2019 
Thane Municipal Corporation (TMC) 

A. Widening and Strengthening of Existing Road

from Diva Railway station (E) to Datiwali Railway
Crossing
B. Widening and Strengthening of Road along TATA
Power line from Diva Shill Road to Diva Agasan Road
 

 
 
 
Contractor: 
PAVEMENT DESIGN REPORT  BITCON India Infrastructure Developers Pvt.Ltd.
Prepared By: 
Sttar Technologies 
Civil Engineering Material Testing & 
Testing & Calibration 
 TABLE OF CONTENT

Topic Name Page No.

1. General 1
2. Topographic Survey 2
3. Adopted Geometric Standards 3
4. Pavement Condition 5
5. Trial Pit Survey 6
6. Laboratory Results of Existing soil 6
7. Subgrade and Effective CBR 8
8. Design Traffic of the Project road 8
9. Flexible Pavement design for widening of the Project road 16
List of Tables
Table 1: Laboratory Result of the Project road 7
Table 2: Adopted Design Traffic (MSA) for Pavement Design 9
Table 3: Adopted Overlay Thickness for all Sections 16
Table 4: Input Parameters for IITPAVE software 14
Table 5: Adopted Flexible Pavement design for widening of the existing road 16
List of Figures
Figure 1: Key Map of the Project Road 1
Figure 2: Soil classification on the Project Road 8
Figure 3: Different Layers of a Flexible Pavement & Strains 10
Figure 4: IITPAVE input Screen 14
Figure 5: IITPAVE input Screen 15
Figure 6: Pavement Section 16
 PAVEMENT DESIGN REPORT

1. General
Basic details of the project road has shown here below.

Geography

Diva village falls under Thane district. Thane is the northern most district of Konkan
region of Maharashtra and the western part of India. The district lies between north
latitude 18°25” and 20°12” and east longitude 72°27” and 73° 29”. It falls under
Survey of India topo sheets 46D, 46H, 47A and 47E. The area, of Thane district is
9337 sq.km and occupies 3.11% of the total area of Maharashtra State. It extends for
about 140 km from north to south and 101km from east to west.

Climatic Condition

Climate of the district is characterized by high humidity throughout the year, an

oppressive summer followed by well distributed and heavy rainfall during the
southwest monsoon season. The cold season starts from December to February
followed by summer from March to May. The southwest monsoon season is from
June to September while October and November constitute the post monsoon season.
The mean daily maximum temperature is 32.9°C and mean daily minimum
temperature at 26.8°C.The normal annual rainfall over the district ranges from 1900
mm to 2600 mm. The rainfall analysis carried out for the past 50 years (1961-2010)
using Thane IMD data indicate that probability of incidence of moderate drought is
18%, severe and acute drought is nil and probability of receiving normal rainfall and
excess rainfall are 64% and 18% respectively
Key Map:

Figure 1: Key Map of the Project Road

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Consultant has gone through the necessary pavement investigation surveys in

accordance with the good industry practice that has been carried out by the previous
consultant for preparing pavement design of project road. The proper improvement
measures for existing pavement and better performance of project road up to design life
depends upon precisely done pavement investigations and its structural evaluation.
The survey and investigations of subgrade soil were conducted to identify strength
characteristics of existing subgrade. Following surveys and investigations had been
carried out by the previous consultant.

 Pavement Investigations
 Laboratory Testing Soil Sample
2. Topographic Survey

General
Topographic survey true to ground realties have been done using precision instruments
like total stations and bringing out data in digital form (x,y,z format) for developing digital
terrain model (DTM).
The in-house standards, work procedures and quality plan has to be prepared with
reference to IRC: SP 48-1984, IRC: 73-1980, IRC: SP 19-2001, IRC: SP 20-2002, IRC:
SP 13-2004 (in respect of surveys for rivers/streams) and current international practices to
be followed during the above survey.
Traversing
The traverse consists of a series of straight lines with their lengths and intermediates angles
measured very carefully. In difficult terrain, the alignment may have to be negotiated
through a series of short chords, preferably, the traverse should be done with a Theodolite
with Electronic Distance Measurement (EDM) and all angles measured with double
reversal method. Global Positioning System (GPS) is also very useful and appropriate for
preliminary survey. The GPS will give locations in coordinates all the necessary points on
the traverse. GPS is very fast and reasonably accurate for preliminary system and computer
friendly for data transfer. Control pillars in cement concrete should be fixed at suitable
interval (ranging from 500 m to 2 kms) to have control on accuracy. It also helps in
repeating the survey, if required, within the control pillars.
Traverse is to be done preferably by total station having angular measurement accuracy of
± 1 sec.

