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Flexible Pavement: Everything you Ned to Know

Flexible pavement: Why is it popular in the construction industry?

Flexible pavements have gained popularity due to their durability, performance and value. This versatile form of pavement has been used for several years now and is considered one of the most important developments in modern road construction history. In this article, we will go over the many kinds of flexible pavements, their functions, and other specifics that will assist you in gaining a better understanding of this method used in the building and construction sector.

 

Flexible pavement: What is it? 

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Flexible pavement is the most prevalent form of pavement in contemporary times. A flexible pavement comprises the subgrade, many layers of lower levels of an aggregate of a suitable quality, and an upper surface of bitumen-bound aggregate (also known as asphalt concrete). Because of the layers, the pavement is able to “bend,” which lessens the likelihood of damage and the frequency of maintenance and repair needs over time.

 

Flexible pavement: Characteristics

Flexible pavement has almost little flexural strength, and its other features and characteristics include the following:

 

Flexible pavement: Functions

There are three main roles of flexible pavements, and each one is best served by a different layering scheme.

 

Flexible pavement: Different types of flexible pavement

They consist of layered systems, with the highest quality, most costly materials located at the top (where stresses are minimal) and the highest quality, most cost-effective materials located at the bottom.

They are built with bituminous layers endorsed on the soil subgrade. This is preferable when both heavy traffic and materials are unavailable.

They are built by sandwiching asphalt layers with either open- or dense-graded aggregate layers. When modified thick-graded asphalt concrete is laid on top of the subgrade, the subgrade is subjected to a greater vertical compression load and is less protected from surface water.

 

Flexible pavement: Standard layers of flexible pavement

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The following are examples of typical layers that are found in the traditional flexible pavement:

Seal Coat

This is a very thin treatment that is applied to the surface in order to give a skid-resistant and waterproof finish.

Tack Coat

In this case, the asphalt is applied extremely thinly, and the asphalt emulsion actually comes into contact with water. A tack coat, which ensures appropriate bonding between two layers, must be slender and binder course, set extremely quickly, and cover the surface evenly.

Prime Coat

The binder layer is applied to a road layer that is made of absorbent material, such as granular bases and has a low viscosity cutback bitumen. Primer is used to glue different materials together. creates and covers a waterproof surface, unlike tack.

Surface course

This layer is in direct touch with the loads caused by traffic, and it is constructed out of high-quality materials. In most cases, thick-graded asphalt concrete is used in the construction of surface layers. The following are the prerequisites for this layer:

Binder course

The binder course is responsible for the majority of the structure’s asphalt concrete content. The primary objective of the binder course is to evenly distribute the weight throughout the base course. In most cases, the binder course is made up of sediments that do not need to be of as good of a quality as the surface course, in addition to having less asphalt.

Base course

It is placed directly under the level of the binder course and offers extra load distribution in addition to contributing to the sub-surface drainage. It is possible for it to be composed of crushed rock, other unprocessed or stabilised materials, or crushed slag.

Sub-Base course

The sub-base course is the layer of material underneath the base course that serves to give structural support, enhance drainage, and lessen the infiltration of particles from the subgrade into the pavement structure.

Sub-grade

The subgrade is the lowest layer, and it consists of nothing more than a layer of natural soil that has been compacted to the necessary depth, usually between 150 and 300 mm, in order to support weights from higher levels. The word “foundation” is used to describe this level of pavement.

 

Flexible pavement: Standard Construction Procedures

The first step is to clear the dust and grime from the existing pavement layer. It may be accomplished by hand, with the use of a mechanical sweeper and high-pressure air stream from a compressor, or in any other manner deemed appropriate.

This is the coat which is put on the freshly cleaned surface of the existing pavement. Prime Coat serves as the first layer of a low-viscosity liquid bituminous substance that is laid down on top of an already present permeable or porous pavement surface.

Applying a more viscous bituminous substance, such as hot bitumen, is the next step after the Prime Coat has dried for a full day. IRC:16, “Standard Specification and Code of Practice for Prime and Tack Coat,” details the requirements for both the Tack Coat and the Prime Coat.

Hot mix plants are where bituminous materials are mixed, and both pre-and post-mixing laboratory testing takes place. The results of the tests must be in accordance with the requirements outlined in the “Specification for Dense Graded Bituminous Mixes” (IRC: 111-2009).

After the Bituminous Mix has been loaded onto a truck or dump truck, it is transported to the location where it will be used as paving material. Once the material has been loaded into the truck, it cannot be delayed any further before being paved. The loaded bituminous mix is heated to temperatures between 150 and 1650 C. In order to pave using the bituminous mix, temperatures must be between 1400C for laying and 900C for rolling. 

Bituminous mixtures may be paved using pavers. Pavers are used to put down DBM or SDBC/BC layers, as well as to provide the desired thickness and slope/camber, during a paving process.

 

Flexible pavement: Failure types

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This is a typical example of the failure that may occur with flexible pavements. Failure due to weariness is another name for this. The most common factors contributing to this kind of failure are

 

This sort of failure results in the formation of ruts. A rut is a groove or depression in the road surface caused by repeated tire motion. The following factors contribute to this form of failure.

 

Shear failure leads to the upheaval of the material that makes up the pavement by generating a crack or fracture. The following factors are the most significant contributors to shear failure cracking.

 

Cracks of this sort extend all the way through the thickness of the pavement. The following factors are the most significant contributors to longitudinal cracking.

 

An upheaval of a limited part of pavement may be caused by frost heaving. The depth of frost heaving may vary depending on the water table in the ground as well as the weather conditions.

Some of the surface course loosens up its materials, resulting in patches and potholes when there is insufficient binding between the surface course and the layer underneath it. One kind of this failure is called slippage cracking. This failure often occurs because there was no primer or tack coat applied in between the layers.

This form of failure takes place when a bituminous surface layer is installed on top of an old cement concrete pavement that already has some fractures. On the bituminous surface, this fissure may be seen mirrored in the same pattern.

Because of the unsteady surface course that is created by traffic that is constantly stopping and going, transverse undulations emerge at regular intervals.

Bleeding is caused when there is an excess of bituminous binder on the surface of the pavement. The surface of the wound will become glossy, glass-like, and reflecting after bleeding, and it may also feel sticky to the touch. Wheel pathways are the typical location for this.

Pumping refers to the process by which water and particles are expelled from underneath the pavement via cracks in the pavement.

 

Flexible pavement: Benefits

 

Flexible pavement: Limitations

 

FAQs

Why is flexible pavement used?

Pavements that bend or deflect in response to traffic loads are called flexible pavements, and they are less likely to sustain damage. For the road to bend and twist without cracking, engineers design flexible pavement structures with many layers of various materials.

Why is flexible pavement referred to as flexible?

Since the whole pavement structure bends or deflects in response to the weight of passing vehicles, this kind of pavement is referred to as flexible. In most cases, the structure of flexible pavement is made up of many layers of different kinds of materials that are able to allow flexing.

 

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