Bangladesh University of Engineering & Technology

(BUET)
Department of Civil Engineering

Course no: CE 6505

Course Name: Structural Design of Pavements

Assignment No: 01
Assignment Name: Comparison Between Flexible & Rigid Pavement

Submitted By: Md. Shofiul Islam

Student Id: 0421042405
M. Engg, Semester: October, 2021

Submitted To:
Dr. Md. Mizanur Rahman
Professor
Department of Civil Engineering, BUET
 Contents
1. General ....................................................................................................................................... 1
2. Types of Pavement .................................................................................................................... 1
3. Definition of Flexible and Rigid Pavement ............................................................................. 1
3.1 Flexible Pavement ............................................................................................................... 1
3.2 Rigid Pavement.................................................................................................................... 2
4. Types of Flexible and Rigid Pavement .................................................................................... 3
4.1 Flexible Pavements Types................................................................................................... 3
4.2 Rigid Pavement Types ........................................................................................................ 4
5. Comparison of Flexible and Rigid Pavement ......................................................................... 6
6. Conclusion and Recommendation ......................................................................................... 12
7. Reference ................................................................................................................................. 13
 Comparison Between Flexible & Rigid Pavement

1. General
A highway pavement is a structure consisting of superimposed layers of processed materials above
the natural soil subgrade, whose primary function is to distribute the applied vehicle loads to the
subgrade. Pavement material should be impervious to penetration of surface water which could
weaken and subsequently pavement. It should also be skid resistant.

2. Types of Pavement
Basically, all hard surfaced pavement types can be categorized into two groups, flexible and
rigid.

Pavementss

Flexible Pavements Rigid Pavements

Semi rigid/ composite

Pavements

3. Definition of Flexible and Rigid Pavement

3.1 Flexible Pavement

A flexible pavement is a structure that maintains intimate contact with and distributes load to the
subgrade and depends on aggregate interlock, particle friction and cohesion for stability. Each
layer receives the load from the above layer, spreads them out, and then passes on these loads to

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the next layer below. Thus, the further down in the pavement structure a particular layer is, the less
load ( in terms of force per unit area) it must carry. It consists of surface course, binder course,
base , sub-base and subgrade

Figure: Flexible Pavement

3.2 Rigid Pavement

A rigid pavement structure is composed of hydraulic cement concrete surface course, and
underlying base and sub-base courses (if used). The surface course (concrete slab) is the stiffest
and provides the majority of strength. The base or sub-base layers are orders of magnitude less
stiff than the PCC surface but still make important contributions to pavement drainage, frost
protection and provide a working platform for construction equipment.

Figure: Rigid Pavement

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4. Types of Flexible and Rigid Pavement

4.1 Flexible Pavements Types

a) Conventional Flexible Pavements

Conventional flexible pavements are layered systems with better materials on top where the
intensity of stress is high and inferior materials at the bottom where the intensity is low. Adherence
to this design principle makes possible the use of local materials and usually results in a most
economical design [1].

This is particularly true in regions where high-quality materials are expensive but local materials
of inferior quality are readily available.

Surface Course: The surface course is the top course of an asphalt pavement, sometimes called the
wearing course. It is usually constructed of dense graded HMA. It must be tough to resist distortion
under traffic and provide a smooth and skid-resistant riding surface. It must be waterproof to
protect the entire pavement and subgrade from the weakening effect of water. If the above
requirements cannot be met, the use of a seal coat is recommended [1].

Base Course and Sub-base Course: The base course is the layer of material immediately beneath
the surface or binder course. It can be composed of crushed stone, crushed slag, or other untreated
or stabilized materials. The sub-base course is the layer of material beneath the base course. The
reason that two different granular materials are used is for economy. Instead of using the more
expensive base course material for the entire layer, local and cheaper materials can be used as a
sub-base course on top of the sub-grade. If the base course is open graded, the sub-base course
with more fines can serve as a filter between the sub-grade and the base course [1].

