Jazan University
Civil Engineering Department
Pavement Design
Name: Mohsen Ibrahem Ahmed Khwaji
ID: 201700646
Pavement Design
Contents
Introduction ......................................................................................................................................................... 3
Factors Affecting Pavement Design ................................................................................................................... 3
Flexible pavement design ................................................................................................................................... 4
Design procedures:...................................................................................................................................... 4
Empirical design ......................................................................................................................................... 4
Mechanistic-Empirical Design.................................................................................................................... 5
Computation of Design traffic .................................................................................................................... 5
Sub-grade .................................................................................................................................................... 5
Rigid pavement design ........................................................................................................................................ 6
Design Steps........................................................................................................................................................ 7
Traffic Load ................................................................................................................................................ 8
Purpose of joints in Concrete Roads ........................................................................................................... 8
Contraction Joints ....................................................................................................................................... 9
Longitudinal Joints.................................................................................................................................... 10
Cements that can be used as per IRC: 44-2008 ........................................................................................ 10
Performance Period ................................................................................................................................... 11
Conclusion ........................................................................................................................................................ 11
Reference .......................................................................................................................................................... 12
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Pavement Design
Introduction
A highway pavement is a structure made up of stacked layers of processed materials over the natural soil
sub-grade, the major function of which is to disperse applied vehicle loads to the sub-grade. The pavement
structure should be capable of providing an acceptable riding surface, suitable skid resistance, attractive
light reflecting properties, and low noise pollution. The ultimate goal is to guarantee that the transmitted
stresses caused by wheel load are sufficiently decreased so that they do not exceed the subgrade bearing
capacity. There are two types of pavements that are commonly used for this purpose: flexible pavements
and stiff pavements.
Factors Affecting Pavement Design
1. Design Wheel Load
▪ Max. Wheel load
▪ Axle configuration
▪ Contact pressure
▪ ESWL.
▪ Repetition of loads
2. Climatic Factor
3. Pavement component material
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Pavement Design
Flexible pavement design
Flexible pavements are so named because the total pavement structure defects, or exes, under loading. A
flexible pavement structure is typically composed of several layers of materials. Each layer receives loads
from the above layer, spreads them out, and passes on these loads to the next layer below. Thus the stresses
will be reduced, which are maximum at the top layer and minimum on the top of sub grade. In order to
take maximum advantage of this property, layers are usually arranged in the order of descending load
bearing capacity with the highest load bearing capacity material (and most expensive) on the top and the
lowest load bearing capacity material (and least expensive) on the bottom.
Design procedures:
For flexible pavements, structural design is mainly concerned with determining appropriate layer
thickness and composition. The main design factors are stresses due to traffic load and temperature
variations. Two methods of flexible pavement structural design are common today: Empirical design and
mechanistic empirical design.
Empirical design
An empirical approach is one which is based on the results of experimentation or experience. Some of
them are either based on physical properties or strength parameters of soil sub grade. An empirical
approach is one which is based on the results of experimentation or experience. An empirical analysis of
flexible pavement design can be done with or without a soil strength test.
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Pavement Design
Mechanistic-Empirical Design
It can be used for both existing pavement rehabilitation and new pavement construction. It can
accommodate changing load types. It uses material proportion that relates better with actual pavement
performance. It provides more reliable performance predictions.
Computation of Design traffic
The design traffic in terms of the cumulative number of standard axles to be carried during the design life
of the road should be computed using the following equation:
Sub-grade
Requirements of CBR: Sub grade is made up of insitu material, select soil or stabilized soil. Compacted
to a minimum of 97% of laboratory dry density achieved with heavy compaction. Minimum CBR of 8%
for traffic > 450 CVPD. CBR can also be determined from Dynamic Cone Penetrometer (60° cone) by:
Where, N = mm/blow
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Pavement Design
Where different types of soils are used in sub grade minimum 6 to 8 average value for each type is required.
90th percentile for high volume and 80 percentile for other category of road is adopted as design. CBR
Maximum permissible variation.
CBR (per cent) Maximum Variation in CBR Value
5 -1, 1
5-10 -2,2
11-30 -3,3
31 and above -5,5
Rigid pavement design
Rigid pavements are ones that have a high flexural strength or rigidity. Rigid pavements, as the name
implies, are rigid, in the sense that they do not flex as much as flexible pavements. They are built from
cement concrete. The load carrying capability in this situation is mostly owing to the slab's stiffness and
high modulus of elasticity (slab action).
Cement Concrete roads provides a highly rigid surface and hence for the success of such roads, following
two conditions should be satisfied
▪ They should rest on non- rigid surface having uniform bearing capacity.
▪ The total thickness or depth of the concrete pavement & the non-rigid base should be sufficient to
distribute the wheel load on a sufficient area of subbase so that the pressure on unit area remains
with the permissible SBC of the soil.
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Pavement Design
▪ Concrete slab has high modulus of elasticity, high rigidity & flexural strength, so wheel loads are
distributed over large areas of Subgrade. This leads to small deflections and also leads compressive
stresses imposed on the Subgrade.
▪ This leads to fatigue damage in concrete slab in form of development of micro cracks, due to
repeated application of traffic loads.
