DESIGN 

ASPECTS OF FLEXIBLE PAVEMENT

A REPORT SUBMITTED TO VBU UNIVERSITY IN

 FULFILLMENT OF THE REQUIREMENTS FOR

BACHELOR OF ENGINEERING

IN

CIVIL ENGINEERING

SUBMITTED BY:

ANKIT KUMAR (17520)

AMRESH KUMAR ROY (17518)

VIKASH KUMAR (17515)

KUNDAN KUMAR (17803)

RAMADHAR KUMAR (18856)

Under the Guidance of

Associate.Prof. 

1
 DEPARTMENT OF CIVIL ENGINEERING
RAMGOVIND INSTITUTE OF TECHNOLOGY
AT 'MAHUVAN', MAHAUTANAR, P.O. KARMA, JHUMRI TILLAIYA
KODARMA , JHARKHAND - 8254089

2
 AKNOWLEDGEMENT

We would like to express our gratitude to all the people behind the screen who helped me

transformed an idea into a real application.

We proudly thank prof. Head of department civil engineering who has been an

excellent guide and also a great source of inspiration of our book.

We would like to thank my internal guide prof. for his technical guidance ,

constant encouragement and support my project.

At college,

The satisfaction and euphoria that accompany the successful completion of the task

would be great but uncompleted without the mention of the people who made it possible

with their constant guidance and encouragement crown all the efforts with success.

In this context , We are deeply indebted to the project team members who

were always ready to help us during project time.

ANKIT KUMAR

AMRESH KUMAR ROY

VIKASH KUMAR

KUNDAN KUMAR

RAMADHAR KUMAR

3
4
 CERTIFICATE

This is to certify that project entitled “DESIGN ASPECTS OF FLEXIBLE PAVEMENT “

that is being submitted by  Ankit Kumar (17520) , Amresh Kumar Roy (17518) , Vikash Kumar

(17515) , Kundan Kumar (17803),Ramadhar kumar (18856) in fulfillment of the

requirement for the award of Degree of Bachelor of Technology in Civi Engineering,
RAMGOVIND INSTITUTE TECHNOLOGY (Approved by AICTE , New Delhi and Affiliated to VBU
, Hazaribag) Is a record of bonafide work carried out by them under my guidance and supervision .
The results embodied in this thesis have not been submitted to any other University or Institute for the
award of any degree.

5
Head of Department, Associate Professor,
Civil Dept., Griet, Civil Dept.,Griet,
Hyderabad. Hyderabad.

6
 ABSTRACT

Highway and pavement design plays a vital role within the DPR (Detailed Project Report

) projects.

Regarding the pavement design,it forms a vital part of careful engineering study. The

satisfactory performance of the pavement can end in higher savings in terms of vehicles

operating prices and travel time, which has  a bearing on the overall economic

practicability of the project. This project discusses regarding the design methods that are

traditionally being followed and examines the relative merits of flexible pavement.

Currently, majority of the Indian roads are flexible  pavements, those having bituminous

layer/s. earlier, there accustomed be deficiency of cement and Bharat went for flexible

pavements with bituminous toppings.

Now, flexible pavement are preferred over cement concrete roads as they have a good

advantage that these may be strong and improved in stages with the growth of traffic.

Another major advantage of those roads is that their surfaces may be processed and

recycled for rehabilitation. The flexible pavements are more cost-effective conjointly with

relevance initial investment and maintenance.

