ADVANCED PAVEMENT DESIGN

A Internship Project Report Submitted

In Partial Fulfillment of Requirements
For the Degree of

BACHELOR OF TECHNOLOGY
In
Civil Engineering
By

Shikha Singh (1750500012)

Mansi Gautam (1750500010)
Rahul Chauhan (1750500020)
Ramakant Shukla (1750500023)
Riya Pal (1750500025)

Under the Supervision of

MR. PRANEET MADHAV
(H.O.D OF CIVIL ENGINEERING)

DEPARTMENT OF CIVIL ENGINEERING

Allenhouse Institute of Technology, Kanpur, U.P

pg. 1
 ACKNOWLEGEMENT
 First of all , we have extend our superior gratitude to Allenhouse Institute of
Technology for providing such kind of opportunity for students to broken their
perception on how the real word in the field of civil engineering looks like as well
organizing the whole internship program and its efforts to make sure that the
whole internship program acheive its desired goals.

 We are expressing our deep sense of gratitude to our respected H.O.D Prof. Mr.
Praneet Madhav, Department of Civil engineering and our guide Mr. Praneet
Madhav for their constant guidance, innovative, suggestion and warm
encouragement throughout the internship programme and preparation of this
Project.

 We thank profusely that faculty member for their help and suggestions given
during course of Internship program. We are thankful to one and all, which help
directly or indirectly in completing this internship project report.

 We learnt more from this internship and build on our carrier to success.

pg. 2
 INTRODUCTION

 The transportation by road is the only road which gives maximum service to one and
all. This mode had also the maximum flexibility for travel and with reference to route,
direction, time and speed of travel. It is possible to provide door to door service only
by road transport. Concrete pavement a larger number of advantages such as a long
life span negligible maintenance, user and environmental friendly and lower-cost.
Keeping in this view the whole life-cycle cost analysis for the black topping and
which topping have been done based on various condition such as type of laying as
single lane, two lane, four lane different traffic namely deterioration of road three
categories.

 The highway pavement is a structure consisting of superimposed layers of processed

materials above the natural soil subgrade, whose primary function is to distribute the
applied vehicle loads to the subgrade. The pavement structure should be able to
provide a surface of acceptable riding quality, adequate skid resistance, Favourable
light reflecting characteristic, and low noise pollution. The ultimate aim is to ensure
that the transmitted stresses due to wheel load are Suffice, Nightly reduced, so that
they will not exceed bearing capacity of the sub low grade. Two types of pavements
are generally recognised as serving this purpose, namely flexible pavements and rigid
pavements. This gives an overview on pavement types, layers and their function cost
analysis.

 Various grades of concrete under a similar condition of traffic and design concrete
road are found to more suitable than bituminous road. Since the whole life-cycle cost
comes out to be lower in the range of 30% to 50% but for road having traffic less than
400cv/day and the road is in good condition, the difference between whole Life Cost
of the road is very less. The initial cost of concrete overlay is 15% to 60% more than
flexible overlay.

 To design the road is stretch as a flexible pavement by using different flexible

methods like group index method, C.B.R. method as per IRC: 37 – 2001, Triaxial
method, California resistance value method, and as a rigid pavement as per IRC: for
the collected design upon a given black cotton soil subgrade and to estimates the
construction cost of designed pavement by each method. To propose a suitable or best
methods to a given condition or problem.

pg. 3
  The main objective of this study is to develop a strategy to select the most cost if
efficient pavement design method to carry out for a sections of a highway network
and also to identify the cost analysis of different pavement design method.

SCOPE OF PROJECT

 This section sets out the guideline for design of road pavement to meet the required
design life, based on the subgrade strength, traffic loading and environmental factors,
and including the selection of appropriate materials for subgrade, sub base, base and
wearing surface.

