PAVEMENT DESIGN REPORT

VISVESVARAYA TECHNOLOGICAL UNIVERSITY

Jnana Sangama, Machhe, Belagavi-590018, Karnataka

REPORT ON

“TYPICAL COMPOSTION OF FLEXIBLE PAVEMENT”

In partial fulfillment of the requirement for the award of the degree of
BACHELOR OF ENGINEERING
In
CIVIL ENGINEERING

Submitted by

GROUP 2

SHIVU H A - 1DT21CV413
VAISHNAVI B R -1DT20CV025
VIKAS SANJEEV – 1DT20CV026
NAGARAJ SWAMY – 1DT20CV015

Subnitted to
DR. M K HARIKEERTHAN
Proffessor
Department of civil engineering
DSATM, BENGALURU- 560082

DAYANADA SAGAR ACADEMY OF TECHNOLOGY AND MANAGEMENT

Department of Civil Engineering
(Affiliated to Visveswaraya Technological University, Belagavi and Approved By AICTE, New Delhi)
Opp. Art of Living, Udayapura, Kanakapura Road, Bangalore-560082
CE, CSE, ECE, EEE, ISE, ME Courses Accredited by NBA, New Delhi, NAAC A+
2023-2024

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INTRODUCTION
Flexible pavement by CBR Method consists of processed materials of super imposed layers,
which are above the soil sub-grade . A highway pavement is a structure consisting of
superimposed layers of processed materials above the natural soil sub-grade, whose primary
function is to distribute the applied vehicle loads to the sub-grade. The pavement structure
should be able to provide a surface of acceptable riding quality, adequate skid resistance,
favorable light reflecting characteristics, and low noise pollution. The ultimate aim is to ensure
that the transmitted stresses due to wheel load are sufficiently reduced, so that they will not
exceed bearing capacity of the sub-grade. Two types of pavements are generally recognized as
serving this purpose, namely flexible pavements and rigid pavements. This chapter gives an
overview of pavement types, layers, and their functions, and pavement failures. Improper
pavement design leads to pavement failure, which affects the riding quality.

OBJECTIVE
➢ To provide the road which can withstand the expected traffic loading
➢ To limit the stresses induced in the subgrade by traffic to a safe level
➢ To provide the surface that can be strong on surface strength and in moisture content
➢ To provide the surface that is smooth
➢ The surface should be safe in friction and drainage
➢ Flexible pavements can take maximum load carrying capacity in the form of load
magnitude
➢ Flexible pavement is designed to protect the subgrade of road and to avoid tensile
stresses.

NECESSITY OF A PAVEMENT
An ideal pavement should satisfy the following requirements:

➢ Thickness should be sufficient for distributing the stresses of wheel load on the sub-grade
soil to a safe value.
➢ It should be strong structurally to withstand all types of stresses subjected upon it
➢ Friction coefficient must be adequate to avoid skidding of vehicles
➢ Surface to be smooth for the comfortable provision of road to the users often at high
speed
➢ Impervious surface, so that sub-grade soil is well protected
➢ It should have a design life with long period at minimum maintenance cost.

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ADVANTAGES OF FLEXIBLE PAVEMENT

➢ It provides the possibility of low cost type construction
➢ It will have a greater resistance to fluctuations of temperature. Repair works can be
conducted easily for the flexible pavement.
➢ The thickness of the road can be easily increased according to the convenience. Less
wear to the tire and less fuel consumption and smoother ride .Materials are inexpensive.
It duration time is short. Resists ice glaze formation

PAVEMENT DETAILS
Main Carriageway:

➢ Bituminous Concrete (BC) = 45mm (becomes 35mm after compaction)

➢ Dense Bituminous Macadam = 75mm (becomes 60mm after compaction)
➢ Wet Mix Macadam (WMM) = 250 mm
➢ Granular Sub-Base (GSB) = 250mm
➢ Sub-Grade (SG) = 1000mm (Gravel—500mm

FIG 01: MODEL OF TYPICAL FLEXIBLE PAVEMEMT

FUNCTIONS OF FLEXIBLE PAVEMENT

Components are Soil Sub grade, Sub-Base, Course, Base Course, and Wearing Course. Soil
sub grade is a large naturally obtained soil, provided to receive the different layers of
materials for the pavement to laid over it. Subgrade is the lower most layer which
ultimately receives the whole load of the pavement. The pressure is transmitted on the top
most layer of the subgrade and must satisfy the limit of allowance, such that there will be
no excess stress condition or any deformations beyond the limit of elasticity. It is very

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vital to compute the strength properties of the sub – grade soil. This helps in designing the
structure for a great strength with the suitable values.