7
 Contents

Chapter – 1: Introduction 8-16

1.1 Project Background 8

1.2 Geometrical design parameter 9

1.3 Project Roads 10

Chapter – 2: Pavement Design 17-21

2.1 Introduction 17

2.2 Flexible Pavement 17

2.3 Rigid Pavement 19

2.4 Functions Of Pavement Components 20

2.4.1 Soil Subgrade 20

2.4.2 Sub-Base And Base Course 20

2.4.3 Wearing Course 21

2.5 Design Factors 21

Chapter – 3: Design Standards 22-29

3.1 Introduction 22

3.2 Road Design 22

3.2.1 Terrain Classification 22

3.2.2 Design Speed 23

3.2.3 Basic Principles Of Geometric Design 24

3.3 Cross Sectional Elements 24
3.3.1 Road Land Width 24

8
3.3.2 Land Width 24

3.3.3 Width Of The Shoulder 25

3.3.4 Side Slopes 25

3.3.5 Width Of Median And Edge Strip 26

3.3.6 Reduction Of Cross Section 26

3.3.7 Camber 27

3.4 Horizontal Alignment 28

3.4.1 Horizontal Curve 28

3.4.2 Superelevation 28

3.4.3 Gradients 29

3.4.4 Access Design Speed 29

Chapter – 4: Design Of Pavements 30-37

4.1 Soil And Material Properties 30

4.2 Traffic Surveys 30

4.2.1 Introduction 30

4.2.2 Design Traffic 30

4.3 Design Period 32

4.4 Vehicle Damage Factor 32

4.5 Subgrade Strength 33

4.6 Design Lane MSA 33

4.7 Design Composition 34

4.8 AASHTO 34

4.9 Design Composition 36

4.10 Adopted Pavement Design 36

9
4.11 Design Of Service Roads 37

Chapter – 5: Laboratory Tests 38-54

5.1 Tests 38

1. Grain Size Analysis 39

2. Free Swell Index 41

3. Field Density Test By Sand Replacement 42

4. Modified Proctor Compaction Test 44

5. Bitumen Extraction Test 47

6. California Bearing Test 49

Chapter – 6: Road Construction Activity 51-71

6.1 Earthwork Excavation 51

6.2 Embankment Construction 54

6.3 Subgrade Construction 57

6.4 Granular Sub Base Construction 59

6.5. Wet Mix Macadam Construction 61

6.6 Application Of Prime Coat 64

6.7 Application Of Tack Coat 66

6.8 Dense Bituminous Macadam Construction 67
6.9 Bituminous Concrete Construction 71

Chapter – 7: Plant And Machinery 75-84
7.1 Excavators 75

7.2 Motor Grader 76

7.3 Bulldozer 77

7.4 Wheel Loader 78

10
7.5 Stone Crusher 79

7.6 WMM Plant 80
7.7 Hot Mix Plant 81
7.8 Dumpers 82
7.9 Batching Plant 83
7.10 Sensor Pavers 84

11
 1. INTRODUCTION

1.1 PROJECT BACKGROUND

Jharkhand came into existence on 15th November 2000, as the 28th State of Indian Union. Jharkhand is
bounded by Bihar in the north, Uttar Pradesh and Chhatisgarh in the west, Orissa in the south and west
Bengal in the west. This state is a home for full of stunning landscapes, majestic mountains, verdant
valleys, serpentine rivers, wonderful water falls, lush green forest and exotic wild life. The mineral rich
state accounts for over 41% of country’s total mineral production. The state is the major producer of
coal, uranium, Mica, Kyanite, Copper and pyrite. It ranks first in production of Coal, Mica, Kyanite and
Copper in India. Thus a large number of mineral based industries are located here. Major industrial
centres in the state are Jamshedpur, Dhanbad, Bokaro, Ranchi, Sindri, Deoghar and Hazaribagh. Besides
large mineral deposits, numerous rivers crisscross the state are perfect for harnessing power and rich
forest resources are sure to make Jharkhand, the new epicentre of the Indian industry and influence the
growth in economic activities of the state.

Jharkhand Government is currently planning and implementing various transport infrastructure projects
such as Radial roads, Ring Roads – Ranchi, Dhanbad & Jamshedpur, Bypasses, Truck terminals and Bus
terminals etc. improve the transportation scenario in the cities of Jharkhand. Further, Jharkhand
Government is continuously endeavouring to improve intercity connectivity between major cities of the
state to cater to the increasing demands of passenger and goods traffic and to improve connectivity.

As a part of this endeavor, M/s. State Highway Authority of Jharkhand (SHAJ) has taken up an
ambitious programme to develop Ranchi – Bokaro – Dhanbad Expressway on PPP basis. Various PPP
models including design, build, operate and transfer (DBOT) basis considering its magnitude. Private
financing contributes greatly to the transport infrastructure of the state without burdening the exchequer.
Expressway, an access controlled facility, is intended to provide most efficient and speedy movement of
relatively high volumes of motorized traffic with higher degree of safety, comfort and economy. In
addition to ensuring uninterrupted movement for intercity traffic, it contributes to the growth and
economy of the state by opening up new areas for development. State Highway Authority of Jharkhand
(SHAJ) has appointed M/s. Infrastructure Development and Finance Company Limited (IDFC) vide
Letter No. SHAJ/Tech/IDFC/2015/369 dated 13.06.2015 as Transaction Manager to prepare Feasibility
Report and assist authority in bidding out the project for the Construction of Expressway between
Ranchi and Dhanbad.