 The guideline contains procedures for the design of the following forms of surfaced
road pavement construction:

a) Flexible pavements consisting of unbound materials;

b) Flexible pavements that contain one or more bond layers, including
pavements containing asphalt layers other than thin asphalt wearing surface;
c) Rigid pavements (i.e. cement concrete pavements);
d) Concrete or clay segmental pavements.

pg. 4
 CONTENTS

Chapter No. Page

1. Pavement 6
 Types Of Pavement 6
 Pavement Materials 7
2. Flexible Pavement 7
 Types Of Flexible Pavement 9
 Layers Of Pavement 10
 Failure Of Flexible Pavement 11
3. Rigid pavement 13
 Type Of Rigid Pavement 14
 Failure Of Rigid Pavement 14
 Joints In Rigid Pavement 15
4. Comparison Between Flexible And Rigid Pavement 19
5. Role Of The Stabilisation On Pavement Design 20
 Lime Stabilisation 20
 Cementatious Stabilisation 21
6. Traffic Data ( Data Wheel Load , Traffic Volume Daily & Hourly) 21
7. Design And Cost Analysis Of Pavement 21
 Design Of Flexible Pavement By Group Index Method 22
 California Resistance Value Method 23
 Design of flexible pavement by CBR data 24
 Design of Rigid Pavement 26
8. Conclusion 27
9. Reference 28

pg. 5
 1-PAVEMENT

 The highway pavement is a structure consisting of superimposed layers of processed

materials above the natural soil subgrade, whose primary function is to distribute the
applied vehicle loads to the subgrade. The pavement structure should be able to
provide a surface of acceptable riding quality, adequate skid resistance, Favourable
light reflecting characteristic, and low noise pollution. The ultimate aim is to ensure
that the transmitted stresses due to wheel load are Suffice, Nightly reduced, so that
they will not exceed bearing capacity of the sub low grade. Two types of pavements
are generally recognised as serving this purpose, namely flexible pavements and rigid
pavements.

 TYPES OF PAVEMENT
 Flexible - Pavements with a bitumen bonded surfacing and the road base.

 Flexible composite - The surfacing and upper road base our bituminous on a lower
road base of cement bonded material.

 Rigid - Pavements with a concrete surface slab which can be unreinforced, joint
reinforced or continuously reinforced.

 Rigid composite - Continuously reinforced concrete slab with a bituminous overlay.

 PAVEMENT MATERIAL

• SOIL:-
Pavements are conglomeration of materials. These materials, their associated
properties, and their interactions determine the properties of the resultant pavement. Thus, a
good under - standing of these materials, how they are characterised, and how they perform is
fundamental to understanding pavement. The materials which are used in construction of
Highway are of intense interest to the highway engineer. This requires not only a through
understanding of the soil and aggregate properties which effect pavement stability and
durability, but also the binding materials which may be added to improve these pavement
features.

pg. 6
 • SUB GRADE SOIL:-
Side is an accumulation or deposit of earth material, derived naturally
from the disintegration of rocks or decay of vegetation that can be excavated readily with
power equipment in the field or disintegrated by gen whole the mechanical means in the
laboratory. The supporting soil beneath the pavement and its special under courses is
called sub grade. Undisturbed soil beneath the pavement is called natural sub grade.
Compacted sub grade is the soil contacted by controlled movement of the heavy
compactors.

• GRAVEL:-
These are coarse materials with particle size under 2.36 mm with little or no
fines contributing to cohesion of materials.

• MOORUM:-
These are products of decomposition and weathering of the pavement rock.

• SILTS:-
These are finer than sand, brighter in colour as compared to clay, and exhibit little
cohesion. When a lump of silty soil mixed with water, alternately squeezed and tapped Shiny
surface makes its appearance, thus dilatency is a specific property of soil.

• CLAYS:-
These are finer than silts. Clayey soils exhibit stickiness, high strength when dry
and show no dialtency. Black cotton soil and other expensive clay exhibit swelling and
shrinkage properties. Paste of clay with water when rubbed in between fingers leaves strain,
which is not observed for silts.

