This document discusses design considerations for concrete pavements for streets and local roads. It covers topics such as thickness design procedures, concrete quality, subgrade and subbase design, jointing design, and the use of software like StreetPave for mechanistic-empirical thickness design and life-cycle cost analysis of concrete versus asphalt pavements. The document provides guidance on inputs for pavement design like traffic levels, strength properties of concrete, subgrade support, and recommendations for thickness based on these factors.
This document provides guidelines for the design of highway pavements in India. It discusses different types of pavements, including flexible and rigid pavements. For rigid pavement design, it outlines factors like traffic, climate, materials properties. It describes the components and types of joints in concrete roads. For flexible pavement design, it discusses the group index and CBR methods, which consider soil properties and traffic volumes to determine layer thicknesses. The document provides details on mix design methods for bituminous concrete like Marshall and Hveem.
Types of pavement construction procedureBhavik A Shah
The document discusses different types of pavement construction procedures, including continuously reinforced concrete pavement (CRCP), prestressed pavement, steel fibre reinforced concrete pavement, and specifications from organizations like the Indian Road Congress (IRC) and American Concrete Institute (ACI). It provides details on the characteristics, advantages, and construction issues of CRCP and prestressed pavement. It also outlines properties and specifications for steel fibre reinforced concrete and various IRC specifications for pavement construction.
This document discusses the use of precast concrete panels (PCP) for repairing and rehabilitating high-traffic concrete and asphalt pavements. PCP allows for rapid renewal with short lane closure times and improved work zone safety. Nominal reinforcement and pre-tensioning of panels reduces thickness and allows for wider/longer panels. Proper bedding and leveling of panels is important for performance. PCP can provide 15-20 years of service for repairs or 40+ years for continuous applications. States commonly use PCP for heavily traveled interstates, ramps, intersections and other critical locations requiring minimal traffic disruptions.
The document provides an overview of public works departments and concrete road construction in India. It discusses that the Public Works Department in Uttar Pradesh pioneered construction and established agencies like the State Bridge Corporation. It also describes the types of pavements used in India, including flexible pavements made of bitumen and rigid concrete pavements. The document outlines the basic process of constructing concrete roads, from site preparation to mixing, placing, and curing concrete before opening the road to traffic.
This document discusses the design aspects of flexible pavements and quality control management. It describes the typical components of a flexible pavement including the surface course, base course, sub-base course, and soil subgrade. It then provides details on the design of service roads including subgrade construction, wet mix macadam construction, and dense bituminous macadam and bituminous concrete construction. The document emphasizes quality control measures throughout construction.
The document discusses the materials and steps used in designing and constructing tower foundations. Concrete is the primary material used, with a mix ratio of 1:2:4:4. Key steps include testing the soil to determine the bearing capacity and subsoil water table, excavating for the foundation, setting concrete stubs in the correct locations, backfilling with excavated soil, curing the concrete for 10 days, and protecting foundations in locations prone to erosion. Protection methods include benching, installing wire mesh and boulders, and building stone masonry walls.
Project presentation on flexible pavement by Harshit Prakash Gargharshit315
The document provides details on the design of a 750 meter flexible pavement in India. It includes soil tests, layer designs, thickness calculations using CBR and traffic values, and a cost estimate. A drum mix plant overview is also included to mix asphalt for pavement construction. Key steps are conducting CBR, sieve analysis and density tests; designing layers per IRC codes; determining 635mm thickness from charts; and estimating a total cost of 13.06 lakhs rupees.
This document provides guidelines for the design of highway pavements in India. It discusses different types of pavements, including flexible and rigid pavements. For rigid pavement design, it outlines factors like traffic, climate, materials properties. It describes the components and types of joints in concrete roads. For flexible pavement design, it discusses the group index and CBR methods, which consider soil properties and traffic volumes to determine layer thicknesses. The document provides details on mix design methods for bituminous concrete like Marshall and Hveem.
Types of pavement construction procedureBhavik A Shah
The document discusses different types of pavement construction procedures, including continuously reinforced concrete pavement (CRCP), prestressed pavement, steel fibre reinforced concrete pavement, and specifications from organizations like the Indian Road Congress (IRC) and American Concrete Institute (ACI). It provides details on the characteristics, advantages, and construction issues of CRCP and prestressed pavement. It also outlines properties and specifications for steel fibre reinforced concrete and various IRC specifications for pavement construction.
This document discusses the use of precast concrete panels (PCP) for repairing and rehabilitating high-traffic concrete and asphalt pavements. PCP allows for rapid renewal with short lane closure times and improved work zone safety. Nominal reinforcement and pre-tensioning of panels reduces thickness and allows for wider/longer panels. Proper bedding and leveling of panels is important for performance. PCP can provide 15-20 years of service for repairs or 40+ years for continuous applications. States commonly use PCP for heavily traveled interstates, ramps, intersections and other critical locations requiring minimal traffic disruptions.
The document provides an overview of public works departments and concrete road construction in India. It discusses that the Public Works Department in Uttar Pradesh pioneered construction and established agencies like the State Bridge Corporation. It also describes the types of pavements used in India, including flexible pavements made of bitumen and rigid concrete pavements. The document outlines the basic process of constructing concrete roads, from site preparation to mixing, placing, and curing concrete before opening the road to traffic.
This document discusses the design aspects of flexible pavements and quality control management. It describes the typical components of a flexible pavement including the surface course, base course, sub-base course, and soil subgrade. It then provides details on the design of service roads including subgrade construction, wet mix macadam construction, and dense bituminous macadam and bituminous concrete construction. The document emphasizes quality control measures throughout construction.
The document discusses the materials and steps used in designing and constructing tower foundations. Concrete is the primary material used, with a mix ratio of 1:2:4:4. Key steps include testing the soil to determine the bearing capacity and subsoil water table, excavating for the foundation, setting concrete stubs in the correct locations, backfilling with excavated soil, curing the concrete for 10 days, and protecting foundations in locations prone to erosion. Protection methods include benching, installing wire mesh and boulders, and building stone masonry walls.
Project presentation on flexible pavement by Harshit Prakash Gargharshit315
The document provides details on the design of a 750 meter flexible pavement in India. It includes soil tests, layer designs, thickness calculations using CBR and traffic values, and a cost estimate. A drum mix plant overview is also included to mix asphalt for pavement construction. Key steps are conducting CBR, sieve analysis and density tests; designing layers per IRC codes; determining 635mm thickness from charts; and estimating a total cost of 13.06 lakhs rupees.
The document discusses the challenges of constructing and maintaining roadways in high altitude regions of India. Some key points:
- Road construction in high altitude areas requires special considerations for materials, equipment, worker safety and design due to extreme weather conditions like heavy snowfall and freezing temperatures.
- Factors that contribute to frequent landslides in mountainous regions include steep slopes, erosion, heavy rainfall, snow melt, loss of vegetation, earthquakes and mining.
- Special structures like snow galleries and avalanche control structures are used to allow snow to pass over roads. Heated road surfaces are also being trialled to prevent ice and snow buildup.
- Ongoing maintenance activities like clearing landslides and drain
This document discusses different types of rigid concrete pavements, including precast prestressed, joint plain, joint reinforced, continuously reinforced, ultra-thin, and roller compacted pavements. It also describes common failure modes such as cracking, joint deficiencies, and rutting. The pavement design method in South Africa uses a computer simulation program to facilitate decision making. Proper construction practices for concrete roads include surface preparation, concrete mixing and placement, and sawing joints.
This document provides an overview of road and pavement systems. It discusses the history of road development from ancient footpaths and animal trails to modern roads incorporating asphalt and concrete. The key components of a pavement system including the embankment, subgrade, base, and pavement layers are described. Modern pavements are classified as either flexible (asphalt) or rigid (concrete), and their characteristics such as material properties, stress distribution, cracking behavior, and construction practices are compared.