Sub-grade: The top 6 in. (152 mm) of sub-grade should be scarified and compacted to the desirable
density near the optimum moisture content. This compacted sub-grade may be the in-situ soil or a
layer of selected material [1].

Figure: Typical Cross-Section of a Conventional Flexible Pavement

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b) Full-Depth Asphalt Pavements:
Full-depth asphalt pavements are constructed by placing one or more layers of HMA directly on
the sub-grade or improved sub-grade. This type of construction is quite popular in areas where
local materials are not available. It is more convenient to purchase only one material, i.e., HMA,
rather than several materials from different sources, thus minimizing the administration and
equipment costs [1].

Figure: A typical cross-section of a full depth asphalt pavement

4.2 Rigid Pavement Types

Rigid pavements can be classified into four types: Jointed Plain Concrete Pavement (JPCP),
Jointed Reinforced Concrete Pavement (JRCP), Continuous Reinforced Concrete Pavement
(CRCP), and Pre-stressed Concrete Pavement (PCP). Except for PCP with lateral pre-stressing, a
longitudinal joint should be installed between two traffic lanes to prevent longitudinal cracking.

a) Jointed Plain Concrete Pavements:

All plain concrete pavements should be constructed with closely spaced contraction joints. Dowels
or aggregate interlocks may be used for load transfer across the joints. The practice of using or not
using dowels varies among the states. Dowels are used most frequently in the southeastern states,
aggregate interlocks in the western and southwestern states [1] .

Figure: Jointed Plain Concrete Pavement

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b) Jointed Reinforced Concrete Pavements:
Steel reinforcements in the form of wire mesh or deformed bars do not increase the structural
capacity of pavements but allow the use of longer joint spacing. This type of pavement is used
most frequently in the northeastern and north central part of the United States. Joint spacing vary
from 30 to 100 ft (9 .1 to 30 m) [1].

Figure: Jointed Reinforced Concrete Pavement

c) Continuous Reinforced Concrete Pavement:

It was originally reasoned that joints were the weak spots in rigid pavements and that the
elimination of joints would decrease the thickness of pavement required. As a result, the thickness
of CRCP has been empirically reduced by 1 to 2 in. (25 to 50 mm) or arbitrarily taken as 70 to
80% of the conventional pavement [1].

Figure: Continuous Reinforced Concrete Pavement

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d) Pre-Stressed Concrete Pavements:
Concrete is weak in tension but strong in compression. The thickness of concrete pavement
required is governed by its modulus of rupture, which varies with the tensile strength of the
concrete. The pre- application of a compressive stress to the concrete greatly reduces the tensile
stress caused by the traffic loads and thus decreases the thickness of concrete required. The pre-
stressed concrete pavements have less probability of cracking and fewer transverse joints and
therefore result in less maintenance and longer pavement life [1].

Figure: Pre-Stressed Concrete Pavement

5. Comparison of Flexible and Rigid Pavement

Traffic loads on highways and local roads are increasing day by day. Automobile, bus, truck and
traffic are growing every year and the loads are getting heavier. Today’s highways often handle
two or three times the traffic they were designed to carry. Heavier loads, increased traffic and
higher speeds are creating greater demands on present overcrowded transportation network.
Concrete pavement is only paving solution able to carry the load. Adequately designed and well-
constructed cement concrete pavement provides a service life of 40 to 50 years [2]. It is often said
that the life of a cement concrete slab is limitless and can be prolonged to almost any desired
period. This is achieved by careful design, construction under strictly controlled condition, careful
monitoring of the performance, providing adequate maintenance whenever required. However,
several distinct points differ concrete pavement form flexible pavement.
1. Design Precision and Criteria
A cement concrete pavement is amenable to a much more precise structural analysis than flexible
pavement. The fact is that the flexural strength of concrete, which is used as the main basis for
design, is well understood. The most common design method for rigid pavement is Portland
Cement Association method (PCA, 1984). AASHTO design method considers the following
factors:
1. Effective modulus of sub grade reaction
2. Concrete elastic modulus

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3. Concrete modulus of rupture
4. Load-transfer coefficient
5. Drainage coefficient
6. Reliability and standard deviation
7. Traffic load applications
8. Serviceability loss