2. FLEXIBLE PAVEMENT

 Flexible pavement will transmit wheel load stresses to the lower layers by grain to
grain transfer through the points of contact in the granular structure. The wheel load
acting on the pavement will be distributed to the wider area, and the stress decreases
with the depth. Taking advantage of this stress distribution characteristic, flexible
pavements normally has many layers. Hence the design of flexible payment uses the
concept of layered system. Based on this, flexible pavement may be constructed in the
number of layers and the top layer has to be of the best quality to sustain maximum

pg. 7
 compressive stress, in addition to wear and tear. The lower layer will experience
lesser magnitude of stress and low quality material can be used.

 Flexible payments are constructed using bituminous materials. These can be either in
the form of surface treatment (such as bituminous surface treatment generally found
on the low volume road is available) or, asphalt concrete surface courses, flexible
payment layer reflect the deformation of lower layer on to the surface layer (e.g., if
there is any undulation in sub grade then it will be transferred to the surface layer). In
the case of flexible payment, the design is based on overall performance of flexible
payment, and the stresses produced should be keep well below the allowable stresses
of each payment layer.

pg. 8
 TYPE OF FLEXIBLE PAVEMENT

The following type of construction had been used in flexible payment:

1. Conventional layered flexible payment.
2. Full depth asphalt pavement.
3. Contained rock asphalt mat (CRAM).
4. Conventional flexible payments are layered system with high-quality expensive materials
are placed in the top where stresses are high, and low quality cheap materials are placed in
the lower layers.
5. Full depth asphalt pavement are constructed by placing bituminous layer directly on the
soil subgrade. This is more suitable when there is high traffic and local material are not
available.
6. Contained rock asphalt mats are constructed by placing Dense/open graded aggregate
layers in the between two asphalts layers. Modified dense graded asphalt concrete is placed
above the subgrade will significantly reduce the vertical compressive strain on the soil
subgrade and protect from surface water.

 LAYERS IN THE FLEXIBLE PAYMENT

SEAL COAT:-
Seal coat is a thin surface treatment used to waterproof the surface and
to provide skid resistance.

pg. 9
 TACK COAT:-
Tack coat is very light application of the asphalt, usually asphalt emulsion
diluted with water, it provide a bonding between two layer of binder course and must be thin,
uniformly cover the entire surface, and set very fast.

PRIME COAT:-
Prime coat is an application of low viscous cutback bitumen to an absorbent
surface like granular bases on which binder layer is placed. It provide bonding between two
layers. Unlike tack coat, prime coat penetrate into the layer below plugs and voids, and forms
a watertight surface.

SURFACE COURSE:-
Surface course is the layer directly in contact with traffic loads and are
generally contains superior quality materials. They are is usually constructed with dense graded
asphalt concrete (AC). The function and the requirements of layer are:

 It provides characteristic such as friction, smoothness, drainage, etc. it will prevent the
entrance of excessive quantities of surface water into the underlying base, sub bass and
subgrade.

 It must be tough to resist the distortion under traffic and provide a smooth and is skid
resistance riding surface.
It must be waterproof to protect the entire base and subgrade from the weaking effect of
water.

BINDER COURSE:-
This layer provides the bulk of asphalt concrete structure. it’s chief purpose
is to distribute load to the base course the binder course is generally consist of aggregate having
layers asphalt and they do not require quality as high as the surface course, so replacing a part
of the surface course by the binder course results in the more economical design.

BASE COURSE:-
The base course is the layer of material immediately beneath the surface of
binder course and it provides additional load distribution and contribute to the subsurface
drainage it may be composed of crushed stone, crushed slag, and other untreated or a stabilised
materials

pg. 10
SUB BASE COURSE:-
The sub base course is the layer of material beneath the base course and
the primary function are to provide structural support, improve drainage, and reduce the
intrusion of fines from the sub grade in the pavement structure if the base course is open
graded, then the sub base course with the more fine can serve as a filler between subgrade
and the base course. A sub base course is not always needed or used. For example, a
pavement constructed over our high quality, estate subgrade may not need the additional
feature offered by a sub base course. In such situation, sub base course maybe not be
provide.

