ADAMA SCIENCE & TECHNOLOGY UNIVERSITY
DEPARTMENT OF CIVIL ENGINEERING
COURSE:-HIGHWAY ENGINEERING
For Civil Engineering 3rd Year
ASTU 2020/21/CIVIL ENGINEERING
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CHAPTER 4 PAVEMENT MATERIALS &
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DESIGN
4.1 PAVEMENTMATERIALS
SUBGRADE SOILS
UNBAOUND PAVEMENT
MATERIALS
BITUMINOUS ROAD BINDERS
STABILIZATION MATERIALS
4.2 PAVEMENT DESIGN
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4.1 PAVEMENT MATERIALS
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I. SUBGRADE SOILS
Introduction
The behavior of a structure depends upon the properties of the
soil materials on which the structure rests.
The properties of the soil materials depend upon the properties
of the rocks from which they are derived.
Soil classification systems are used for the purpose of identifying
soils in a systematic manner to determining suitability for use in
specific applications based on past experience.
The two common classification systems are:
A. The unified Soil Classification System
B. The AASHTO system
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A. The unified soil classification
system (USCS)
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o It is commonly used for road earthwork
specifications.
o Soils are divided into three general
areas:
(1) Coarse-grained soils (G,S)
(2) Fine-grained soils (M,C)
(3) Peaty soils (pt)
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Table 1.1. Unified Soil Classification
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(UCS)
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The classification of a given soils is based on its grain size distribution, LL,
and PI.
Soils are evaluated within each group by using an empirical formula to
determine the group index (GI) of the soils.
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AASHTO Classifications
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Essential Laboratory Tests
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Particle Size Distribution Test:
internal friction, voids content, wear resistance and permeability,
and depend on the gradation
Water Content:
strength and deformation characteristics
Atterberg Limits:
water content levels at which the soil changes from one state to
the other
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Essential Laboratory Tests
Compaction Test
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.:
It is the most common field test for soils during
construction.
It gives the moisture-density relationship of soils
The dry density that can be obtained by compaction
varies with the moisture content, type of soil being
compacted and the compaction effort.
The moisture content at which maximum dry density
is (MDD) obtained is called optimum moisture content
(OMC).
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Cont…
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Con…
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Con..
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Essential Laboratory Tests
California Bearing Ratio (CBR) Test
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• The CBR test is one of the most commonly used
methods to evaluate the strength of sub grade
soil for pavement thickness design.
• In the test, laboratory specimen compacted in a
standard CBR mould at the OMC are tested to
give a relative strength of the material for a
pavement structure with respect to crushed rock,
which is considered as an excellent base coarse
material.
• The CBR value is calculated using the relation:
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Essential Laboratory Tests
California Bearing Ratio (CBR) Test
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Essential Laboratory Tests
California Bearing Ratio (CBR) Test
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Essential Laboratory Tests
California Bearing Ratio (CBR) Test
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Design Sub grade CBR value..Cont
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Determine design CBR value and subgrade class for
flexible pavement.
Use subgrade CBR values:
9,12,15,10,13,12,10,13,14,14.
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I. UNBAOUND PAVEMENT MATERIALS
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Aggregates are granular mineral particles used either in
combination with various types of cementing materials to form
concrete, or alone as road bases back fill, etc.
Fine aggregate (Sand)- aggregate particles mainly between
4.75mm (No 4) and 75μm (No. 200) in size.
Coarse aggregate (gravel) – aggregate particles mainly
larger than 4.75 mm (No. 4 sieves)
Pit run – aggregate from a sand or gravel pit, with no
processing.
Fines – silt, clay or dust particles smaller than 75μm, usually
undesirable impurities in aggregates
Mineral Fillers – non-plastic dust particles with maximum
nominal size of 0.30 mm.
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Aggregate tests
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Gradation and Size
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Most specifications for highway bases, and asphalt
mixes require size distribution that will provide a dense,
strong mixture, which can be accomplished by ensuring
the shape of grain size distribution curve.
