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Pavement Applications

Related Factors
 Following may be considered when
undertaking a road project for a certain
application/use
li i /
◦ Design
 Structural
 Geometric
◦ Material specifications
 Availability
 Physical properties
◦ Traffic type
 Light traffic
 Heavy transport vehicles

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Related Factors
◦ Traffic volume
◦ Design speeds
 Urban and rural areas
 Residential and commercial areas
◦ Surface properties
 Ride quality
 Noise pollution
◦ Local climate

Classification w. r. t. Application
 Pavements may be divided into 8 broad
g
categories
1. High-Speed Highways
2. Urban Roads
3. Estate Roads
4. Rural Roads
5. Pedestrian Areas and Cycle Paths
6. Car, Coach and Lorry Parks
7. Ports and Heavy Industrial Pavements
8. Airfield Pavements

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Pavement
 Generally a pavement is considered a
footpath at the side of a road
road, but in
engineering language a ‘Pavement’ is a
man-made surface provided for efficient
and easy movement of human beings,
objects/vehicles across the ground.

Pavement

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Pavement Design
 Design criteria vary on the basis of the
intended use of the pavement
 A pavement engineer should be able to
priorities the required demands/needs
from a specific pavement
 Design should always be a best
compromise between the required
demands

Pavement Design
 A good design is always a balance
between;
◦ safety
◦ reliability
◦ cost
◦ aesthetics
◦ maintainability
◦ ride quality

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1. High
High--speed highways
 These are heavily used routes connecting
centres of population

High--speed highways
High
 Design requirements
◦ Good ride quality
◦ Safety and reliability
◦ skid-resistant surface
◦ Quiet surface
◦ Low maintenance
◦ Fast

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High--speed highways
High
 Ride quality
◦ Accurate surface level through use of modern
equipment
◦ Asphalt or concrete materials (though
concrete may reduce ride quality because of
presence of joints)
◦ Level inaccuracies while placing the asphalt
should be avoided
 Asphalt rapidly cools down while it is being placed
 Compaction becomes difficult with passage of time

High--speed highways
High
 It is not always possible to remove all the
inaccuracies
 Viscosity increases as asphalt cools down
 Resistance to movement under the roller
compactor also increases
◦ In practice, it is necessary to have at least
three paver-laid courses in order to ensure
th hi
the highest
h t standards
t d d att ttop off surface
f course
level

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High--speed highways
High
 Skid Resistance
◦ Aquaplaning/hydroplaning
◦ Texture depth
◦ Aggregate is abrasion resistant
◦ Hard rocks are recommended (igneous rock;
example is granite)
◦ Hardness is the property of a material to
resist abrasion

High--speed highways
High
 Surface Noise
◦ Noise pollution
 For the driver/passengers
 For the population/residents in the area
 Large surface protrusions generate high noise
 High material stiffness generates high-frequency
noise
 Asphalt pavement is usually less annoying than a
concrete one

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High--speed highways
High
 Low Maintenance
◦ One of the most important factor
◦ Direct
D effect
ff on the
h maintaining authority
h
(cost/budget)
◦ Indirect cost effect on the local economy
◦ It is related to the Design Reliability; uncertainty
about a pavement service life and the reasons are;
 variations in ground conditions
 materials from different sources
 uncertainty in traffic
ff loading
l d
◦ Resurfacing is accepted by most authorities as a
necessity every 10-15 years or so, simply as a result of
deteriorating skid resistance, but no frequent
structural maintenance is accepted

Typical Construction of High-

High-speed
highways (thick construction)

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2. Urban Roads
 Stationary or slow-moving traffic is
p
expected
◦ may be necessary to decelerate suddenly to
avoid hazards like;
 Pedestrians
 Cyclists
 parked cars
◦M
Maintenance
i authorities
h i i hhave to d
deall with
i h the
h
presence of piped services
 clean water, sewerage, electricity, gas and cable
television

Urban Roads
◦ Some sections of the road carry heavy and
concentrated loads and are therefore more
vulnerable to deterioration particularly
rutting

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Urban Roads
 Design requirements
◦ Maintenance-friendly
Maintenance friendly construction
◦ High-skid-resistance surface in places
◦ High rut resistance in places
◦ Low maintenance

Urban Roads
 Maintenance friendly construction
◦ It should be ppossible to cut/break the road usingg
standard equipment
 strong concrete and Geosynthetics should be avoided;
similarly reinforced concrete of any strength as they
cause nuisance during excavation, particularly strong
polymers
◦ Backfill to trenches should not result in a
significantly poorer or less stiff construction
 pavement should be of a fairly standard type (asphalt and
granular material) of construction, not one that relies on
any specialist high strength, high-stiffness material which
cannot be reproduced when carrying out a trench repair

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Urban Roads
 High skid resistance
◦ higher than average skid resistance at
pedestrian crossings, junctions and
roundabouts
◦ achieved by means of a special treatment to
the surface (of high friction chippings stuck
down with an ultra-tough
ultra tough binder) and so does
not affect the design of the underlying
pavement

Urban Roads
 Rut Resistance
◦ Take extreme care to design asphalt mixtures
to resist rutting
◦ Use block paving over a hydraulically-bound
base
◦ Use PQC
◦ Use
U grouted t d macadam
d

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Urban Roads
 Typical bus lane designs

Urban Roads
 Low Maintenance
◦ maintenance-friendly
maintenance friendly since it is always likely to
be disturbed by service providers
◦ Rapid maintenance such as surface dressing,
slurry sealing or retexturing is acceptable as
disruption is only brief, but major
rehabilitation is a serious issue and inevitably
takes longer in an urban environment due to
the constricted nature of such sites. Major
urban roads should therefore be designed to
a high reliability

