The service life of a flexible pavement is typically designed in the range of 15 to 20 years.

Asphalt is known as a flexible pavement, one which slowly will "flow" under the pounding of traffic.

Hot-mix asphalt surface courses are referred to as flexible pavements.

There are three main categories of flexible pavement overlay design procedures:

The typical designed service life of a rigid pavement is between 30 and 40 years, lasting about twice as long as a flexible pavement.

The flexible pavements have four subgrade categories:

The civil work involves construction of rigid pavement for the main carriageways and flexible pavement for the service roads.

When building a three layer flexible pavement, the subbase layer is not used and the base course is placed directly on the natural subgrade.

A flexible pavement's surface layer is constructed of hot-mix asphalt (HMA).

With a flexible pavement, the highest stress occurs at the surface and the stress decreases as the depth of the pavement increases.

Like flexible pavements, rigid highway pavements are designed as all-weather, long-lasting structures to serve modern day high-speed traffic.

Airfield Flexible Pavements Air Force.

For a four layer flexible pavement, there is a surface course, base course, and subbase course constructed over a compacted, natural soil subgrade.

Airfield and Heliport Flexible Pavement Evaluation Emergency Construction.

Over the service life of a flexible pavement, accumulated traffic loads may cause excessive rutting or cracking, inadequate ride quality, or an inadequate skid resistance.

The section of transferred highway in Wexford County was labeled as "flexible pavements" on the 2006 MDOT Truck Operators Map.

TexSys is intended to provide general recommendations based on the experiences of the engineering staff in the Flexible Pavements Branch of TxDOT's Construction Division.

There are three general types of overlay used on flexible pavements: asphalt-concrete overlay, Portland cement concrete overlay, and ultra-thin Portland cement concrete overlay.

Required thicknesses of each layer of a flexible pavement vary widely depending on the materials used, magnitude, number of repetitions of traffic loads, environmental conditions, and the desired service life of the pavement.

ACN values for selected aircraft have been calculated by the International Civil Aviation Organization (ICAO) using two computer programs, one for rigid pavements and the other for flexible pavements.

Even a fully laden Boeing 767-300ER on a flexible pavement B strength, such as at this airport, requires a Pavement Classification Number (PCN) of 59, therefore is not allowed to takeoff with full load.

In addition to ground stabilization and reinforcement for flexible pavements, PRS-Neoweb cellular confinement system can be utilized for: road and rail embankments, drainage channels, roadside slope erosion control, earth stabilization and high retention walls.

The ICAO "Aerodrome Design Manual - Part 3 - Appendix 2" contains computer programs (source code) for the calculation of ICAO ACN's for aircraft operation on both rigid and flexible pavements.

The high tensile strength, dimensional stability (low creep) and resistance to high temperature of PRS-Neoweb are suitable for long-term use in the base of flexible pavements, in order to retain the geocell geometry even under repeated dynamic & cyclical load stresses.

This is a notable development in the geosynthetic / geocell industry, allowing the use of geocells for example, in structural reinforcement for flexible pavements, earth retention walls, and other heavy-duty geosynthetic applications, where long-term durability under heavy loading is critical (Leshchinsky, et al., 2009).