DESIGN PROJECT FOR PAVEMENT

PROJECT REPORT
(Design project January-May 2015)
Life cycle cost analysis and Design of rigid and flexible pavement
of National Highway
Submitted by
Sukhdarshan Singh - 101102073
Rohit Mathur - 101102059
Sushobhit K Choudhary – 101102075
Sunmeet Singh Gujral – 101102074
Vidhu Mangal – 101102081
Sudhanshu Gupta – 101102072
Under the Guidance of
Mr. Tanuj Chopra
Assistant Professor
Thapar University
DEPARTMENT OF CIVIL ENGINEERING
THAPAR UNIVERSITY, PATIALA
(Declared as Deemed-to-be-University u/s 3 of the UGC Act, 1956)
December 2014

DECLARATION
We hereby declare that the design project work entitled “Life cycle cost analysis and design
of rigid and flexible pavement of National Highway” is an authentic record of our own work
carried out at Thapar University, Patiala as requirements of design project work under the
guidance of Mr. Tanuj Chopra, during January to May, 2015.
Rohit Mathur
Sushobhit K Choudhary
Sunmeet Singh Gujral
Vidhu Mangal
Sudhanshu Gupta
Sukhdarshan Singh
Date: 5/08/2015
Certified that the above statement made by the students is correct to the best of our
knowledge and belief.
Faculty Coordinator
Mr. Tanuj Chopra
Assistant Professor
(Civil Engg. Dept.)
Thapar University
Patiala (Punjab)

ACKNOWLEDGEMENT
Every project big or small is successful largely due to the effort of a number of wonderful
people who have always given their valuable advice or lent a helping hand. We sincerely
appreciate the inspiration, support and guidance of all those people who have
been instrumental in making this project a success.
We are extremely grateful to “Thapar University” for the confidence bestowed in us
and entrusting our project entitled “Life cycle cost analysis and design of rigid and flexible
pavement of National Highway”.
At this juncture we feel deeply honored in expressing our sincere thanks to Mr. Tanuj
Chopra (Faculty advisor), Dr. Vikas Pratap Singh (Design project incharge) and Dr. Naveen
Kwatra (Head, Civil Engg. Dept.) for making the resources available at right time and
providing valuable insights leading to the successful completion of our project.
We would also like to thank all the faculty members of Thapar University for their
critical advice and guidance without which this project would not have been possible.
Last but not the least we place a deep sense of gratitude to our family members
and our friends who have been constant source of inspiration during the preparation of this
project work.

CONTENTS
Topic Page no.
1. Introduction 1 - 5
2. Literature survey
- Design of rigid pavement 7 - 22
- Design of flexible pavement 23 - 41
3. Methodology and analysis
- HDM – 4 43 - 69
- Soil stabilization 70 - 104
4. Concluding remarks 105
5. References 106

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INTRODUCTION
Roads form the spine of any emerging economy – India is no exception. The economic
benefits of a newly constructed/ improved road, both in terms of direct and indirect benefits,
are immense. Of late, in addition to giving a fillip to the economy, highway projects have
emerged as an attractive investment option as well for the private sector. The standardization
of documents and processes by the Committee on Infrastructure, Govt.of India has further
assisted in streamlining of the processes involved in the Public-Private Partnership (PPP)
mode of project implementation in various infrastructure sectors. Over the last few years,
PPP modes have gained significant acceptance as a mechanism for development of
infrastructure in India.
Pavement Management System (PMS)
A pavement Management System helps in making informed decisions enabling the
maintenance of the network in a serviceable and safe condition at a minimum cost to both the
agency and the road users. To adequately meet this requirement, well-documented
information is essential to make defensible decisions on the basis of sound principles of
engineering and management. The objective of establishing a PMS is to improve the
efficiency of this decision making, expand its scope, provide feedback about the
consequences of decisions, and ensure consistency of decisions made at different levels
within an organization.
The elements and products of a Pavement Management System include:
• An inventory of pavements in the network
• A database of information pertinent to past and current pavement condition.
• An analysis program which, among other things, makes use of prediction models for
forecasting pavement condition in the future or in the design horizon.
• Long range budgeting provisions.
• Prioritizing the annual work program.
• A basis for communication of the agency's plans.
• A feedback system. The basic modules of PMS include the following:
• A database that contains inventory, condition, traffic, and historical data

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• A Pavement Analysis Program (PAP), which determines the condition of a pavement and
selects a maintenance action based on its condition and other criteria.
Also, it establishes an annual work program and estimates the budget required. A number of
reports are generated from the analysis. Many other modules are established which supply the
necessary inputs for the PMS analysis. Deterioration models, maintenance and rehabilitation
policies, their unit costs, and vehicle operating costs are such inputs. Deterioration models,
which form an important element of PMS analysis, comprise this study. Thus, a Pavement
Management System can be applied in the areas of planning, budgeting, scheduling,
performance evaluation, and research. It can be used for prioritization, funding, setting
strategies, selecting alternatives, identifying problem areas, simplifying communications with
the legislature, and providing general and specific information which is useful to decision
makers and management.
In order to discuss the benefits and uses of a PMS, it is first necessary to understand the
major components of PMS. The primary purposes of any PMS are:
1) To improve the efficiency of making decisions.
2) To provide feedback as to the consequences of these decisions.
3) To ensure consistency of decisions made at different levels within the same organization.
4) To improve the effectiveness of all decisions in terms of efficiency of results.
Concept of pavement maintenance management system (PMMS)
Pavement Maintenance Management System (PMMS) is a scientific tool for managing so as
to make the best possible use of resources available or to maximize the benefit for society.
Thus, PMMS can be used in directing and controlling maintenance resources for optimum
benefit.
A Maintenance Management System of a city is composed of a group of interrelated
management tools designed to provide a basis for planning, scheduling, operating and
controlling the highway maintenance effort with economy and effectiveness. The use of this
system places continuity emphasis on the economic utilization of personnel, equipment and
materials, with the available resources.