1.2 Geometrical Design Parameters

SL.NO Parametre Value Standard code

Reference
1
(i) Design Speed
(a) Plain Terrain 120 Km/h IRC: SP:99-2013 Table 2.1
(b)

12
2 Cross Section
6 Lane Carriageway with paved shoulder

13
 SL.NO Parameter Value Standard/Code
Reference
Lane width 3.75 m
Carriageway 11.25 m on either side
Side Strip 0.75 m on either side of the
median
Paved Shoulder 3.0 m on either side

Earthen Shoulder 2.0 m on either

Cross Slope
2.50% cross fall to be
Cement concrete surface adopted IRC SP 99: 2013 Table 2.4
(An. Rainfall>1000mm)
Earthen surface 3.50%
3 Horizontal Alignment
(i) Desirable minimum Curve 1000m
Radius
(ii) Absolute Minimum Curve IRC: SP: 99-2013 Table 2.5
700m
Radius
(iii) Minimum Length of 100m As per IRC: SP:99-2011
transition Curve Table 2.6
(iv) Safe Stopping Sight 250m
Distance
As per IRC: SP:99-2011
(v) Desirable minimum Sight
Table 2.7
Distance (Intermediate Sight 500m
distance)
(v) Decision Sight Distance for 360m As per IRC: SP:99-2011
120 Km/h Table 2.8
5%(Curve As per IRC: SP:99-2011
(vi) Super elevation Radius>=Desirable min.
Clause 2.9 2.1
Radius)
Max.7 %(Curve As per IRC: SP:99-2011
(vii) Super elevation (max) Radius>=Desirable min.
Clause 2.9 2.1
Radius=1000m)
4 Vertical Alignment
(i) Ruling Longitudinal Gradient 2.50%
(ii) Limiting Longitudinal IRC: SP:99-2013 Table 2.9
3.00%
Gradient For Plain terrain
(iii) Minimum Vertical Curve
Length for 120 100m IRC: SP:99-2013 Table
Km/h(0.5%minimum Grade 2.10
Change)
5 Vertical Clearance
(i) Vehicular Underpass 5.5m
(ii) Light Vehicular Underpass 3.5m
(iii) Pedestrian, Cattle IRC: SP:99-2013 Table2.11
3.0m
Underpass
(iv) Overpass 5.5m

Pavement:
Main Carriageway: Pavement Composition BC DBM WMM GSB Total
(mm) 40 85 250 200 575

Service Road:
Pavement Composition BC DBM WMM GSB Total
(mm) 30 50 250 150 480

14
1.3 Project Road (Ranchi-Bokaro Dhanbad
Greenfield Expressway Corridor)

15
 2. PAVEMENT DESIGN

2.1 INTRODUCTION

Pavement is the durable surface material laid down on an area intended to sustain vehicular
or foot traffic, such as a road or walkway.
In the past cobblestones and granite sets were extensively used, but these surfaces have
mostly been replaced by asphalt or concrete
There are two types of pavements:
 Flexible pavement
 Rigid pavement

2.2 Flexible pavement:

Flexible pavements are those, which on the whole have low flexural strength and are rather
flexible in their structural action under the loads.
The flexible pavement layers reflect the deformation of the lower layers on to the surface of
the layer.
A typical Flexible pavement consists of four components:
 surface course
 base course
 sub base course
 soil sub grade

16
Fig 1: A view of Flexible pavement components

17
2.3 Rigid Pavement:
Rigid pavements are those posses note worthy flexural strength. The stresses are not
transferred from grain to the lower layers as  in case of flexible pavement layers. The rigid
pavements are made of Portland cement concrete-either plain, reinforced or prestressed
2
concrete. The plain cement concrete slabs are expected to take up to about 40 kg/cm  flexural
stress. The rigid pavement has the slab action and is capable of transmitting the wheel load
stresses through a wide area below

Fig 2: A view of rigid pavement

Fig 3: The difference between flexible and rigid pavement

18
2.4 Functions of Pavement Components:
 Soil Subgrade
 Sub-base and Base Course
 Wearing Course

2.4.1 Soil Subgrade:
The soil subgrade is a layer of natural soil prepared to receive the layers of pavement
materials placed over it. The load on the pavement is ultimately received by the soil subgrade
for dispersion to the earth mass. It is essential that at no time, the soil subgrade is
overstressed.  It  means  that the pressure  transmitted on the top of the  subgrade  is within  the
allowable limit, not to cause excessive stress condition or to deform the same beyond the
elastic limit. It is necessary to evaluate the strength properties of a soil subgrade. This helps
to designer to adopt the suitable values of the strength parameters for design purpose and in
case this supporting layer does not cum upto the expectations, the same is treated or stabilized
to suit the requirements.