According to the PCA (Portland Cement Association) Method the criteria are:
1. Fatigue
2. Erosion

Flexible pavement design methods are mainly empirical. Latest research in understanding the
performance of bituminous materials has furthered the knowledge on their behavior. Computer
aided analysis of layered system is making the flexible pavement design more exact than previous.
The most common design methods for flexible pavement design are:
1. The Asphalt Institute method
2. AASHTO flexible pavement design method
3. Road Note Method

According to the AASHTO design method a structural number is determined based on the
following:
1. Traffic
2. Reliability
3. Sub grade soil property
4. Environmental effects
5. Loss of serviceability [1]

2. Initial Cost Analysis:

The initial cost of making of a rigid pavement is high compared to flexible pavement. Therefore,
for low budget road construction, flexible pavement is preferable [1] .

3. Life Cycle Cost Analysis (LCCA):

When LCCA is used, concrete pavement is often cost-effective than asphalt pavement of
equivalent design for high truck traffic highways. Because flexible pavement needs more frequent
maintenance work than rigid pavement and its design life is also smaller [1].

4. Mode of Failure:
The mode of failure for flexible pavement is by fatigue and Rutting; on the other hand, it for rigid
pavement is Cracking (due to temperature), fatigue and joint failure due to improper construction
or inadequate reinforcement or aggregate interlock. High temperature, submergence effect

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severely damage flexible pavement for the countries like Bangladesh. Rigid pavement does not
experience such kind of failure [1].

5. Stage Construction: Due to extreme scarcity of resources in the country, road construction is
generally done adopting a policy of stage construction, especially for low volume roads. Stage
construction is possible for flexible pavements. A new flexible road, for example is constructed
with barest minimum specification, as traffic grows, additional layers can be added on with respect
to traffic growth. Cement concrete slabs do not fit into such scheme of stage construction [1].

6. Penetration of Water: A cement concrete slab is practically impervious, except at joints. If

joints are sealed and well maintained, water will not penetrate and soften the sub grade. A
bituminous surface is not impervious. Water can find its way into the lower layers through cracks
and pores. Such water can impair the stability of the pavement [1].

7. Surface Characteristics: A good rigid pavement surface is smooth and free from rutting. Thus,
the riding quality of a rigid pavement is always assured. In a bituminous surface, it is only the
asphaltic concrete surface that can give the comparable ride quality.

8. Glare and Night Visibility: Rigid pavements have a grey color which can cause glare under
sunlight. Black bitumen pavement is free from this defect. But flexible pavement required more
street lighting than rigid pavement.

Figure: Glare and night visibility

9. Traffic Dislocation during Construction: A rigid pavement requires at least 28 days before it
can be thrown open to traffic. On the other hand, a flexible pavement can be thrown open to traffic
after it is rolled. Further traffic will facilitate its compaction. Thus, rigid pavement cause
dislocation of traffic, in case of the work is done on existing road.

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10. Utility Location: In case of rigid pavement, it is difficult to find the place of utility location
after construction. In case of flexible pavement, it is easy to dig the pavement and find the place
for utility locations

Figure: Digging of Utility Location for flexible and rigid pavement

11. Availability of Binding materials: Cement is more available than bitumen in Bangladesh.

12. Service Life: A well designed rigid pavement has a life of about 40 years or more. The life of
flexible pavement varies from 10 to 20 years.

13. Maintenance: A well designed rigid pavement needs practically very little maintenance.
Flexible pavements needs frequent maintenance.

14. Fuel Consumption: Construction of Flexible pavement consume 5 times more fuel than Rigid
pavement construction. A study for the Federal Highway Administration (FHWA, 2007) to update
the difference in fuel consumption performance of heavy vehicles operating on concrete and
asphalt pavements shows that the savings in fuel consumption for heavy vehicles traveling on
concrete versus asphalt pavements was up to 20% [1].

15. Modulus of Elasticity: Each layer is flexible with low modulus of elasticity in flexible
pavement where surface course is very rigid with high modulus of elasticity in rigid pavement.