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The maintenance activities need to be considered in a more flexible and integrated decision-
making framework. The system should be capable of handling the various aspects in a
systematic manner, in view of the changing conditions. There is a strong need to gradually
introduce new technologies like Geographic Information System (GIS), Global Positioning
System (GPS), work scheduling, reports and inventory management. These will enable the
highway agencies to perform tasks better, more economically, effectively and of higher
quality. A Maintenance Management is the process of coordinating and controlling a
comprehensive set of activities in order to maintain pavements, so as to make the best
possible use of resources available.
Thus the aspects related to maintenance are the activities undertaken to preserve the surface
condition and structural quality of pavement. A Pavement Maintenance Management System
provides a systematic, objective and consistent procedure to evaluate existing and future
pavement condition.
A PMMS also provides a means to help manage pavement maintenance expenditure more
economically and efficiently. They provide an objective approach to pavement management
and allow for multiple budget options and assist in project formulation for maintenance and
rehabilitation works.
This study aims to initiate a Pavement Maintenance Management System (PMMS) in which
it provides a systematic process of maintaining, upgrading and operating the city pavements
and tools to facilitate a more flexible approach that can enable to perform tasks better, more
economically, effectively and of higher quality. A PMMS typically uses a pavement rating
system called Pavement Condition Index (PCI), as the basis from which current and future
pavement condition can be evaluated. From the estimated future pavement condition,
multiple budget and maintenance can be run to the most cost effective maintenance solutions
for the pavements. Pavement maintenance determine management systems are designed to
manage maintenance and rehabilitation activities to optimize pavement condition with
available funds.
The use of (PMMS) is becoming increasingly more prevalent due to benefits achieved. It
considers current and future pavement condition, priorities, funding, and can reduce
pavement deterioration, this helps maintain pavement structural capacity, and may extend
pavement life by slowing or limiting future pavement degradation. Pavement condition can
be quantified by the pavement condition rating (PCR) which rates the pavement according to

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the extent and severity of distress types present (cracking, ravelling. bleeding, shoving).
Pavement Condition Rating ranges from 100 to zero.
A major goal of (PMMS) is to keep pavement condition in the upper (PCR) range of (60-90)
by limiting surface structural degradation to keep down rehabilitation cost. These procedures
is to provide a consistent reasonably objective and systematic procedure for establishing
priorities, scheduling and budgeting highway maintenance and rehabilitation requirements.
These pavement Maintenance Management Systems (PMMS) were developed to provide
management tools to the local municipal agencies in: a) prioritizing those road sections that
are in need of maintenance. Predicting the long term performance of maintenance
alternative. c) Estimating costs of pavement maintenance strategies with a view to selecting
an optimum strategy.
The maintenance management requires careful planning and implementation, efficient
reporting methods, easy information retrieval, and accurate assessment of maintenance
practices and problems. A maintenance management system as a whole involves managing
highway maintenance, which includes the pavement. The pavement management system
involves managing the pavement system, including its maintenance. The two concepts are
complementary. In some organizations, pavement maintenance and rehabilitation will be
handled through a pavement management concept. In others, the maintenance section will
carry the prime responsibility, with input from the pavement management group.
Highway Development and Management System (HDM-4) developed by the World bank is a
powerful pavement management software tool capable of performing technical and economic
appraisals of road projects, investigating road investment programs, and an analysing road

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network preservation strategies. Its effectiveness is dependent on the proper calibration of its
predictive models to local conditions. The scope of the new HDM-4 tool have been
broadened considerably beyond traditional project appraisals, to provide a powerful system
for the analysis of road management and investment alternatives.
In addition to updating the HDM-III technical relationships for vehicle operating costs, and
pavement deterioration for flexible and unsealed pavements, new technical relationships have
been introduced to model rigid concrete pavement deterioration, accident costs, traffic
congestion, energy consumption and environmental effects. The HDM-4 incorporates three
dedicated applications tools for project level analysis, road work programming under
constrained budgets, and for strategic planning of long term network performance and
expenditure needs. It is designed to be used as a decision support tool within a road
management system. Standard data import and export facilities are provided for linking
HDM-4 to various database management systems.
Local adaptation and calibration of HDM-4 models can be achieved by specifying default
data sets that represent pavement performance and vehicle resource consumption in the
country where the model is being used. The HDM-4 software applications developed to cater
for the following components within the highway management process: Strategic Planning,
Work Programming, and Project Preparation. Strategic planning involves the analysis of the
road system as a whole, typically requiring the preparation of long term, or strategic,
planning estimates of expenditure for road development and preservation under various
budgetary and economic scenarios. Work Programming involves the preparation, under
budget constraints, of multi-year road work and expenditure programmes in which sections of
the network likely to require improvement, are identified and prioritized. Project preparation
is the final stage where the economic benefits of road schemes are analysed prior to
implementation.

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LITERATURE SURVEY
AND DESIGN OF RIGID
AND FLEXIBLE
PAVEMENT

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DESIGN OF RIGID PAVEMENT
 General
The design for rigid pavement has been done as per the IRC Guidelines for
the Design of Plain Jointed Rigid Pavements for Highways IRC: 58-2002.
As per IRC-58, the following steps are followed for the design of rigid pavement.
Following these steps, the design of rigid pavement has been performed.
 Design Traffic
 Traffic Volume
As per IRC: 58-2002, in case of four-lane and multi-lane divided
carriageways, design traffic may be taken as 25 percent of the total traffic in the
direction of predominant traffic.

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 Axle load Spectrum
Axle load spectrum has been used to estimate the expected number of applications
of different axle load classes during the design period, as recommended by IRC:
58-2002. It has been determined based on the axle load survey data available.
Axle Load Spectrum from Axle Load Survey
Single Axle Load
Axle Load class
(t)
Cumulative
number of Axles
No of
Axles
% age
0-9 205 205 46.28
9-11 272 67 15.12
11-13 332 60 13.54
13-15 362 30 6.77
15-17 369 7 1.58
17-19 375 6 1.35
19-21 379 4 0.90
21-23 379 0 0.00
23-25 379 0 0.00
25-27 379 0 0.00
27-29 379 0 0.00
Summation 379 85.55
Tandem Axle Load
Axle Load class
(t)
Cumulative
number of Axles
No of
Axles
% age
0-14 17 17 3.84
14-18 22 5 1.13
18-22 33 11 2.48
22-26 51 18 4.06
26-30 56 5 1.13
30-34 61 5 1.13
34-38 63 2 0.45

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38-42 64 1 0.23
42-46 64 0 0.00
46-50 64 0 0.00
Summation 64 14.45
Total No. of Single Axle & Tandem Axles = 443
Design of Rigid Pavement
Design of rigid pavement as per IRC: 58-2002 is based on the following data:
1. Design life = 30 years
2. Subgrade CBR = 8%
3. Load Safety Factor = 1.2
4. Compressive Strength of Concrete (28 days) = 40 MPa
5. Temperature variation for Jammu & Kashmir = 15.8o
C
6. Modulus of Elasticity for concrete (E) = 3,00,000 kg/cm2
7. Poisson‟s ratio for concrete (µ) = 0.15
8. Thickness of DLC base (assumed) = 15 cm
9. Thickness of GSB drainage layer (assumed) = 15 cm
10. K-value of subgrade (for to 8% CBR) = 5.0 kg/cm2
/cm
(from table-2 of IRC:58-2002)
11. Effective K-value over GSB layer (15cm Thick) = 5.8kg/cm2
/cm
(from table-3 of IRC:58-2002)
12. Effective K-value over DLC layer (15cm Thick) = 41.7 kg/cm2
/cm
( from table-4 of IRC:58-2002)
13. As graphs between Flexural stress and slab thickness given in IRC: 58-2002 are
available for a maximum k-value of 30.0 kg/cm2/cm, the same are used for the
design of pavement.
14. K-value considered for design over DLC layer = 30.0 kg/cm2
/cm