2.4.2 Sub-base and Base Course:
These layers are made of broken stones, bound or unbound aggregate. Some times in sub-
base course a layer of stabilized soil or selected granular soil is also used. In some places
boulders stones or bricks are also used as sun-base or soling course. When the subgrade
consists of the grained soils and when the pavement carries heavy wheel loads, there is a
tendency for these boulders stones or bricks to penetrate into the wet soil, resulting in the
formation of undulation and uneven pavement surface in flexible pavement.

Base course and Sub-base course are used under flexible pavement primarily to improve the
load supporting capacity by distributing the load through a finite thickness. Base course are
used in rigid pavement for:
 Preventing pumping
 Protecting the subgrade against frost action

2.4.3 Wearing course:
The purpose of wearing course is to give a smooth riding surface that is dense. It resists
pressure exerted by tyres and takes up wear and tear due to the traffic. Wearing course also
offers a water tight layer against the surface water infiltration.

19
2.5 Design Factors

Factors to be considered in Design of Pavements
Pavement Design consists of two parts:
 Mix design of materials to be used in each pavement components layer.
 Thickness design of the pavement and the component layers.

The various factors to be considers for the design of pavements are given below:
i. Design wheel load
ii. Subgrade soil
iii. Climatic factors
iv. Pavement component materials
v. Environmental factors
vi. Special factors in the design of different types of pavement.

20
 3. Design Standards

3.1 INTRODUCTION
Expressway, a controlled access facility is intended to provide most efficient speedy
movement of relatively high volumes of motorized traffic with higher degree of safety,
comfort and economy. Alignment characteristics and parameters of physical dimensions
should be such that the resulting road has inbuilt flexibility of adjustment for additional
carriageways in foreseeable future without any extravagant or wasteful expenditure, because
in a rapidly developing economy it may not always be possible to forecast the traffic growth
accurately.
Geometric and other elements should be preferably matched to the individual and collective
requirement of traffic using the facility. Predominant vehicles trucks and passenger vehicles
were considered in finalizing the basis for the design parameters like carriageway widths,
Capacities, Design Speeds and other geometric elements.

3.2 ROAD DESIGN

3.2.1 Terrain Classification:

The general slope of the country classifies the terrain across the area. The terrain is an
important parameter governing the geometric standards and the criteria given in the table 1 as
shown below, are used in classifying terrain under these categories. While classifying a
terrain, short isolated stretches of varying terrain were not taken into consideration.

Terrain Classification Cross slope of the country
Plain 0 – 10 More than 1 in 10
Rolling 10 –25 1 in 10 to 1 in 4
Mountainous 25 –60 1 in 4 to 1 in 1.67
Steep >60 Less than 1 in 1.67

Table 1: Terrain Classification Recommended by IRC

21
3.2.2 Design Speed:

Design speed is the basic criterion for determining all geometric features of horizontal and
vertical alignments. The design speeds for various terrain conditions are given in the table 2
as shown below. Design speed is mainly be used to determine the following parameters:
 Horizontal alignment radii

 Length of Vertical Curves / K factors

 Geometric layout of the interchanges (specifically layout of the accesses,
including length of taper and merging areas, and of weaving zones)

 Layout and characteristics of signs

Table 2: Design Speeds to be adopted for Different Terrain
Design Speed (Km/h)
Road Mountainous
Sl No Plain Terrain Rolling Terrain
Classification Terrain
Ruling Minimum Ruling Minimum Ruling Minimum
1 Expressway 120 100 100 85 80 60

2 Link Road 100 80 80 65 50 40

In fact, in urban areas, even in plain terrain, there could be geometric constraints and controls
similar in their effects to mountainous terrain. Thus, design speed should be adapted in areas
with densely built environment having important facilities and other environmental
constraints.
Also,  considering the above,  in  areas  with close accesses  to the  project corridors exists, the
design speed should be adapted to suit the site conditions. This can be achieved by either
decreasing design speed on the main carriageway, or by providing an auxiliary lane
physically separated from main carriageway, with a different design speed from main
carriageway.
Design speed should also include provision for the approaches of adjacent road sections
(State Highways, National Highways, and Local Roads). This will require speed to be
reduced when approaching these sections. Normally, ruling design speed was taken as the
guiding criterion for the purpose of the geometric design. Minimum design speed was
however adopted where site condition and cost does not permit a design based on “Ruling
Design Speed”. In the link road section, the design speed was taken as 100 Kmph and for the
rest of the ORR the design speed is taken as 120 Kmph.