This document provides details about the construction of a 20 km long and 10 m wide peripheral road along the Balsamand Distributory in Hisar, Haryana, India. The project includes clearing and grubbing of the site, construction of embankments, subgrade work, and paving with wet mix macadam and bituminous concrete. Construction is being carried out by Marshal Developer Infrastructure Pvt. Ltd. for the Public Works Department of Haryana at a cost of Rs. 3089.83 lakhs. The document further gives details about the scope and methodology for various construction activities.
This document summarizes the process of constructing a 200m long, 8m wide paved road in Soran University campus in Soran, Iraq. It describes surveying the location, designing the road profile and cross-sections, and calculating the cost at 117,200,000 IQD. The construction process involves preparing the subgrade, sub-base, and base layers, laying the wearing course in layers, compacting with rollers, and constructing shoulders. Quality control checks aggregate grading, bitumen grade and mixing/laying temperatures. Finally, the document discusses completing all steps to open the road for public use according to international standards.
This document discusses subgrade design for flexible pavements. It describes how the subgrade strength, assessed using the California Bearing Ratio (CBR), depends on the soil type, density, and moisture content. It outlines three categories for estimating the design moisture content based on water table depth and climate. Design CBR is determined through laboratory testing of soil samples compacted to different densities and moisture contents. The design CBR must be assigned to one of six strength classes used in pavement thickness design. Estimates can also be made using a table correlating water table depth and soil type to strength class.
This document summarizes a presentation on managing gravel road maintenance. It discusses critical issues like road geometry, gravel quality and quantity, and maintenance practices. It provides examples of proper gravel road cross sections and recommendations for drainage. Test results show that meeting minimum gravel specifications reduces loose gravel and corrugation compared to substandard gravel. A study in South Dakota found that using higher quality gravel increased road life and reduced maintenance needs. Stabilizing gravel with additives like cement or chlorides can further improve durability and reduce maintenance costs. Training for managers and operators was identified as important to ensure best practices are followed.
This document outlines the design of a flexible pavement for a 4km road in Quetta, Balochistan. The pavement will have a formation width of 24 feet with a 12 foot carriageway and 6 foot shoulders on each side. A 2 inch thick premix surfacing course will be used. The pavement layers will consist of a 6 inch base course and subbase with 9 inches of loose material below. Laboratory tests including the liquid limit, plastic limit, proctor test, and CBR test were conducted to inform the design. Based on a CBR value of 4%, the recommended layer thicknesses are 6 inches for the subbase, 6 inches for the base course, and 2 inches for the surface course. Drainage features
This document discusses the construction and maintenance of bituminous roads. It describes the different types of pavements including flexible and rigid pavements. For bituminous construction, it explains the procedures for subgrade preparation, application of tack coats and prime coats, and construction of different layers using techniques like penetration macadam, bituminous macadam, and seal coating. It also discusses the use of hot mix and cold mix methods using emulsions and cutbacks for construction and maintenance of bituminous roads.
This document discusses highway engineering and construction. It covers the classification of highways, materials used like asphalt and aggregates, machinery used for construction and maintenance like compactors and pavers, and rehabilitation methods like replacing damaged layers with thin hot or cold pavement layers. Highway engineering aims to provide efficient transportation routes, and involves building different road types to connect locations while using appropriate construction methods and machinery.
Sustainable road maintenance strategiesDragos Andrei
Dragos Andrei presented on sustainable road maintenance strategies. He discussed his background and experience in pavement engineering. The presentation covered the state of pavement infrastructure in California and the need for sustainable maintenance approaches. Andrei described key aspects of sustainable roads including durability, recyclability, and use of recycled materials. Various asphalt and concrete recycling techniques were outlined, including cold planning, hot in-place recycling, cold in-place recycling, and full depth reclamation. Implementation of sustainable strategies through pavement management systems and green rating programs was also discussed.
Construction of flexible pavement in brief.AJINKYA THAKRE
This document provides an overview of flexible pavement construction. It defines flexible pavement as those that reflect deformation through their layers to the surface. The main components of a flexible pavement are described as the wearing course, base course, subbase, and subgrade. Details are given on materials and construction methods for each layer, including bituminous mixtures for the wearing course, aggregates for the base course, and drainage and load distribution functions of the subbase and subgrade layers. Construction steps are outlined as preparation, mixing, spreading, compacting, and allowing the pavement to dry before opening to traffic.
This document provides an overview of a presentation on summer training with the Uttar Pradesh Public Works Department. It discusses the roles and history of the Public Works Department and Uttar Pradesh State Bridge Corporation in constructing bridges and highways in the state. It then summarizes the different types of pavements used for roads, including flexible pavements made of bitumen and rigid concrete pavements. The document outlines the basic steps for constructing a concrete pavement, from preparing the subgrade to finishing, curing, installing joints, and opening the road to traffic.
Asphalt pavement maintenace techniques and equipments for mongolia 02282012 engBayar Tsend
This document provides an overview of integrated solutions for asphalt pavement construction and maintenance techniques and equipment from Xi'an Dagang Road Machinery Co. Ltd. It discusses gravel and earth road surfacing using double bituminous surface treatment (DBST) and the equipment needed. It also covers asphalt pavement preventative maintenance techniques like seal coats and microsurfacing. Common pavement distresses like cracking and patching techniques are outlined. Rehabilitation using cold in-place recycling is described along with asphalt materials handling equipment. The company provides asphalt solutions that have been implemented in 46 countries.
1. The document discusses the process of cement road construction including preparation of the subgrade and base, forming, mixing and placing concrete, compaction, finishing, curing, adding joints and edging, and opening the road to traffic.
2. Key steps include preparation of the subgrade and granular base, using formwork to contain the wet concrete, mixing cement, sand, aggregate and water, compacting the concrete, curing it for 14-28 days, and filling joints before opening the cured road to traffic after a month.
3. Proper preparation of the subgrade and base, compaction and curing of the concrete are essential to produce a durable and strong cement road.
Hari Bhakta Sharma presented on their 5 week summer training project with the Department of Civil Engineering at Lovely Professional University. The project involved the four laning of NH75E from KM 82+400 to KM 195+800 in Madhya Pradesh. The presentation covered the need for highway construction, planning surveys, different types of earthworks used in the project including embankments and subgrading, and the various pavement layers constructed. Testing was performed on materials to check their suitability for the project.
Cc road summer training ppt @akshay kumarAkshay kumar
The document summarizes the process of constructing a cement concrete (CC) road. It discusses the key materials used - cement, coarse aggregates, fine aggregates, and water. It describes testing the aggregates for properties like abrasion value and impact value. It also discusses mixing, placing, compacting and curing the concrete, including cutting joints. The process involves preparing the sub-grade and sub-base layers before laying the concrete slab and opening the road to traffic after curing.
This document provides details on the construction methodology for pavement quality concrete (PQC). It outlines the materials and technologies used, which include PQC, DLC, and PCC. The scope covers the selection and testing of materials, design of concrete mixes, construction processes like batching, placing, finishing and curing, and quality control checks. Cement, coarse aggregates, fine aggregates, and water are identified as the main materials. Proportioning of concrete and workability are also covered. Preparation of the base, joints, and curing methods using a separation membrane are additionally summarized.
Conen 442 module3 S2021 Pavement Design and Construction Wael ElDessouki
This document provides an overview of pavement design and construction. It defines pavement as the total thickness of a road, including surfacing, base, and sub-base layers. Pavement functionality is to transmit and distribute traffic loads to the subgrade. Key design parameters include traffic loading, subgrade soil properties, and pavement type/materials. There are two main pavement types - flexible and rigid. The document then describes elements, construction, and finishing of both rigid and flexible pavements. It emphasizes key aspects for site engineers such as geometric layout, subgrade soil classification/testing, and compaction quality control.
This document discusses various concrete pavement rehabilitation methods. It begins by noting that rigid pavements can develop distresses over time requiring rehabilitation. The presentation then covers specific repair methods including bonded concrete overlay, diamond grinding, full depth repair, partial depth repair, dowel bar retrofit, cross stitching of longitudinal cracks, joint repair, and thin asphaltic concrete overlay. For each method, it provides a brief overview and the basic steps of the procedure. References are also included at the end.