16. Stability: Stability comes from aggregate interlocking, shearing in flexible pavement. In rigid
pavement, stability comes from bending (beam) action of concrete slab.

17. Aggregate Type Used During Construction: Aggregates with high angularity number are
required to ensure good interlocking in flexible pavements where rounded aggregates may be used
as they only fill voids in rigid pavements.

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18.Compaction Equipment: Self compaction or vibrator used for compaction of Rigid pavement.
Different types of rollers required to compact the surface course of Flexible pavement.

Figure: Flexible Pavement Compactor

Figure: Rigid Pavement Compactor

19. Layer System: Flexible Pavements consist of several layers. They are: Surface course, Base
course, Sub-base course (may or may not), Subgrade (compacted / improved soil), Road bed
(Natural soil). Rigid Pavements are usually single layered with Portland cement concrete surface,
Base course may or may not be used.

Figure: Layer System of Flexible and Rigid Pavement

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20. Load Carrying/ Distribution Mechanism: In flexible pavement, each layer carries a fraction
of total load, distribute it gradually due to aggregate interlocking / frictions / shearing over a wider
area than the previous layer. Finally, over a wider area of roadbed and thereby protect the roadbed
being overstressed

Figure: Flexible Pavement Load distribution

In rigid pavement, a major portion of the road carries by the slab itself, distribute it over a relatively
wider area of roadbed uniformly.

Figure: Rigid Pavement Load distribution

21. Pavement Recycling: All pavements eventually have to be rehabilitated. In case of concrete
pavement recycling, the recycled material is used as granular fill, base course for new pavement,
or as aggregate to strengthen new concrete pavement. Asphalt pavement can be recycled as
"Reclaimed Asphalt Pavement" (RAP). RAP is essentially old pavement that is reclaimed for use.

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In its most common form, it is collected in loose granular form as a byproduct of pavement
rehabilitation or reconstruction. RAP can be used:
✓ As an addition to regular HMA
✓ As an aggregate in cold-mix asphalt
✓ As a granular base course when pulverized
✓ As a fill or embankment material [1]

22. Environmental Consideration: During construction of a flexible pavement where bituminous

layers are to be provided, the process of heating of bitumen and aggregates and mixing them
together in hot-mix plants can prove to be much more hazardous to the environment than cement
concrete construction where no heating of any material is involved. Use of bitumen cutbacks can
also prove to be environmentally hazardous due to evaporation of volatile constituents into the
atmosphere. Concrete pavement is longer lasting and therefore environment friendly in a sense
that :
✓ They do not need to be rehabbed or reconstructed as often.
✓ This means fewer raw materials are used both in the short term and over the life of the
pavement.
✓ This also means fewer pollutants are going into our water, air, and soil.
✓ It also results in less energy being used in construction. i.e., less motor fuels and oils are needed
for heavy construction equipment.
✓ Longer lasting concrete helps reduce traffic congestion because there are simply fewer
construction work zones slowing traffic flow [1].

6. Conclusion and Recommendation

According to the traffic loading pattern, existing construction practices, socio and geographic
condition of Bangladesh the construction of rigid pavement should be increased. Because the
quality control in flexible pavement construction is not being strictly maintained and also due to
frequent traffic jams in Bangladesh, the sustained loading of vehicles hampers the pavement life
and deteriorates the pavement condition. So, considering these phenomenon, rigid pavement could
save money and provide better quality road infrastructure. But it should be kept in mind that, the
quality of rigid pavement construction must be properly monitored especially the water-cement
ratio and curing of concrete needs to comply with the specifications to make the pavements
sustainable. So, proper construction quality should be maintained while constructing rigid
pavements as alternative to flexible pavements [1]

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7. Reference

1. Hamim OF. Comparative study of rigid and flexible pavements construction in Bangladesh. B.
Sc. thesis. 2017 Sep.

2. Barewood, J.E., 1965. Traffic Engineering Handbook, Third Edition. Institute of Traffic
Engineers, Washington D.C., USA.

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