REPORT ON PAVEMENT DESIGN FOR THE SECTION OF ROAD

REPORT ON PAVEMENT DESIGN FOR THE SECTION OF ROAD FROM CLUB GATE TO
SAFILGUDA
1.0 Introduction:
The section of the road from Club Gate to Safilguda is a two lane road carrying heavy
commercial traffic on both sides. It is proposed to widen the entire stretch of the road.
The pavement design for the widening portion is proposed based on the existing
carriageway.
Based on the soil investigation performed by Centre for Transportation Engineering, JNTU,
the design is proposed. The existing road structure is evaluated through Benkelman Beam
Deflection technique and the overlay for the existing road is proposed using BBD test as
per IRC 81 : 1997 – Guidelines for Strengthening of flexible road pavements using
Benkelman Beam Deflection technique. The proposed widening portion is designed as
per IRC 37 : 2001 – Guidelines for the design of flexible pavements.
2.0 Soil condition:
The soil under the pavement structure is tested and the results are furnished below. This
data is used in determination of moisture / seasonal correction factor in overlay design.
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Moisture content = 6.02%
Liquid limit = 23 %
Plastic Limit = 7%
Plasticity index = 16
CBR = 6 %
3.0 Traffic:
The commercial traffic (greater 3 tonnes ) of 933 cv / day has been reported on the
stretch. The design traffic calculations for overlay design as well as widening portion are
presented below.
The design traffic is considered in terms of the cumulative number of standard
axles to be carried during the design life of the road. Its computation involves estimates
of the initial volume of commercial vehicles per day, lateral distribution of traffic, the
growth rate , the design life in years and the vehicle damage factor (number of standard
axle per commercial vehicle) to convert commercial vehicles to standard axles.
The following equation is used to make the required calculation:
Ns = { 365 x A [(1 + r )x – 1]} x F / r
Where Ns = The cumulative number of standard axles to be catered for in the
A = Initial traffic , in the year of completion of construction, in terms of no. of commercial
vehicles per day duly modified to account for the lane distribution
r= Annual growth rate of commercial vehicles
x = Design life in years
F = Vehicle Damage factor.
3.1 Calculations:
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Initial traffic on the stretch = 933 cv / day
A = Initial traffic x Lane distribution factor
Lane distribution factor = 0.75 (As per IRC 81-1997 and IRC 37 – 2001) for two lane single
carriage way roads.
Hence A = 933 x 0.75 = 699.75.
r= 7.5 % (assumed growth rate)
Design life for the overlaying portion as suggested by IRC 81 is 10 years x=10 years
F= 3.5 for plain roads carrying traffic between 500- 1500 cv /day.
Hence Ns = 12.64 msa. (for Overlaying portion)
For the widening portion which is a new formation, the design life of 20 years is
considered (Design life for urban roads recommended as per IRC 37 : 2001 is 20 years) .
Hence the design traffic considering x = 20 years is :
Ns = 38.71 msa. (For widening portion)
4.0 Benkelman Beam Deflection Test:
This method is used to know the deflection of the pavement which is inturn used in
determining the overlay thickness for an existing flexible pavement
Equipment used in the survey:
1. Thermometer
2. Auger
3. Mandrel
4. Glycerol
5. Truck
6. Benkelman Beam
7. Dial gauge
8. Tape
Three types of data are required for knowing the deflection.:
1. Temperature data:
The standard temperature for doing the experiment is 35oC . Since it is not possible to
conduct the test at the standard temperature, a correction factor has to be applied for
the deflection. The correction factor is determined by knowing the temperature at the
time of the survey. If the depth of the BT surface is more than 40mm , then correction
factor has to be applied. If the depth is less i.e if it is a thin bituminous surfacing like
premix carpet and surface dressing, then no correction is required.
The procedure for determining the temperature is given below.
a. A hole has to be drilled into the pavement with the help of a mandrel. The depth
of the hole is 45 mm and the diameter of the hole at the top is 1.25 cm and at the
bottom is 1 cm.
b. The hole has to be filled with glycerol and the temperature has to be recorded
after 5 minutes with the thermometer (range of temperature between 0 -100o)
with 1o division.
c. The temperature readings have to be measured for every hour during the survey.
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2. Soil data:
Deflection measurements should be made during the monsoons when the pavement is
in its weakest condition. Hence a correction for seasonal variation has to be applied for
the deflection which is a function of the soil subgrade. The data required is :a) Average
annual rainfall in that area , (b) Soil classification – sandy / gravelly, clayey with low
plasticity and clayey with high plasticity. (c) Field moisture content.
Hence the soil tests that have to be conducted are Moisture content test (Standard
Proctor test), Sieve analysis (for soil classification) and Atterberg limit tests (for
Determination of PI value).
The procedure for soil collection is given below:
(i)
Make a test pit in the shoulder to a depth upto 15 cm below the subgrade
level in every km. Using an auger collect the soil sample from the subgrade
beneath the deflection points (These are the points which are at a distance
of 0.6m from the edge of the pavement if the carriageway width < 3.5 m
{single lane road} ; 0.9 m if the carriageway width is greater than 3.5 m {Two
lane road} and 1.5 m if it is a four lane road) The view of the sample collection
is given below in the drawing.