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The traverse consists of a series of straight lines with known length related to one another
by known angles between lines. The points defining the ends of the traverse line are called
the traverse stations. Traverse survey is a method of establishing control points, their
positions being determined by the measuring the distance between the traverse stations
which serve as control points and the angles subtended at the various stations by their
adjacent stations.
Levelling
Leveling is a process of determining the height of one level relative to another. It is used
in surveying to establish the elevation of a point relative to a datum, or to establish a point
at a given elevation relative to a datum. Level surface, level lines, Horizontal plane,
horizontal line, datum, Bench Mark, Line of collimation, height of instruments, mean sea
level and elevation or reduce levels are the few terms used in the leveling surveys.
Direct leveling and indirect leveling are two methods for the leveling surveys. In direct
leveling.
Measurement of differences is in elevation directly. This is the most commonly used
method. Where in indirect leveling, calculate differences in elevation from measured
slopes and horizontal distances only.
Cross Section & Detailing
Cross sections are to be taken at 30 m interval and at closer interval 5 m to 10 m as per
radius of curves in curved portion of the existing road. All physical features of the road are
to be recorded.
Data Processing
All data from topographic survey recorded by total station are to be downloaded and final
alignment, plan, profiles are to be prepared and presented in AutoCAD Format.
To facilitate the Levelling work, Benchmarks, either temporary or permanent, should be
established at suitable intervals with proper marking, painting as per code.

3. Adopted Geometric Design Standards

General
The geometric design standards for this project confirm to IRC guidelines. Recommended
design standards vis-à-vis the standards followed for this road are described below.
Terrain
The classification of terrain is selected from plain and rolling classification for which
following criteria will be applicable.

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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
Design Speed
The proposed design speed along this project road will be selected from the following
table:

Plain terrain Rolling terrain

Road classification
Ruling Min. Ruling Min.
Rural Roads (ODR) 65 50 50 40
Rural Roads (VR) 50 40 40 35

Sight Distance
The safe stopping sight distance is applicable in the geometric design. The sight
distance values for this road as per IRC recommendations are presented below:
Design Speed (km/hr.) Safe Stopping Sight Distance (m)
20 20
30 30
40 45
50 60

Radius of Horizontal Curve

According to IRC recommendations/standards, the minimum radius of horizontal curve
for this project road is given below:

Radius of Horizontal Curve (m)

Terrain Category
Ruling Minimum Absolute Minimum
Plain 90 60
Mountainous 30 20
Steep 20 14

Camber & Super elevation

A camber to be adopted on this road section is given below.

Camber (%)
Surface type Low rainfall (Annual High rainfall (Annual
rainfall <1000mm) rainfall >1000mm)
Earth road 4.0 (1 in 25) 5.0 (1 in 20)
WBM Gravel road 3.5 (1 in 28.5) 4.0 (1 in 25)
Thin bituminous road 3.0 (1 in 33.33) 3.5 (1 in 28.57)
Rigid Pavement 2.0 (in in 50) 2.5 (1 in 40)

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Alignment Design
The basic aim of highway design is to identify technically sound, environment-friendly
and economically feasible highway alignment. The most appropriate alignment is to be
proposed considering the effect of climate change and past history of natural disasters
in the area. The selection of the alignment is to be made after economic, social and
environmental analysis, the details of the same is presented in succeeding chapters. The
ensuing sections deals with obligatory points, which control highway alignment, design
of cross-section, highway geometric design & methodology, design of miscellaneous
items.
The main components included in the highway design are:

 Cross-sectional elements
 Embankment
 Horizontal alignment
 Vertical profile
 Junctions and/or Interchanges
 Road furniture
 Miscellaneous items
4. Pavement Condition
As per the standard industrial practice, pavement condition survey was carried out at a
selected interval throughout the project road by accurately assess various distresses of
the existing pavement. As per the survey carried out by the previous consultant, pavement
condition of the existing project road was good to fair.

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5. Trial Pit Survey

Investigations along existing sub grade have been carried out to assess the adequacy of the
existing pavement layers to present sub grade strength, so that the strengthening and new
construction requirement can be established to cater for the design traffic. Objectives of
investigation also include evaluating the existing pavement composition; characteristics of
existing sub grade for design of pavement by means of laboratory tests. Total 3 test pits (1.0mx
1.0m) were excavated at the pavement-shoulder interface extending through the pavement
layers down to the sub-grade level of project road at 1 km staggered interval along the existing
road. During this, below mentioned detailed parameters were collected in survey formats as
per IRC guidelines.