Flexible pavements consist of layers that distribute loads to prevent damage to the subgrade. The layers include a surface course, base course, and subbase over the subgrade. Rigid pavements use a concrete slab to distribute loads through beam action. The slab may be placed over an aggregate base. Both pavements aim to reduce stresses from 150 psi at the surface to 3 psi at the subgrade. Flexible pavements are multi-layered while rigid pavements use a single concrete layer, but both aim to distribute loads to prevent failure of the subgrade.
This document provides a summary of construction progress photos for Bridge B1, Tunnel T1, Bridge B2, Reinforced Earth Wall, Embankment E1, and Cut 1 along Corridor X from March 3rd to 11th, 2016. The photos show activities such as placing reinforcement cages, formwork, and concrete for various structural elements of Bridge B1. For Tunnel T1, photos show excavation, shotcreting, installation of waterproofing membranes, and concrete placement. Bridge B2 photos depict pile driving, reinforcement, and concrete works. Reinforced Earth Wall photos show installation of facing panels, geogrid strips, and drainage layers. Embankment E1 photos provide views of geogrid
The document discusses the challenges of constructing and maintaining roadways in high altitude regions of India. Some key points:
- Road construction in high altitude areas requires special considerations for materials, equipment, worker safety and design due to extreme weather conditions like heavy snowfall and freezing temperatures.
- Factors that contribute to frequent landslides in mountainous regions include steep slopes, erosion, heavy rainfall, snow melt, loss of vegetation, earthquakes and mining.
- Special structures like snow galleries and avalanche control structures are used to allow snow to pass over roads. Heated road surfaces are also being trialled to prevent ice and snow buildup.
- Ongoing maintenance activities like clearing landslides and drain
This document discusses different types of rigid concrete pavements, including precast prestressed, joint plain, joint reinforced, continuously reinforced, ultra-thin, and roller compacted pavements. It also describes common failure modes such as cracking, joint deficiencies, and rutting. The pavement design method in South Africa uses a computer simulation program to facilitate decision making. Proper construction practices for concrete roads include surface preparation, concrete mixing and placement, and sawing joints.
This document provides an overview of road and pavement systems. It discusses the history of road development from ancient footpaths and animal trails to modern roads incorporating asphalt and concrete. The key components of a pavement system including the embankment, subgrade, base, and pavement layers are described. Modern pavements are classified as either flexible (asphalt) or rigid (concrete), and their characteristics such as material properties, stress distribution, cracking behavior, and construction practices are compared.
This document provides details about the construction of a 20 km long and 10 m wide peripheral road along the Balsamand Distributory in Hisar, Haryana, India. The project includes clearing and grubbing of the site, construction of embankments, subgrade work, and paving with wet mix macadam and bituminous concrete. Construction is being carried out by Marshal Developer Infrastructure Pvt. Ltd. for the Public Works Department of Haryana at a cost of Rs. 3089.83 lakhs. The document further gives details about the scope and methodology for various construction activities.
This document summarizes the process of constructing a 200m long, 8m wide paved road in Soran University campus in Soran, Iraq. It describes surveying the location, designing the road profile and cross-sections, and calculating the cost at 117,200,000 IQD. The construction process involves preparing the subgrade, sub-base, and base layers, laying the wearing course in layers, compacting with rollers, and constructing shoulders. Quality control checks aggregate grading, bitumen grade and mixing/laying temperatures. Finally, the document discusses completing all steps to open the road for public use according to international standards.
This document discusses subgrade design for flexible pavements. It describes how the subgrade strength, assessed using the California Bearing Ratio (CBR), depends on the soil type, density, and moisture content. It outlines three categories for estimating the design moisture content based on water table depth and climate. Design CBR is determined through laboratory testing of soil samples compacted to different densities and moisture contents. The design CBR must be assigned to one of six strength classes used in pavement thickness design. Estimates can also be made using a table correlating water table depth and soil type to strength class.
This document summarizes a presentation on managing gravel road maintenance. It discusses critical issues like road geometry, gravel quality and quantity, and maintenance practices. It provides examples of proper gravel road cross sections and recommendations for drainage. Test results show that meeting minimum gravel specifications reduces loose gravel and corrugation compared to substandard gravel. A study in South Dakota found that using higher quality gravel increased road life and reduced maintenance needs. Stabilizing gravel with additives like cement or chlorides can further improve durability and reduce maintenance costs. Training for managers and operators was identified as important to ensure best practices are followed.
This document outlines the design of a flexible pavement for a 4km road in Quetta, Balochistan. The pavement will have a formation width of 24 feet with a 12 foot carriageway and 6 foot shoulders on each side. A 2 inch thick premix surfacing course will be used. The pavement layers will consist of a 6 inch base course and subbase with 9 inches of loose material below. Laboratory tests including the liquid limit, plastic limit, proctor test, and CBR test were conducted to inform the design. Based on a CBR value of 4%, the recommended layer thicknesses are 6 inches for the subbase, 6 inches for the base course, and 2 inches for the surface course. Drainage features
This document discusses the construction and maintenance of bituminous roads. It describes the different types of pavements including flexible and rigid pavements. For bituminous construction, it explains the procedures for subgrade preparation, application of tack coats and prime coats, and construction of different layers using techniques like penetration macadam, bituminous macadam, and seal coating. It also discusses the use of hot mix and cold mix methods using emulsions and cutbacks for construction and maintenance of bituminous roads.
This document discusses highway engineering and construction. It covers the classification of highways, materials used like asphalt and aggregates, machinery used for construction and maintenance like compactors and pavers, and rehabilitation methods like replacing damaged layers with thin hot or cold pavement layers. Highway engineering aims to provide efficient transportation routes, and involves building different road types to connect locations while using appropriate construction methods and machinery.
Sustainable road maintenance strategiesDragos Andrei
Dragos Andrei presented on sustainable road maintenance strategies. He discussed his background and experience in pavement engineering. The presentation covered the state of pavement infrastructure in California and the need for sustainable maintenance approaches. Andrei described key aspects of sustainable roads including durability, recyclability, and use of recycled materials. Various asphalt and concrete recycling techniques were outlined, including cold planning, hot in-place recycling, cold in-place recycling, and full depth reclamation. Implementation of sustainable strategies through pavement management systems and green rating programs was also discussed.
Construction of flexible pavement in brief.AJINKYA THAKRE
This document provides an overview of flexible pavement construction. It defines flexible pavement as those that reflect deformation through their layers to the surface. The main components of a flexible pavement are described as the wearing course, base course, subbase, and subgrade. Details are given on materials and construction methods for each layer, including bituminous mixtures for the wearing course, aggregates for the base course, and drainage and load distribution functions of the subbase and subgrade layers. Construction steps are outlined as preparation, mixing, spreading, compacting, and allowing the pavement to dry before opening to traffic.
This document provides an overview of a presentation on summer training with the Uttar Pradesh Public Works Department. It discusses the roles and history of the Public Works Department and Uttar Pradesh State Bridge Corporation in constructing bridges and highways in the state. It then summarizes the different types of pavements used for roads, including flexible pavements made of bitumen and rigid concrete pavements. The document outlines the basic steps for constructing a concrete pavement, from preparing the subgrade to finishing, curing, installing joints, and opening the road to traffic.
Asphalt pavement maintenace techniques and equipments for mongolia 02282012 engBayar Tsend
This document provides an overview of integrated solutions for asphalt pavement construction and maintenance techniques and equipment from Xi'an Dagang Road Machinery Co. Ltd. It discusses gravel and earth road surfacing using double bituminous surface treatment (DBST) and the equipment needed. It also covers asphalt pavement preventative maintenance techniques like seal coats and microsurfacing. Common pavement distresses like cracking and patching techniques are outlined. Rehabilitation using cold in-place recycling is described along with asphalt materials handling equipment. The company provides asphalt solutions that have been implemented in 46 countries.
1. The document discusses the process of cement road construction including preparation of the subgrade and base, forming, mixing and placing concrete, compaction, finishing, curing, adding joints and edging, and opening the road to traffic.