22
3.3 CROSS SECTIONAL ELEMENTS:

3.3.1 Road Land width:
Road land width also termed as right-of-way is the width of land acquired for road purposes.
Right of Way (ROW) :
The Proposed  Right Of Way  of  the Project  as per the guidelines is 100m. The additional  ROW
is required for at toll plaza and way side amenities.

3.3.2 Lane width:
Lane width suggested in IRC SP 99:2013 “Guidelines for Expressways” is 3.75m (width in plain
and rolling terrains – which is category the proposed expressway fits into). Keeping in view the
guidelines, a lane width of  3.75m is chosen for the expressway lanes.  This wider  lane width is to
ensure safety and adequate lateral clearance between vehicles which are expected to move at
higher speeds (upwards of 100 kph). In the case of spur alignments, the expressway standards
have been adopted as the same are an integral part of expressway proposed and suggested to
adopt a lane width of 3.75m.

3.3.3 Width of the Shoulder:
Width of the shoulder plays an important role in the capacity of the carriageway. Paved
shoulders [emergency lane] are designed to carry the same traffic load as main carriageway.
The paved shoulders can also act as emergency lanes and can be used as parking lanes for the
break down vehicles, so that they will not hinder the free movement of traffic on the main
carriageway. The  width of  the paved  shoulders  adopted  for  mainline  of  RBD  Expressway is  3.0m
[on outer side of carriageway], 0.75m (for right median side edge strip) and 1.5m earthen
shoulder on outer side of outer paved shoulder, respectively. These dimensions conform to the
dimensions given in “Guidelines for Expressways” for plain and rolling terrain.

Table 3: Recommended Shoulder width
Type of Shoulder Shoulder width (m)
Paved Shoulder 
3.0m
Will serve as emergency lane
Earthen Shoulder 1.5m
Rght median side edge strip 0.75m 

23
3.3.4 Terrain Classification
As per IRC - SP: 99 – 2013 terrain is classified as follows:

Terrain Classification Cross Slope of the Ground
Plain Less than 10 %
Rolling Between 10 % & 25 %
Table 4 : Terrain Classification

The proposed expressway alignment mostly passes through the Plain Terrain as per above
classification and thus geometric designs are based on IRC-SP: 99-2013 for Plain Terrain. The
design speed is primarily dependent on the terrain conditions, available road land and land use.
The design speed for green field expressway is considered 120 Kmph for Plain Terrain. At
hilly/rolling terrain location reduced speed of 100 kmph is considered.

3.3.5 Camber:
The cross-fall is being proposed as per IRC:SP: 99 Guidelines for Expressways. It is 2.5% for
bituminous pavement. It is 3.5% for earthen/granular shoulder.

In rural areas, adjacent to open drains, the ground between toe of embankment slope and drain will
have cross-fall falling towards drain.

Table 5 : Camber for different surface types

Type Camber (%)

Carriageway (Flexible Pavement) 2.5%

Paved Shoulder 3.5%

Earthen Shoulder 3.5%

3.3.5 Typical Cross Sections

Table 6 : Details of Typical Cross Sections

24
Cross Section Type Description

TCS-I 2 X 3 Lane Expressway in Plain & Rolling Terrain - With Median 12.0m
&Embankment Height Upto 6.0m
TCS-II 2 X 3 Lane Expressway in Plain & Rolling Terrain - With Median 12.0m
&Embankment Height More than 6.0m
TCS-III 2 X 3 Lane Expressway in Plain & Rolling Terrain - With Median 12.0m, 3
Service Road & Embankment 3 Height> 6.0 m
TCS-IV 2 X 3 Lane Expressway in Plain & Rolling Terrain - At Approach to
VUP/Flyover With Median 12.0m
TCS-V 2 X 3 Lane Expressway in Plain & Rolling Terrain - With Median 4.5m
3 &Embankment Height Upto 6.0m
TCS-VI 2 X 3 Lane Expressway in Plain & Rolling Terrain - With Median 4.5m
&Service Road
TCS-VII 2 X 3 Lane Expressway in Open Country Mountain Terrain - Median
12.0m
TCS-VIII 2 X 3 Lane Expressway – Bridge Deck Level With Paved Shoulder &
Median 4.5m/1.2m
TCS-IX 2 X 2 Lane Over Pass - Deck Level with Footpath
TCS-X 2 Lane Overpass - Deck Level with Footpath
TCS-XI Divided Carriageway Intermediate Lanes Over Pass - Deck Level with
Footpath
TCS-XII Interchange Ramp/Loop – Single Lane With Paved Shoulder & Earthen
Shoulder
TCS-XIII Interchange Ramp/Loop – Two Lane With Paved Shoulder & Earthen
Shoulder
TCS-XIV Interchange Ramp/Loop – Two Lane With Paved Shoulder at Structure