▪ This is arrested by limiting flexural stresses and increasing the Concrete mix grade.
Design Steps
1. Traffic parameters: Design Wheel load, Traffic intensity
2. Environmental parameters: temp differential (CRRI table)
3. Foundation strength k (modulus of subgrade reaction)
4. Foundation surface characteristics (As per IRC)
5. Concrete characteristics (IRC :58-1988)
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Pavement Design
6. Modulus of elasticity
7. Coefficient of thermal expansion.
8. Design slab thickness
Traffic Load
The non-linear load transfer mechanism and the non-linear fatigue damage occurring in rigid pavements
hinder the practicality of expressing traffic load in term of equivalent standard axles. The damage induced
by different loading conditions and magnitudes are separately analysed by referring to a standard axle load
spectrum which was derived from sampled axle load data to represent the local traffic characteristic.
Previous axle weighing studies also gave an average number of axles per commercial vehicle as the basis
for rigid pavement design. Designers shall consider the following factors while determining the design
traffic load.
(a) Commercial Vehicle Forecast
The procedures and considerations in forecasting the number of commercial vehicles for rigid
pavement design are identical to those described in section 5.4(a) for flexible pavements.
(b) Average Number of Axles per Commercial Vehicle The predicted number of commercial vehicles is
converted to number of axles by multiplying the number of commercial vehicles by the average
number of axles (Aa) per commercial vehicle which is recommended to be 3.1.
(c) Distribution of Commercial Vehicles among Lanes The procedures and considerations in forecasting
the distribution of commercial vehicles among traffic lanes for rigid pavement design are identical to
those described in section 5.4(c) for flexible pavements.
Purpose of joints in Concrete Roads
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Pavement Design
The used: To absorb expansion & contraction due to variation in temperature. (horizontal movements of
slabs). To avoid warping of slab edges, to grant facility in construction.
Jointed CC Pavement
Contraction Joints
These are purposely made weakened planes which relieve the tensile stresses in the concrete. Caused due
to changes in the moisture content (Drying shrinkage) and/or temperature. Prevent the formation of
irregular cracks due to restraint in free contraction of concrete.
Details of the contraction joints are given in IRC: SP 62
▪ They are formed initially by sawing a groove of 3-5 mm with up to about one-fourth to one-third
the slab Details of the contraction joints are given in IRC: SP 62. They are formed initially by
sawing a groove of 3-5 mm with up to about one-fourth to one-third the slab thicknesses. This
facilitates the formation of a natural crack at this location extending to the full depth.
▪ In order to seal the joint, the top 10-20 mm of this groove is widened to 610 mm.
▪ Spacing of contraction joints may be kept at 2.50m to 3.75m.
▪ Length of panel shall not be more than width of panel.
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Pavement Design
Longitudinal Joints
Lanes are jointed together by joint known as Longitudinal joint Longitudinal joints are provided in
multilane pavements and also when the pavement is more than 4.5 m wide.
They are provided normally at 3.5m c/c to
1. Relieve stresses due to warping.
2. To allow differential shrinkage & swelling due to changes of sub grade moisture
3. To prevent longitudinal cracking
Cements that can be used as per IRC: 44-2008
Any of the following types of cements capable of achieving the design strength and durability may be
used with the prior approval of the Engineer.
1. Ordinary Portland Cement, 33 grade, IS: 269
2. Ordinary Portland Cement, 43 grade, IS: 8112
3. Ordinary Portland Cement, 53 grade, IS: 12269
4. Portland Pozzalona Cement (fly ash based, IS: 1489, partl
5. Portland Slag Cement, IS: 455
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Pavement Design
Performance Period
For rigid pavements, the initial pavement structure shall be designed and analyzed for a performance
period of 30 yr. A performance period other than 30 yr. may be utilized with justifications. For example,
an existing pavement to be widened will be completely reconstructed within 15 yr. In this case, a selection
of a 15-yr. performance period is more reasonable and justifiable for the widening.
Conclusion
In conclusion, pavement design is a critical aspect of road construction that determines the durability,
safety, and cost-effectiveness of the road. The two main types of pavement designs are flexible pavement
and rigid pavement. Flexible pavements are made up of multiple layers of materials that work together to
distribute loads and stresses from traffic. They are suitable for low to medium traffic volumes and have a
lower initial cost compared to rigid pavements. On the other hand, rigid pavements are made up of a single
layer of concrete or asphalt that is reinforced with steel bars or mesh. They are suitable for high traffic
volumes and have a longer lifespan compared to flexible pavements but have a higher initial cost.
Ultimately, the choice between flexible and rigid pavement design depends on various factors such as
traffic volume, climate conditions, soil type, and budget constraints.
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Pavement Design
Reference
• Yoder, E. J., & Witczak, M. W. (1991). Principles of pavement design. John Wiley & Sons.
• Papagiannakis, A. T., & Masad, E. A. (2008). Pavement design and materials. John Wiley & Sons.
• Delatte, N. J. (2014). Concrete pavement design, construction, and performance. Crc Press.
• Islam, M. R., & Tarefder, R. A. (2020). Pavement Design. Pavement Design: Materials, Analysis, and
Highways. McGraw-Hill Education. [Link] org/10.1201/b19036-10.
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