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15. Temperature Stress
ƒt = C
tE
2

ƒt = Temperature stress in the edge region
Δt = Maximum temperature differential during day between top and
bottom of the slab.
α = Co-efficient of thermal expansion of concrete
C = Bradbury‟s co-efficient – can be taken from Table 3, IRC-58
against value of L/l & W/l.
L = Slab length
W = Slab Width
l = Radius of relative stiffness
16. Corner Stress
ƒc =

















2.1
2
2
1
3
l
a
h
P
ƒc = Load stress on corner
Where,
a = Radius of load contact, cm, assumed circular.
=
P = Wheel Load, kg
S = c/c distance of two tyres in dual wheel assembly, 31 cm
q = Tyre pressure, 8 kg/cm2
17. Concrete flexural strength at 28 days is given by:
ƒfl = 0.70 (ƒck)0.5
… from IS:456-2000

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Where,
ƒfl = Flexural strength at 28 days (MPa)
ƒck = Characteristic compressive strength at 28 days (MPa)
For ƒck = 400 kg/ cm2
ƒfl = 0.7 (40)0.5
= 45 kg/ cm2
A. Slab Thickness Design
1. Thickness of concrete slab (assumed) h = 28 cm
2. Radius of relative stiffness, cm, l =
4
1
2
3
)1(12






 K
Eh

= 65.772 cm
3. Load Safety Factor = 1.2
4. Cumulative Number of Standard Axles = 108890000
5. Total Number of rear axle applications = 27222500
(Considering 25% of cumulative numbers)
 Fatigue Analysis for expected load repetitions
a) Single Axle Load
Axle
load(AL),
tones
ALx1.2
Stress,
kg/cm2
from
charts
Stress
Ratio
Expected
Repetition,
n
Fatigue
life, N
Fatigue life
consumed
(1) (2) (3) (4) (5) (6)
Ratio
(5)/(6)
20 24 23.234 0.52 245250 2914518.33 0.08414770
18 21.6 21.459 0.48 367875 1763964.11 0.20855016
16 19.2 19.486 0.44 430550 Infinity 0.0000
14 16.8 17.462 0.39 1844825 Infinity 0.0000
12 14.4 15.379 0.35 3689650 Infinity 0.0000

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10 12.0 13.231 0.30 4120200 Infinity 0.0000
8 9.6 10.984 0.25 12611300 Infinity 0.0000
Summation 1.103427
b) Tandem Axle Load
Axle
load(AL),
tones
ALx1.2
Stress,
kg/cm2
from
charts
Stress
Ratio
Expected
Repetition,
n
Fatigue
life, N
Fatigue life
consumed
(1) (2) (3) (4) (5) (6)
Ratio
(5)/(6)
36 43.2 20.46 0.46 122625 11326279.5 0.01082659
32 38.4 15.24 0.34 307925 Infinity 0.0000
28 33.6 13.76 0.31 307925 Infinity 0.0000
24 28.8 12.10 0.27 1106350 Infinity 0.0000
20 24.0 10.41 0.24 675800 Infinity 0.0000
16 19.2 8.92 0.20 307925 Infinity 0.0000
12 14.4 7.37 0.17 1046400 Infinity 0.0000
Summation 0.01082659
Total fatigue life consumed = 1.1143 (>1, Hence, design is unsafe)

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Now, considering thickness of concrete slab, h= 30 cm
Radius of relative stiffness, cm, l =
4
1
2
3
)1(12






 K
Eh

= 69.26 cm
Load Safety Factor = 1.2
Cumulative Number of Standard Axles = 108890000
Total Number of rear axle applications = 27222500
(Considering 25% of cumulative numbers)
 Fatigue Analysis for expected load repetitions
c) Single Axle Load
Axle
load(AL),
tones
ALx1.2
Stress,
kg/cm2
from
charts
Stress
Ratio
Expected
Repetition,
n
Fatigue
life, N
Fatigue life
consumed
(1) (2) (3) (4) (5) (6)
Ratio
(5)/(6)
20 24 21.130 0.48 245250 2914518.33 0.08414770
18 21.6 19.523 0.44 367875 Infinity 0.0000
16 19.2 17.712 0.40 430550 Infinity 0.0000
14 16.8 15.856 0.36 1844825 Infinity 0.0000
12 14.4 13.948 0.32 3689650 Infinity 0.0000

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10 12.0 11.984 0.27 4120200 Infinity 0.0000
8 9.6 9.933 0.22 12611300 Infinity 0.0000
Summation 0.0841
d) Tandem Axle Load
Axle
load(AL),
tones
ALx1.2
Stress,
kg/cm2
from
charts
Stress
Ratio
Expected
Repetition,
n
Fatigue
life, N
Fatigue life
consumed
(1) (2) (3) (4) (5) (6)
Ratio
(5)/(6)
36 43.2 18.71 0.42 122625 Infinity 0.0000
32 38.4 13.84 0.31 307925 Infinity 0.0000
28 33.6 12.49 0.28 307925 Infinity 0.0000
24 28.8 10.95 0.25 1106350 Infinity 0.0000
20 24.0 9.39 0.21 675800 Infinity 0.0000
16 19.2 8.06 0.18 307925 Infinity 0.0000
12 14.4 6.64 0.15 1046400 Infinity 0.0000
44 0 Infinity 0.0000
Summation 0.0000

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Total fatigue life consumed = 0.0841 (< 1, Hence, design is
safe)
o Edge Stress Analysis
Assuming contraction joint spacing of 4.5 m
L = 4.5 m = 450 cm
l = 69.26 cm
L / l = 6.49
From IRC-58, Bradbury‟s Coefficient, C = 0.9739
Temperature differential = 15.8o
So, Edge Warping stress, ƒt = EαtC/2 = 23.08 kg/cm2
The highest axle load stress (from previous tables for fatigue analysis)
ƒe = 21 kg/cm2
Total stress = 23.08+21
= 44.08 kg/cm2
(< 45 kg/cm2
)
Hence, Design is safe.
o Corner Stress Analysis
98th
percentile axle load = 27900 kg (See Annexure)
Design wheel load (P) = 0.5 x 98th
percentile axle load =
13950 kg
Slab thickness, h = 30 cm
Radius of equivalent circular contact area,

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a = =32.294
cm
Radius of relative stiffness, l = 69.26 cm
Corner Stress at design wheel load,
ƒc =

