2. Key steps include preparation of the subgrade and granular base, using formwork to contain the wet concrete, mixing cement, sand, aggregate and water, compacting the concrete, curing it for 14-28 days, and filling joints before opening the cured road to traffic after a month.
3. Proper preparation of the subgrade and base, compaction and curing of the concrete are essential to produce a durable and strong cement road.
Hari Bhakta Sharma presented on their 5 week summer training project with the Department of Civil Engineering at Lovely Professional University. The project involved the four laning of NH75E from KM 82+400 to KM 195+800 in Madhya Pradesh. The presentation covered the need for highway construction, planning surveys, different types of earthworks used in the project including embankments and subgrading, and the various pavement layers constructed. Testing was performed on materials to check their suitability for the project.
Cc road summer training ppt @akshay kumarAkshay kumar
The document summarizes the process of constructing a cement concrete (CC) road. It discusses the key materials used - cement, coarse aggregates, fine aggregates, and water. It describes testing the aggregates for properties like abrasion value and impact value. It also discusses mixing, placing, compacting and curing the concrete, including cutting joints. The process involves preparing the sub-grade and sub-base layers before laying the concrete slab and opening the road to traffic after curing.
This document provides details on the construction methodology for pavement quality concrete (PQC). It outlines the materials and technologies used, which include PQC, DLC, and PCC. The scope covers the selection and testing of materials, design of concrete mixes, construction processes like batching, placing, finishing and curing, and quality control checks. Cement, coarse aggregates, fine aggregates, and water are identified as the main materials. Proportioning of concrete and workability are also covered. Preparation of the base, joints, and curing methods using a separation membrane are additionally summarized.
Conen 442 module3 S2021 Pavement Design and Construction Wael ElDessouki
This document provides an overview of pavement design and construction. It defines pavement as the total thickness of a road, including surfacing, base, and sub-base layers. Pavement functionality is to transmit and distribute traffic loads to the subgrade. Key design parameters include traffic loading, subgrade soil properties, and pavement type/materials. There are two main pavement types - flexible and rigid. The document then describes elements, construction, and finishing of both rigid and flexible pavements. It emphasizes key aspects for site engineers such as geometric layout, subgrade soil classification/testing, and compaction quality control.
This document discusses various concrete pavement rehabilitation methods. It begins by noting that rigid pavements can develop distresses over time requiring rehabilitation. The presentation then covers specific repair methods including bonded concrete overlay, diamond grinding, full depth repair, partial depth repair, dowel bar retrofit, cross stitching of longitudinal cracks, joint repair, and thin asphaltic concrete overlay. For each method, it provides a brief overview and the basic steps of the procedure. References are also included at the end.
Flexible pavements consist of layers that distribute loads to prevent damage to the subgrade. The layers include a surface course, base course, and subbase over the subgrade. Rigid pavements use a concrete slab to distribute loads through beam action. The slab may be placed over an aggregate base. Both pavements aim to reduce stresses from 150 psi at the surface to 3 psi at the subgrade. Flexible pavements are multi-layered while rigid pavements use a single concrete layer, but both aim to distribute loads to prevent failure of the subgrade.
This document provides a summary of construction progress photos for Bridge B1, Tunnel T1, Bridge B2, Reinforced Earth Wall, Embankment E1, and Cut 1 along Corridor X from March 3rd to 11th, 2016. The photos show activities such as placing reinforcement cages, formwork, and concrete for various structural elements of Bridge B1. For Tunnel T1, photos show excavation, shotcreting, installation of waterproofing membranes, and concrete placement. Bridge B2 photos depict pile driving, reinforcement, and concrete works. Reinforced Earth Wall photos show installation of facing panels, geogrid strips, and drainage layers. Embankment E1 photos provide views of geogrid
This document provides guidelines for designing concrete pavements for city streets. It discusses factors to consider like subgrades, concrete mix design, street classification and traffic levels, geometric design, and thickness design. Six street classifications are defined based on traffic volumes, vehicle types, and maximum axle loadings. Proper subgrade preparation and compaction are emphasized. Concrete mix design should produce adequate strength and durability. Integral curbs are recommended for economy. Geometric design addresses issues like street widths, lanes, parking, and accommodating utilities. Thickness design utilizes methods that determine needs for plain, doweled, or reinforced concrete based on traffic levels.
New-Fangled Approach to Predict the Behaviour of Composite Sandwich PavementsIDES Editor
The significance of this research lies in the reduction
of cost of construction of roads by arriving at an economically
feasible pavement. This is accomplished by studying the
response of thick composite sandwich plate, supported
continuously, for the cyclic loading condition at various stress
ratios and is compared with plain slabs placed on similar
support condition. A conceptual pavement model was examined
using lean cement concrete as the sandwiched material. The
behaviour of the plain and composite slabs was then studied
experimentally by static and dynamic tests. The constraints
in the course of testing were the number of cycles of failure
and the crack length. The results obtained prove that the use
of composite rigid pavement slab for pavement construction is
convenient and economically feasible as 50% of the cement
content gets reduced, which indeed results in the reduction of
the cost of construction for approximately 20% - 30%. The
composite sandwich pavements thus serve as a long-lasting
and an effective alternate for roadways carrying very heavy
traffic.
topics which are discussed in this slide are,
1) pavement and requirement for pavement design.
2) Rigid and flexible pavement .
3) pavement design method.
Este documento provee una guía sobre los conceptos mecanicistas para el análisis y diseño de pavimentos. Estos métodos pretenden tener un enfoque científico para predecir el comportamiento y deterioro de los pavimentos basado en las propiedades mecánicas de los materiales y factores como el tránsito y clima. El proceso implica calcular las respuestas estructurales del pavimento y luego predecir los niveles de deterioro para garantizar el desempeño durante su vida útil. Sin embargo, estos métodos aún
Long-life concrete pavements in several countries were studied to identify techniques for achieving longer-lasting concrete pavements in the US. Key findings included the use of standard catalog designs optimized for 30+ year service lives, higher strength concrete mixtures with up to 4 aggregate size bins, and exposed aggregate surfaces for lower noise. Construction practices like two-lift paving allowed for recycling and provided durable surfaces, while maintenance was minimal due to the long design lives before rehabilitation. The scan identified opportunities to adapt proven international techniques to improve pavement performance and extend the life of US infrastructure.
Two design methods were used to quantify the improvements of using geotextiles in pavements. In this study, a comprehensive life cycle cost analysis framework was developed and used to quantify the initial and the future cost of 25 representative low volume road design alternatives. A 50 year analysis cycle was used to compute the cost-effectiveness ratio when geotextiled is used for the design methods. The effects of three flexible pavement design parameters were evaluated; and their impact on the results was investigated.
The document discusses innovations in concrete pavement construction, including stringless paving. Stringless paving uses electronic guidance systems instead of stringlines to control elevation and steering of paving machines. This reduces errors and improves smoothness. The document describes the components of stringless systems, including total station or GPS control, and how they communicate. It also discusses advancements in pavement construction equipment and the future of integrating technologies. Finally, it covers the economics of pavement selection and how life-cycle cost analysis (LCCA) and life-cycle assessment (LCA) are important factors to consider.
This document provides an introduction to pavement design concepts, including the different types of pavements, principles of pavement design, failure criteria, and pavement thickness design approaches. It discusses flexible and rigid pavements, and how stresses are distributed differently in each. It also covers design life, performance and failure criteria, and the relative damage concept used to quantify traffic loads. Finally, it summarizes the empirical and mechanistic-empirical methods for determining pavement thickness to meet structural and functional requirements over the design life.
This document summarizes the evolution of road design from ancient times to modern practices. It describes ancient stone-paved roads from 5000 years ago. It then covers the design of Roman roads, including their layered structures and materials. Road design continued to evolve in the 17th-18th centuries with designers like Tresaguet and Telford introducing compacted stone layers and sloping shoulders. Macadam further refined the use of compacted broken stone. The document outlines the development of modern pavement design methodology and performance models, including concepts like mechanistic-empirical design, Superpave, and perpetual pavements. It concludes by describing various pavement performance tests and equipment.
