2.0 road pavement lecture version.ppt

7/25/2019 2.0 Road Pavement lecture version.ppt

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TRANSPORTATIONENGINEERING II

(BCE IV/I)


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2.0 HIGHWAY PAVEMENT2.0 HIGHWAY PAVEMENT

FLEXIBLE PAVEMENTFLEXIBLE PAVEMENT

RIGID PAVEMENTRIGID PAVEMENT


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Syllabus: Overall

1.Trafc Engineering

2. Hi!"ay Pave#e$%

3. Road Construction Technology

4. Highway Maintenance, Repair and Rehabilitation

&. I$%r'u%i'$ %' Brie a$ Tu$$elE$i$eeri$


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Syllabus: G'i$ %' *eal

2.+ Hi!"ay Pave#e$% (,-).1 !e"nition and Types o# $a%e&ents. !i'erences between (le)ible and Rigid $a%e&ent*tructure.3 +oads and ther (actors Controlling $a%e&ent !esign

2. *esi$ e%!'s 0'r 1leible Pave#e$%s3 R'aN'%e 245 6,5 CBR5 AASHTO2.& *e%ails '0 As7!al% I$s%i%u%e e%!' '0 *esi$ '01leible Pave#e$%s2.- *esi$ e%!'s 0'r Rii Pave#e$%s a$8es%eraar9s T!e'ry

.- *tress due to +oad, Te&perature !i'erential and*ubgrade (riction2. *e%ails '0 %!e IRC e%!' '0 *esi$ '0 RiiPave#e$%s 0'r Hi!"ays


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&.+ I$%r'u%i'$ %' Brie a$ Tu$$elE$i$eeri$ ()

.1 Choice o# /ridge +ocation *ite

. Classi"cation o# /ridges and Co&ponent $arts o# a/ridge

.3 0ntroduction to Ri%er /an and $rotection *tructure

.4 Types o# Road and Railway Tunnels. Co&ponent $arts o# Tunnel and Tunnel Cross2section

. *ur%ey #or Tunnel lign&ent

.- !rainage, +ightening and 5entilation Re6uire&ents #orTunnel

.7 0ntroduction o# Tunneling in (ir& *oil, *o#t *oil and Roc.8 Tunnel +ining


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2., *e;$i%i'$ a$ Ty7es '0Pave#e$%s

.1.1 9hat is $a%e&ent:

.1. b;ecti%es o# $a%e&ent

.1.3 (unctions o# a $a%e&ent

.1.4 Types o# $a%e&ent

.1. *tructural Ele&ents o# a $a%e&ent

.1. (unctions and Characteristics o# $a%e&ent +ayers


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2.,., 8!a% is Pave#e$%ation.


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1u$%i'$:*ubgrade is the #oundation layer, the structurewhich &ust ulti&ately support all the loads which

co&e on to the pa%e&ent and then dispersed to theearth &ass below.


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Sub3base C'urse

sub2base is a layer o# &aterial between the base andsubgrade.

/ase course and sub2bases are used under the pa%e&entpri&arily to increase the load supporting capacity o# thepa%e&entdistributing the load through a "nite thicness

o# pa%e&ent.

sub2base &aterial can be o# a lower 6uality &aterialssuch as burnt cliners, natural aggregates or slag than

the base course.

The sub2base should be laid as soon as possible a#ter"nal stripping to #or&ation le%el, to pre%ent da&age #ro&rain or sun baing which could cause sur#ace cracs.


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Pri#ary 0u$%i'$ to gi%e structural support butit can also

Mini&i>e the intrusion o# "nes #ro& the subgradeinto the pa%e&ent structure.

0&pro%e drainage.

Mini&i>e #rost action da&age.

$ro%ide a woring plat#or& #or construction.
http://training.ce.washington.edu/wsdot/Modules/04_design_parameters/04-4_body.htmhttp://training.ce.washington.edu/wsdot/Modules/04_design_parameters/04-4_body.htm


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Base C'urse +ayer o# granular &aterial which lies i&&ediately

below the wearing sur#ace o# the pa%e&ent whichis the &ain spreading layer o# the pa%e&ent.

/ase course is the layer o# &aterial i&&ediately

beneath the sur#ace or binder course. 0t &ay beco&posed o# crushed stone, crushed slag, orother untreated or stabili>ed &aterials.

The base course lies close to the pa%e&entsur#ace and hence it &ust possess highresistance to de#or&ation in order to withstandthe high pressures i&posed upon it. *o, it is o#superior 6uality &aterials.