2.1
2
2
1
3
l
a
h
P
=18.287 kg/cm2
(<45kg/cm2
)
Hence, design is safe.
So adopt 30 cm PQC + 150 DLC as pavement for the section.
As DLC cannot be put directly over subgrade, it is proposed to have a 150 mm GSB
drainage layer below DLC.
B. Dowel Bar Design
Design Parameters:
98th
percentile wheel load = 13950 kg
Design load transfer = 40%
Slab thickness, h = 30 cm
K-value for base = 30 kg/cm3
E = 3 x 105
kg/cm2
µ = 0.15
Fck = 400 kg/cm2
for M-40 Grade
Assume a dowel bar diameter, b = 3.6 cm
Moment of Inertia of dowel, I = πb4
/64
= 8.24 cm4
Modulus of dowel concrete interaction, k = 41500 kg/cm2
/cm
Modulus of Elasticity of dowel steel, E = 2,000,000 kg/cm2

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Relative stiffness of dowel, β = = 0.218
Permissible bearing stress in concrete,
Fb = = 275.48 kg/cm2
Assumed Length of dowel bar = 50 cm
B.1 For Expansion Joint
 Joint width, Z = 2 cm
 Assumed dowel bar spacing for expansion joint, s = 12 cm
 Distance of first dowel bar from the pavement edge = 6 cm
 Distance up to which dowel bars are effective in
load transfer from the point of load application, l = 69.26 cm
 Number of dowel bars participating in load transfer when wheel load is just over
the dowel bar close to the edge of the slab = 1+l/s = 6
 Assuming the load transferred by the first dowel is Pt and assuming that the load on
dowel bar at a distance of l from the first dowel to be zero, the total load capacity
factor transferred by dowel bar system
= (1+ + + + + ) =3.4Pt
 Load carried by the outer dowel bar, Pt = = 1641.176 kg

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 Check for Bearing Stress
Bearing stress in dowel bar= (Pt k) x (2+βz) / (4β3
EI)
=
{ }
= 242.937 (< 275.48 Kg/cm2
)
Hence Dowels of 36mm diameter plain round mild steel bars, 500mm long are
provided at 12 cm spacing in the expansion joints.
B.2 For Contraction Joint
 Joint width, Z = 0.5 cm
 Assumed dowel bar spacing for expansion joint, s = 15 cm
 Distance of first dowel bar from the pavement edge = 7.5 cm
 Distance up to which dowel bars are effective in
load transfer from the point of load application, l = 69.26 cm
 Number of dowel bars participating in load transfer when wheel load is just over
the dowel bar close to the edge of the slab = 1+l/s = 5
 Assuming the load transferred by the first dowel is Pt and assuming that the load on
dowel bar at a distance of l from the first dowel to be zero, the total load capacity
factor transferred by dowel bar system
= (1+ + + + ) =2.834 Pt

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 Load carried by the outer dowel bar, Pt = = 1968.94 kg
 Check for Bearing Stress
Bearing stress in dowel bar= (Pt k) x (2+βz) / (4β3
EI)
=
{ }
= 252.33 (< 275.48 Kg/cm2
)
Hence Dowels of 36mm diameter plain round mild steel bars, 500mm long are
provided at 15 cm spacing in the expansion joints.
C. Tie Bar Design
Slab width, b = 3.5 m
Number of lanes to be tied = 1.0
Co-efficient of friction between sub-bar and slab, ƒ = 1.5
Density of concrete = 2400 kg/m3
Weight of 300 mm thick concrete slab, W = 0.3 x 2400 = 720 kg/m2
Type of steel for tie bars: TMT deformed steel bars
Allowable bond stress for deformed steel bars, B = 24.6 kg/cm2
Allowable tensile stress for deformed steel bars, S = 2000 kg/cm2
Assuming diameter of tie bar = 12 mm
Length and Spacing of tie bars:
Area of steel required per m width of joint to resist the frictional force at slab
bottom, As = = =1.89 cm2
/m
Area of cross-section for bar, A = π x 0.25 x (1.2)2
= 1.13 cm2
Perimeter for the bar P = 3.77 cm
i Spacing = A/As = 100 x 1.13/ 1.89 = 60 cm

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ii Length of tie bar =
BP
SA2
= = 48.73 cm
We increase the length by 10 cm for loss of bond due to painting and another 5 cm
for tolerance in placement.
Therefore, the length is 48.73+10+5=63.73 cm, Say 65 cm.
Hence, following values are adopted for tie bars (deformed):
 Diameter of bar = 12 mm
 Spacing = 600 mm
 Length = 650 mm
The tie bar is to be placed at mid depth inside the joint.
D. Summary of Design
 Grade of concrete for PCC surfacing : M-40
 Minimum flexural strength of PCC surfacing at 28 days
: 4.5 MPa
 Concrete Pavement Thickness h1 : 300 mm
 Dry Lean Concrete Thickness h2 : 150 mm
 Granular Sub-base Thickness h3 : 150 mm
 Dowel Bars (MS) Dia Ddowel : 36 mm
 Length of Dowel Bars ldowel : 500 mm
 Spacing of Dowel Bars
 For Expansion Joint : 120 mm
 For Contraction Joint : 150 mm
 Tie Bar (deformed steel) Dtie : 12 mm
 Tie Bar Length : 650 mm
 Tie Bar Spacing : 600 mm

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Drawings for Rigid Pavement inside Tunnels
Pavement Joint Plan
Transverse Contraction Joint

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Longitudinal joints
Notes:
1. ALL DIMENSIONS ARE IN MILLIMETERS
2. THE DOWEL BARS SHALL BE PLACED AT 300 CENTERS. THIS
SPACING SHALL BE VARIED WHERE NECESSARY SO THAT NO
DOWEL BAR IS WITHIN 150 OF A JOINT PARALLEL TO THE BARS.
3. CONTRACTION JOINTS SHALL BE PLACED AT 4500 CENTERS.
4. DOWEL BARS TO BE COVERED BY THIN PLASTIC SHEATH FOR
MIN.OF 2/3 LENGTH FROM ONE END.
5. SUPPORT CHAIRS FOR DOWEL BARS ARE OMITTED FOR CLARITY.

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DESIGN OF FLEXIBLE PAVEMENT
 General
In order to achieve the stated objectives of the traffic study, the following surveys
were undertaken to obtain the traffic data. Detailed traffic surveys were conducted
in December of 2011. Hereinafter, the year 2011 is called the „Base year‟.
o Classified traffic volume count (CTVC) data collection for seven days (twenty
four hours continuous) at three locations.
o Origin and destination (O-D) survey for one day (twenty four hours
continuous) at two proposed toll plaza locations.
o Turning movement count (TMC) data collection at two major junctions for
one day (twenty four hours continuous).
o Axle load survey for one day (twenty four hours continuous) at two locations.
 Design traffic for pavement design:
According to clause number 4.4.2 of IRC: SP: 84-2009, the pavement of the
main highway shall be designed for the cumulative number of standard axles of
8.16 tons over the design.
The design traffic is considered in terms of the cumulative number of standard
axles (in the lane carrying maximum traffic) to be carried during life of the road.
This can be computed using the following equation:
N = 365 x [(1+r)n
– 1] x A x D x F
r
where ,
N = Cumulative number of standard axles to be catered for in the design in
terms of Million Standard Axles (MSA) or CMSA.
A = Initial traffic in the year of completion of construction in terms of the
number of commercial vehicles per day (CVPD).