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Blending and problems in blending
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To meet the gradation requirements of aggregates for
particular uses in pavement construction, it is often
necessary to blend two or more aggregates.
Trial-and-error method is applied to blend aggregates
aA +bB + cC = T arAr + brBr + crCr = Tr
where A,B and C are percentages from Aggregates A,B
and C, respectively, to be blended for satisfying the
specification limits, a, b, and c are the respective sieve
analysis values for a given sieve x, expressed as a
decimal fraction, and T is the sieve analysis value in the
blended aggregate.
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Example
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These aggregates are to be blended to meet a
specification. The aggregates, gradations, and the
specification are given in Table( Determine the proper
aggregate mix)
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solution
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arAr + brBr + crCr = Tr
For retained materials on 9.5 mm sieve, the known
variables are ar = 0.38, br = 0, Cr = 0 and Tr =
20%, which implies that A = 53%.
Similarly, for 75μm passing, the known variables
are ap = 0, bp = 0, Cp = 0.18 and Tp = 4.5%
which results C = 25%, and B = 100 – 53.25 =
22%.
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Con…
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The first trial blend as seen in Table is within the
specification limit, but on the coarse side.
Reducing the contribution of aggregate A and
increasing B or C both for the second and the
subsequent trail can result a blend more close to the
middle of the specification.
Using A = 42%, B = 36%, and C = 22% yields the
following result.
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Con…
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Toughness and Abrasion Test
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Toughness and Abrasion Test…(cont.)
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Toughness and Abrasion Test…(cont.)
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Particle shape and surface texture
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(Fleckness index test)
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Particle shape and surface texture…(cont.)
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Particle shape and surface texture…(cont.)
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III. BITUMINOUS ROAD BINDERS
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Introduction
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INTRODUCTION…(cont.)
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Source of Bitumen's
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Source of Bitumen's
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Source of Bitumen's
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Physical properties
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PENETRATION TEST
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PENETRATION TEST
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SOFTENING POINT
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VISCOSITY
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VISCOSITY…(cont.)
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DUCTILITY TEST
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IV. STABILIZED PAVEMENT MATERIALS
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Soil stabilization is the alteration of the properties of an
existing soil either by blending two or more materials and
improving particle size distribution or by the use of stabilizing
additives to meet the specified engineering properties.
Generally, the objective of soil stabilization are:
Improve the strength (stability and bearing capacity) for subgrade,
subbase, base and low- cost road surfaces,
Improve the volume stability – undesirable properties such as
swelling, shrinkage, high plasticity characteristics, and difficulty in
compaction, etc caused by change in moisture,
Improve durability – increase the resistance to erosion, weathering or
traffic
Improve high permeability, poor workability, frost susceptibility, etc
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STABILIZED PAVEMENT MATERIALS
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The factors that should be considered in soil stabilization
include:
Physical and chemical composition of the soil to be stabilized,
Availability and economical feasibility of stabilizing agents,
Ease of application,
Site constraints,
climate,
curing time, and safety.
Such factors be taken into account in order to select the
proper type of stabilization.
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Four Techniques of Soil Stabilization
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Basically four techniques of soil stabilization are commonly
practiced in pavement construction.
Mechanical stabilization
Cement stabilization,
Lime stabilization, and
Bitumen stabilization
The suitability of these methods depends on site
constraints, materials, climate, and economic feasibility.
The stabilizing process with admixture involves the
addition of a stabilizing agent to the soil, mixing with
sufficient water to achieve the optimum moisture
compaction of the mixture, and final curing to ensure that
the strength potential is realized.
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4.2 Design of Flexible Pavement
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using ERA
Generally it has three steps
Step-I: Determination of
traffic class from the
calculated ESAs.