SUBGRADE:-
The topsoil or subgrade is a layer of natural soil prepared to receive the stresses
from the layer above. It is essential that at no time soil subgrade is overstressed. It would be
contacted to the desirable density, near the optimum moisture content.

 FAILURE OF FLEXIBLE PAVEMENT

 The major flexible payment failures are fatigue cracking, rutting, and the thermal
cracking. The fatigue cracking of flexible payment is due to horizontal tensile strain at
the bottom of the asphaltic concrete. The failure criterion relates allowable number of
load repetition to the tensile strain and the relation can be determined in the laboratory
fatigue test asphaltic concrete specimen. Rutting occurs only on flexible payment as
indicated by the permanent information of rut depth along the wheel load path. Two
design method have been used to control rutting:
1. To limit the vertical compressive strain on the top of subgrade and

2. To limit to tolerable amount (12 mm normally). Thermal cracking includes both low-
temperature cracking and thermal fatigue cracking.

FORMATION OF CRACKS:-

pg. 11
 CRACKS ON FLEXIBLE PAVEMENT

pg. 12
 3- RIGID PAVEMENT

 Rigid pavement are those which possess not worthy flexural strength or flexural rigidity
.The stresses are not transferred from grain to grain to the lower layers as in the case of
flexural pavement layers. The rigid pavements are made of Portland cement concrete-
either plain, reinforced or pre-stressed concrete. The plain cement concrete slabs are
expected to take-up about 40kg/cm2. The rigid pavement has the slab action and is
capable of transmitting the wheel load stresses through a wider area below. The rigid
pavement does not get deformed to the shape of the lower surface as it can bridge the
minor variations of lower layers. The cement concrete pavement slab can very well
serve as a wearing surface as well as effective base course. Therefore usually the rigid
pavement structure consist of a cement concrete slab, below which a granular base or
sub-base may be provided. The rigid pavements are usually designed and the stresses
are analysed using the elastic theory

RIGID PAVEMENT

pg. 13
In rigid pavement, load is distributed by the slab action, and the pavement behaves like an
elastic plate resting on a viscous medium (Figure 19:4). Rigid pavements are constructed by
Portland cement (PCC) and should be analysed by plate theory instead of layer theory,
assuming an elastic plate resting on viscous foundation. Plate theory is a simplified version of
layer theory that assumes the concrete slab as a medium thick plate which is plane before
loading and to remain plane after loading Bending of the slab due to wheel load and temperature
variation and the resulting tensile and flexural stress.

 TYPES OF RIGID PAVEMENTS

Rigid pavements can be classified into four types:

 Jointed plain concrete pavement (JPCP),
 Jointed reinforced concrete pavement (JRCP),
 Continuous reinforced concrete pavement (CRCP), and
 Pre-stressed concrete pavement (PCP).

Jointed Plain Concrete Pavement are plain cement concrete pavements constructed with closely
spaced contraction joints. Dowel bars or aggregate interlocks are normally used for load
transfer across joints. They normally has a joint spacing of 5 to 10m.

Jointed Reinforced Concrete Pavement although reinforcements do not improve the structural
capacity significantly, they can drastically increase the joint spacing to 10 to 30m. Dowel bars
are required for load transfer. Reinforcement’s help to keep the slab together even after cracks.

Continuous Reinforced Concrete Pavement Complete elimination of joints are achieved by

reinforcement.

