International Research Journal of Engineering and Technology (IRJET)
e-ISSN: 2395-0056
Volume: 06 Issue: 04 | Apr 2019
p-ISSN: 2395-0072
www.irjet.net
“FLEXIBLE PAVEMENT DESIGN USING GEO-SYNTHETIC MATERIAL” Patel Gopi1, Patel Varun2, Patel Deep3, Patel Mit4, Patel Pavan5, Guide Assistance Prof. Krupali Patel 1, 2,3,4,5 UG,
Department of Civil Engineering, MSCET, Surat, Gujrat, India Professor, Dept. of Civil Engineering, MSCET, Surat, Gujrat, India ----------------------------------------------------------------------***--------------------------------------------------------------------6 Assistance
Abstract - Civil Engineering Most of the highways in India
wheel load acting on the pavement will be distributed to a wider area, and the stress decreases with the depth. Taking advantage of these 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 either in the form of surface treatments (such as bituminous surface treatments 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.
are constructed with flexible pavements. Flexible pavement suffers a numbers of distresses like pothole, rutting, cracks, moisture damage, stripping, raveling, reinforcement, drainage, separation, filtration, lake of ground water problem etc. Using geo synthetic in secondary roads to stabilize weak sub grades has been a well accepted practice over the past thirty years. To study in types of geo synthetic material woven and non woven applications. In this study a comprehensive life cycle cost analysis framework was developed and used to quantify the initial and the future cost of 25 representative low volume road design alternatives. All four of these geo textiles functions are in effect to varying degrees when a geo synthetic is used in the paved and unpaved roads. The all test of geo synthetic material in laboratory evaluation. The study also shows when user costs are considered, the greater Traffic Benefit Ratio value may not result in the most effective life-cycle cost. Use of geo synthetic in sub grade reinforcement and soil structure protection are found to be very effective in soft soils. The cost of the installed separation geo synthetic is typically less than the cost of 1 inch of base course aggregate. Studies have demonstrated the benefits of using geo synthetics to improve the performance of pavements. Key Words: Geo synthetic, Flexible pavement, CBR, Geo grid, Design, Surface course, Base course, Sub base course, Sub grade. 1. INTRODUCTION A highway pavement is a structure consisting of superimposed layers of processed materials above the natural soil sub-grade, whose primary function is to distribute the applied vehicle loads to the sub-grade. The pavement structure should be able to provide a surface of acceptable riding quality, adequate skid resistance, favorable light reflecting characteristics, and low noise pollution. The ultimate aim is to ensure that the transmitted stresses due to wheel load are sufficiently reduced, so that they will not exceed bearing capacity of the sub-grade. Two types of pavements are generally recognized as serving this purpose, namely flexible pavements and rigid pavements.
The fibers are drawn into very fine filaments with diameters ranging from 2 to 13 X 10-6 m. The glass fiber strength and modulus can degrade with increasing temperature. Although the glass material creeps under a sustained load, it can be designed to perform satisfactorily. The fiber itself is regarded as an isotropic material and has a lower thermal expansion coefficient than that of steel.
1.1 Flexible Pavements
1.2 Typical Layers Of A Flexible Pavement
Flexible pavements will transmit wheel load stresses to the lower layers by grain-to-grain transfer through the points of contact in the granular structure. The
Typical layers of a conventional flexible pavement includes seal coat, surface course, tack coat, binder course,
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Impact Factor value: 7.211
Fig 1 Typical cross section of a flexible pavement
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