Iaetsd experimental investigation on self compacting fiber reinforced concret...Iaetsd Iaetsd
- The document discusses using self-compacting fiber reinforced concrete (SCFRC) for rigid pavements.
- SCFRC provides good compressive and tensile strength, making it suitable for rigid pavements. An experimental investigation tested different fiber types in SCFRC and evaluated strength properties.
- A rigid pavement was designed and cast using SCFRC according to IRC methods. Core cutting tests were performed on pavement samples to evaluate strength and durability.
Concrete pavement components include concrete slabs of a determined thickness, joints to control cracking, tie bars at joints to hold slabs together, and dowel bars at transverse joints to allow load transfer between slabs. A stable base layer, optional subbase layer, and subgrade provide the foundation. Proper preparation of these layers and placement of reinforcement like tie and dowel bars according to specifications is important for a strong, durable pavement. Both rigid concrete and flexible asphalt pavements are designed based on factors like traffic levels, soil properties, environment, and desired reliability and service life.
Experimental behaviour and analysis of stress in rigid pavementVivek Loyola
This document summarizes an experimental study on the behaviour and analysis of stress in rigid pavements. It begins with an introduction on rigid pavements and their load carrying capacity. The methodology section outlines the concrete mix designs that will be tested, including conventional concrete and mixes replacing cement with silica fume and steel slag. The literature review summarizes previous studies on the effects of silica fume and pavement boundary depth. The objectives and scope are then provided. The document outlines the materials and experimental works conducted, including tests on flexural strength, modulus of elasticity, Poisson's ratio, bond strength, split tensile strength, coefficient of thermal expansion, and model tests on rigid pavement slabs. The results of these tests are presented
To Experimental Study of Comparison and Development of Design for Rigid Pavem...Agriculture Journal IJOEAR
Abstract— The development of design have been discussed adopted various types methods use. The Hadi and Arfiadi Method presents a formulation for the optimum rigid road pavement design by genetic algorithm, a new method. The Westergaard’s Method determines the stresses in the rigid concrete slab and also the pressure-deformation curve which depend upon the relative stiffness of the slab and the subgrade. Razouki and Al-Muhana also developed stress charts similar to Westergaard’s method. The paper reveals that the effects on the maximum bending tensile stress are quite significant due to the modulus of subgrade reaction, modulus of elasticity of concrete and slab The Maharaj and Gill method have performed axisymmetric finite element analysis by varying parameters, the thickness of pavement, pressure and elastic modulus of subgrade. The advantage of this method is that four types of design charts have been presented which other methods have note done. First type of design chart has been plotted between thickness of pavement and nodal deflections for various pressures for a particular elastic modulus of soil. Second type of design chart has been plotted between thickness of pavement and element stress for various pressures for a particular elastic modulus of soil. The third type of design chart has been plotted between thickness of pavement and nodal deflections for various elastic moduli of subgrade for a particular pressure. Each of the design charts has three parameters. For two known parameters, the third parameter can be obtained.
Lec 09 Pavement Design (Transportation Engineering) Hossam Shafiq I
This document provides an overview of pavement engineering, including definitions of flexible and rigid pavements, pavement materials like asphalt and concrete, and design considerations. Pavements are designed based on serviceability to provide a comfortable ride. Flexible pavements use layers of asphalt and granular materials over a subgrade, while rigid pavements use a concrete surface over a granular base. Aggregates are an important material and their properties like gradation and durability influence mix design. Pavements are monitored for distresses and maintenance needs.
This document summarizes a seminar presentation on the design of interlocking concrete block pavement. It describes different types of concrete blocks, how they are composed into pavement of varying thickness depending on traffic levels, and common laying patterns like stretcher bond. It also outlines manual and mechanical laying methods, applications such as footpaths and parking areas, advantages like durability and easy maintenance, and limitations like need for joint filler material. The conclusion states that interlocking concrete block pavement technology provides a durable and sustainable infrastructure alternative to rigid pavement in some applications.
This document provides information on the design of flexible pavements according to IRC: 37-2001 guidelines. It discusses the design criteria of fatigue cracking and rutting failures. The design approach involves selecting design inputs, performing a trial thickness design using layered elastic theory, and comparing the critical responses to failure criteria. Design tables and charts provide pavement thickness designs for different subgrade CBR values and traffic loads. The recommended pavement compositions specify material properties and minimum thicknesses for sub-base, base and surface courses. An example problem demonstrates the estimation of design traffic over the design period.
This document provides information on the design of flexible pavements according to IRC: 37-2001 guidelines. It discusses the design criteria of fatigue cracking and rutting failures. The design approach involves selecting design inputs, performing a trial thickness design using layered elastic theory, and comparing the critical responses to failure criteria. Design tables and charts provide pavement thickness designs for different subgrade CBR values and traffic loads. The recommended pavement compositions specify material properties and minimum thicknesses for sub-base, base and surface courses. An example problem demonstrates the estimation of design traffic over the design period.
This document summarizes a presentation on subgrade stabilization methods for concrete pavements. It discusses the role of the subgrade in pavement performance and outlines various treatment options including removal and replacement, compaction, geotextiles, chemical stabilization using lime and cement. The presentation provides details on laboratory testing and construction steps for lime and cement stabilization, including mixing, compaction, curing and quality control. Subgrade stabilization improves the strength and uniformity of the subgrade for use as a construction platform and structural layer.
Pavement refers to durable surface materials laid down on areas for vehicular or foot traffic like roads and walkways. There are two main types: flexible pavement made of materials like asphalt, and rigid pavement made of concrete. Flexible pavement has lower initial costs but requires more maintenance, while rigid pavement has higher initial costs but lasts longer with less maintenance. The document discusses the layers, materials, design processes, and testing methods used for both flexible and rigid pavements.
IRJET - Design of Improved Drainage System using Pervious ConcreteIRJET Journal
This document discusses the design of an improved drainage system using pervious concrete for rural road pavements. It begins with an introduction to pervious concrete and its benefits for drainage. It then outlines the objectives, methodology, site reconnaissance, soil testing, pervious concrete mix design testing, and structural design of the pervious concrete pavement. The document finds that pervious concrete has similar compressive strength to conventional concrete but higher permeability. It then details the design of the accompanying drainage system using French drains and perforated pipes. The conclusion is that pervious concrete is a cost-effective and environmentally friendly solution for rural roads that can effectively capture and drain stormwater runoff.
This document discusses sustainability in road construction. It notes that road construction requires large amounts of materials like aggregates and fuel for transportation and production, which causes high energy consumption and emissions. It also causes issues with waste generation from old pavements. The document then discusses different techniques for pavement maintenance and rehabilitation like reconstruction, overlaying, and recycling. It focuses on full depth recycling (FDR) techniques, providing details on the suitability of roads, types of binders used, the construction process, and mix design process for FDR using cement or bitumen stabilization. FDR can help reduce material consumption and waste generation compared to other techniques.
This document provides details about the design of a highway with flexible pavement for a project presented by 6 students and guided by Prof. Alak Roy. It includes sections on the site location, types of pavement, flexible pavement design, wheel load transfer, super elevation, camber, shoulders, surveying, testing, types of bitumen, drainage system, and carriageway. Test results for CBR, aggregate impact and abrasion values are presented. The flexible pavement design according to IRC-37-2001 for a 30 MSA load and 5% CBR includes a stone soling, granular sub-base, wet mix macadam and bituminous concrete layers with a total thickness of 555mm. The advantages and disadvantages of
Here are the key steps for designing the flexible pavement:
1. Design life = 15 years (as per guidelines for highways)
2. Traffic growth rate = 5% per annum (assumed)
3. Calculate design traffic in msa using traffic growth rate and design life
4. Conduct soil tests to determine CBR value of subgrade soil
5. Select pavement layers and their thicknesses using design charts as per IRC guidelines based on design traffic and CBR value.