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D = Lane distribution factor. According to IRC: 37-2001 and its draft version
of 2011. The lane distribution factor for four-laning project is 0.75.
F = Vehicle damage factor (VDF).
n = Design life in years.
r = Annual growth rate of commercial vehicles.
 Vehicle damage factor:
The vehicle damage factor (VDF) is a multiplier to convert the number of
commercial vehicles of different axle loads and axle configurations to the
number of standard axle load repetitions .It is defined as equivalent number of
standard axles per commercial vehicle .For design purposes , the variation in axle
loads is determined by reducing the actual axle loads to an „Equivalent Standard
axle Load‟ or ESAL .An equivalency is a convenient way of indexing the wide
spectrum of actual loads to one selected standard value .ESAL is determined by
the relationships recommended in IRC:37-2001 & draft revision of IRC:37-2011
on „Guidelines for the design of flexible pavement‟. An excerpt is presented here:
1. Single axle with single wheel on either side: Equivalence factor = (Axle load in
kg/6,600)4
2. Single axle with dual wheel on either side: Equivalence factor = (Axle load in
kg/8,160)4
3. Tandem axle with dual wheel on either side: Equivalence factor = (Axle load in
kg/14,968)4
4. Tridem axle with dual wheel on either side: Equivalence factor = (Axle load in
kg/22,900)4
The relationship is referred to as „Fourth Power Rule‟ ,which states that the
damaging effect of an axle load increases as the fourth power of the weight of an
axle .In order to convert axle loads from the survey data into ESAL ,each axle of
each category of vehicle is multiplied by the equivalence factor of that type of
axle .The output may be called the „damage‟ caused by that particular axle on the
pavement.

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Damages by all axles are then summed up to find the total damage by that type
of vehicle. The total damage id divided by the number of vehicles of that category
to obtain the average damage ,which is also called the Vehicle Damage
Factor(VDF) of that category of vehicle.
VDF = Total damage
Number of vehicles damaged
 Lane distribution factor:
Distribution of commercial traffic in each direction and in each lane is required
for determining the total equivalent standard axle load applications to be
considered in the design. In the absence of adequate and conclusive data, the
following distribution may be assumed until more reliable data on placement of
commercial vehicles on the carriageway lanes are available:
1. Single-lane roads Traffic tends to be more channelized on single-lane roads
than two-lane roads and to allow for this concentration of wheel load
repetitions, the design should be based on total number of commercial
vehicles in both directions.
2. Two-lane single carriageway roads The design should be based on 50 per
cent of the total number of commercial vehicles in both directions. If vehicle
damage factor in one direction is higher, the traffic in the direction of higher
VDF is recommended for design.
3. Four-lane single carriageway roads The design should be based on 40 per
cent of the total number of commercial vehicles in both directions.
4. Dual carriageway roads The design of dual two-lane carriageway roads
should be based on 75 per cent of the number of commercial vehicles in each
direction. For dual three-lane carriageway and dual four-lane carriageway,
the distribution factor will be 60 per cent and 45 per cent respectively.

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 VDF tables:
1. Standard bus

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2. Two axle vehicle

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3. Three axle vehicle (with tandem axle)

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4. Four axle vehicle (with tandem axle)

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5. Five axle vehicle

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6. Five axle vehicle

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7. Six axle vehicle

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8. LCV – 4 wheeler

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9. LCV – 6 wheeler

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 Million standard axle (MSA) chart:
336.1776 msa is traffic of both side of the carriageway.
So, one side traffic = 336.1776/2 = 168 msa
To determine the pavement composition at different section of highway, design
charts are referred as given in IRC 37-2012 or IITPAVE software can be used to
determine the composition. Corresponding to msa value and CBR percentage, the
thickness of pavement can be obtained from design charts.

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CBR of subgrade = 15 %
Million standard axles (msa) = 150
From plate 8 of IRC 37:2012;
Pavement composition corresponding to 150 msa and 15 % CBR is:
Granular Sub-base (GSB) = 200 mm
Base course (WMM) = 250 mm
Dense Bituminous Macadam (DBM) = 100 mm
Bituminous Concrete (BC) = 50 mm
Total pavement thickness = 600 mm

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METHODOLOGY
AND
ANALYSIS

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Highway Development and Management System (HDM-4) developed
by the World bank is a powerful pavement management software tool capable of performing
technical and economic appraisals of road projects, investigating road investment programs,
and an analysing road network preservation strategies. Its effectiveness is dependent on the
proper calibration of its predictive models to local conditions. The scope of the new HDM-4
tool have been broadened considerably beyond traditional project appraisals, to provide a
powerful system for the analysis of road management and investment alternatives.
In addition to updating the HDM-III technical relationships for vehicle operating costs, and
pavement deterioration for flexible and unsealed pavements, new technical relationships have
been introduced to model rigid concrete pavement deterioration, accident costs, traffic
congestion, energy consumption and environmental effects. The HDM-4 incorporates three
dedicated applications tools for project level analysis, road work programming under
constrained budgets, and for strategic planning of long term network performance and
expenditure needs. It is designed to be used as a decision support tool within a road
management system. Standard data import and export facilities are provided for linking
HDM-4 to various database management systems.
Local adaptation and calibration of HDM-4 models can be achieved by specifying default
data sets that represent pavement performance and vehicle resource consumption in the
country where the model is being used. The HDM-4 software applications developed to cater
for the following components within the highway management process: Strategic Planning,
Work Programming, and Project Preparation. Strategic planning involves the analysis of the
road system as a whole, typically requiring the preparation of long term, or strategic,
planning estimates of expenditure for road development and preservation under various
budgetary and economic scenarios. Work Programming involves the preparation, under
budget constraints, of multi-year road work and expenditure programmes in which sections of
the network likely to require improvement, are identified and prioritized. Project preparation