Sub base is a course provided under the base course. The principle of Sub-base course is to
attain the structural support, drainage improvement, and to minimize the fine intrusion from
the sub grade in the structure of pavement. The base course is the layer of material which is
provided under the binder course and it provides additional load to the sub-surface
drainage. Base course is a mixer of crushed stone, crushed slag and other untreated
materials. Wearing course purpose is to maintain smooth riding surface. It resists the
pressure exerted by tyres and takes up wear and tear due to traffic. Wearing course act as
a water tight layer against the surface infiltration.

TYPES OF FLEXIBLE PAVEMENTS

The following types of construction have been used in flexible pavement:

• Conventional layered flexible pavement,

• Full - depth asphalt pavement, and
• Contained rock asphalt mat (CRAM).

Conventional flexible pavements are layered systems with high quality expensive materials are
placed in the top where stresses are high, and low quality cheap materials are placed in lower
layers.

Full - depth asphalt pavements are constructed by placing bituminous layers directly on the
soil sub-grade. This is more suitable when there is high traffic and local materials are not
available.

Contained rock asphalt mats are constructed by placing dense/open graded aggregate layers in
between two asphalt layers. Modified dense graded asphalt concrete is placed above the sub-
grade will significantly reduce the vertical compressive strain on soil sub-grade and protect from
surface water.

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Fig 2 - Layout of the pavement cross section

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
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,

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• 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. It's 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 load repetitions 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.

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ROAD ALIGNMENT
The position of Centre line of pavement is known as Alignment of the Road. The
disadvantages due to improper alignment are, Maintenance cost of road. Increased, Vehicle
operation cost also increased, Accident cost is increased. The requirements of Alignment is
Safe and Economical. Road alignment should be short and easy for convenient moment of
traffic. It should attain a safety to the users and must be economical. Alignment should
reduce number of turnings to reduce the road length. Once the road is aligned and
constructed, it is not easy to change the alignment due to increase in the cost of
structure. Therefore road must be levelled by conducting road survey.

ROAD CONSTRUCTION ACTIVITIES

Earth work excavation

Excavation is necessary to cut down the trench of excessive masses of earth and to prepare
a strong base for the pavement layers. Required excavations will be carried out accordance
to the directions laid down as in a manner approved by the engineers.

Excavation of the site shall mostly be made with the help of the excavators like Ex-200,
Ex-100 or other suitable plants which depends upon the stretches and quantum of the work.
Excavation shall be done up to a depth of 1m below the ground level directed by the
engineer.

Embankment Construction

The materials which are excavated will be dumped in the site at required location. The
materials has to be spread in layers of uniform thickness not excluding 200mm compacted
thickness over the entire width of the embankment and shall be graded with motor grades to
the required camber. Water content of the material must be checked. Then the material has to
be compacted with the help of vibratory roller or 8 to 10 ton of static weight. Each layer is
compacted thoroughly to the specified specifications until the layers becomes strong enough.

Sub Grade Construction

The material used for the subgrade shall be usually soil, morrum, gravel, a mixture of these
or any other approval material. Material using for the subgrade should have a sufficient
quality which in term indicates the property of the material. It should be free of logs, roots,
stumps, rubbish for any ingredients like deteriorate or affect the stability of the subgrade. The
CBR value of this particular soil is mentioned in the technical specifications of the test
results. The material shall be dumped in the site at respective location in particular layers.
Loose voids shall be and replaced with the required material.This subgrade layer is filled

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with gravel, soil, morrum or a mixture of these or any other approved materials up to a depth of
0.5m from the bottom of the trench.

Granular Sub-Base Course

GSB is a naturally obtained construction material, which is used for the construction of
road as a sub-base layer. Granular Sub-Base layer is laid just above the compacted sub-
grade layer in the road foundation.GSB consists of natural sand, crushed gravel, crushed
stone and it acts as a filter media for road or highway. Maximum particle size in GSB is
75mm, 53mm, 26.5mm. The standard grades are reffered from table 400-2 specifications.
This GSB acts as a sub-base course which provides structural support to the base course
and surface course. It mainly prevents and resists the sub grade soil to enter into the above
pavement layer. Mostly the size of the aggregates used in GSB will be 10mm, 8mm, 6mm,
and M sand.