 FAILURE OF RIGID PAVEMENTS

 Fatigue cracking has long been considered as the major, or only criterion for rigid
pavement design. The
 Allowable number of load repetitions to cause fatigue cracking depends on the stress
ratio between flexural
 Tensile stress and concrete modulus of rupture. Of late, pumping is identified as an
important failure criterion.
 Pumping is the ejection of soil slurry through the joints and cracks of cement concrete
pavement, caused during
 The downward movement of slab under the heavy wheel loads. Other major types of
distress in rigid pavements
 Include faulting, spelling, and deterioration.

pg. 14
 Failure of rigid pavement

 JOINTS IN RIGID PAVEMENT

 Joints are purposefully placed discontinuities in a rigid pavement surface course. The
most common types of pavement joints, defined by their function, are contraction,
expansion, isolation and construction.

Joints In Rigid Pavement

pg. 15
CONTRACTION JOINTS:-

 A contraction joint is a sawed, formed, or tooled groove in a concrete slab that creates
a weakened vertical plane. It regulates the location of the cracking caused by
dimensional changes in the slab. Unregulated cracks can grow and result in an
unacceptably rough surface as well as water infiltration into the base, sub base and
subgrade, which can enable other types of pavement distress. Contraction joints are the
most common type of joint in concrete pavements, thus the generic term "joint"
generally refers to a contraction joint.

Contraction Joints in rigid pavement

EXPANSION JOINTS:-

 An expansion joint is placed at a specific location to allow the pavement to expand

without damaging adjacent structures or the pavement itself. However, expansion joint
are not typically used today because their progressive closure tends to cause contraction
joints to progressively open.

pg. 16
ISOLATION JOINTS:-

 It is used to lessen compressive stresses that develop at t- and unsymmetrical

intersections, ramps, bridges, building foundations, drainage inlets, manholes, and
anywhere differential movement between the pavement and a structure (or another
existing pavement) may take place they are typically filled with a joint filler material
to prevent water and dirt infiltration.

Isolation Joints in rigid pavement

CONSTRUCTION JOINTS:-

 It is a joint between slabs that results when concrete is placed at different times. This
type of joint can be further broken down into transverse and longitudinal construction
joints longitudinal construction joints also allow slab warping without appreciable
separation or cracking of the slabs.

pg. 17
pg. 18
 4- COMPARISON BETWEEN FLEXIBLE AND RIGID PAVEMENT

PROPERTIES FLEXIBLE REGID

DESIGN PRINCIPLE Empirical method based on Designed and analysed by
load distribution using the elastic theory
characteristics of the
complements
MATERIAL Granular material Made of cement concrete
either plan, reinforced or
prestressed concrete
FLEXURAL STRENGTH Low of negligible flexible Associated with rigidity or
strength flexural strength or slab
action so the load is
distributed over a wide area
of sub- grade soil
NORMAL LOADING Elastic deformation Acts as beam or cantilever
EXCESSIVE LOADING Local depression Causes cracks
STRESS Transmits vertical and tensile stress and temperature
compressive stresses to the increases
lower layer
DESIGN PRACTICE Constructed in number of Laid in slabs with steel
layers reinforcement
THE TEMPERATURE No stress is produced Stress is produced
FORCE OF FRICTION Less deformation in the sub- Friction force is high
grade is not transferred to the
upper layers
OPENING TO TRAFFIC Road can be used for traffic Load cannot be used until 14
within 24 hour day of curing
SURFACING Rolling of surfacing is Rolling of surfacing is not
needed needed

Difference between flexible and rigid pavement

pg. 19
 5- ROLE OF STABILISATION

 Pavement materials include a combination of coarse and fine aggregate with a

proportion of a smaller clay/silt -sized particles. The objective is to ensure a final
grading matrix that will allow maximum compaction of the product with the least void
present. This is to achieve a solid layer that is in part impervious to water infiltration.
Pavement materials can be used in different layers of the pavement and requirement of
such a layers will be determined by applied load and payment compaction selected by
designer.
 For the pavement containing mechan1ically stabilised materials and/or modified
materials, the limiting design criteria is the vertical strain at the top of the subgrade. For
a stabilised and higher binder content materials, the vertical strain at the top of subgrade
is not only design criteria as the fatigue life of cemented material must also be
considered. The fatigue life of cemented material is usually the governing criterion.

