DESIGN OF OVERLAY FOR FLEXIBLE ROAD & RUNWAY PAVEMENTS

TANUJ CHOPRA Assistant Professor Thapar University, Patiala

PAVEMENT EVALUATION FOR OVERLAY DESIGN

Pavement evaluation is a technique of assessing the condition of a pavement, both structurally and from the point of view of surface & functional characteristics

Pavement Evaluation is a Measure of Pavement Performance

Parameters to be Evaluated:Roughness

Surface

Distress

Rutting Fatigue cracking Potholes Transverse & Longitudinal Cracking

Skid

Resistance Structural Evaluation:- Deflection Value.

Objective of various parameter measurements: (roughness, deflection, skid resistance, visual distress survey like potholes....etc.) Establish maintenance priorities. Determine maintenance and rehabilitation strategies. Predict pavement performance at any time.

CONSEQUENCES OF DELAYED MAINTENANCE

.

Excellent
Joint and crack sealing, surface seals
Patching, thinner overlays Thicker overlays

Reconstruction

Failed

Age

OPTIMIZED MAINTENANCE ALTERNATIVE

Existing Performance Treatment 1 in Year A and Z at X Cost

Serviceability

Trigger Point for Treatment 1 Trigger Point for Treatment 2

Treatment 2 in Year Y at 10X Cost

Age or Traffic Loads

STRUCTURAL EVALUATION WITH BENKELMAN BEAM FOR ROAD PAVEMENT

PRINCIPLE OF DEFLECTION METHOD FOR OVERLAY DESIGN

The rebound deflection method of pavement evaluation & Overlay design is based on the concept that stretches of flexible pavements that are in service and have been conditioned by traffic, would deform elastically under a wheel load and when the load is removed or is moved forward, the deflected pavement surface would rebound.

Performance of Flexible Pavement is closely related to elastic deflection of pavement under the wheel loads. Pavement deflection is measured by using Benkelman beam which consists of beam of 3.66 m
length pivoted at a distance of 2.44 m from the tip and a dial gauge is used for measuring deflection.

By suitably placing the beam between the dual wheels of the standard axle, it is possible to measure the rebound deflection of pavement structure.

DEFLECTION SURVEY
Deflection Survey consists of two operations:Pavement Condition survey for collecting the basic information of the pavement. Actual Deflection Measurements by using Benkelman beam, Falling Weight Deflectometer (FWD) or Loadman readings for Runway & Road Pavements.

PAVEMENT CONDITION SURVEY

Good: No cracking, rutting less than 10 mm Fair: No cracking or single crack in the wheel track with rutting between 10 mm to 20 mm Poor: Extensive cracking and / or rutting greater than 20 mm (sections with cracking exceeding 20 per cent shall be treated as a failed)

FACTORS AFFECTING REBOUND DEFLECTION Subgrade soil type Moisture content of the subgrade soil Type and thickness of the pavement component layer Temperature of the bituminous layers Previous loading history of traffic load on the Pavement Magnitude, contact pressure and configuration of the applied load and Other environmental factors

DEFLECTION MEASUREMENTS (IRC : 81-1997)

21 points in each Km Interval between the points should not be more than 50 m Marking of points should be staggered for the roads having more than one lane Transverse distance from the edge of pavement 60 cm if lane width is less than 3.5 m 90 cm if lane width is more than 3.5 m 150 cm for divided four lane highway Rear axle load 8170 kg Tyre pressure 5.6 kg / cm2

MEASUREMENTS ON FOUR LANE DIVIDED CARRIAGEWAY

CALCULATIONS
D0 Di Df Initial reading (obtained when the rate of deformation of
pavement is less than 0.025mm per minute)

Intermediate reading

(Truck is slowly moved to a distance of 270 cm and stopped and reading obtained when the rate of deformation of pavement is less than 0.025mm per minute) obtained when the rate of deformation of pavement is less than 0 .025mm per minute)

Final reading (Truck is further driven to 9m & final reading is

Pavement temperature and tire pressure should be checked regularly & necessary correction should be applied

Overlay Deflection when Di Df < 0.025 mm D= 2 (Do Df ) Overlay Deflection when Di Df > 0.025 mm D= 2 (Do Df ) + 2K (Di Df ) Where K = 2.91

TEMPERATURE CORRECTION
Deflection measurements are generally taken at 350C. If the deflection measurements are taken at any other temperature, the deflection values are corrected by using correction factor of 0.01 mm/0C . The correction is positive (+ve) for pavement temperature is lower than the 350C and negative (-ve) for pavement temperature higher than the 350C.

SEASONAL VARIATION CORRECTION

Pavement deflection = f (change in climatic season of year)

Desirable to take deflection measurement during the season when the pavement is in its weakest condition
In India this period occurs soon after monsoon

When deflection are measured during the dry months, a correction factor is required
CF = maximum defection immediately after monsoon / minimum deflection in the dry months

CHARACTERISTIC DEFLECTION
Characteristics Deflection (DC) for major roads NH and SH

DC = x + 2* SD
Characteristics Deflection for all other roads

DC = x + SD
Where x = Mean deflection, mm

COMPUTATION OF DESIGN TRAFFIC AS PER IRC:37-2001

NS =
365 * A [ (1+r)X 1 ] --------------------------------------- * F* D r

NS = The cumulative number of standard axles for the design in msa A = Initial Traffic, in the year of completion of construction, in terms of number of CVPD. r = Annual growth rate of commercial traffic x = Design life in years F = Vehicle damage factor D = Lane Distribution Factor.

DESIGN OF OVERLAY

GENERAL GUIDELINES (IRC:81-1997)

The overlay thickness in terms of bituminous macadam (BM). In case other compositions appropriate equivalency factors are : 1 cm of BM = 1.5 cm of WBM / WMM / BUSG 1 cm of BM = 0.7 cm of DBM / AC / SDC Where structural deficiency is not indicated thin surfacing may be provided to improve the riding quality as required. The type of material to be used in overlay construction will depend on several factors such as the importance of the road, the design traffic, the thickness and condition of existing bituminous surfacing, construction convenience and relative economics. For heavily trafficked roads, it will be desirable to provide bituminous overlays. Before implementing the overlay, the existing surface shall be corrected and brought to proper profile by filling the cracks, pot holes, ruts and undulations. No part of the overlay design thickness shall be used for correcting the surface irregularities.

OVERLAY FOR RUNWAY PAVEMENT USING FWD DEFLECTIONS

Factory calibrated geophones are used to register peak deflections The operating sequence is completely automated Pulse loads between 1500 to 2700 lb (7 to 120 kN) are produced with the model 8000 FWD Optimum features available with various Dynatest FWD model include automated pavement temperature sensing and automated air temperature sensing