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1u$%i'$s:This course recei%es the i&pact o# the trafcthrough the wearing course.

The loads are trans#erred to the sub2base andsubgrade through it.


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Sur0ae/8eari$ C'urse

The wearing or sur#ace course is the top course o#a pa%e&ent with which the wheels o# %ehicles arein actual contact.

This is the layer in direct contact with trafcloads.


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1u$%i'$s: To distribute the load to the base.

To water2proo# the base against the sur#ace water.

To pro%ide s&ooth riding sur#ace, dust pre%enti%esur#ace.


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2 2 *iere$es Be%"ee$


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2.2 *iere$es Be%"ee$1leible

a$ Rii Pave#e$%s


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2.2 *iere$es Be%"ee$

1=EDIB=E PAVEENT

1. Bnder hea%y loads, yieldto e)cessi%e stressesresulting in the localdepression o# the sur#ace.

. Ae)ible pa%e&ent with

subgrade o# %aryingthicness will ad;ust itsel#to the irregularities due todi'erent settle&ents.

3. Bnder load worsenedcondition in subgrade willget depression in thepa%e&ent.

RIGI* PAVEENT

1. Bnder hea%y loads, rupturesoccur thereby producing acrac to the sur#ace.

. rigid pa%e&ent with the

subgrade o# %aryingstrength will not ad;ust theirregularities due todi'erent settle&ent but actsas a bea& or cantile%er.

3. Capable o# bridging thes&all weaness anddepressions in thesubgrade.


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2.2 *iere$es Be%"ee$

1=EDIB=E PAVEENT

4. Has healing properties


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C'#7aris'$ Be%"ee$ 1leiblea$ Rii Pave#e$%


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C'#7aris'$ Be%"ee$CRITERIA 1=EDIB=E PAVEENT RIGI* PAVEENT

,.*esi$Preisi'$

+9'eible pavements

designs are mainlympirical.

MRErigid pavements

are designed usingprecise structuralanalysis.

2.*esi$ =i0e 1F G F years bout 4F years

6.ai$%e$ea$e eeds #re6uent eeds %ery little

.I$i%ial C's% +9 H0@H

&.S%aeC'$s%ru%i'$

$**0/+Eintial

minimum thic*ness canbe provided andadditional overlays areprovided in *eeping withthe tra+c growth

! T (0T #or such*CHEME


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C'#7aris'$ Be%"ee$CRITERIA 1=EDIB=E PAVEENT RIGI* PAVEENT

-. Availabili%y '0a%erial

/itu&enscarceresource and imported

Ce&entcan beproduce in the country

. Sur0aeC!ara%eris%is

Relati%ely +9 @!produces

pavement surfacesfree from rutting!

potholes andcorrugations with goodriding ,uality

. Pe$e%ra%i'$ '08a%er

T 0M$ER50B**BR(CE water

enters through pores

and crac*s

$RCT0C++I0M$ER50B* ecept at-oints where mud

pumping can ta*esplace

4.F%ili%y ='a%i'$ $**0/+E public

utilities such as watersupply pipes! telephone

cables sewer lines! etccan be buried by

0M$**0/+E


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C'#7aris'$ Be%"ee$

CRITERIA 1=EDIB=E PAVEENT RIGI* PAVEENT

,,. Tra*isl'a%i'$

Tra+c can be opened*HRT+I after it isrolled

+@ER eeds 0

days to cure and setthe concrete to gain itsstrength

,2. E$vir'$#e$%alC'$siera%i'$s*uri$ C'$s%ru%i'$

MRE HJR!B*

by burning bitumen

HJR!B*

,6. Overall E'$'#y'$ a =i0e Cyle Basis

T ECM0C+ (R MREECM0C+

*i b % 1l ibl


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*iere$e be%"ee$ 1leiblea$ Rii Pla%es


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Fe/#$e Pa'e(en" )&ns"r%*"#&n


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Rii Pave#e$%s

A*VANTAGES

,.HIGH STRENGTHcompressive! abrasion!compression1tension

2. GOO* STABI=IT water!heat stability! strength

increases with time

6. *FRABI=IT

2342 years

. =O8 AINTENENACECOSTlarge economic gain!big investment but long design

period therefore maintenancecost per year is 567

&. SFITABI=E 1OR NIGHT*RIVING

*ISA*VANTAGES

,.NECESSIT O1 CEENT AN*8ATER I* =ARGEfor 2 cmdepth! 8 m wide cementconcrete pavement for every 9*m road needs 4223:22 toncement and : ton water