25
3.4 HORIZONTAL ALIGNMENT

3.4.1 Horizontal Curve:
Horizontal curve consists of circular portion flanked by spiral transition at both ends. Design
speed, super elevation and coefficient of side friction affect the design of circular curves. The
provision of transition curves enhances the safety of the road users, as it will allow a smooth
change in the rate of change of superelevation, and also reduces the centrifugal forces on the
vehicle. Length of transition curve is determined on the basis of rate of change of centrifugal
acceleration or the rate of change of super elevation. The rate of change of super elevation is
considered to be 1:200, as prescribed in AASHTO, and the same rate has been adopted in this
project.

3.4.2 Superelevation:

Superelevation is generally considered to counteract only a fixed percentage of the
centrifugal force developed, so that the slow moving traffic will be aided. 
The value of super elevation,which should not be less than the camber, is restricted to 7%. It is calc
ulated by the following
formula.
V2
e=
225 R

Where
‘e’ is Superelevation

‘V’ is the design speed in Km/h

‘R’ is the radius in meter Desirable Sight Distance

The safe stopping sight distance shall be calculated as per IRC: SP: 99-2013.
 Design Speed, V (Km/h ) = 120
 Reaction time, t (Sec) = 2.5
2
 Acceleration due to gravity, g (m /  sec ) = 9.81
 Co-efficient of friction, f =0.35
 Stopping sight distance, SSD (m) = 0.28Vt+ ((0.28V)2/2gf) =245.13 ≈ 250
 Intermediate sight distance, ISD (m) = 2*SSD =500

Decision Sight Distance: At critical locations or decision points where changes in cross-
sections occur such as toll plazas and interchanges; the sight distance shall not be less than the
decision sight distance. As the project expressway ruling design speed 120 Kmph, the decision
sight distance shall be 360 m as per clause 2.9.3.2 of IRC: SP: 99 - 2013.

26
 Radii of Curve

The minimum radius of horizontal curve is calculated based on maximum e value 7% and 
10% for side friction factor (f). The minimum radius for horizontal curves are as follows:

Table 7: Radii of Curve

Design Speed Kph 120
Absolute minimum radius (m) 670
Desirable minimum radius (m) 1000

Absolute Minimum Radius (R):
Maximum super elevation in plain terrain, (e) = 0.07
Co-efficient of lateral friction, (f) =0.10
Design Speed, V (Km/h) = 120
2
Radius of curve shall be calculated from super elevation equation e + f = V /gR
Radius of Horizontal Curve R, (m) = 700m

3.4.3 Gradients:

The gradients adopted in the design are as per guidelines given in the IRC manual. The
allowable difference in grade where no vertical curve is required is 0.4. The minimum length
of vertical summit curve is 140m and minimum length of valley curve is 60m. In general the
maximum gradient adopted in the design is 2%. Gradient values for roads in different terrains
are as shown in table 9.

Table 9: Gradients for Roads in Different Terrain

Ruling Limited
Sl. No Terrain
gradient gradient
2.0 % 2.5 %
1 Plain or Rolling
(1 in 50) (1 in 40)
2.5 % 3.0 %
2 Mountainous
(1 in 40) (1 in 33.33)

3.4.4 Access design speed:
Care should be taken that signs and geometry match, and that sufficient information is given
to the user. This would be of great importance due to the presence of complex interchanges.
Conventional design speed values for accesses at entrance and exit are shown in table 10
below.

27
 Table 10: Conventional design speed for accesses

Main Collector                    /
Sl No Convention design speed (km/h) Carriageway Distributor            (80
(120 km/h) km/h)

1 Exit speed 70 55

2 Entrance speed 55 50

28
4. DESIGN OF PAVEMENTS

4.1 Introduction:
Pavement design aims at determining the total thickness of the pavement structure as well as the thickness
of the individual structural components for carrying the estimated traffic loading under the prevailing
environmental conditions. Many design methods, from purely empirical to rigorous analytical ones are
available, and these are practiced in different parts of the world. The design methods adopted in other
countries may not be applicable to Indian climatic conditions. Several approaches for the pavement
design are considered and most appropriate method has been adopted.