6. Check stability and serviceability requirements are satisfied.
7. Specify materials, compaction requirements and construction methods for each pavement layer.
8. Prepare detailed cost estimate and drawings for construction.
This document outlines a lecture on pavement design. It discusses the purpose and types of pavements, including flexible and rigid pavements. It also covers pavement condition evaluation methods. The document presents the AASHTO empirical design method and introduces the new mechanistic-empirical method. It provides an example design problem calculating traffic loads over 40 years and designing both a flexible and rigid pavement to meet those loads using WSDOT and AASHTO methods. Key terms used in pavement design are also defined.
This document outlines a lecture on pavement design. It discusses the purpose and types of pavements, including flexible and rigid pavements. It also covers pavement condition evaluation methods. The document presents the AASHTO empirical design method and introduces the new mechanistic-empirical method. It provides an example design problem calculating traffic loads over 40 years and designing both a flexible and rigid pavement to meet those loads using WSDOT and AASHTO methods. Key terms in pavement design and references are also outlined.
This document discusses the design principles, components, and methods for designing both flexible and rigid pavements according to IRC standards, describing the roles of subgrade soil, pavement layers, traffic characteristics, and materials used for flexible pavements consisting of granular bases and bituminous surfaces, as well as jointed concrete slabs for rigid pavements. It also provides an example of designing a two-lane bypass pavement based on initial traffic volume, design life, growth rate, and subgrade CBR value.
The document provides information on pavement design, including different types of pavement structures and methods for designing asphalt and rigid pavements. It discusses asphalt pavement design using the AASHTO 1993 method, which involves determining the structural number required based on factors like traffic loading, material properties, and desired service life. It also outlines the rigid pavement design method, touching on considerations like soil properties, material selection, thickness design, drainage, and reinforcement.
This document discusses different types of pavements and factors considered in pavement design. It describes flexible and rigid pavements, and notes that pavement refers to the top road surface layer, including sub-base and base layers below. The objectives of pavement are to transfer wheel loads, prevent water entry into subgrades, and provide a smooth surface. Factors in design include traffic load, subgrade soil, design life, climate, materials, drainage, and geometry. The CBR test method is explained for evaluating subgrade strength.
Pavement design is the process of developing the most economical combination of pavement layers (in relation to both thickness and type of materials) to suit the soil foundation and the traffic to be carried during the design life.
Note: This presentation uses custom animation, and so to correctly view it and read text on most slides, you will need to download it.
This is the final presentation of my senior design capstone project, delivered to a public audience and a board of reviewing engineers. Slides 1-6, and 55-58 were designed by me, with the remaining slides designed by the other members of our team of six. The movie on the final slide was also my responsibility, as was the Google SketchUp rendering used to create it. As project manager of the team, I had the final approval of each of the slides that went into the presentation.
This document discusses the design of flexible pavements according to the IRC method. It covers types of pavements, pavement composition, factors considered in pavement design such as subgrade strength, traffic loading, and climatic conditions. It describes methods to characterize traffic loading, including defining a standard axle load, conducting axle load surveys to determine vehicle damage factors, and distributing traffic loads across lanes. Design life and traffic volumes are estimated using growth formulas. The evolution of the IRC flexible pavement design code is summarized, from the initial empirical method to current mechanistic-empirical approaches.
This document summarizes the advantages of asphalt pavements over other pavement types such as concrete. It discusses how asphalt pavements are smooth, safe, economical, environmentally friendly, recyclable, versatile, state-of-the-art, quiet, and easy to maintain compared to other options. It provides examples and data showing the longer lifespan and lower lifetime costs of asphalt pavements.
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1. Streets and Local Roads
Proper Design Details for PCC Pavement
Performance
Mike Byers
Indiana Chapter – American Concrete Pavement
Association
2. Streets & Local Roads
Chapter/States Associations of ACPA
North
Dakota
Northwest
Minnesota
Wisconsin
South
Dakota
ColoradoWyoming
Western
States
Utah
Michigan
Iowa
Northeast
Indiana
Illinois
Ohio
Missouri-Kansas
Kentucky
Oklahoma-Arkansas
Southeast
Louisiana
American Concrete Pavement Association
4. Thickness Design Procedures
Empirical Design
Procedures
Based on observed
performance
AASHO Road Test
Mechanistic Design
Procedures
Based on mathematically
calculated pavement
responses
PCA Design
Procedure (PCAPAV)
StreetPave (ACPA
Design Method)
Ottawa, Illinois (approximately 80 miles southwest of
Chicago) between 1956 and 1960
5. New Design Tools for SLR
MEPDG – MechanisticEmperical Design Guide
StreetPave Software
Concrete Thickness
Asphalt Institute Design
Thickness
Life Cycle Cost Analysis
Information Sheet IS184
Thickness Design Manual
for Concrete Streets and
Local Roads EB109
Equivalent Pavement
Design Charts
What’s Equivalent
7. StreetPave Software
Concrete pavement thickness
design based on revised criteria
Asphalt equivalent section based
on converted total carrying
capacity
Life-Cycle cost analysis based on
initial costs of equivalent
pavements and predicted
maintenance
9. How Pavements Carry Loads
7000 lb.
7000 lb.
pressure < 1-3 psi
pressure
≈ 6-10 psi
Concrete’s Rigidness spreads the load over a large area
and keeps pressures on the subgrade low.
10. Comparison of Concrete vs. Asphalt
It’s not the same old
Asphalt and
Concrete anymore!
Just look at the Gas
Pumps!
Gasoline prices are a
good indicator of
what asphalt
pavement cost!
11. Streets and Local Roads Thickness
Design Procedure
Longitudinal joint
Surface smoothness
or rideability
Thickness Design
Transverse joint
Surface Texture
Concrete materials
Dowel bars
Tiebars
Subgrade
Subbase or base
19. SLR Pavement Design
Street classification and
traffic
Geometric design
Subgrades and subbases
Concrete quality
Thickness design
Jointing
Construction specifications
20. Street Class Description
Two-way
Average Daily
Traffic
(ADT)
Two-way Average
Daily Truck
Traffic (ADTT)
Less than 200
2-4
4.0 - 5.0 in.
(100-125 mm)
200-1,000
10-50
5.0 - 7.0 in.
(125-175 mm)
Typical Range
of Slab
Thickness
Light
Residential
Short streets in subdivisions and similar
residential areas – often not throughstreets.
Residential
Through-streets in subdivisions and
similar residential areas that
occasionally carry a heavy vehicle
(truck or bus).
Collector
Streets that collect traffic from several
residential subdivisions, and that may
serve buses and trucks.
1,000-8,000
50-500
5.5 - 9.0 in.
(135-225 mm)
Business
Streets that provide access to shopping
and urban central business districts.
11,000-17,000
400-700
6.0 - 9.0 in.
(150-225 mm)
Industrial
Streets that provide access to industrial
areas or parks, and typically carry
heavier trucks than the business class.
2,000-4,000
300-800
7.0 - 10.5 in.
(175-260 mm)
Arterial
Streets that serve traffic from major
expressways and carry traffic through
metropolitan areas. Truck and bus
routes are primarily on these roads.
4,000-15,000
(minor)
4,000-30,000
(major)
300-600
6.0 - 9.0 in.
(150-225 mm)
7.0 - 11.0 in.
(175-275 mm)
700-1,500
21. Geometric Design
Utilities
Increase Edge Support
Integral Curb
Tied Curb & Gutter
Widened Lanes (2 feet no parking)
Parking Lanes
Rural Areas – Tied Concrete Shoulders
Street Widths
Minimum width of 25 ft.
Maximum Cross Slope of 2 percent
(¼” per ft.)
Traffic Lanes 10-12 feet
Parking Lanes 7-8 feet
22. Subbase vs. NO Subbase
For Concrete Pavements
Subbase
Subgrade
24. Subgrade and Subbases
Subgrade
Natural ground, graded, and
compacted on which the pavement is
built.
Subbase
Layer of material directly below the
concrete pavement.