Test point where deflection is measured which is
located @ 0.6 m from edge of pavement if it is a
single lane road; 0.9 m if it is a two lane and 1.5 m if
it is a four lane road.
Shoulder
BT layer
Base
Hole to be drilled
in shoulder
Auger
Sub base
5 -10 cm
15cm
Subgrade
0.6 – 1.5 m
50 cm
(ii)
Minimum sample weight must be 100 gm.
3. Truck specifications for conducting the test:
Rear axle weight of the truck = 8170 kg
Tyre pressure = 5.6 kg / cm2
Spacing between the tyre walls = 30 -40 mm.
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Procedure :
1. Pavement condition survey has to be done for dividing the road sections into
uniform sections
2. Minimum of 10 points have to be selected. In each road section of uniform
performance minimum of ten points should be marked at equal distance in each
lane of traffic for making the deflection measurements in the outer wheel path.
The interval between the points should not be more than 50 m . On roads having
more than one lane, the points marked on adjacent lanes should be staggered.
In the present study the distance of 25 m have been considered for
measurement.
3. The point on the pavement to be tested is selected and marked. For highways,
the point should be located 60 cm from the pavement edge if the lane width is
less than 3.5 m and 90 cm from the pavement edge for wider lanes. For divided
four lane highway, the measurement points should be 1.5 m from the pavement
edge.
4. The dual wheels of the truck are centered above the selected point.
5. The probe of the Benkelman beam is inserted between the duals and placed on
the selected point
6. The locking pin is removed from the beam and the legs are adjusted so that the
plunger of the beam is in contact with the stem of the dial gauge. The beam
pivot arms are checked for free movement
7. The dial gauge is set at approximately 1 cm . the initial reading is recorded when
the rate of deformation of the pavement is equal or less than 0.025 mm / min
8. The truck is slowly driven a distance of 270 cm and stopped.
9. An intermediate reading is recorded when the rate of recovery of the pavement
is equal or less than 0.025 mm / min
10. The truck is driven forward a further 9m
11. The final reading is recorded when the rate of recovery of pavement is equal to
or less than 0.025mm / min
12. Pavement temperature is recorded atleast once every hour inserting
thermometer in the standard hole and filling up the hole with glycerol.
13. The tyre pressure is checked at two or three hour intervals during the day and
adjusted to the standard , if necessary.
5. 0 Overlay design Calculations:
1. If Dintermediate – Dfinal ≤ 0.025 mm and Dinitial - Dfinal ≤ 0.025 mm
Actual deflection (XT) = 2 (Dinitial – Dfinal)
2. If Dinitial - Dfinal > 0.025 mm,
Actual deflection XT = XA + 2.91 Y
= 2(Dinitial – Dfinal) + 2.91 [ 2 ( Dfinal ~ Dintermediate)].
3. Rebound deflection = 2 x XT
4. Correction for temperature:
The stiffness of bituminous layers changes with temperature of the binder and
consequently the surface deflections of a given pavement will vary depending on the
temperature of the constituent bituminous layers. Correction for temperature variation
on deflection values measured at temperature other than 35 oC should be 0.01 mm for
each degree centigrade change from the standard temperature of 35 oC. The
correction will be positive for pavement temperature lower than 35 oC and negative for
pavement temperature higher than 35 oC.
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5. Correction for seasonal variation:
The correction for seasonal variation is determined from the graph below.
The deflection values corrected for temperature shall be multiplied by the appropriate
values of seasonal correction factors to obtain corrected values of deflection.
4. Mean deflection = x = ∑ x / n
5. Standard deviation = Q = sqrt (∑(x - x)2 / n-1)
6. Characteristic Deflection = Dc = x + 2 Q
The overlay thickness in terms of Bituminous macadam is obtained from the following
graph.
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The test data and the analysis are presented below
The Characteristic deflection from the analysis of the test data = 2.51 mm
Design traffic = 12.64 msa.
Pavement overlay details :
Alternative 1: Provide Bituminous concrete of 40 mm thickness over a DBM course of 100
mm thickness
Alternative 2: Provide a DBM / AC/ SDBC thickness of 140mm
Alternative 3: Provide a Bituminous Macadam of 190 mm thickness.
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6.0 Design of widening portion:
The widening portion is a new formation . Hence it is designed as per IRC 37 – 2001. The
design traffic is calculated for a design life of 20 years . Based on the CBR values and the
design traffic, the pavement structure is proposed. The plates used for the design are
enclosed below. The structure of the proposed pavement is given below.
Structure of the pavement in widening portion (designed for CBR = 6%):
The design is based on the design traffic of 38.71 msa.
Total proposed thickness = 665 mm
1. Bituminous Surfacing – a. BC = 40 mm
b. DBM = 115 mm
2. WMM = 250 mm
3. GSB = 260 mm
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