The AASHTO and IRC methods of pavement design have been reviewed before recommending the
pavement composition. However, in the perspective of such review, it is important to note that no method
in practice can be considered better than the other as each method has its own benefits and inherent
limitations, owing to the characteristics of materials used in construction and their complex interaction,
climatic and traffic conditions. The other methods of TAC and NAASRA may not be applicable for the
current project road pavement design due to limitations on fatigue failure criteria and nature of materials
considered in the design criteria does not suit the project requirements and hence the same were not
considered for pavement design.

4.2 AASHTO-93, Guide for Design of Pavement Structures

This method of approach is based on empirical expressions obtained from the AASHO road tests.
This approach considers the „Present Serviceability Index‟ (or PSI, the performance variable),
„reliability‟ (probability that the pavement system will perform its intended function over the
design life and under the conditions encountered during the operation period), resilient modulus
of sub-grade besides the constituent materials, drainage and climatic conditions.
This method gives the total required pavement composition in terms of the parameter „Structural
Number‟ (SN, which is represented by the sum of the product of the layer coefficient, the
thickness expressed in inches and the drainage coefficient of each layer of pavement) and a
procedure to arrive at the individual pavement layer thicknesses in relation to the strength
characteristics of the pavement layers, defined as layer coefficients. An acceptable
„serviceability‟ is considered as a main design criterion in this method. The end of design life is
considered in the form of a terminal PSI, which usually corresponds to a minimum acceptable
riding quality.

29
4.3 IRC: 37 – 2012, Tentative Guidelines for the Design of Flexible Pavements

The pavement designs given in this guide are based on the results of pavement research work done
in India and experience gained over the years on the performance of the designs given therein.
Flexible pavement has been modelled as a three-layer structure with stresses and strains at critical
locations computed using the linear elastic model FPAVE developed under the Ministry of Road
Transport & Highways Research Scheme, R – 56 and further updated it with IIT PAVE recently .

The pavement designs are given for sub-grade CBR values ranging from 2% to 15% for different
pavement type options like Cement Treated base and Sub base, use of RAP in asphalt layer with
foamed bitumen or emulsion. The pavement compositions given in the design catalogue are
relevant to Indian conditions, materials and specifications. Where changes to layer thickness and
specification are considered desirable from practical considerations, the guidelines recommend
modifications using an analytical approach.

4.4 Traffic Surveys:

4.4.1 Introduction:
An accurate estimate of the traffic that is likely to use the project road is very important as it
forms the basic input in planning, design, operation and financing. A thorough knowledge of
the travel characteristics of the traffic likely to use the project road as well as other major
roads in the influence area of the study corridor is, therefore, essential for future traffic
estimation.  Hence,  detailed  traffic  surveys  were carried  out  to  assess  the  present  day  traffic
and its characteristics.

4.4.2 Design Traffic MSA :
The total projected traffic is the sum of normal traffic, diverted traffic, generated traffic and
induced traffic. The total projected traffic on to the project road is presented in Table 5.36 of
Chapter 5. The section three traffic is considered for MSA calculations to obtain conservative
pavement design and the cardinal year traffic volumes has been presented in Table 1.

30
Table 1 : Cardinal Year Traffic Volumes

Year LCV 2-Axle 3-Axle MAV Bus Total

2019 469 156 260 463 194 1,542
2023 1568 455 743 1731 599 5,096
2028 2014 490 804 2239 702 6,249
2033 2448 515 854 2626 774 7,217
2038 2850 525 876 2953 830 8,034
2043 3259 526 878 3320 886 8,869
2048 3438 526 878 3490 909 9,241

4.5 Design Period:
A 20-year design period (2019 - 2039) is assumed for the design of flexible pavement.

4.6 Vehicle Damage Factor:
Vehicle damage factor (VDF) is a multiplier to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetitions. It is
defined as equivalent number of standard axles per commercial vehicle. The VDF varies with the
vehicle axle configuration, axle loading, terrain, type of road and from region to region. The
adopted VDF values for msa calculations is presented in the below Table 2 .

Table 2 : Adopted VDF

Type of Vehicle Adopted VDF
LCV 0.29
2 AXLE 2.01

3 AXLE 4.13

MAV 13.93

4.7 Sub grade Strength:
The new pavement will be constructed on a sub grade with minimum soaked CBR of  8%.

4.8 Design Traffic (MSA) for Pavement Design

Base year traffic (vehicle category-wise & in terms of AADT), traffic growth rates, design life (in
terms of number of years) and vehicle damage factors are required to estimate the design traffic in
terms of equivalent standard axles. The following data have been considered to arrive at the design
traffic (MSA).

