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CERTIFICATE
NaveenRai(0609CE123D09),
SandeepPachouri(0609CE123D11)
ACKNOWLEDGEMENT
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It is with
great reverence that we express out
gratitude to our guide " Mr.ABHINAV
TIWARI" Department of Civil
Engineering, Swami Vivekanad Inst. Of
Technology, Sagar (M.P.) for guidance
help keep interest timing guidance,
valuable suggestion in this project
work.
We own regard to
"Ms. RAGINI MISHRA" Head of
Department of Civil Engineering for
his persistent encouragement and
blessing, which were bestowed upon
us.
We express our
sincere thanks to hon'ble Principal
"Dr. B.V.TIWARI " for his kind
support, which he rendered us in
the envisagement for the great
success of our project.
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Declaration
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1) INTRODUCTION 6-16
4) cracking 38-39
4.1) deformation 38
4.2) detoriation 38
Crack seal
Fog seal
rejuvenators
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slurry seal
patches
cold in recycling
pavement evoluation
method of evoluation
equipment required
8) CONCLUSION 68
referance
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INTRODUCTION :-
A pavement is a structure interposed between the wheel and soil, since the soil
itself cannot support the repeated the application of wheel load without
undergoing deformation.
REQUIREMENTS OF A PAVEMENT:-
Based on the structural behavior, pavements are generally classified into three
categories.
Flexible pavements are those, which on the whole have low or negligible
flexural strength and are rather flexible in their structural action under the loads.
FLEXIBLE PAVEMENTS :-
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Surface course
Surface course is the layer directly in contact with tra_c loads
and generally contains superior quality materials.
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The pavement carries the wheel loads and transfers the load
stresses through a wider area and hence considerably lower
stresses than the contact pressure or compressive stresses under
the wheel load on the pavement surface are transferred to the soil
below.
Binder course
Base course
Sub-Base course
Sub-grade
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TYPES OF FAILURES :-
A. Cracking
B. Deformation
C. Deterioration
D. Mat problems
E. Problems associated with seal coats
1. Fatigue cracking
2. Longitudinal cracking
3. Transverse cracking
4. Block cracking
5. Slippage cracking
6. Reflective cracking
7. Edge cracking
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(i)Sudden increase in traffic loading especially on new roads where the design
is based on lesser traffic is a major cause of cracking. After construction of good
road, traffic of other roads also shifts to that road. This accelerates the fatigue
failure (Alligator Cracking).
(ii)Temperature variation ranging from 50 C to below zero conditions in the
plain areas of North and Central India leads to bleeding and cracking.
(iii) Provision of poor shoulders leads to edge failures.
(iv) Provision of poor clayey subgrade results in corrugation at the surface and
increase in unevenness.
(v) Poor drainage conditions especially during rainy seasons, force the water to
enter the pavement from the sides as well as from the top surface. In case of
open graded bituminous layer, this phenomenon becomes more dangerous and
the top layer gets detached from the lower layers.
(vi) If the temperature of bitumen/bituminous mixes is not maintained properly,
then it also leads to pavement failure. Over heating of bitumen reduces the
binding property of bitumen. If the temperature of bituminous mix has been
lowered down then the compaction will not be proper leading to longitudinal
corrugations.
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Crack Seals
Crack seal products are used to fill individual pavement cracks to prevent
entry of water or other non-compressible substances such as sand, dirt,
rocks or weeds. Crack sealant is typically used on early stage
longitudinal cracks, transverse cracks, reflection cracks and block cracks.
Alligator cracks are most often too extensive to warrant filling with crack
sealer; they usually require an area treatment such as a patch or
reconstruction. Crack filler material is typically some form of rubberized
asphalt or sand slurry.
This technique is used for preventive maintenance. Crack filling to
prevent entry of water or other non-compressible substances into the
pavement.
Fog Seals
A fog seal is a light application of a diluted slow-setting asphalt emulsion
to the surface of an aged(oxidized) pavement surface. Fog seals are low-
cost and are used to restore flexibility to an existing HMA pavement
surface. They may be able to temporarily postpone the need for a
surface treatment or non-structural overlay. It is used for preventive
maintenance. Fog seals are used to restore or rejuvenate an HMA
surface. They may be able to postpone the need for a BST or non
structural overlay for a year or two.
Rejuvenators
Rejuvenators are products designed to restore original properties to
aged (oxidized) asphalt binders by restoring the original ratio of
asphalteness to malteness. Many rejuvenators are proprietary, making it
difficult to offer a good generic description. However, many rejuvenators
contain maltenes because their quantity is reduced by oxidation.
Rejuvenators will retard the loss of surface fines and reduce the
formation of additional cracks; however they will also reduce pavement
skid resistance for up to 1 year. Because of this, rejuvenators are
generally appropriate for low-volume, low-speed roads or parking lots.
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Slurry Seals
A slurry seal is a homogenous mixture of emulsified asphalt, water, well-
graded fine aggregate and mineral filler that has a creamy fluid-like
appearance when applied. Slurry seals are used to fill existing pavement
surface defects as either a preparatory treatment for other maintenance
treatments or as a wearing course. There are three basic aggregate
gradations used in slurry seals.
Micro surfacing is an advanced form of slurry seal that uses the same
basic ingredients (emulsified asphalt, water, fine aggregate and mineral
filler) and combines them with advanced polymer additives. This
technique is used to repair slight to moderate pavement surface defects,
improve skid resistance.
the order of 12.5 mm (0.5 in.) to 37.5 mm (1.5 in.) that are
used to improve ride quality, correct minor surface defects, improve
safety characteristics such as skid resistance and drainage, enhance
appearance, reduce road-tire noise.
Patches
The combined effects of traffic loading and the environment will cause
pavements to deteriorate over time. Although maintenance can slow the
rate of deterioration, it cannot stop it. Therefore eventually the effects of
deterioration need to be reversed by adding or replacing
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Heater scarification. This method uses a plant that heats the pavement
surface (typically using propane radiant heaters), scarifies the pavement
surface using a bank of nonrotating teeth, adds a rejuvenating agent to
improve the recycled asphalt binder viscosity, then mixes and levels the
recycled mix using a standard auger system. The recycled asphalt
pavement is then compacted using conventional compaction equipment.
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HMA Overlays
Structural overlays are designed to add structural support to the existing
pavement. Because of this, they are structurally designed and are thicker
than non-structural overlays. Asphalt concrete structural overlay design
can be done using the following approaches:
Engineering Judgment. This classification of overlay design is the most
subjective of the four listed and can be heavily influenced by political and
budget constraints.
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EQUIPMENTS REQUIRED
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MODERN PAVER
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PNEUMATIC-TYRED ROLLER
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WMM Plant
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CONCLUSION
The flexible pavement has the advantage of being fairly quiet when driven on
and reflecting back light at night. The material content can be adjusted to
account for different traffic and weather patterns in different regions. The road
is examined first before rigid or flexible pavement is decided on. An engineer
determines how often the road is used, how much water comes into contact
with the road, how often repairs would need to be made in the future, and the
budget assumed to him. He then determines the type of pavement that gives
the best performance for the amount of money spent.
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In this way load transfer mechanism occurs. Almost 90% pavements are flexible
pavements. Therefore, flexible pavements are only placed where underlying
strata has good load bearing capacity properties. In case when underlying strata
lacks load-bearing capacity then we go for rigid pavement, because rigid
pavements not depend on the properties of underlying strata.
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