Pavement Lecture 2

Pavement Structural Analysis
3rd Stage
Lecture 2
Lecture. Rana Amir Yousif
Highway and Transportation Engineering

Al-Mustansiriyah University
2018-2019
References:
 Nicholas J. Garber and Lester A. Hoel.”Traffic and Highway

Engineering”, Fourth Edition.
 Yoder; E. J. and M. W. Witczak, “Principles of Pavement Design”, A
Wiley- Interscience Publication, John Wiley & Sons Inc., U.S.A., 1975.
 Yaug H. Huang, “Pavement Analysis and Design”, Prentic Hall Inc.,
U.S.A., 1993.
 “AASHTO Guide for Design of Pavement Structures 1993”, AASHTO,
American Association of State Highway and Transportation Officials,
U.S.A., 1993.
 Oglesby Clarkson H., “Highway Engineering”, John Wiley & Sons Inc.,
U.S.A., 1975.
Typical layers of a flexible pavement
Typical layers of a conventional flexible pavement includes seal coat, surface
course, tack coat, binder course, prime coat, base course, sub-base course,
compacted sub-grade, and natural sub-grade
Seal Coat: Seal coat is a thin surface treatment used to water-proof the
surface and to provide skid resistance.
Tack Coat: Tack coat is a very light application of asphalt, usually asphalt
emulsion diluted with water. It provides proper bonding between two layer of
binder course and must be thin, uniformly cover the entire surface, and set
very fast.
Prime Coat: Prime coat is an application of low viscous cutback bitumen to
an absorbent surface like granular bases on which binder layer is placed. It
provides bonding between two layers. Unlike tack coat, prime coat penetrates
into the layer below, plugs the voids, and forms a water tight surface.
Surface course: is the layer directly in contact with traffic loads and
generally contains superior quality materials.
They are usually constructed with dense graded asphalt concrete (AC). The
functions and requirements of this layer are:
 It provides characteristics such as friction, smoothness, drainage, etc. Also
it will prevent the entrance of excessive quantities of surface water into the
underlying base, sub-base and sub-grade,
 It must be tough to resist the distortion under traffic and provide a smooth
and skid- resistant riding surface,

 It must be water proof to protect the entire base and sub-grade from the
weakening effect of water.

Binder course
This layer provides the bulk of the asphalt concrete structure. Its chief
purpose is to distribute load to the base course the binder course generally
consists of aggregates having less asphalt and doesn't require quality as high
as the surface course, so replacing a part of the surface course by the binder
course results in more economical design.
Base course
The base course is the layer of material immediately beneath the surface of
binder course and it provides additional load distribution and contributes to
the sub-surface drainage It may be composed of crushed stone, crushed slag,
and other untreated or stabilized materials.
Sub-Base course
The sub-base course is the layer of material beneath the base course and the
primary functions 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 more fines can
serve as a filler between sub-grade and the base course A sub-base course is
not always needed or used. For example, a pavement constructed over a high
quality, stiff sub-grade may not need the additional features offered by a sub-
base course. In such situations, sub-base course may not be provided.
Sub-grade
The top soil or sub-grade is a layer of natural soil prepared to receive the
stresses from the layers above. It is essential that at no time soil sub-grade is
overstressed. It should be compacted to the desirable density, near the
optimum moisture content.
Failure of flexible pavements
The major flexible pavement failures are fatigue cracking, rutting, and
thermal cracking. The fatigue cracking of flexible pavement is due to
horizontal tensile strain at the bottom of the asphaltic concrete. The failure
criterion relates allowable number of loadrepetitions to tensile strain and this
relation can be determined in the laboratory fatigue test on asphaltic concrete
specimens. Rutting occurs only on flexible pavements as indicated by
permanent deformation or rut depth along wheel load path. Two design
methods have been used to control rutting: one to limit the vertical
compressive strain on the top of subgrade and other to limit rutting to a
tolerable amount (12 mm normally). Thermal cracking includes both low-
temperature cracking and thermal fatigue cracking.
1.2 Rigid Pavements:
A rigid pavement is constructed from cement concrete or reinforced concrete
slabs. Grouted concrete roads are in the category of semi-rigid pavements.
Figure 1.4 shows a typical cross section for rigid pavements. In contrast to
flexible pavements, rigid pavements are placed either directly on the prepared
subgrade or on a single layer of granular or stabilized material. Because there
is only one layer of material under the concrete and above the subgrade,
some call it a base course, others a subbase.
Figure 1.4: Typical cross section of a

rigid pavement (1 in. = 25.4 mm).

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Pavement Structural Analysis

Lecture. Rana Amir Yousif

Highway and Transportation Engineering

 Nicholas J. Garber and Lester A. Hoel.”Traffic and Highway

and skid- resistant riding surface,

weakening effect of water.

Figure 1.4: Typical cross section of a

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