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3. Estate Roads (minor streets)

 Their purpose is simply to allow the
passage of vehicles to and from individual
residential or industrial locations

Estate Roads
 Design Requirements
◦ Cheap construction
◦ Should remain passable for many decades
◦ Must accommodate occasional heavy traffic

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Estate Roads
 Cheap construction
◦ they could be granular pavements,
pavements as many access
roads are, but for anything other than the most
lightly trafficked situation this will give rise to
unwanted maintenance costs, so it is usually
preferable to apply a bound surface. However, this
should be of minimum thickness, usually two
c rses off asphalt
courses as halt since it is hard to
t achieve
achie e a
satisfactory finish with a single course. Concrete
slabs, generally around 120-150mm thick with
light reinforcement, are also possible

Estate Roads
 passable for decades
◦ this requirement generally leads to the use of
a bound surface
◦ designs do not have to be to a high reliability.
Even ‘failure’ of parts of the road can still leave
the route passable. It is therefore permissible
to lower the reliability to as little as 50%

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Estate Roads
 Occasional heavy traffic
◦ This requirement means that concrete should
only be allowed after careful evaluation of the
wheel loads from heavy trucks. Asphalt is a
forgiving material and can withstand
occasional overloads; concrete cannot

4. Rural Roads
 low traffic volumes but relatively high
speeds Alignment constraints also often
speeds.
mean that there are often serious safety
problems

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Rural Roads
 Design Requirements
◦ Adequate ride quality
◦ Suitably high skid resistance

Rural Roads
 Ride quality
◦ The fact that all rural roads take a proportion of
heavy axle loads means that a concrete pavement
would have to be nearly as thick for a rural road as
for a major highway (because of the high sensitivity of
concrete to overloading). This leaves asphalt as the
most likely material for the bound layers, with
the option to use hydraulically-bound material in the
base if it proves more economic. The lower traffic
expected in comparison with a major highway then
allows
ll the
h use off a substantially
b i ll thinner
hi construction.
i
If the traffic volume is low enough, rural roads can be
almost entirely granular pavements, sealed with
a surface dressing (a thin layer of stones spread
over a bituminous spray coat

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Rural Roads
 Suitably high skid resistance
◦ It is simply not economic to apply expensive
treatments to every sharp bend or junction
approach, and the money could usually be
much better spent improving the alignment,
road markings or signing. However, at the very
least,, adequate
q texture depth
p should be
provided to prevent aquaplaning in wet
weather.

5. Pedestrian and Cycle Paths

 Granular pavements
 industrial byproducts
 Cold-mix asphalts

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6. Car, Coach and Lorry Parks

 They carry heavy static loads but cannot
be made very expensive

Car, Coach and Lorry Parks

 Design Requirements
◦ Sufficient load-bearing
load bearing capacity
◦ Maintain an acceptable surface finish

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Car, Coach and Lorry Parks

 Sufficient load-bearing capacity
◦ The problem with slow or static loads is that
asphalt is not really designed to cope well
under such circumstances
◦ Concrete is ideal in terms of its deformation
resistance but expensive and joints in the
concrete can give rise to problems
◦ Block paving and grouted macadam are other
solutions

Car, Coach and Lorry Parks

 surface finish
◦ Asphalt with grouted macadam is a very good
option
◦ Concrete and block paving has their
disadvantages in the long run but can also be
used to serve the purpose

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7. Ports and Heavy Industrial

Pavements

Ports and Heavy Industrial

Pavements
 Design Requirements
◦ Limit uneven deformations
 Concrete construction
 Should be properly designed as any failure could lead to
expensive replacement and reconstruction
 Heavy duty block paving is also used
 Asphalt application is limited

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8. Airfield Pavements

Airfield Pavements
 Critical load on the pavement?

◦ During the impact when the aircraft land or

◦ When it is travelling slowly on the pavement

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Airfield Pavements
 Design Requirements
◦ Limit deformation
◦ Ensure adequate skid resistance
◦ Avoid future closures
◦ Resist fuel/oil spillage
◦ Avoid foreign object damage (FOD)

Airfield Pavements
 Limit deformation
◦ Aircraft operational requirements limit the crossfall
to 1.5% maximum (on major airfields), and water
cannot be expected to drain effectively if the slope
falls below about 1% which means that the overall
pavement thickness must be adequate to protect the
subgrade and avoid deformation at that level
◦ Use of concrete at the stands as The slow
slow-moving
moving
nature of the load means that asphalt would have
plenty of time for viscous flow, which can lead to
indentation of the surface

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Airfield Pavements
 Ensure adequate skid resistance;
◦ Grooving in the concrete while it is still wet
◦ Saw grooving asphalt
◦ Good quality aggregate

Airfield Pavements
 Resist fuel/oil spillage
◦ Airfield pavements are frequently subjected to
spillages, most commonly at aircraft stands,
where refuelling takes place. This is a serious
bar to the use of asphalt in such locations and
further reason why aircraft stands are usually
constructed in concrete

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Airfield Pavements
 Avoid foreign object damage (FOD)
◦ It is critical to aircraft safetyy that no foreign
g
object is sucked into the engines. The most
common such object is a bird – but pavement
debris represents another potential hazard. This
effectively precludes any surface where stones or
other surface material might work loose.
Conventional asphalt and concrete (to a
sufficiently
ffi i l high
hi h specification)
ifi i ) are bboth h
satisfactory, but the use of rolled chippings (as in
surface dressing for example) would not be
permitted

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