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is the final stage where the economic benefits of road schemes are analysed prior to
implementation.
ROLE OF HDM-4 IN HIGHWAY MANAGEMENT: When
considering the HDM-4 applications, it is convenient to view the highway management
process in terms of the following functions
• Planning
• Programming
• Operations
Planning: This involves an analysis of the road system as a whole, typically requiring the
preparation of long term, or strategic, planning estimates of expenditure for road development
and preservation under various budgetary and economic scenarios. Predictions may be made
of expenditure under selected budget heads, and forecasts of highway conditions in terms of
key indicators, under a variety of funding levels. The physical highway system is usually
characterized at the planning stage by lengths of road, or percentages of the network, in
various categories defined by parameters such as road class or hierarchy, traffic
flow/capacity, pavement and physical condition. The results of the planning exercise are of
most interest to senior policy makers in the road sector, both political and professional. Work
will often be undertaken by a planning or economics unit within a road agency.
Programming: This involves the preparation, under budget constraints, of multi-year road
works and expenditure programmes in which those sections of the network likely to require
maintenance, improvement, or new construction, are identified in a tactical planning exercise.
Ideally, cost-benefit analysis should be undertaken to determine the economic feasibility of
each set of works. The physical road network is normally considered at the programming
stage on a link- by-link basis, with each link characterised by pavement sections and
geometric segments, defined by their physical attributes. The programming activity produces
estimates of expenditure, under different budget heads, for different treatment types and for
different years for each road section. Budgets are typically constrained, and a key aspect of
programming is to prioritise works to find the best value for money in the case of a
constrained budget

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Operations: These activities cover the on-going operation of a road agency. Decisions
about the management of operations are made typically on a daily or weekly basis, including
the scheduling of work to be carried out, monitoring in terms of labour, equipment and
materials, the recording of work completed, and the use of this information for monitoring
and control. Activities are normally focused on individual road sections with measurements
often being made at a relatively detailed level. Operations are normally managed by sub-
professional staff, including works supervisors, technicians, clerks of works, and others.
GENERAL
Pavement management as a process based on the integration of system principles,
engineering and economic evaluation is supposed to have begun in the late 1960's. The first
PMS model were developed in the mid-seventies, and presently many highways authorities in
developed countries are using a systematic and objective method to determine pavement
condition and programming maintenance in response to observed conditions. Presently most
advanced PMS are those applied in North America.
Methodology and Data Base Collection Methodology of the study:
The following steps outline the methodology used for the developing the cost effective
maintenance strategies for the BPP network by periodic evaluation of the pavement both
structurally as well as functionally:-
-Identification of the urban network for which the PMMS is to be developed. I will
Preparation of an inventory of all the pavement sections such as section length, carriageway
width, and shoulder width, temperature and rainfall characteristics.
-Collection of the data related to characteristics of the vehicle fleet using the and also the
collection of the traffic volume to ascertain the traffic related characteristics of all the
pavement sections.
-Collection of the periodic pavement condition data in terms of various pavement distresses
such as cracking area, potholing area, rutting, roughness, structural deflection using standard
measures and equipment‟s. Calculation of the Pavement Serviceability Index.
-Calculation of the remaining service life of the pavement sections of the network.

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Data collection based upon the requirement of HDM-4
The effectiveness of any PMMS is dependent upon the data being used (Nashville
Department of Transport 2007). Primary types of data needed include pavement condition
ratings, costs, roadway construction and maintenance history as well as traffic loading. A
major emphasis of any PMS is to identify and evaluate pavement conditions and determine
the causes of deterioration. To accomplish this, a pavement evaluation system should be
developed that is rapid, economical and easily repeatable. Pavement condition data must be
selected periodically to document the changes of pavement condition.
ROAD NETWORK DATA The road network data collection is carried out based upon the
data requirements of HDM-4, and it consisted of obtaining secondary data from the past
records and relevant government publications, and collecting current data from the selected
pavement sections by carrying out field studies.
The road network data includes the location data that describes the position and geometry of
the pavement section, and the attribute data, which describes the road characteristics or
inventory associated with it. The road network data collection in the field is divided under the
following heads:
• Inventory data
• Structural evaluation (Structural capacity)
• Functional evaluation (Pavement condition and riding quality).
Steps for data input in HDM-4 :

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SOIL STABILIZATION
INTRODUCTION
Site feasibility study for geotechnical projects is of far most beneficial before a project can
take off. Site survey usually takes place before the design process begins in order to
understand the characteristics of subsoil upon which the decision on location of the project
can be made. The following geotechnical design criteria have to be considered during site
selection –

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1. Design load and function of the structure.
2. Type of foundation to be used.
3. Bearing capacity of subsoil.
In the past, the third bullet played a major in decision making on site selection. Once the
bearing capacity of the soil was poor, the following were options:
1. Change the design to suit site condition.
2. Remove and replace the in situ soil.
3. Abandon the site.
Abandoned sites due to undesirable soil bearing capacities dramatically increased, and the
outcome of this was the scarcity of land and increased demand for natural resources. Affected
areas include those which were susceptible to liquefaction and those covered with soft clay
and organic soils. Other areas were those in a landslide and contaminated land. However, in
most geotechnical projects, it is not possible to obtain a construction site that will meet the
design requirements without ground modification. The current practice is to modify the
engineering properties of the native problematic soils to meet the design specifications.
Nowadays, soils such as, soft clays and organic soils can be improved to the civil engineering
requirements. This state of the art review focuses on soil stabilization method which is one of
the several methods of soil improvement.
Soil stabilization aims at improving soil strength and increasing resistance to softening by
water through bonding the soil particles together, water proofing the particles or combination
of the two. Usually, the technology provides an alternative provision structural solution to a
practical problem. The simplest stabilization processes are compaction and drainage (if water
drains out of wet soil it becomes stronger). The other process is by improving gradation of
particle size and further improvement can be achieved by adding binders to the weak soils.
Soil stabilization can be accomplished by several methods. All these methods fall into two
broad categories namely;
1. Mechanical stabilization –

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Under this category, soil stabilization can be achieved through physical process by altering
the physical nature of native soil particles by either induced vibration or compaction or by
incorporating other physical properties such as barriers and nailing.
2. Chemical stabilization –
Under this category, soil stabilization depends mainly on chemical reactions between
stabilizer (cementitious material) and soil minerals (pozzolonic materials) to achieve the
desired effect.
Through soil stabilization, unbound materials can be stabilized with cementitious materials
(cement, lime, fly ash, bitumen or combination of these). The stabilized soil materials have a
higher strength, lower permeability and lower compressibility than the native soil. The
method can be achieved in two ways, namely; (1) in situ stabilization and (2) ex-situ
stabilization. Note that, stabilization not necessary a magic wand by which every soil
properties can be improved for better. The decision to technological usage depends on which
soil properties have to be modified. The chief properties of soil which are of interest to
engineers are volume stability, strength, compressibility, permeability and durability. For a
successful stabilization, a laboratory tests followed by field tests may be required in order to
determine the engineering and environmental properties. Laboratory tests although may
produce higher strength than corresponding material from the field, but will help to assess the
effectiveness of stabilized materials in the field. Results from the laboratory tests, will
enhance the knowledge on the choice of binders and amounts.