Wet mix macadam

Wet mix macadam (WMM) is a layer laid above the GSB. This WMM is a laying method
contains of spreading and compacting of clean, crushed, well graded granular materials on
GSB layer. It is a non-bituminous base course which consists of aggregates as 70% and M
sand of 30%. Aggregate sizes used in WMM are 40mm, 20mm, 12mm, 10mm including M
sand. The amount of water absorption for aggregates used in WMM should be less than
2% This material in WMM course should be mixed up with water upto a desired water
content. Approximately the water content may be 6 percent. This layer act as a binder
material. Compaction of the aggregate should be done thoroughly by sprinkling the required
amount of water percent. The material shall be uniform and have to be free of pockets of fine
material.

Application of Prime Coat

Prime coat is an application of a low viscosity bitumen to the granular base from the preparation
of initial layer (surface course) of bitumen. The prime coat is sprayed over the wet mixed
macadam layer by using sprayer. This coat will bond the loose material particles together and
harden the base surface which in terms provide a work platform for the construction equipment.
Materials used in prime coat back bitumen or emulsified bitumen (diluted) .

Dense Bituminous Macadam Construction

Dense Bituminous Macadam (DBM) is a binder course which helps the road pavement to
withstand the maximum load of more number of commercial vehicles. Mix proportion is of
DBM mix will consists of coarse aggregate, fine aggregate and filler in required

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proportions. Proper blending of the aggregations must be made so that final graduation
will reach the satisfactory limits.

Coarse aggregates

The DBM mix should contain coarse aggregate material which retains on 2.36mm sieve. It
should be preferably hydrophobic and must have low porosity. In some situations where it
founds to have more porous aggregates, then it must be provided with extra bitumen for
absorption by aggregates, then it must be provided with extra bitumen for absorption by
aggregates to satisfy the design criteria.

Fine aggregate

The DBM mix will consists of fine aggregate material which tends to pass through 2.36mm
sieve and retained on 75 microns sieve. This material consists of natural sand, crushed
screenings or combination of both. It should be clean, durable, hard, dry and free from any
organic matter.

Filler

DBM mix also consists of filler material which acts as binders. The material should pass from
75 micron sieve. Generally, filler material includes cement, hydrated lime, stone dust, fly
ash or any other non-plastic mineral matter. Usually, requirement of filler is reached out by
the material passing through 75 microns sieve in fine aggregate, if FA is not sufficient then
extra filler is to be added.

Preparation of mix and construction

Preparation of mix according to the specified proportions is carried out in near by hot mix
plant of adequate capacity. The mix is them transported by tipper truck to the site and
then it is laid by using mechanical power

A layer of 75mm and DBM mix is laid over the road by providing a camber of 5mm on
either sides of divides. Then it is compacted to 60mm thickness binder course is uniformly laid.

Application of Tack coat

The layer between dense bituminous concrete (BC) is called Tack coat. The main purpose of the
tack coat is to make bond between DBM course and BC course. If tack coat is absent,
bituminous concrete will tends to cause slip under the traffic load and failure of pavement
will occur due to spalling of bituminous concrete. If BC is directly laid over DBM, the
bitumen is BC will not be enough to form a long lasting effective bond between those two
layers.

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Bituminous concrete (BC) Construction

Bituminous concrete is a construction material which is mainly used for the paving of roads. It
is obtained from blending of stones and other forms of aggregate materials mixed together by
a binding agent. This binding agent is known as “bitumen” and it is a by-product of
refining of petroleum or crude oil. This bitumen is easy to produce, reusable, non-toxic and it
is a strong binder. For required bituminous concrete material, at least one single sample for
every 100 tonnes of the mix is to be needed for testing. Test on bitumen is carried out in
hot mix plant. The tested sample is conveyed to the site and laid over the DBM layer. This
BC course will be laid with a thickness of 45mm and it reaches to 30mm after compaction.
Routine checks on the thickness of BC course should be carried out at site by using gauge.
The surface should be then compacted by rollers without any undulations and the surface
must be smooth enough for the free moment of traffic.