31
  Base year – 2015
 Traffic opening year – 2019 (assumed)
 Design Life – 15 years (i.e., from year 2019 to year 2028, inclusive of both the years)
 Traffic growth rates adopted from project traffic studies conducted but minimum 5%.
 Vehicle damage factor – as listed above.

For flexible pavements, the percentage of vehicles in heaviest loaded lane are determined as per
IRC: 37-2012 guidelines and is given below:

Table 3 : Lane Distribution Factor

Type of facility Lane distribution factor
3- lane single carriageway roads 30 % of total two directional traffic

365 x [ (1+r )n−1]

N= × A × D× F
r

Where, N = Cumulative number of standard axles to be catered

A = Initial number commercial vehicles per day in the year when the road is operational

r = Annual rate of growth of commercial traffic

n = Design period in years

D = Lane distribution factor, given below

F = Vehicle Damage Factor

The summary of MSA is given in Table 4 below.

Table 4 : Design MSA For The Project Road

Traffic Chain age (km)
SL. Traffic
Homogenous From To Length
No.
Section (TH)
(km) (km) (km) (msa)

1 TH 0+000 87+433 87.425 29

32
4.9 Design Composition:
Based on the guidelines given in IRC: 37-2012, for a subgrade CBR of 8% and a design lane Msa
of 29, the following composition has been worked out.

BC DBM WMM GSB Total

Pavement Composition

40 85 250 200 575

(mm)

The initial construction cost of flexible pavement is 566 cr. and the total project cost including
major and minor maintenance cost is 2105 cr.

4.10 DESIGN OF SERVICE ROADS:
The service roads are mainly considered for local village traffic connectivity along/across the
alignment with the help of VUP/LVUP and overpasses. The proposed expressway is access
controlled expressway, the commercial traffic is not fly on service roads. The recommended
thickness of service roads are provided in Table.

BC DBM WMM GSB Total

Pavement Composition

30 50 250 150 480

(mm)

*Traffic MSA = 5 & CBR = 8%

33
 5. LABORATORY TESTS

1. Grain Size Analysis (GSA)

2. Free Swell Index (FSI)

3. Field Density Test by Sand Replacement Method

4. Modified Proctor Compaction Test

5. Bitumen Extraction Test

6. California Bearing Ratio Test (CBR Test)

34
 5.1 Grain Size Analysis (GSA)

Purpose : This test is performed to determine the percentage of different grain sizes contained within a
soil. The mechanical or sieve analysis is performed to determine the distribution of the coarser, larger-sized
particles.

Significance : The distribution of different grain sizes affects the engineering properties of soil. Grain
size analysis provides the grain size distribution, and it is required in classifying the soil.

Equipment : Balance, Set of sieves, Cleaning brush, Sieve shaker, Mixer (blender), 152H Hydrometer,
Sedimentation cylinder, Control cylinder, Thermometer, Beaker, Timing device.

Test Procedure:

Sieve Analysis:

1. Write down the weight of each sieve as well as the bottom pan to be used in the
analysis.
2. Record the weight of the given dry soil sample.
3. Make sure that all the sieves are clean, and assemble them in the ascending order of
sieve numbers (#4 sieve at top and #200 sieve at bottom). Place the pan below #200
sieve. Carefully pour the soil sample into the top sieve and place the cap over it.
4. Place the sieve stack in the mechanical shaker and shake for 10 minutes.
5. Remove the stack from the shaker and carefully weigh and record the weight of each
sieve with its retained soil. In addition, remember to weigh and record the weight of
the bottom pan with its retained fine soil.

35
36
 5.2 Free Swell Index (FSI)

Object :  To determine the free swell index of soils.

Apparatus :

1)  425 micron IS sieve
2)  Glass graduated cylinders – 2 nos 100ml capacity
3)  Distilled water and kerosene.

Procedure:

1. Take two 10 grams soil specimens of oven dry soil passing through 425-micron IS sieve.
Each soil specimen shall be poured in each of the two glass graduated cylinders of 100ml
capacity.

2. One cylinder shall then be filled with kerosene oil and the other with distilled water up to
the 100ml mark.

3. After  removal  of  entrapped  air  the  soils  in  both  the  cylinders  shall  be  allowed  to  settle.
Sufficient time (not less than 24 hours) shall be allowed for the soil sample to attain
equilibrium state of volume without any further change in the volume of the soils.

4. The final volume of soils in each of the cylinders shall be read out.

37