Step-II: Determination of
Subgrade strength class from
the given subgradde soil
(CBR(%))
Step-II: Selecting the
appropriate structural layer
from structural catalog given
on ERA chapter-10
By corresponding the values
found on step-I & step-II
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Design of Flexible Pavement…(ERA)
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Step-I: Determination of traffic class
The main traffic data required for the purpose of
pavement design are:
Annual Average Daily Traffic (AADT)
Traffic growth
Traffic composition
Equivalent Standard axles (ESA)
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Design of Flexible Pavement…(ERA)
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1. Design Period
Some of the points to consider include in selecting:
Functional importance of the road
Traffic volume
Location and terrain of the project
Financial constraints
Difficulty in forecasting traffic
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Design of Flexible Pavement…(ERA)
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2. Traffic Volumes
A. Vehicle Classification:
Small axle loads from private cars and other light vehicles do not cause
significant pavement damage.
Damage caused by heavier vehicles (commercial vehicles)
Hence, important to distinguish the proportion of vehicles which cause pavement
damage (commercial vehicles) from total traffic
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Design of Flexible Pavement…(ERA)
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B. Initial Traffic Volume and Forecast
The estimate should be the AADT currently using the
traffic route for each type of vehicle
In order to forecast traffic growth it is necessary to
separate traffic in to the following categories:
Normal Traffic:
Traffic which would pass along the existing road
Diverted Traffic:
Traffic that change from another route to the project road
Generated traffic:
Additional traffic which occurs in respective to the provision of the
road.
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Design of Flexible Pavement…(ERA)
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Determination Of Cumulative Traffic Volumes for the design period:
1. Determine the initial traffic volume (AADTo)
For each type of car, bus, truck, Truck trailer
2. Estimate the annual growth rate “i” expressed as a decimal fraction,
and the anticipated number of years x” between the traffic survey and
the opening of the road.
3. Determine AADT1 the traffic volume in both directions on the year of
the road opening by:
For paved road determine one-directional traffic volume for each type of
vehicle.
4. The cumulative number of vehicles, T over the chosen design period N (
in years) is obtained by:
For paved roads, conduct a similar calculation to determine the cumulative
volume in each direction for each
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Design of Flexible Pavement…(ERA)
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3. Axle Load:
The damage that vehicles do to a paved road is highly
dependent on the axle loads of the vehicles.
For pavement design purposes the damaging power of
axles is related to a “standard” axle of 8.16 metric tons
using empirical equivalency factors.
Axle loads can be converted and compare using standard
factor to determine the damaging power of different
vehicle type.
Where: Axlei=mass of axlei in kg n=a power factor that
varies depending on the pavement construction type and
subgrade but which canASTU
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assumed to have a value of 4.5
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Design of Flexible Pavement…(ERA)
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Cumulative standard Equivalent Axils (ESAs):
CESAs over the design period (N) are calculated as the
product of the cumulative and directional traffic volume (T)
for each class of vehicle by the mean equivalent factor for
that class of vehicle and added together for each direction
then take the higher of the two directional value for design.
Finally select
Traffic class
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Design of Flexible Pavement…(ERA)
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Step-II: Determination of Subgrade strength class
Select the subgrade strength class using the CBR
value determined in the laboratory or from field.
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Design of Flexible Pavement…(ERA)
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Step-II: Selecting the appropriate structural layer
Select the suitable structural layer using the pre-
determined traffic class and subgrade strength class
The choice of chart will depend on a variety of factors
but should be based on minimizing total transport costs.
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Flexible Pavement : Example-1
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Initial traffic volumes have been established for a link road in terms of AADT and
as follows
Vehicle Classification 2000 AADT
Car 260
Bus 30
Truck 150
Truck-trailer 200
The anticipated traffic growth is a constant 5.4% and the opening of the road is
scheduled for 2005. An axle load survey has been conducted in Table-1 and
assumed that the loads are equally represented for each direction of traffic.