26. Design for Uniform Support
Three Major Causes for Non-Uniform Support
Expansive Soils
Differential Frost Heave
Pumping (loss of support)
27. Subbase vs. NO Subbase
Presence of fine-grained soil
Presence of water
Sufficient volume of trucks to
cause soil pumping (> 100
trucks/day)
Pavements on > 15% grade
28. Subgrade Properties
Modulus of Subgrade
Reaction, k-value
Plate-Load Test
Reaction
Plate load on subgrade
k = Plate deflection on subgrade
5.0 psi
k = 0.5 in = 100 psi / in.
Stacked Plates
Pressure Gauge
Subgrade
29. Subgrade Properties
Plate-load test is rarely performed
time consuming & expensive
Estimate k-value by correlation to other tests
e.g. California Bearing Ratio (CBR) or R-value tests
Lean concrete subbases increases k-value
substantially
30. Subgrade Properties
Correlated k-values for Subgrade Support
Historical
k-values
(pci)
California
Bearing Ratio
(CBR), %
Resistance
Value
(R-value)
(ASTM D 1183)
(ASTM D 2844)
Low
75 - 120
2.5 - 3.5
10 - 22
Sand and sand-gravel
with moderate
silt/clay
Medium
130 - 170
4.5 - 7.5
29 - 41
Sand and sand-gravel
with little or no
silt/clay
High
180 - 220
8.5 - 12
45 - 52
Type
Fine-grained with
high amounts of
silt/clay
Amount of
Support
31. Subgrade and Subbases
Design Summary
Subgrade strength is not a critical element in the
thickness design.
Has little impact on thickness.
Need to know if pavement is on:
Subgrade (k ≈ 25 MPa/m (100 psi/in.)),
Granular subbase (k ≈ 40 MPa/m (150 psi/in.)),
Asphalt treated subbase (k ≈ 80 MPa/m (300 psi/in.))
Cement treated/lean concrete subbase (k ≈ 125 MPa/m
(500 psi/in.)).
32. Subgrade and Subbases
Performance Summary
Proper design and construction are absolutely necessary
if the pavement is to perform.
Must be uniform throughout pavement’s life.
Poor subgrade/subbase preparation can not be overcome
with thickness.
Any concrete pavement, built of any thickness, will have
problems on a poorly designed and constructed subgrade
or subbase.
33. Subbase Effects
At the AASHO Road Test,
concrete pavements with
granular bases could carry
about 30% more traffic.
The current design procedures
allows concrete pavements built
with granular bases to carry
about 5 - 8% more traffic.
34. Drainable Subbase??
Aggregate Quality – marginal Dcracking?
Traffic Level – high volume may
warrant drainable subbase
Edge drains behind curb still
good detail
35. Concrete Quality
Portland Cement
Materials
Supplementary
Cementitious Materials
Aggregates
Chemical Admixtures
Water
Testing
36. Concrete Quality
Recommended Air Contents for Durable Concrete
Maximum size aggregate
Total target air content, percent *
Severe
Exposure
Moderate
Exposure
in.
mm
3/8
9.5
7.5
6
1/2
12.5
7
5.5
3/4
19.0
6
1
25.0
6
4.5
1½
37.5
5.5
4.5
2
50.0
5
4
Suggest 6.5
5
37. Concrete Quality
Maximum Permissible Water-Cement Ratio for Durable
Concrete Pavement
Type of exposure
Freezing/thawing
with deicing chemicals
Severe sulfate exposure
[water-soluble sulfate (SO4) in
soil > 0.20 % by weight]
Moderate sulfate exposure
[water-soluble sulfate (SO4) in
soil of 0.10 to 0.20 % by
weight]
Maximum water-cementitious
ratio by weight
0.45
INDOT max 0.42
0.45
0.50
41. The latest design and cost analysis tool from ACPA…
Determine and compare thickness requirements and costs
for concrete and asphalt pavements using StreetPave.
Features:
Updated mechanistic design method for concrete pavement
Fatigue and erosion analysis
Jointing spacing & load transfer recommendations
Thickness rounding and reliability considerations
Analysis of existing concrete pavements
Asphalt design based on the Asphalt Institute method
Comparison to equivalent concrete pavement
Life cycle cost analysis module
Printable summary reports and charts
Design summary
Design factor sensitivity & life-cycle plots
User-friendly format and features
Walkthrough Wizard
Help information for all inputs
Compatible with Windows™ 95, 98, NT, 2000, XP
42. Thickness Design for Streets and Local Roads
StreetPave User Inputs & Outputs
Global Settings
Region
Units (English or Metric)
Terminal Serviceability
Percent Slabs Cracked at end
of design Life
Design Life
Reliability
Traffic
Pavement Properties
Thickness/Dowel/Jointing
Recommendations
44. Thickness Design Procedure
Design controlled
by:
Fatigue usually controls design of light-traffic
pavements
Single-axles usually cause more fatigue damage
Erosion usually controls design of undoweled
medium- and heavy-traffic pavements
Tandem-axles usually cause more erosion damage
Tridem-axles usually cause more erosion damage
45. Thickness Design Procedure
Concrete Properties
Flexural Strength
(Modulus of Rupture,
ASTM C 78)
Third-point Loading
Avg. 28-day strength in
3rd-point loading
d=L/ 6
Other Factors
Concrete Strength Gain
with Age
Fatigue Properties
L/3
Span Length = L
51. Design Period/Life
20 to 35 years is commonly used
Shorter or longer design period may be
economically justified in some cases
High performance concrete pavements
Long-life pavements
A special haul road to be used for only a few years
Cross-overs
Temporary lanes
52. Design Reliability
Practically everything associated with pavement
design is variable
Variability in mean design inputs—traffic, materials,
subgrade, climate, and so on
Error in performance prediction models
In StreetPave design, the fatigue variability can be
modeled and applied as an adjustment factor
53. Reliability
Levels of Reliability for Pavement Design
Functional Classification of
Roadway
Recommended Reliability
Urban
Rural
Interstates, Freeways, and
Tollways
85 - 99
80 – 99
Principal Arterials
80 - 99
75 – 95
Collectors
80 - 95
75 – 95
Residential & Local Roads
50 - 80
50 – 80
54. Thickness Design
Combined Reliability & Slabs
Cracked Spreadsheet
Recommended Levels of Slab Cracking by Roadway Type
Roadway Type
Recommended Percent of
Slabs Cracked at End of
Design Life
(Default)
15%
Interstate Highways, Expressways,
Tollways, Turnpikes
5%
State Roads, Arterials
10%
Collectors, County Roads
15%
Residential Streets
25%
55.
56.
57.
58.
59. Basics of Thickness Design
Deflection / Erosion
Higher k-value will lower
deflections
Load transfer will lower
deflections
60. Concrete Pavement Design
For Municipal Streets
Load Transfer (slabs ability to share its load with neighboring slabs)
Dowels
Aggregate Interlock
Edge Support
Tied curb & gutter
Integral curb & gutter
Parking lane
Tied concrete
L= x
U= 0
Poor Load Transfer
=
L x/2
Good Load Transfer
U= x/2
61. Dowels vs. NO Dowels
Load Transfer
L=
x
U=
0
The slabs ability to share its
load with its neighboring
slab
Dowels
Poor Load Transfer
High Traffic Volumes
(Pavements > 8 in.)
(> 120 Trucks/day)
Aggregate Interlock
L=
x Good Load Transfer
U=
x
Low Traffic Volumes
(Pavements < 7 in.)
62. Load Transfer Efficiency
Load Transfer Mechanism LTE, %
aggregate interlock
stabilized base
dowel bars
30 - 80
50 - 90
80 - 95
65. Design - Erosion
Conditions for Pumping
Subgrade soil that will go into
Suspension
Free water between slab and
subgrade
Frequent heavy wheel loads /
large deflections
66. Dowel bars
Lengths from 15-18 in.
