane D = 0.6
c) Four lane D = 0.45
F = Vehicle damage factor (VDF) is a multiplier to convert the given number of commercial vehicles
(laden weight >3 tones) having different axle configurations and different axle weights into an
equivalent number of standard axle load (80 kN single axle with dual wheels) repetitions.
For converting one repetition of a particular type of axle carrying a specific axle load into equivalent
repetitions of 80 kN single axle with dual wheel, equations 4.1 to 4.4 may be used.
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For the analysis of the axle load spectrum and for calculation of VDFs, the axle load
data may be classified into multiple classes with class intervals of 10 kN, 20 kN and
30 kN for single, tandem and tridem axles respectively.

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 Er: Moti Ram Chaudhary
n = design period, in years.(10 – 15).
r = annual growth rate of commercial vehicles in decimal.

Example1. Design the pavement for construction of a new bypass with the following data:
 Two lane carriage way.
 Initial traffic in the year of completion of construction = 400 CVPD (sum of both directions).
 Traffic growth rate = 7.5 %.
 Design life = 15 years
 Vehicle damage factor based on axle load survey = 2.5 standard axle per commercial vehicle.
Design CBR of subgrade soil = 4%.
Solution,
Distribution factor = 0.75

Total pavement thickness for CBR 4% and traffic 7.2 msa from IRC:37 2001 chart1 = 660 mm
Pavement composition can be obtained by interpolation from Pavement Design Catalogue (IRC:37 - 2001).
• Bituminous surfacing = 25 mm SDBC + 70 mm DBM
• Road-base = 250 mm WBM
• Sub-base = 315 mm granular material. 12
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Road Note-31 method:
Road note-31 method is based on structural catalogues. The cells of the catalogue are
defined by ranges of traffic and subgrade strength. It is important that the surfacing
material should be flexible and the granular road base should be of the highest quality,
preferably GB1. In traffic classes T6, T7, T8 are only granular road base of type GB1
or GB2 should be used, GB3 is acceptable in the lower traffic classes.
There are three main steps to be followed in designing a new road pavement, they are:
 Estimating the amount of traffic and the cumulative number of equivalent standard
axles that will use the road over the selected design life.
 Assessing the strength of the subgrade soil over which the road is to be built.
 Selecting the most economical combination of pavement materials and layer
thicknesses that will provide satisfactory service over the design life of the
pavement (It is usually necessary to assume that an appropriate level of
maintenance is also carried out).

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Example1. In a certain section of single lane road, it is intended to construct the road
pavement. The traffic survey shown that the road caters present ADT of 132 cv/day. The
annual growth rate of traffic is 7%. The pavement is to be designed for 10 years period
and expected completion period is 2 years from the last date of traffic count. The 87.5
percentile CBR value of the subgrade soil is found to be 5%. Design the pavement
section as per Road Note -31 Guideline.
Solution,
Cumulative number of standard axles at the end of design period is given by

(𝟏+𝒓)𝒏 − 𝟏 Here, by question,

Ns = 365 x A x [ ]
𝒓
P = 132 cv/day
(𝟏+𝟎.𝟎𝟕)𝟏𝟎 − 𝟏 r = 7%
Ns = 365 x 151.123 x [ ] x = 2 years
𝟎.𝟎𝟕
n = 10 years
Ns = 762132.9822 = 0.76 x 𝟏𝟎𝟔 esa = 151.123 v/d

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According to Road Note-31 Guideline,
For, Ns = 0.76 x 𝟏𝟎𝟔 esa
• Traffic Class = 𝑇3 and
For, CBR = 5%,
• Subgrade Strength Class = 𝑆3

Now, from the Design Chart 1

 Granular Sub base = 225 mm.
 Granular Road Base = 200 mm
 Surface Course = Surface Dressing (SD)

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Asphalt Institute Method for Flexible Pavement Design:
Design principle of AI-Method is based on the following factors:
1. Basis for design and its criteria.
2. Material characteristics.
3. Environmental considerations.
4. Design charts.
Design procedure:
 Cumulative ESAL is calculated.
 Design CBR is converted to sub-grade resilient modulus value.
MR (Mpa) = 10.3 × CBR,
MR (Psi) = 1500 × CBR
 From chart full depth of asphalt concrete defines the total thickness of all corresponding
to ESAL and MR
 Obtained full thickness of asphalt concrete is converted into the different layers (Base
and Sub-base) of other materials with given modulus of elasticity using the ratio.
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 𝑻𝟏
𝑻𝟐
= [ ]
𝑬𝟐
𝑬𝟏
Here,
T1 and T2 = Thicknesses of layer 1 and 2.
E1 and E2 = Modulus of elasticity of layer 1 and 2.

 Minimum thickness of base course = 100 mm

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Example.1. Design the flexible pavement (Asphalt institute method) from following
data of stretch of existing two lane road.

i) Base traffic of 80 KN equivalent single axle load (ESAL) = 3 x 10³ ESAL per day
ii) Design period = 15 yars.
iii) Construction period : 1 year
iv) Traffic growth rate = 6 %
v) 87th percentile CBR sub-grade = 5 %
vi) Elastic modulus of asphalt concrete for surface course, Eac = 3000 Mpa.
vii) Elastic modulus of emulsified stabilized base, Eb = 1200 Mpa.
viii) Elastic modulus of granular sub-base, Esb = 750Mpa.
Assume required data and design using chart.
Solution,
We have,

= 3 x 10³ (1 + 0.06)¹ = 3180 EASL/day

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Design traffic,

(𝟏+𝟎.𝟎𝟔)𝟏𝟓 − 𝟏
NDes = 365 x [ ] x 0.75 x 1
𝟎.𝟎𝟔
NDes = 20.26 x 10⁶ = 2.026 x 10⁷ EASL

Resilient Modulus,

MR (Mpa) = 10.3 × CBR %,

MR (Mpa) = 10.3 × 5 = 51.5 Mpa

From the chart:
• Full depth of asphalt concrete = 410 mm.
• Assume the thickness of asphalt concrete wearing course = 75 mm.
• Remaining thickness of asphalt concrete Tac = 410 – 75 = 335 mm.

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• Equivalent thickness of base course is given by 75 mm AC wearing course

200 mm Base course

𝑻𝒃𝒄
𝑻𝒂𝒄
= [ ]𝑬𝒂𝒄
𝑬𝒃𝒄
300 mm Sub-base course

𝑻𝒃𝒄 = 335 x [ 𝟑𝟎𝟎𝟎

𝟏𝟐𝟎𝟎
] = 454.66 mm
Soil sub-grade CBR = 5%

 Minimum thickness of base course = 100 mm. so Let us assume here thickness of
base course = 200 mm
 Therefore remaining base course thickness = 454.66 – 200 = 254.66 mm
 Now equivalent thickness of sub-base course

𝑻𝒔𝒃𝒄
𝑻𝒃𝒄
= [ 𝑬𝒃𝒄
𝑬𝒔𝒃𝒄
]
𝑻𝒔𝒃𝒄 = 254.66 x [ 𝟏𝟐𝟎𝟎
𝟕𝟓𝟎
] = 297.85 mm = 300 mm (say)

Here, 𝑻𝒔𝒃𝒄 > 𝑻𝒃𝒄 i.e 300 mm > 200 mm oK

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