Application of seal coat

Seal coat is also termed as pavement sealing. It is process of applying a coat to protect
bituminous concrete based pavements. It gives protection to the BC course which in terms
protects from the elements like water, oils and U V damage. Mixing for seal coat before laying
should be done thoroughly until the sealer reaches uniform consistency. Seal coat application
is also laid by sprayers.

Divider construction

Divider is a concrete structure which acts as median to the carriageway on either sides.
Technically divider is termed as “Median”. They are mainly meant for the following purposes
To avoid the accidents.,To install and regulate the traffic signs and traffic signals, To
provide lighting systems for the road, In some cases of rural area, vehicles can be park
on the median under any emergency, For the project considerations, the design for KKY
road has been specified the divider dimension as 1.5m width.

Here the divider is constructed for a height of 1m on the pavement surface. It is designed
in such a manner where planting of trees can be made in between the median.

Shoulder construction

An adequate shoulder is essential part for all the highways. It provides the lateral
stability for the pavement and acts as the lane in emergency conditions. It also protects the
edges of the road. They often helps in draining out the rainwater flow through it. Hence, good
graded materials are to be used for the shoulder construction.

Quality management in construction

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Quality management system is a formalized system they are Customer Requirements.

Various parameters related to quality are Quality planning, Quality assurance, Quality
control, Quality improvement, Customer satisfaction The main principle of quality
management is to improvement to work of customer’s and focus on leadership. To
increasing the productivity rate, etc .Quality assurance and quality control are two aspects of
quality management .

Quality Assurance

Quality Assurance is defined as IS0 9000 defines a part of quality management focused
on providing confidence that quality requirement will be fulfilled. Quality Assurance is
mainly focused on defect prevention. Improving of quality of process and products .The
work is done by process oriented. The product development checking by quality assurance.
There shouldn’t be any defects Quality assurance is done before the quality control.

The Activities of quality assurance

Planning, Data collection, Quality control, documentation , Evaluation , Reporting Activities.

Quality control

Quality control defines as quality standards and the quality control testing requirements.
The Approval of the work done before the starting of the particular works. It generally
focused on the identification of works. Quality control is mainly to correcting the defects.
Improving the developments of product.Zero defects After completion of project there shouldn’t
be any defects.

Equipments used in the construction Excavators

Excavators are heavy equipment consisting of boom, stick, bucket and cab on a rotating
platform house. Three types of excavators are used. Excavator100. Excavator 200,
Excavator 300, 100, 200, 300 represent size of bucket.

Dumpers

Dumpers are used for transportation of bulk materials such as sand, gravel and dirt. A dump
truck consists of hydraulically operated open-box bed hinged at the rear, the front of which
can be lifted to allow the contents to be deposited on the ground behind the truck at the
site of delivery.

Road Roller

Road Roller is used for compaction of soil, gravel, concrete in the construction of roads.
The rollers are used to thoroughly compact the materials and they do not come too loose. Rollers
have diesel engine, and a canop y to protect the driver, and a drum, the drum may be

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vibratory smooth or static smooth drum, to measure the level of compaction and water a
compaction meter is provided.

Mechanical Paver

Mechanical paver is used to laying the bitumen on the roads. The bitumen mix is loaded
into the mechanical paver through tipper Then it spreads on other side and lays The
bitumen. This machine also helps in fixing the gradient of road on either side. Laying of
bitumen through paver should ensure that no small lumps of aggregate or stone to be left
over the surface. The standard width of paving is 8-12 ft (2.4-3.7). Mechanical paver also
helps in partial compaction of bitumen on the surface of road.

Sprayer

Sprayer is usually known as bitumen distributor. A bitumen sprayer works as a

controlling agent of the flow of bitumen and to spray the bitumen evenly on the road
surface. This is mainly used for laying of prime coat, tack coat and seal coat. Spraying
is generally made before the laying of hot mix bitumen on the road surface. The most basic
quality of this sprayer is to store the bitumen in a tank, heat when requires and spray on the
road easily.

CONCLUSION

In conclusion Pavements form the basic supporting structure in highway transportation. Each
layer of pavement has a multitude of functions to perform which has to be duly considered
during the design process. Different types of pavements can be adopted depending upon the
traffic requirements. Improper design of pavements leads to early failure of pavements affecting
the riding quality also.

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