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PAVEMENT DESIGN CATALOGUES
Five different combinations of traffic and material properties have been considered for which
pavement composition has been suggested in the form of design charts presented in Plates 1
to 24. Each combination has been supported with illustration to compare the proposed design
thickness in the design catalogue with that given by IITPAVE (Clauses 10.1 to 10.5). The
five combinations are as under:
1. Granular Base and Granular Subbase. (Cl 10.1) (Plate 1 to 8).
2. Cementitious Base and Cementitious Subbase of aggregate interlayer for crack relief.
Upper 100 mm of the cementitious subbase is the drainage layer. (Cl 10.2) (Plate 9
to 12).
3. Cementitious base and subbase with SAMI at the interface of base and the
bituminous layer. (Cl 10.3) (Plate 13 to 16).
4. Foamed bitumen/bitumen emulsion treated RAP or fresh aggregates over 250 mm
cementitious subbase (Cl 10.4) (Plate 17 to 20).
5. Cementitious base and granular subbase with crack relief layer of aggregate layer
above the cementitious base. (Cl 10.5) (Plate 21 to 24).

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1. Granular Base and Granular Sub-base –
Fig 1.1 Bituminous Surfacing with Granular Base and Granular Sub-base.
Fig. 1.1 shows the cross section of a bituminous pavement with granular base and subbase. It
is considered as a three layer elastic structure consisting of bituminous surfacing, granular
base and subbase and the subgrade. The granular layers are treated as a single layer. Strain
and stresses are required only for three layer elastic system. The critical strains locations are
shown in the figure. For traffic > 30 MSA, VG 40 bitumen is recommended for BC as well as
DBM for plains in India. Thickness of DBM for 50 MSA is lower than that for 30 MSA for a
few cases due to stiffer bitumen. Lower DBM is compacted to an air void of 3% after rolling
with volume of bitumen close to 13 % (Bitumen content may be 0.5% to 0.6% higher than
the optimum). Thickness combinations up to 30 MSA are the same as those adopted in IRC:
37-2001.

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CBR of Subgrade = 15%
Million Standard Axles (MSA) = 150
From Plate 8 of IRC 37:2012
Pavement Composition
Granular Sub-base (GSB) = 200 mm
Base Course (WMM) = 250 mm
Bituminous Concrete (BC) = 50 mm
Total Pavement Thickness = 600 mm

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2. Bituminous Pavements with Cemented Base and Cemented Sub-base with Crack
Relief Interlayer of Aggregate –
Fig. 2.1 Bituminous Surfacing, Cement Treated Base and Cement Treated Sub-Base
with Aggregate Interlayer
Fig. 2.1 shows a five layer elastic structure consisting of bituminous surfacing, aggregate
interlayer layer, cemented base, cemented subbase and the subgrade. Material properties such
as modulus and Poisson‟s ratio are the input parameters apart from loads and geometry of the
pavement for the IITPAVE software. For traffic > 30 MSA, VG 40 bitumen is used for
preventing rutting. DBM has air void of 3% after rolling (Bitumen content is 0.5% to 0.6%
higher than the optimum). Cracking of cemented base is taken as the design life of a
pavement. For traffic greater than 30 MSA, minimum thickness of bituminous layer
consisting of DBM and BC layers is taken as 100 mm (AASHTO-1993) even though the
thickness requirement may be less from structural consideration. Residual life of the
bituminous layer against fatigue cracking is not considered since it cracks faster after the
fracture of the cemented base. Upper 100 mm of the cemented subbase (D) having the
gradation 4 of the Table V-1 of Annexure V is porous acting as the drainage layer over lower
cemented subbase (F). Coarse graded GSB of MORTH with fines less than 2% containing
about 2-3% cement can also be used.

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Cementitious Sub-base (E=600 MPa) = 250 mm
Cementitious Base Course (E=3000 MPa) = 100 mm
Aggregate Layer (E=450 Mpa) = 100 mm
Slightly Dense Bituminous Concrete (SDBC) = 50 mm

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3. Cemented Base and Cemented Sub-base with Sami at the Interface of Cemented
Base and the Bituminous Layer –
Fig. 3.1 Bituminous Surfacing with Cemented Granular Base and Cemented Granular
Sub-base with Stress Absorbing Membrane Interlayer (SAMI)
Fig. 3.1 shows a four layer pavement consisting of bituminous surfacing, cemented base,
cemented subbase and the subgrade. For traffic > 30 MSA, VG 40 bitumen is used. DBM
IRC: 37-2012 33 has air void of 3 per cent after rolling (Bitumen content is 0.5 per cent to 0.6
per cent higher than the optimum). Cracking of cemented base is taken as the life of
pavement. Minimum thickness of bituminous layer for major highways is recommended as
100mm as per the AASHTO93 guidelines. Stress on the underside of the bituminous layer
over un-cracked cemented layer is compressive. Upper 100 mm of the cemented subbase
having the gradation 4 of Table V-1 of Annex V is porous and functions as drainage layer
over the cemented lower subbase.

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Cementitious Base Course (E=3000 MPa) = 150 mm

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4. Foamed Bitumen/Bitumen Emulsion Treated Rap/Aggregates Over Cemented
Sub-base –
Fig. 4.1 Bituminous Surfacing with RAP and Cemented Sub-base
Fig. 4.1 shows a four layer pavement consisting of bituminous surfacing, recycled layer
Reclaimed asphalt pavement, cemented subbase and the subgrade. VG 40 is used for traffic >
30 MSA. Even bitumen emulsion/foamed bitumen treated fresh aggregates can be used to
obtain stronger base of flexible pavements as per the international practice. DBM has air void
of 3 per cent after rolling (Bitumen content is 0.5 per cent to 0.6 per cent higher than the
optimum). Fatigue failure of the bituminous layer is the end of pavement life.

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Treated RAP (E=600 MPa) = 140 mm

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5. Cemented Base and Granular Sub-base with Crack Relief Layer of Aggregate
Interlayer Above the Cemented Base –
Fig. 5.1 Bituminous Surfacing, Cement Treated Base and Granular Sub-base with
Aggregate Interlayer
For reconstruction of a highway, designers may have a choice of bituminous surface,
aggregate interlayer, cemented base while retaining the existing granular subbase. The
drainage layer in GSB is required to be restored in area where rainfall may damage the
pavements. It is modeled as a five layer elastic structure in IITPAVE software. In a two layer
construction of bituminous layer, the bottom layer should have an air void of 3 per cent after
the compaction by incorporating additional bitumen of 0.5 to 0.6 per cent. This would also
resist stripping due to water percolating from the top to the bottom of the bituminous layer or
rising from below. The aggregate interlayer acting as a crack relief layer should meet the
specifications of Wet Mix Macadam and if required, it may contain about 1 to 2 per cent
bitumen emulsion if the surface of the granular layer is likely to be disturbed by construction
traffic. Emulsion can be mixed with water to make the fluid equal to optimum water content
and added to the WMM during the processing.