 High-performance quarried materials will likely be obtained from the nearest possible
source in order to minimise transport costs. Often, however, imported material may not
be sufficiently strong payment design requirements. in such cases, the solution is found
in the design of either stronger payment layers or a reduction in the stresses requirement
for the layer.one of the most cost effective ways to make the pavement stronger is to
modify or a stabilised the pavement material.as an alternative, it is possible to reduce
the stress requirement by the stiffening for foundation. Again, this can be done by either
modifying are stabilising the foundation

LIME STABILISATION

Lime stabilisation or modification is used in the road construction to improve the quality of
existing material within the construction project. Lime is an effective addictive for plastic soil,
improving both workability and a strength. Lime stabilisation can be used to:

 modify marginal material to bring it within specification or for performance

requirement
 increases strength as an alternative to cementetious stabilisation
 enhance volumetric stability for various layers of select material
 improve surface stability of unsealed road

pg. 20
CEMENTITIOUS STABILISATION

When stabilising the cement, the working time of the resultant material can be critical. The
time available to deliver, incorporate and compact a pavement layer needs to be understood
before project commencement. With cement as the only binder, the time for performing
placement and compaction process is limited to approximately two-hour from the incorporate
of the cement into the moistened payment materials. No rework time is normal provided for.
This can be create a demanding schedule with little opportunity for error management on the
site.
Cement as the only binder is not often used due to working time restrictions. In addition,
higher shrinkage rates can result in an increased cracking tendency. Addition of FA to the
binder extends the working life of the stabilised material, allows more time placement in
compaction of the material and mitigates risks typically associated with a single cement binder.

6- TRAFFIC DATA (MAX WHEEL LOAD, TRAFFIC VOLUME

DAILY&HOURLY)
 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.

 Temperature Data

Generally temperature in this given region varies from 200 to 450 C.

Design Speed Data-:

 Pavement is designed for a speed of 100 km/hr as per IRC.

Soil Sub Grade Data-:

 For flexible pavement C.B.R of soil sub grade = 5%

 Modulus of sub grade Reaction K – value =2.94 Kg/cm2

 Liquid limit = 55%

pg. 21
  Plastic limit = 24%

 Plasticity index (PI) = 31%

 O.M.C = 25%

 Standard proctor density (gr./cc) = 1.61 gm/cc .

For rigid pavement-:

 A-C.B.R of soil sub grade = 5%

 B-Modulus of sub grade Reaction

 K-DLC of sub-base =14.4Kg/cm2

7- DESIGN AND COST ANALYSIS OF FLEXIBLE AND RIGID PAVEMENT

The structural capacity of flexible payment is attended by combined action of the different
layer of the payment. The load is directly applied on the wearing course and it gets dispread
with the depth in base, sub base and subgrade layers and then ultimately to the ground. Since
stress induced by traffic load is highest at the top, the quality of top and upper layer of material
is better. The subgrade layer is responsible for transferring the load from above layers to the
ground. Flexible payments are design in such a way that the load transmitted to the subgrade
does not exceed its bearing capacity. Consequently, the thickness of the layer would vary with
CBR of soil and it would affect the cost of pavement.

The thickness design of flexible payment also varies with the amount of traffic. The range of
variation in volume at a different highways has direct effect on the repetitions of traffic loads.
The damaging effect of different axle loads is also different. The Indian Road Congress method
of flexible pavement design uses the concept of ESAL for the purpose of flexible pavement
design and the same has been used in this study also.