6. Laboratory Results of Existing Soil

Various tests were performed to identify the engineering property of subgrade soil for
the existing ground sample in the laboratory. 3 EGL test pits were excavated on the
project road. Below mentioned laboratory tests were performed on the soil samples.
 Atterberg’s Limits (LL, PL, PI) of Soil Samples – (IS: 2720, Part-V, Clause 6.0,
2011)
 Modified Proctor Test for MDD and OMC – (IS: 2720, Part-VII, 2011)
 Laboratory California Bearing Ratio (CBR) 4-day soaked (AASHTO T193)
 Shrinkage Limit-(IS: 2720, Part-VI, 2011)
Overall results obtained from the laboratory tests for EGL samples are presented in
below Table 1.

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Table 1: Laboratory Result of the Project road

ATTERBERG
SIEVE ANALYSIS Proctor CBR (%)

CLASSIFICATION
LIMITS

SILT & CLAY

SAND (%)

GRAVEL

Unsoaked
Chainage/

IS

Soaked
OMC
MDD
LL

PL
ID

PI
MED.

FINE
CO.
TP-1 -Diva Railway 18 21 30 10 21 47 29 18 SC 1.94 11.4 16.9 12.8
Station
TP-2-Datiwali 25 24 22 10 19 46 26 20 SC 1.99 12.5 17.9 13.5
Railway Crossing
TP-3-Diva Shill 19 21 29 12 19 41 21 20 SC 1.96 12.0 17.1 13.2
Road
TP-3-Diva Agasan 22 29 25 10 14 44 25 19 SC 1.98 11.6 17.5 13.4
Road

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Classification of soil throughout the project road is of mainly SC type as shown in

below Figure 4.

Soil Classification along Road Project
100 % 
SC

SC

Figure 2: Soil classification on the Project Road

7. Subgrade and Effective CBR
For design of new pavement, the subgrade strength is assessed in terms of CBR of the
subgrade soil at the most critical moisture conditions. The samples of soil collected
from selected borrow areas should be compacted to a dry density corresponding to the
minimum state of compaction likely to be achieved in practice, therefore samples are
soaked for four days and CBR is worked out at 97% of Maximum Dry Density. The
sub grade soil strength (CBR) of borrow areas of economical lead has to be tested along
the project corridor. 90th percentile CBR is recommended in the IRC guidelines.
90th percentile of the existing soil CBR is 12.95% on the project road.
Consultant had adopted 8% borrow area soil to calculate the effective CBR along the
project road for the new pavement design.
However, the sub grade soil strength (Effective-CBR) of 8% has been considered to
evaluate the crust composition in the pavement design for the safer analysis.

8. Design Traffic for the Project Road

The concept of load equivalency has been used most frequently in the empirical method
of pavement design. The equivalent axle load factor (EALF) is conversion of number of
repetitions of a given load into an equivalent number of repetitions of 8.16 tons single
axle load. The values of EALF depend on the failure criteria employed.
The cumulative number of standard axles during design life of a pavement should be
computed by using this above mentioned equation:

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Where,
N = Cumulative number of standard axles to be catered for in the design in terms of MSA.
r = Annual growth rate of traffic
n = Design life in years (15 years)
D = Lane distribution factor (Taken as 0.75 as per clause 4.5.1 of IRC 37-2018)
F = Vehicle Damage factor
Consultant had adopted 10 MSA traffic for the safer analysis of the project road.

Table 2: Adopted Design Traffic (MSA) for Pavement Design

Design Traffic (MSA)
Sr.
Homogeneous Section
No.
2 lane

1 Diva Railway Station to 10

Datiwala Railway Crossing
2 Diva Shill Road to Diva 10
Agasan Line

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9. Flexible Pavement Design for Widening of the Project Road

The flexible pavements are usually referred as a layered structure comprising generally
bituminous surface like AC and DBM, BM,WBM base and WSEL of finite thickness,
resting on subgrade. The design thickness of these layers will principally depend on the
subgrade CBR and the traffic loads that the pavement has to carry during its entire
design life. The design of new pavement structure has been design as per IRC: 37 with
following method.

I. Pavement Model using IITPAVE Software

A flexible pavement is modeled as an elastic multilayer structure. Stresses and strains
at critical locations (Figure 5) are computed using a linear layered elastic model. The
stress analysis software IITPAVE has been used for the computation of stresses and
strains in flexible pavements. Tensile strain, Єt, at the bottom of the bituminous layer
and the vertical subgrade strain, Єv, on the top of the subgrade are conventionally
considered as critical parameters for pavement design to limit cracking and rutting in
the bituminous layers and non-bituminous layers respectively. The computation also
indicates that tensile strain near the surface close to the edge of a wheel can be
sufficiently large to initiate longitudinal surface cracking followed by transverse
cracking much before the flexural cracking of the bottom layer if the mix tensile
strength is not adequate at higher temperatures.