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Granular Sub-base (E=180 MPa) = 250 mm
Cementitious Base (E=5000 MPa) = 170 mm
Aggregate Layer (E=450 MPa) = 100 mm

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Pavement Stress – Strain Analysis and Optimization using IITPAVE
In this, we optimize the pavement design by minimizing their thicknesses so that the stress
and strain values at critical points almost reach their maximum allowable values.
Strength Parameter –
1) Cementitious Base –
In case of cementitious granular sub-base having a 7-day UCS of 1.5 to 3 MPa, the laboratory
based E value is given by the following equations:
Ecgsb = 1000 * UCS
Where UCS = 28 day strength of the cementitious granular material
2) Unbound base layer
When both sub-base and the base layers are made up of unbound granular layers, the
composite resilient modulus of the granular sub-base and the base is given as:
MR_granular = 0.2 * h0.45 *
MR subgrade
Where h = thickness of granular sub-base and base, mm
3) Subgrade –
MR subgrade = 17.6 * CBR0.64
= 17.6 * 150.64
= 99.588 MPa
4) Fatigue cracking in cementitious layers –
a. Fatigue life in terms of standard axles –
[ ]

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Where,
RF = Reliability factor for cementitious materials for failure against fatigue.
= 1 for Expressways, National Highways and other heavy volume roads.
= 2 for others carrying less than 1500 trucks per day.
N = Fatigue life of the cementitious material. (150 MSA)
E = Elastic modulus of cementitious material. (5000)
€t = tensile strain in the cementitious layer, microstrain.
[ ]
b. Fatigue Equation for Cumulative Damage analysis –
Where,
Nfi = Fatigue life in terms of cumulative number of axle load of class i (150 MSA)
σt = tensile stress under cementitious base layer.
MRup = 28 day flexural strength of the cementitious base.

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1. Granular Base and Granular Sub-base
Strain Analysis Using IIT Pave
Input Values –
Layer 1 – BC/SDBC + DBM
Layer 2 – Granular Base + GSB
Layer 3 – Subgrade

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Output Values –
Max. Tensile Strain (epT) = 0.1583 X 10-3
(< Allowable Strain =0.1780 X 10-3
)
Max. Vertical Strain (epZ) = 0.1384 X 10-3
)

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After Optimization –
)
)

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Pavement Composition As Per IS 37 Optimized
Granular Sub-base (GSB) = 200 mm 200 mm
Base Course (WMM) = 250 mm 250 mm
Dense Bituminous Macadam (DBM) = 100 mm 85 mm
Bituminous Concrete (BC) = 50 mm 50 mm
Total Pavement Thickness = 600 mm 585 mm

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2. Bituminous Pavements with Cemented Base and Cemented Sub-base with Crack
Relief Interlayer of Aggregate –
Input Values –
Layer 1 – SDBC + DBM
Layer 2 – Aggregate Layer
Layer 3 – CT Base
Layer 4 – CT Sub-base

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Output Values –
)
)
Max. Tensile Stress (SigmaT) = 0.1952 (< Allowable Stress = 0.2969)

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)
)

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Cementitious Sub-base (E=600 MPa) = 250 mm 250 mm
Cementitious Base Course (E=3000 MPa) = 100 mm 50 mm
Aggregate Layer (E=450 Mpa) = 100 mm 50 mm
Slightly Dense Bituminous Concrete (SDBC) = 50 mm 50 mm

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3. Cemented Base and Cemented Sub-base with Sami at the Interface of Cemented
Base and the Bituminous Layer –
Input Values –
Layer 2 – CT Base
Layer 3 – CT Sub-base

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Output Values –
)

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)

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Cementitious Base Course (E=3000 MPa) = 150 m 120 mm

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4. Foamed Bitumen/Bitumen Emulsion Treated Rap/Aggregates Over Cemented
Sub-base –
Input Values –
Layer 1 – BC/SDBC + DBM
Layer 2 – Treated RAP + CT Sub-base

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Output Values –
)
)

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)
)

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Treated RAP (E=600 MPa) = 140 mm 60 mm

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5. Cemented Base and Granular Sub-base with Crack Relief Layer of Aggregate
Interlayer Above the Cemented Base –
Input Values –
Layer 2 – Aggregate Layer
Layer 3 – CT Base
Layer 4 – GSB

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Output Values –
)
)

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)
)

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Granular Sub-base (E=180 MPa) = 250 mm 250 mm
Cementitious Base (E=5000 MPa) = 170 mm 130 mm
Aggregate Layer (E=450 MPa) = 100 mm 100 mm

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CONCLUDING REMARKS:
 In design of rigid pavement, different slab thicknesses were tried for fatigue life
consume corresponding to data obtained from axle load spectrum. Then according
to IRC 58:2002 specifications, dowel bars and tie bars were designed. An excel
sheet is also created from where the whole design procedure can be formulated.
 In design of flexible pavement, axle load survey data was used to determine the
traffic characteristics and determine vehicle damage factor of each vehicle. Then
corresponding to the traffic data obtained from survey, design was done intending
for a duration of 22 years. But the pavement was finally designed for 20 years
design life due to traffic constraints and codal provisions. An excel sheet is also
created to simplify the design process. Finally the stresses were calculated using
IITPAVE software and compared with allowable stresses to check the long term
performance of pavement.
 In HDM4, after giving traffic inputs, three alternatives were defined to determine
the life cycle cost analysis of pavement - 1st
alternative was routine maintenance, 2nd
alternative was overlay of 25mm SDBC and 3rd
alternative was the reconstruction of
pavement. Routine maintenance was scheduled annually and others were responsive
(i.e. conditional). The Project analysis period was of 15 years.
The result predicted motorized AADT value of 20000 by 2029. From the
average roughness graph it was observed that routine maintenance has to be done
every year from 2023 and pavement will have to be reconstruction in 2025 and the
cost of construction would be Rs.42, 00,000 per km. SDBC overlay would be in
2024, 2025 and 2029 with total estimated cost of Rs.84, 00,000 per km (for all the
three years).
 In soil stabilization, the base and sub base were treated with different materials to
improve the soil characteristics. The obtained thickness were then optimized using
IIT PAVE to make the pavement economical and reduce the construction time.
Soil stabilization increases the strength of soil by binding the soil particles
together which decreases the required thickness of the pavement.

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REFERENCES:
1. IRC 37:2012 – Guidelines for the design of flexible pavements.
2. IRC 58:2002 - Guidline for the Design of Plain Jointed Rigid pavements Design for
Highways
3. Highway Development and Management Model HDM-4 manual.
4. Highway engineering by “Khanna and Justo”.

DESIGN PROJECT FOR PAVEMENT

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