Use subgrade CBR value of 10%
– Determine the total ESA and traffic class for flexible pavement.
– Determine design CBR value and subgrade class for flexible pavement
– Design the flexible pavement and select
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Table 1: Axle Load Survey:
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Vehicle No. Axle-1 Axle-2 Axle-3 Axle-4
1 6350 12480 8490 9940
2 6450 12240 6290 9470
Truck-
trailer 3 5550 13930 8550 10150
4 4570 15300 2720 2410
5 4190 15060 3110 2800
1 6100 4500 7250 5480
Truck
2 5200 6500 8260 8940
1 5550 6300 5460 -
Bus
2 3300 5100 3300 -
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Solution
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i) AADT2005=AADT2000(1+i)x, x=4
The projected AADT in 2005 i=?
Vehicle Class AADT 2000 AADT2005 D=0.5
Car 260 339
Bus 30 39
Truck 150 195
Truck-trailer 200 260
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ii) Cumulative number of vehicles in one direction
T=365*AADT2005[(1+i)N-1]/i
Vehicle AADT2005 per Cumulative number of
Class lane vehicle (106)
Car 339 2.128
Bus 39 0.252
Truck 195 1.234
Truck-
trailer 260ASTU 2012/CIVIL ENGINEERING 1.637
iii) Equivalency factor
Truck-trailer
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Vehicle Axle-1 Axle-2 Axle-3 Axle-4
No.
Load EF Load EF Load EF Load EF Total
1 6350 12480 8490 9940
0.324 6.766 1.195 2.430 10.715
2 6450 0.347 12240 6.200 6290 0.310 9470 1.954 8.812
3 5550 13930 8550 10150
0.176 11.096 1.234 2.670 15.176
4 4570 15300 2720 2410
0.074 16.924 0.007 0.004 17.009
5 4190 15060 3110 2800
0.050 15.762 0.013 0.008 15.833
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The equivalency factor for truck-trail 13.509
Truck
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Vehicle
Axle-1 Axle-2 Axle-3 Axle-4
No.
Loa
d EF Load EF Load EF Load EF Total
1 610 4500 7250 5480
0 0.270 0.069 0.587 0.167 1.093
2 520 6500 8260 8940
0 0.132 0.359 1.056 1.508 3.055
The equivalency factor for truck 2.074
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Bus
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Vehicle Axle-1 Axle-2 Axle-3 Axle-4
No.
Load EF Load EF Load EF Load EF Total
1 5550 6300 5460
0.176 0.312 0.164 0.653
2 3300 5100 3300
0.017 0.121 0.017 0.155
The equivalency factor for bus 0.404
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IV) Cumulative number of vehicles of ESA
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Vehicle Cumulative No. of Veh. ESA
Classification (106) EF (106)
Car 2.128 0 0.000
Bus 0.252 0.404 0.102
Truck 1.234 2.074 2.559
Truck-trailer 1.637 13.509 22.114
Total ESA 24.775
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Continued
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Therefore the traffic class for flexible pavement is
T8. The sub grade class for CBR of 10% is S4.
V) For T8 and S4.
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Design Chart No. 4 5 6 7
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Alternate Alternate Alternate Alternate
Pavement Structure Structure Structure Structure Structure
No.1 No.2 No.3 No.4
Surfacing (AC) 5 cm 15 cm 15 cm 5 cm
Road Base
Granular roadbase 15 cm 25 cm 15 cm _
Cement (lime) stablized-1 15 cm _ _ _
Cement (lime) stablized-2 15 cm _ 22.5 cm _
Bituminous stabilized _ _ _ 20 cm
Granular Sub-base _ 17.5 cm _ 20 cm
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Selected Fill _ _ _ _
Continued
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If the relative unit cost is used to choose the chart.
(Use the relative unit cost of ERA Table 10.3)
Therefore use Chart-7 (alternate No. 4)
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THANK YOU
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QUESTIONS?
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