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Pavement design is the major component in the road construction. Nearly one-third
in design of pavement.
Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-
The wheel load acting on the pavement will be distributed to a wider area, and the
stress decreases with the depth. Taking advantage of this stress distribution
characteristic, flexible pavements normally has many layers. Hence, the design of
flexible pavement uses the concept of layered system. Based on this, flexible
pavement may be constructed in a number of layers and the top layer has to be of best
quality to sustain maximum compressive stress, in addition to wear and tear. The
lower layers will experience lesser magnitude of stress and low quality material can
be used. Flexible pavements are constructed using bituminous materials. These can be
generally found on low volume roads) or, asphalt concrete surface courses (generally
used on high volume roads such as national highways). Flexible pavement layers
reflect the deformation of the lower layers on to the surface layer (e.g., if there is any
undulation in sub-grade then it will be transferred to the surface layer). In the case of
flexible pavement, the design is based on overall performance of flexible pavement,
and the stresses produced should be kept well below the allowable stresses of each
pavement layer.
The major flexible pavement failures are fatigue cracking, rutting, and thermal
cracking. The fatigue cracking of flexible pavement is due to horizontal tensile strain
at the bottom of the asphaltic concrete. The failure criterion relates allowable number
of load repetitions to tensile strain and this relation can be determined in the
load path. Two design methods have been used to control rutting: one to limit the
vertical compressive strain on the top of subgrade and other to limit rutting to a
Rigid pavements have sufficient flexural strength to transmit the wheel load stresses
to a wider area below. A typical cross section of the rigid pavement is shown in Figure
3. Compared to flexible pavement, rigid pavements are placed either directly on the
is only one layer of material between the concrete and the sub-grade, this layer can be
rigid pavement design. The allowable number of load repetitions to cause fatigue
cracking depends on the stress ratio between flexural tensile stress and concrete
Pumping is the ejection of soil slurry through the joints and cracks of cement concrete
pavement, caused during the downward movement of slab under the heavy wheel
loads. Other major types of distress in rigid pavements include faulting, spalling, and
deterioration.
The study of pavement distresses is advantageous for the highway engineers because
passengers.
3. The study of pavement distress of a place helps in the improvement and
development in the design of the pavement.
Cracking
Cracks in flexible pavements are caused by deflection of the surface over an unstable
surface, poorly constructed lane joints, or reflection cracking. The following types of
A series of interconnected cracks caused by fatigue failure of the HMA surface under
repeated traffic loading. As the number and magnitude of loads becomes too great,
longitudinal cracks begin to form (usually in the wheelpaths). After repeated loading,
Bleeding
A film of asphalt binder on the pavement surface. It usually creates a shiny, glass-like
reflecting surface that can become sticky when dry and slippery when wet.
Block Cracking
Interconnected cracks that divide the pavement up into rectangular pieces. Blocks
range in size from approximately 1 ft2 to 100 ft2. Larger blocks are generally
over a large portion of pavement area but sometimes will occur only in non-traffic
areas.
(shoving) across the pavement surface. The distortion is perpendicular to the traffic
direction. Usually occurs at points where traffic starts and stops (corrugation) or areas
Depression
Localized pavement surface areas with slightly lower elevations than the surrounding
pavement. Depressions are very noticeable after a rain when they fill with water.
Spalling
Cracking, breaking or chipping of joint/crack edges. Usually occurs within about 0.6
m of joint/crack edge on airports and about 0.5 m on roads and generally angles
Longitudinal Cracking
fatigue cracking. They may be caused by (1) a poorly constructed paving lane joint,
(2) shrinkage of the AC surface due to low temperatures or hardening of the asphalt,
or (3) a reflective crack caused by cracks beneath the surface course, including cracks
Patching
An area of pavement that has been replaced with new material to repair the existing
Pothole
Small, bowl-shaped depressions in the pavement surface that penetrate all the way
through the HMA layer down to the base course. They generally have sharp edges and
vertical sides near the top of the hole. Potholes are most likely to occur on roads with
thin HMA surfaces (1 to 2 inches) and seldom occur on roads with 4 inch or deeper
HMA surfaces.
Raveling
Loose debris on the pavement, roughness, water collecting in the raveled locations
Transverse Cracking
type of thermal cracking. They may be caused by items 2 or 3 above. These types of
cracks are not usually load associated. If the pavement is fragmented along a crack,
the crack is said to be spalled.
MID-PANEL
These cracks, which divide the slab into two or three pieces, are usually caused by a
combination of load repetition, curling stresses, and shrinkage stresses. (For slabs
divided into four or more pieces, see Shattered Slab/ Intersecting Cracks.) Low
severity cracks are usually warping or friction related and are not considered major
structural distresses. Medium or high severity cracks are usually working cracks and
are considered major structural distresses. Hairline cracks that are only a few feet long
and do not extend across the entire slab are rated as shrinkage cracks.
CORNER BREAK
Load repetition, combined with loss of support and curling stresses, usually causes
cracks at the slab corner. The lack of support may be caused by pumping or loss of
load transfer at the joint. Corner breaks are characterized by a crack that intersects the
joints at a distance less than or equal to one-half of the slab length on both sides,
measured from the corner of the slab. A corner break differs from a corner spall in that
the break extends vertically through the entire slab thickness; a corner spall intersects
This distress refers to a network of shallow, fine, or hair-like cracks that extend only
to 13 mm. Map cracking or crazing usually results from improper curing and/or
finishing of the concrete and may lead to scaling of the surface. This distress is often
cracking, or crazing can produce considerable foreign objects debris (FOD), which
METHODOLOGY
The resesrchers msde use of descriptive form of presenting the steps in conducting
this study.
A. Gathering Data
The resesrchers made use of camera in capturing the details presented in the
informations and through observations. The data were recorded snd showed to
be more organized.
the problem of the study and to understand every details. Analysis of every
D. Formulation of Recommendation
The researchers formulated recommendations that could help in the
reconstruction
Edge Cracking Alignment which Pavement widening and
edge
Seepage and heavy
rainfall
Longitudinal Displacement of joints at Reconstruction of joints
Crushed aggregate overlay or
Cracking pavement widening
Differential settlement reconstruction of joints
pavement
Traverse Cracking Construction joint in Crack sealant
Crushed aggregate overlay or
bituminous surfacing
Reflection of joints in the reconstruction of joints
underlying base
Raveling Inadequate compaction Thin bituminous overlay
or construction during
wet weather
Patching Weak, loose layer Reconstruction of weak
immediately layers
Seepage of water through Replace wearing course or
lower layers
CONCLUSION
RECOMMENDATION
DOCUMENTATION
BIBLIOGRAPHY
https://acrp-pavement-tool.tti.tamu.edu/browse-full-list.htm
https://civildigital.com/pavement-design-road-construction-design-parameters/
https://www.civil.iitb.ac.in/tvm/1100_LnTse/401_lnTse/plain/plain.html