 DESIGN OF FLEXIBLE PAVEMENT BY GROUP INDEX METHOD

in order to classify the fine grained soil within one group and for judging their suitability as
subgrade material, and indexing system has been introduced in HRB classification which is
term it as group index. Group index is the function of percentage materials passing through 200
Mesh sieve (0.074 mm), liquid limit and plasticity index of soil and is given by equation: (0.074
mm). Liquid limit and plasticity index of soil is given by equation:

pg. 22
G.I = 0.2a + 0.005ac + 0.01bd
Here, a = that portion of material passing through0.074 mm sieve, greater than 35 and not
exceeding 75%.
b = that portion of material passing through 0.074 mm sieve, greater than 15 and not
exceeding 35%.
c = that value of liquid limit in excess of 40 and less than 60
d = that value of plasticity index exceeding 10 and not more than 30
Or, GI = (F-35)0.2 + 0.05(WL-40) + 0.01(F-15) (IP-10) DATA:
F = 66%
WL = 55%
IP = 31%
GI = (F-35)0.2 + 0.05(WL-40) + 0.01(F-15) (IP-10) = 17.35
So pavement thickness = 700mm
Thickness of surface course = 35mm
Thickness of DBM = 145mm
Thickness of base course = 200mm
Thickness of sub base = 320mm

 CALIFORNIA RESISTANCE VALUE METHOD

F.M Hakeem and R.M.carmany in 1948 provided design method based on stabilometer R-value
and Cohesimeter computer value. Based on performance data it was estabilised by Hveem and
Car many that payments thickness varies directly with R value and logarithm of load
repetitions. It varies inversely with fifth root of computer value. The expression for pavement
thickness is given by the empirical equation.
T = K (TI) (90-R)/C1/5
Here K = total thickness of pavement in centimetre.
TI = numerical constant = 0.166.
R = stabilometer resistance value.
C = Cohesiometer value
The annual value of the equivalent wheel load (EWL) here is the accumulated some of the
products of constant and the number of axle loads. The various constant for the different
number of the axles in group are given below:-

pg. 23
 Number of axles EWL constant (yearly basis)
2 330
3 1070
4 2460
5 4620
6 3040

DATA

K = 0.166, TI = 9.66, R = 44, C = 61

Pavement thickness is given by the empirical equation:-
T = K (TI) (90-R)/C1/5
CALCULATION

TI = 1.35(EWL) 0.11
TI = 1.35(32729750)0.11
TI = 9.66
T = K (TI) (90-RC)/C1/5
T = 0.166(9.66) (90-44)611/5
T = 730 mm
So pavement thickness = 730 mm
Thickness of surface course = 35 mm
Thickness of DBM = 145 mm
Thickness of base course = 210 mm
Thickness of sub base = 340 mm

pg. 24
  DESIGN OF FLEXIBLE PAVEMENT BY CBR DATA

 Length of road = 3.45 km

 Traffic intensity as worked out = 1001 cv/d average
 Growth rate of traffic (assumed) = 7.5 %
 Total period of construction = 4 months
 Design C.B.R of sub grade soil = 5.00 %
 Design period of the road = 10 years
 Initial traffic in the year of completion of construction
 A = P×(1+r)×r
 A = traffic in the year of completion of construction
 P = traffic at last count April 2013
 r = annual growth rate of traffic
 x = number of years between the last census and the year of completion of construction
 A =1001x(1 + 0.075)x 11076 CV/day
 Vehicle damage factor = 3.5 ; standard axle per CV (as per Clause 3.3.4.4 table 1 of
IRC -37-2001) design calculation
 Initial traffic in design lane = initial traffic x distribution factor = 1076 x 0.75 = 807.05
CVPDN = [365 x {(1+r)x-1}xAxF]/r = 365x[{(807(1+0.075)^101 }x3.5]/0.075 =
14.58 msa or say 15.00 msa
 Total pavement thickness for design C.B.R = 660 MM
 (As per plate – 2 of IRC -37-2001)
 the thickness of the individual component layer of flexible pavement by CBR method
is given below: so pavement thickness = 660 mm
 thickness of the surface course = 40 mm thickness of DBM = 70 mm thickness of
base course = 250 mm thickness of sub base = 300 mm

 Design Of Rigid Pavement-:

 Typical Cross-section of a Rigid Pavement Data:

• Width of expansion joint gap=2.5cm

• Maximum variation in temperature between summer and winter=13.10c

• Thermal coefficient of concrete=10*100C Allowable tensile stress in

pg. 25
 CC during curing=0.8Kg/cm2
• Coefficient of friction=1.5
• Unit weight of CC=2400kg/cm3 Design wheel load=5100Kg
Radius of contact area=15Cm
• Modulus of reaction of sub base course=14.5Kg/cm3 Flexural strength of
concrete =45Kg/cm2+
• E value of concrete=3*105Kg/cm2
• Value =0.15
 Design load transfer through dowel system=40% Permissible flexural stress in
dowel bar=1400Kg/cm2 Permissible shear stress in dowel bar=1000Kg/cm2
Permissible bearing stress in concrete =100Kg/cm2 Permissible tensile stress in
steel=1400Kg/cm2 Permissible bond stress in deformed tie bars=24.6Kg/cm2
Present traffic intensity=4100 commercial vehicles/day (Data collected by
traffic survey) (Note: The data assumed based on IRC-58:2002) SLAB
THICKNESS
Assume trial thickness of slab=20cm Radius of relative stiffness,

I= Eh3/12K(1- 2
) 1/4

=[3*105*203/12*14.5(1-0.152)]1/4

L=61.28 Lx/I=445/95.41 =4.66

Ly/I = 350/95.41 =3.66(according to I.R.C.Chart) Adjustment for traffic intensity

Ad =P’ (1+r)(n+30)

Assuming growth rate =75 %

Number of year after the last count before new pavement is opened to traffic n =3
Ad =4100 (1+ (7.5/100))(3+30)
=44592.6 CV/day

So traffic intensity being in the range >4500,

Fall in group and the adjustment factor =+2cm So revised design thickness of the slab
=20+2 =22 cm

 Cost Analysis
The estimated costs of flexible pavement in different methods are given below:

S.No. METHODS ESTIMATED

COST (Rs)
1. Group Index Method 15822515.00
2. CBR Method 14909074.00
3. California 16134971.00
Resistance Value Method

4. Tri axial Method 16186485.00

The estimated cost of rigid pavement is given below:

pg. 26
 S.No. METHODS ESTIMATED
COST (Rs)

1. Rigid Pavement 25854264.00

Method as per IRC

8- CONCLUSION

 From this report on payment it is observed that flexible payment are the most
economical for lesser of volume of traffic. The life of flexible payment is near about
15 years whose initial cost is low needs a periodic maintenance after a certain period
and maintenance costs are high. The life of rigid payment is much more than flexible
pavement of about 40 years approx. 2.5 times life of flexible payment whose initial
cost is much more than flexible payment but maintenance cost is very less.

 The pavement is designed as flexible pavement upon a black cotton soil subgrade,
the CBR method as per IRC 37-2001 is most appropriate method than other methods.

 The pavement is designed as a flexible method from which each method is design on
the basis of their design thickness from which each method has different cost analysis
of a section, from which CBR as per IRC is most appropriate in term of cost analysis.

 The pavement is designed as a rigid pavement, the method suggested by IRC is

more suitable.

pg. 27
 9- REFERENCE

 AASHTO 1993, “AASHTO guide for design of pavement structure” American

Association of State Highway and transportation officials passing Washington, D.C.
 IRC: 37-2001 “code of guideline for design of flexible pavement”, Indian Road
Congress, New Delhi 2001.
 IRC: 58-2002 “code of guideline for design of plain jointed rigid payment for
Highway”, Indian Road Congress, New Delhi 2002.
 Khanna, S.K. justo, C.E.G, (1993)
 “highway engineering” new Chand and bros, seventh edition, New Delhi
 Prasad, bageshwar (2007) “life-cycle cost analysis of cement concrete road VS
bituminous road” Indian Highway, Vol.35, No.9.

pg. 28