2.HAVE OINTS di+cult toconstruct and maintain! causevibration on vehicle

6. *I11ICF=T TO REPAIR

repairing wor* in'uences the

tra+c movement largely.PAVEENT IS FITE =ATE=

AVAI=AB=E 1OR TRA11ICOPERATIONS needs 9:32days


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Concrete


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2.6 ='as a$ O%!er 1a%'rsC'$%r'lli$ Pave#e$%

*esi$/Pavement DesignParameters/Pavement DesignFactors


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2.6 ='as a$ O%!er 1a%'rsC'$%r'lli$ Pave#e$% *esi$

1. Trafc (actors and +oads Characteri>ation

. Material Characteri>ation 2 *oil (actors

3. En%iron&ental (actors

4. (ailure Criteria

, Tra 1a%'rs a$ ='as


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,. Tra 1a%'rs a$ ='asC!ara%eriJa%i'$

Trafc is the &ost i&portant #actor in the pa%e&entdesign.

The ey #actors include

a=Tire?9heel?)le +oads

b=)le and Tire Con"gurations

c= o. o# +oad Repetitions

d=Mo%ing +oads

e=Trafc !istribution

#= Contact rea

g=5ehicle *peed


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A) Tire/8!eel/Ale ='as

9heel load which deter&ines the depth o# thepa%e&ent re6uired to ensure that the sub gradesoil is not #ailed.

9heel con"gurations a'ect the stress distributionand deAection within a pa%e&ent.

Many co&&ercial %ehicles ha%e dual rear wheelswhich ensure that the contact pressure is withinthe li&its.


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Ale2The co&&on a)is o# rotation o# one or &orewheels whether power2dri%en or #reely rotating.

n aleis a central sha#t #or a rotatingwheelorgear.

Ale ='a

The total weight #elt by the roadway #or all wheelsconnected to a gi%en a)le.

0n another way, it is the #raction o# total %ehicleweight resting on a gi%en a)le.
http://en.wikipedia.org/wiki/Rotationhttp://en.wikipedia.org/wiki/Wheelhttp://en.wikipedia.org/wiki/Gearhttp://en.wikipedia.org/wiki/Gearhttp://en.wikipedia.org/wiki/Wheelhttp://en.wikipedia.org/wiki/Rotation


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Si$le Ale


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Si$le Ale='a 2The totalload trans&itted by all

wheels o# a single a)lee)tending the #ullwidth o# the %ehicle.


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Tande( A/es


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Tr#de( A/es


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1%ad A/es


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Ale ='as Pra%ie i$ Ne7al

ccording to !TM, epal 2

wheel 1. T

1F wheel T

1 wheel


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N' '0 Ale ='a Re7e%i%i'$s


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N'. '0 Ale ='a Re7e%i%i'$s The inAuence o# trafc on pa%e&ent not only depends on

the &agnitude o# the wheel load, but also on the

#re6uency o# the load applications.

The nu&ber o# repetition o# loads cause elastic and plasticde#or&ations.

Each load application causes so&e de#or&ation and thetotal de#or&ation is the su&&ation o# all these.

lthough the pa%e&ent de#or&ation due to single a)le

load is %ery s&all, the cu&ulati%e e'ect o# nu&ber o# loadrepetition is signi"cant.

9hen a load #ro& a hea%y %ehicle is applied repetiti%ely tothe pa%e&ent it causes certain da&age


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'vi$ ='as

The da&age to the pa%e&ent is &uch higher i#the %ehicle is &o%ing at creep speed.

Many studies show that when the speed isincreased #ro& &?hr to 4 &?hr, the stresses

and deAection reduced by 4F per cent.


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C'$%a% Area The tire pressure is an i&portant #actor, as it deter&ines

the contact area and the contact pressure between thewheel and the pa%e&ent sur#ace.

E%en though the shape o# the contact area is elliptical, #orsae o# si&plicity in analysis, a circular area is o#tenconsidered.

0# the e'ect o# the tire wall is ignored, the contact pressurebetween the tire and pa%e&ent &ust be e6ual to the tirepressure.

(or low2pressure tires, contact pressures under the tire wall&ay be greater than at the center o# the tire.

(or high2pressure tires the re%erse is true.