6.0 in. min. embedment
length
Diameter
1.00 - 1.25 in. for SLR
Epoxy or other coating
used in harsher climates
for corrosion protection
67. Dowel Recommendations
Dowels recommended when
ADTT is greater than or equal to
80:
If pavement thickness is 6” or less
dowels not recommended
If pavement thickness is 6.5” to 7.5” use
1” dowels
If pavement thickness is 8” or greater
use 1¼“ dowels
68. Faulting Model
Faulting, in
0.20
Dense-graded base
No dowel
0.15
Permeable base
No dowel
0.10
Dense-graded base
1-in dowel
0.05
0.00
0
Dense-graded base
1.25-in dowel
5
10
15
Traffic, million ESALs
20
69. Construction of Concrete Pavement
Plant Operations
Central Mixed Concrete
Plant Operations
Truck Mixed Concrete
Paving Operations
Slipform Paving
Paving Operations
Fixed Form Paving
Saw & Seal
Central Mix Concrete Batch Plant
72. Curing
Curing is one of the most
important steps in quality
concrete construction and
one of the most neglected.
Effective curing is
absolutely essential for
surface durability.
Durability = resistance to
73. Curing
Curing requires adequate —
Moisture
Temperature
Time
If any of these factors are
neglected, the desired
properties will not develop
75. Curing
The simplest, most economical and
widely used method is a liquid
membrane which is sprayed on the
surface of a slab as soon as possible after
finishing.
Apply at manufacture’s rate of
coverage.
Perform field check to verify application
rate.
78. The latest design and cost analysis tool from ACPA…
Determine and compare thickness requirements and costs
for concrete and asphalt pavements using StreetPave.
Features:
Updated mechanistic design method for concrete pavement
Fatigue and erosion analysis
Jointing spacing & load transfer recommendations
Thickness rounding and reliability considerations
Analysis of existing concrete pavements
Asphalt design based on the Asphalt Institute method
Comparison to equivalent concrete pavement
Life cycle cost analysis module
Printable summary reports and charts
Design summary
Design factor sensitivity & life-cycle plots
User-friendly format and features
Walkthrough Wizard
Help information for all inputs
Compatible with Windows™ 95, 98, NT, 2000, XP
79. SLR Publications
Information SheetMaturity Testing of ConcreteInformation Sheet- (IS
Concrete Pavement for
GA Business &Commuter
Aircraft
Information SheetLongevity and Performance
of DG Pavements
Information SheetSpecification Guideline for
Dowel Bar Retrofit
www.pavement.com
Engineering Bulletin- (EB
Early Cracking Causes/Solutions
Engineering Bulletin-(EB
The design tools are primarily intended for concrete pavement designs for new construction for all categories of streets and local roads pavements.
These are base on the PCAPAV “Thickness Design for Concrete Highway and Street Pavements (SLR Only) and the accompanying software. These projects are budgeted for 2004 but work is currently underway. The thickness guide will be primary a rewrite of our current metric version for SLR pavements only.
The equivalent design charts are tools requested during the Chapter/State meetings and is a simple comparisons of equivalent Concrete to Asphalt cross sections incorporating the Structural Number concept.
Reproducing the graphics from ENR demonstrating the cost increase of Asphalt vs. the Cost Increase of Concrete
Notes:
Utilities should be located outside pavement structure whenever possible.
StreetPave treats each of the above category the same for additional edge support and typically will reduce the cross-sectional thickness by approximately 1 inch.
Pavement lane widths greater than 14 (stripped) may cause drives to try and pass, especially on the right.
Parking lanes of 6 ft. are not recommended.
As well as being Drainable and Compactable
When a pavement is subjected to traffic loadings the pavement reacts by bending and creating both compressive and flexure stresses. Since the Stresses ratio is much greater for flexural than compressive, the flexural strength governs the thickness design
When a pavement is subjected to traffic loadings the pavement reacts by bending and creating both compressive and flexure stresses. Since the Stresses ratio is much greater for flexural than compressive, the flexural strength governs the thickness design
Source (Modeled after) RD102, Evaluation of the Long-Term Properties of Concrete, by Sharon Wood.
Fig. 1-14. Concrete strength gain versus time for concrete exposed to outdoor conditions. Concrete continues to gain strength for many years when moisture is provided by rainfall and other environmental sources (Wood 1992).
The American Concrete Pavement Association design procedure incorporates reliability as an input variable. Reliability, simply stated, is the factor of safety of the pavement design. It is a measure of how likely the specified design will perform before “failure.” This design procedure predicts when the pavement will “fail” either due to fatigue (a crack will form) or erosion (the subgrade material will pump out from underneath the pavement).
The recommended level of reliability depends on the type of roadway that is being designed. A relatively high reliability is used for high-traffic, high-speed roadways, while low-traffic, low-speed roads typically need a low level of reliability. The importance of this innovation is that it allows the design professional to use lower levels of reliability to produce design thicknesses more practical for streets and local road design. Table 12 lists the recommended reliability levels for roadway design, dependent on the classification of the facility.
The design tables 13(a) and 13(b) were developed using a reliability value of 80 percent, which is common for most street and local road applications and takes into account the variations in materials and layer thicknesses for each traffic category.
The design procedure also incorporates the amount of slab cracking as another factor used to evaluate the predicted long-term pavement performance. Primarily, this factor assists in planning future maintenance or pavement preservation activities at the end of the pavement’s design life. For Tables 13(a) and 13(b), the percent slabs cracked at the end of the design life was set at 15 percent for all roadway classifications, which reduces the overall repairs required to extend the pavement service life past the design period. For additional information on concrete pavement preservation or restoration, see American Concrete Pavement Association publication The Concrete Pavement Restoration Guide, Reference 9.
Emphasize that:
Adequate load transfer reduces vertical movement at the joints, minimizing joint-related distresses.
Typical load transfer mechanisms are aggregate interlock and dowel bars. Also, stabilized bases can be used to reduce to potential of pumping
Note to the speaker: Stabilized bases are developed using procedures and techniques by which otherwise unsuitable soils may be improved. In many instances, the existing subgrade soils are unsatisfactory in their natural state but can be altered through stabilization to improve the material properties to meet the requirements of subbase and base layer materials. In some instances, stabilized bases are used to improve the structural integrity of the pavement layers supporting the pavement surface.
Many factors influence the type of stabilizing material selected for a particular project, such as the type of soil. In addition, different stabilizers are used for different reasons, such as strength gain, waterproofing, or water retarding. Therefore, some stabilizing materials are more appropriate for a given soil type than others. Stabilizing admixtures include cement, lime, lime flyash, bitumen (asphalt), and calcium or sodium chloride.
The use of edge support will reduce the stresses at the pavement edge and reduce the overall cross-sectional thickness. In residential and collector, and minor arterials this would typically be 1 inch major arterials this thickness reduction is approximately 1.5 inches.
These are the expected average performance ranges of load transfer efficiency for highway pavements over the life of the pavement for each load transfer mechanism listed. The load transfer performance will depend on the selected materials and the quality of construction within a given project.
As you can see from these ranges, dowel bars provide the best and most reliable load transfer.
Note: Due to rounding at a thickness of 6.01 inches the recommended thickness is rounded up to the nearest 0.5 inch 6.5 inches. In these cases, dowels may or may not be recommended. The use of a non-pumping subgrade/subbase could be used in place of 1” dowels.
0.10 in of faulting typically becomes uncomfortable to the driving public, as well as the vehicular commerce, and triggers rehabilitation.
The “beige” faulting trend increases very rapidly as ESALs accumulate.
The “orange” faulting trend is similar.
The “light blue” trend becomes uncomfortable around 15 million ESALs.
The “dark blue” trend remains well below the uncomfortable threshold for rehabilitation.
Therefore, dowels reduce faulting better than nondoweled JPCP or permeable bases.
Faulting is just one of the distresses caused by poor load transfer.
Fig. 11-22. An excellent method of wet curing is to completely cover the surface with wet burlap and keep it continuously wet during the curing period. (69946)
Fig. 12-1. Curing should begin as soon as the concrete stiffens enough to prevent marring or erosion of the surface. Burlap sprayed with water is an effective method for moist curing. (69973)
It is vital to our program for people to get involved in the Streets and Local Roads program. The SLR subcommittee will met twice in 2004. These meetings are where key areas of our promotion initiative are discussed and future products/programs are outlined. Get involved!