Figure 3: Different Layers of a Flexible Pavement & Strains

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Performance Criteria
The following Performance Criteria are used in these guidelines for the design of bituminous
pavements.
Subgrade rutting criteria
An average rut depth of 20 mm or more, measured along the wheel paths, is considered in these
guidelines as critical or failure rutting condition. The equivalent number of standard axle load
(80 KN) repetitions that can be served by the pavement, before the critical average rut depth of
20 mm or more occurs, is given by Equations 1 and 2 respectively for 80% and 90% reliability
levels. The rutting performance model developed initially based on the MoRTH R-6 research
scheme performance data was subsequently developed into two separate models for two
different reliability levels based on the additional performance data collected for MoRTH R-56
Research scheme.

NR = 4.1656 x 10^-08[1/ɛv] 4.5337 ( for 80% reliability) ................................. Equation 1

NR = 1.4100 x 10^-08[1/ɛv] 4.5337 (for 90% reliability)………………….Equation 2

Where,
NR = subgrade rutting life
ɛv = vertical compressive strain at the top of the subgrade

Fatigue cracking criteria for bituminous layer

The occurrence of fatigue cracking (appearing as inter connected cracks), whose total area in
the section of the road under consideration is 20 % or more than the paved surface area of the
section, is considered to be the critical or failure condition. The equivalent number of standard
axle (80KN) load repetitions that can be served by the pavement, before the critical condition
of the cracked surface area 20% or more occurs, is given by Equations 1 and 2 respectively
for 80% and 90% reliability levels. The fatigue performance models given by Equations 3 and
4 were developed under MoRTH R-56 scheme utilizing primarily the R-6 scheme (Benkelman
Beam Studies) performance data supplemented by the data available from R-19 (Pavement
Performance Studies) and R-56 scheme.

Nf = 1.6064 x C x 10^-04 x [1/ɛt] 3.89 x [1/MRm]0.854 (for 80% reliability) Equation 3

Nf = 0.5161 x C x 10^-04 x [1/ɛv t] 3.89 x [1/MRm]0.854 (for 90% reliability) Equation 4

Where,
C = 10M, and M = 4.84 x ( . )

Va = per cent volume of air void in the mix used in the bottom bituminous layer
Vbe = per cent volume of effective bitumen in the mix used in the bottom bituminous layer
Nf = = fatigue life of bituminous layer
ɛt = maximum horizontal tensile strain at the bottom of the bottom bituminous layer
MRm = resilient modulus (MPa) of the bituminous mixed used in the bottom bituminous layer

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The factor ‘C’ is an adjustment factor used to account for the effect of variation in the mix
volumetric parameters (effective binder volume and air void content) on the fatigue life of
bituminous mixes and was incorporated in the fatigue models to integrate the mix design
consideration into the fatigue performance model. Consultant had adopted Va = 3.5% and Vb
= 11.5% for the design of New Pavement.

Reliability

90 per cent reliability performance equations for subgrade rutting (Equation 2) and fatigue
cracking of bottom bituminous layer (Equation 4) for all important roads such as Expressways,
National Highways, State Highways and Urban Roads. For other categories of roads, 90%
reliability is recommended for design traffic of 20 MSA or more.

Eqn. 2 & 4 (90% Reliability) is recommended for traffic of 10 MSA where bituminous mixes
with modified bitumen can be used. Following section, describe the Pavement Design Model-
using IITPAVE Software. Fatigue and rutting are two failure criteria of flexible pavement by
IITPAVE software.
Design Traffic (Nf): 10 MSA
Subgrade CBR: 8%
E Subgrade = 17.6 × CBR0.64 = 66.6 MPa
MR granular = 0.2 x E Subgrade x (75)^0.45 = 92.960 Mpa

As mentioned in contract agreement, modified bitumen shall be used for the AC/DBM/BM
layer. Resilient modulus for surfacing course with modified bitumen shall be taken to as per
Table 11.1 of IRC:37.
So, the modulus of bituminous layer is selected from IRC: 37 for AC/DBM/BM mix using
modifiedbitumen. It is given 3000 MPa; same is adopted for the analysis.
Allowable Horizontal Tensile Strain in Bituminous Layer under Fatigue criteria
For fatigue criteria, 90% reliability criteria have been considered for estimating allowable
tensile strain for the design traffic;
Allowable value of tensile strain at the bottom of bituminous layer; εt = 269.4 × 10-6
Allowable Vertical Compressive strain on Subgrade under rutting criteria
For rutting criteria, 90% reliability criteria have been considered for estimating allowable
vertical compressive strain on the subgrade for the design traffic;
Allowable value of vertical compressive strain on the subgrade layer; εv= 530.1 × 10-6

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Horizontal Tensile Strain in Bituminous Layer under fatigue criteria & Vertical Compressive
strain on Subgrade Rutting criteria were checked by various trial DBM thicknesses in
IITPAVE.