(or &ost proble& howe%er, the assu&ption is &ade thatcontact pressures are uni#or& o%er the i&print area.


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Tra *is%ribu%i'$


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Tra *is%ribu%i'$ long with load type and repetitions, the load

distributions across a particular pa%e&ent &ust beesti&ated.

(or instance, on a 2lane highway


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Tra *is%ribu%i'$ C'$%K

Typically, this is accounted #or by selecting aLdesign laneL #or a particular pa%e&ent.

The loads e)pected in the design lane are either


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Ve!ile S7ee

*peed is directly related to duration o# loading.

The greater the speed, larger the &odulus o#elasticity and s&aller the strains on the pa%e&ent.

*o higher speed o# the %ehicles is !E*0RE/+E.

0n general, slower speeds and stop conditionsallow a particular load to be applied to a gi%enpa%e&ent area #or a longer period o# ti&eresulting in greater da&age.

t bus stops


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2. S'il 1a%'rs *oil under the pa%e&ent #oundation is seldo&

ho&ogeneous. +arge %ariations &ay occur in its properties.

To predict the beha%ior o# the soil under di'erentconditions, it is essential to carry out certain tests.

The soil strength %aries with type o# the soil, bul density,&oisture content, per&eability, internal structure o# thesoil etc.

0t also depends upon the &ethod o# application o# load onthe soil.

9e now that the soil strength increase with increasedensity and decreasing &oisture content.

s the elastic properties o# soil are %ery low, in the designo# Ae)ible pa%e&ent, the supporting capacity o# sub gradeis %ery i&portant #actor.

2 S il 1 % C %


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2. S'il 1a%'rs C'$%.

To deter&ine the supporting capacity o# subgrade generally #ollowing properties o# all the soilare deter&ined.

*hear *trength

/earing Capacity

$enetration Resistance o# the soil

6 E i % l 1 %


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6. E$vir'$#e$%al 1a%'rs

En%iron&ental #actors a'ect the per#or&ance o#the pa%e&ent &aterials and cause %ariousda&ages.

En%iron&ental #actors that a'ect pa%e&ent are

1. Te&perature 5ariations

. (rost ction and

3. Moisture?$recipitation?Rain#all

Te#7era% re Varia%i'$s


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Te#7era%ure Varia%i'$s

Te&perature a'ects the resilient &odulus o#asphalt layers, while it induces curling o# concreteslab.

0n rigid pa%e&ents, due to di'erence inte&peratures o# top and botto& o# slab,te&perature stresses or #rictional stresses are

de%eloped.

1r's% A%i'$


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1r's% A%i'$

(rost hea%e causes di'erential settle&ents andpa%e&ent roughness.

Most detri&ental e'ect o# #rost penetrationoccurs during the spring brea up period whenthe ice &elts and sub grade is a saturated

condition.

'is%ure/Prei7i%a%i'$/Rai$0all


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'is%ure/Prei7i%a%i'$/Rai$0all

The precipitation #ro& rain and snow a'ects the6uantity o# sur#ace water in"ltrating into the subgrade and the depth o# ground water table.

$oor drainage &ay bring lac o# shear strength,pu&ping, loss o# support, etc.

1ailure Cri%eria


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. 1ailure Cri%eria

,. 1a%iue CraLi$ 0s due to the build up o# tensile strain at the

botto& o# sphaltic Concrete +ayer

$a%e&ent is considered #ailed i# F o# the sur#acehas craced

2. Ru%%i$ 1ailure 0s due to the build up o# e)cessi%e co&pressi%e

strain at the top o# subgrade layer $a%e&ent is considered #ailed i# it e)hibits a rut

depth o# F &&

E?uivale$% si$le "!eel l'a


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E?uivale$% si$le "!eel l'a

To carry &a)i&u& load with in the speci"ed li&itand to carry greater load, dual wheel, or dualtande& asse&bly is o#ten used.

E6ui%alent single wheel load


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1's%er #e%!'5 based on the #ollowing assu&ptions

e6ualancy concept is based on e6ual stressN

contact area is circularN inAuence angle is 4FN and

soil &ediu& is elastic, ho&ogeneous, and isotropic hal#space.

The E*9+ is gi%en by

9here,

$ O wheel load,* O center to center distance between the two wheels,

d O clear distance between two wheels, and

> O desired depth

Nu#erial Ea#7le ,


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Nu#erial Ea#7le ,

;ind S75 at depths of : cm! 2 cm and 42 cmfor a dual wheel carrying 244 *g each. Thecenter to center tyre spacing is 2 cm anddistance between the walls of the two tyres is 92

cm.

