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DESIGN OF SURFACES
AND GUIDEWAYS
GROUP 5:
BALDEO, John Lyod Q.
NAJERA, Christian Ievan F.
TULAO, Troy A.
Highway Pavement
 Is the durable surface material laid down

on an area intended to sustain vehicular
or foot traffic, such as a road or
walkway. In the past, gravel road
surfaces, cobblestone and granite setts
were extensively used, but these
surfaces have mostly been replaced by
asphalt or concrete.
 SUBGRADE
- The load is transferred by the sub-grade
PAVEMENT COMPONENTS effectively to the earth mass. However,
the locally available earth is used to
construct the sub-grade but it becomes
necessary that the sub-grade should be of
required strength.
 BASE COURSE AND SUB-BASE COURSE
- Base course and sub-base course is used
in the flexible pavement to disperse the
upcoming loads to large area through a
finite thickness, so as to increase the load
bearing capacity of the pavement
 SURFACE COURSE
- The top most layer serves as the smooth
riding surface for the traffic, and it wears
Subgr all the abrading forces. The top most layer
ad is constructed with the superior quality of
e
aggregates because it has to wear the
maximum intensity of loads.
TWO PAVEMENT TYPES:
- FLEXIBLE PAVEMENT (asphalt concrete pavement)
- RIGID PAVEMENT (Portland cement pavement)
FLEXIBLE PAVEMENT
- Asphalt concrete commonly
called asphalt, tarmac,
pavement or black top, is a
composite material used in
the construction of
roadways and parking lots.
This composite is a mixture
of a petroleum by-product,
asphaltic bitumen and
aggregate materials. In
asphalt concrete, the
asphaltic bitumen acts as a
sort of glue that binds the
aggregate pieces together.
RIGID PAVEMENT
- Portland cement concrete
(PCC) pavement, or rigid
pavement as it is
sometimes called, refers
to the rigid concrete layer
of the pavement structure
that is in direct contact
with the traffic. PCC
pavements are subjected
to challenging
environments and loads
over their lifetimes, so the
concrete must be strong
and durable, yet cost
effective and workable.
CONCRETE ROADS VS. ASPHALT
ROADS
ADVANTAGES AND DISADVANTAGES
CONCRETE ROADS
ADVANTAGES DISANVANTAGE
 Durability and Maintenance free  Paving Cost
life  Maintenance Problem
 Vehicles consume less fuel  Safety Features
 Resistant to automobile fuel
spillage and extreme weather
 Greener Process
 Saving of Natural Resources
ASPHALT ROADS
ADVANTAGES DISADVANTAGES
 Economical  Durability
 Easy Maintenance  Weather Pollution
 Recyclable
 Safe
PRINCIPLES OF PAVEMENT DESIGN
Design Methods for Asphalt
Pavement
 Design by Precedent
Many agencies, particularly those of small cities and
countries that do not have laboratory equipment or personnel, rely
almost entirely on precedent in making pavement designs. The rule
for residential subdivisions of illustration. It calls for 6 in. of
compacted base course from a local quarry topped by 2 in. of
asphalt concrete surfacing.
Design Methods for Asphalt
Pavement
 California (Hveem) Method
Three factors that affect permanent deformation are
considered in this method. They are:
1. The effect of traffic, normally expressed as number of equivalent 18,000
lb axle load;
2. The strength characteristics (R-value) of the soil and base (or subbase)
materials as measured in the stabilometer test;
3. The tensile strength characteristics of the materials above the subgrade
ads measured in the Hveen cohesivemeter, started as a gravel
equivalency factor (Gf).
SETTING SLAB THICKNESS FOR
CONCRETE PAVEMENTS
 Portland Cement Association Design Method
The fundamental assumption underlying this method
are:
1. Slabs will be of uniform thickness.
2. Critical stresses occur when tires are positioned at the edge of
the transverse joint and directly under the point where load
repetitions are most frequent.
3. Maximum tensile stress occurs in the bottom of the slab directly
under the load, the moments producing it act in a vertical plane
parallel to the joint edge.
CONCRETE PAVEMENTS
4. Although provision for effective load transfer across transverse

joints is essential to prevent faulting, no credit is taken for the
resulting reduction in stress.
5. The design aims to prevent fatigue failure from flexure under
repeated loads.
CONCRETE PAVEMENTS
 AASHTO Interim Design Method
This design begins by estimating the number of equivalent
of 18-kip single axle loads which the lane will carry in its projected life.
Given traffic estimate;
- The desired present serviceability index at the end of the pavement
design life
- Expected values for the working stress
- Modulus of elasticity of the concrete
- The modulus of subgrade reaction
- Substitutions are made in a series of equations to determine the
design pavement thickness.
PAVEMENT DISTRESS OR
FAILURE
- FLEXIBLE PAVEMENT
- RIGID PAVEMENT
FLEXIBLE PAVEMENT
• Cracking • Distortion • Disintegration

- Fatigue - Rutting - Potholes
- Block - Upheaval - Raveling
- Longitudinal - Depression
- Transverse - Patch Failures • Skidding
- Reflection - Shoving - Polished aggregate
- Slippage - Bleeding
- Edge
RIGID PAVEMENT
• Surfaces Abrasion
• Blow-Ups
• Faulting
• Settlement
• Surface Polish
• Joint/Crack Spalling
RAILROAD
TRACK
Rail tracks (also
railway tracks,
railroad tracks (US))
are the surface
structures that
support and guide
trains or other rail-
guided
transportation
vehicles.
MAJOR TRACK COMPONENTS
BALLAST
Ballast has numerous
functions, which include:
• Provide vertical and
lateral stability to the
track
• Drain water adequately
• Allow the track to be
adjusted by manual or
mechanical means
• Adequately spread the
load to the next year
layer in the track
substructure.
TIE
A railroad tie/railway tie/crosstie (north
America), or railway sleeper (Europe,
Australia & Asia) is a rectangular
support for the rails in railroad tracks.
Generally laid perpendicular to the
rails, ties transfer loads to the track
ballast and subgrade, hold the rails
upright, and keep them spaced to the
correct gauge.
Dimensions:
• Depth of 7 in., width of 8-9 in.,
length of 8-9 ft. for ordinary track,
but up to 22 ft. for ties used in
turnouts and crossovers.
Tie Spacing
• Minimum of 10 in. face-to-face to
allow tamping of ballast under them
• Actual spacing: 19.50 – 22.25 in.
RAIL
Rails support and provide
guidance for the flanged
wheels on rail vehicles and
transmit wheel loads to the
ties.
Rail weights: 85 lb/yd – 150
lg/yd
Rail is graded by weight over
a standard length. Heavier
rail can support greater axle
loads and higher train speeds
without substaining damage
than lighter rail, but at a
greater cost.
PAVEMENT MAINTENANCE
AND REHABILITAION

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DESIGN OF SURFACES

 Is the durable surface material laid down

4. Although provision for effective load transfer across transverse

• Cracking • Distortion • Disintegration

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