Four-layer pavement systems are adopted for design purpose. The input parameters of
software are shown in Table 4 below. One input parameter is Elastic Modulus of three
layers in MPa such as bituminous layer, granular layer (WMM, GSB) and Subgrade.
Second one being the Poisson’s ratio of all three layers. Final parameter is the proposed
thickness of all individual layers in mm. The thickness of subgrade layer is not required
it is considered infinite. Wheel load is required to be input as standard load 40000N for
single wheel assembly, for dual wheel set require 20000N same is adopted. The tyre
pressure is considered 0.56 MPa. The wheel set chosen should be two. Based on these
parameters IITPAVE software shall calculate Tensile Strain at the bottom of bituminous
layer and Vertical Strain at the top of subgrade. These calculated strains are result of E
modulus of each layer which is fixed and of thickness of each layer out of which the
one of bituminous layer is variable. The calculated strains are compared with the
allowable strains. This same process is repeated multiple times by varying the thickness
of bituminous layer by changing thickness of DBM to arrive at optimum design.
Trial 1
AC= 40
DBM= 75
From above Equations, the calculated values of E modulus of layers are given below
E Bituminous= 3000 MPa
E BM = 700 MPa
MR Granular = 92.96 MPa

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E Subgrade= 66.6 MPa

Poisson’s ratio for the new four-layer system is 0.35, 0.35, 0.35 and 0.35.
The selected trial thickness for each layer for analysis
AC= 40, DBM= 75, BBM = 50, BBM= 75, WBM= 225, WSEL= 690.
Consultant had adopted BM layer as a PCC to match the existing FRL along the project
road. So, fatigue analysis has been carried out under the DBM layer to execute the
pavement design.

Table 4: Input Parameters for IITPAVE Software

Proposed Layer
Sr. Pavement Elastic Modulus Poisson’s Ration
Thickness
No. Layer (MPa) (μ)
(mm)
1 BC+DBM 3000 0.35 40+75
2 BBM 700 0.35 50+75
3 WBM 191.10 0.35 275
4 Subgrade 66.6 0.35 -

Figure 4: IITPAVE Input Screen

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Figure 4: IITPAVE Output Screen

From Fatigue Model Equation 2,

The allowable tensile strain at the bottom of Bituminous layer = 269.4 × 10-6

From Rutting Model Equation 4.4

The allowable vertical compressive strain at the top of the subgrade = 530.1 × 10-6
Input design data parameters screen of IITPAVE Software is shown in Figure 8 above.
For the above input the output available in strain value at different location. Our point of
consideration is epT means tensile strain and epZ means vertical strain which shown as in Figure9.
For the proposed selected trial thickness of DBM layers the calculated values of strains are given
below.
Calculated Horizontal Tensile Strain at the bottom of Bituminous Layer = 149.9 x 10-6
Calculated Vertical Compressive Strain on Subgrade top = 368.5 x 10-6
DESIGN CHECK UNDER FATIQUE CRITERIA
If Calculated Horizontal Tensile Strain < Allowable Horizontal Tensile strain, the design is
SAFE.
149.9 x 10-6 < 269.4 x 10-6
Hence the design is SAFE from fatigue criteria.
DESIGN CHECK UNDER RUTTING CRITERIA
If Calculated Vertical Compressive strain < Allowable Vertical Compressive strain, the design is
SAFE.
368.5 x 10-6 < 530.1 x 10-6
Hence the design is SAFE from rutting criteria.

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Following Table 5 shows adopted Flexible Pavement Design for main carriageway by IIT
PAVE.

Table 5: Adopted Flexible Pavement Design for widening of the existing road
Flexible Pavement Design
Sr.
Flexible Pavement Layers 10 MSA
No.
Effective CBR 8%
1 AC 40mm
2 DBM 75mm
3 BBM 50mm
4 BBM 75mm
5 WBM 225mm (3 Layer of 75mm )
6 WSEL 690mm (3 Layer of 230mm)

Pavement Section