Solution:


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Solution:

1= (or desired depth J M + #, which is twice thetyre spacing,

ES8= M 2P M 22+ M + LN

= (or J M , which is hal# the distance between

the walls o# the tyre,

ES8= M P M 2+LN

= (or J M 2+ #,

Therefore, ESWL

E?uivale$% Si$le Ale ='a


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E?uivale$% Si$le Ale ='a

5ehicles can ha%e &any a)les which will

distribute the load into di'erent a)les, and in turnto the pa%e&ent through the wheels.

Standard Truck has two a)les, #ront a)le withtwo wheels and rear a)le with #our wheels.

/ut to carry large loads &ultiple a)les arepro%ided. *ince the design o# Ae)ible pa%e&entsis by layered theory, only the wheels on one sideneeded to be considered.

n the other hand, the design o# rigid pa%e&entis by plate theory and hence the wheel load onboth sides o# a)le need to be considered.

=eal Ale ='a:


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=eal Ale ='a: The &a)i&u& allowed a)le load on the roads is

called legal a)le load. (or highways the &a)i&u& legal a)le load in

0ndia, speci"ed by 0RC, is 1F tonnes.

S%a$ar Ale ='a: 0t is a single a)le load with dual wheel carrying 7F

P load and the design o# pa%e&ent is based onthe standard a)le load.


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Tare "ei!%so&eti&es called Unladen eight,is the "ei!%o# an e&pty %ehicle or container.

/y subtracting it #ro& the !ross eight#$adeneight%, the "ei!%o# the goods carried


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Re7e%i%i'$ '0 Ale ='as

The de#or&ation o# pa%e&ent due to a singleapplication o# a)le load &ay be s&all but due torepeated application o# load there would beaccu&ulation o# unreco%ered or per&anentde#or&ation which results in #ailure o# pa%e&ent.

0# the pa%e&ent structure #ails with 1 nu&ber o#

repetition o# load 91 and #or the sa&e #ailure

criteria i# it re6uires nu&ber o# repetition o# load9,then 911and 9are considered e6ui%alent.

ote that, 911and 9e6ui%alency depends on

the #ailure criterion e&ployed.

E?uivale$% Ale ='a 1a%'r


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E?uivale$% Ale ='a 1a%'r

n e6ui%alent a)le load #actor


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and a typical %alue o# 4 #or #, then

where,i indicate ith%ehicle, and std indicate thestandard a)le.

ow i# we assu&e that the strain is proportionalto the wheel load,

*i&ilar results can be obtained i# rutting &odel is used, which is


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9here,

dO per&issible design rut depth


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Nu#erial Ea#7le ,

;ind the e,uivalent ale load. 2 = is 922 and 42 = is 92222.

Solution:

Re#er the Table. The E*+ is gi%en as Q( iniO 3

Nu#erial Ea#7le 2


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Nu#erial Ea#7le 2

;ind the e,uivalent standard ale load if thee,uivalence criteria is rutting if the number ofload repetition epected by 92 * ale is 9222!9>2 * is 922! and 42 * is 92!222. %ssume 02

* as standard ale load and he rutting model iswhere f4 ? 4. and f:? 4.:.

Solution:


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Solution:

Re#er the Table. The E*+ is gi%en as Q(ini O78F4.84 .

Nu#erial Ea#7le 6


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Nu#erial Ea#7le 6

;ind the e,uivalent ale load using fatigue crac*ingas failure

criteria according to 2* standard ale is 9222! 92* is22 and 42 *

is 92222.

Solution:


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Solution:

Re#er the Table. The E*+ is gi%en as Q(ini OF3F.71

F#g. E!WL-E%a "ress )&n*e"


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2. *esi$ e%!'s 0'r

1leible Pave#e$%s3 CBR5R'a N'%e 245 6,5AASHTO

*esi$ e%!'s 0'r 1leiblePave#e$%s


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Pave#e$%s

*esi$ e%!'s '0 1leiblePave#e$%s


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Pave#e$%s,. e!a$is%i(T!e're%ial/A$aly%ial) *esi$ A77r'a!

/ased on /oussines6s Theory

/ased on /ur&isters Theory

2. E#7irial *esi$ A77r'a!@roup 0nde) Method

C/R


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2.0 road pavement lecture version.ppt

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