CE60016

PAVEMENT ASSET
MANAGEMENT PROJECT
PROPOSAL
GROUP -14
Members -
18CE10026- Dadla Aashrith
18CE10027- Dheeraj Kumar
18CE10034- Lalbiakthuma
18CE10035- Lokesh Meena
DEVELOPMENT OF PAVEMENT MANAGEMENT &
REHABILITATION STRATEGIES FOR RURAL
ROADS:

Objectives:

● Assessment of pavement on regular basis

Maintaining a high domestic capacity

on routes, it is important to inspect these roads as they are subject to
traffic congestion, weather and adverse conditions for drainage.
 ● Identification of optimum road section for maintenance
Identification of road sections, based on road stress data, individual stress
index production, and ultimately the development of network PCI are all part
of the process.

● Field Data Collection

The collection of road data on the severity and extent of surface damage on some
sections of operational urban roads served as the basis for the evaluation of
pavement function.

BACKGROUND

SUROTH is a rural area in the Indian state of RAJASTHAN,

about 200 miles southeast of JAIPUR, with a selected
research site. The study area consists of ten main sections
of arterial / sub-arterial road in SUTROTH, with a length of
km. 15KM

The pavement condition data for all ten RURAL road

sections was obtained in 2012, and includes measures of
 longitudinal and transverse cracking, alligator cracking,
potholes, rut depth, patching, ravelling, roughness,
structural deflection, and skid resistance.
The total index and all of the individual condition indices
varied from 0 to 100

Table 1 below shows the specifics of the ten road sections

SR. ROAD’S NAME SECTION ID LENGTH

NO. KM
1 BAI-JATT MARG RL 01 0.9
2 VIJAYAPURA MARG RL 02 1.5
3 DHURSHI MARG RL 03 1.2
4 HINDAUN -BAYANA MARG RL 04 2.5
5 RAILWAY STATION ROAD RL 05 0.5
6 DINDHORA MARG RL 06 1.5
7 SOMLA RATRA MARG RL 07 1.3
8 JATWARA MARG RL 08 2.1
9 RASERI MARG RL 09 1.7
10 SOMALI MARG RL 10 1.8
Methodology:

● Pavement Inventory Details

Information regarding the chosen pavement portions are included in the
inventory data: Name of road, category of road, carriageway width, road
geometrics, surface type, history of maintenance and construction of these
roads, etc.

● Visual inspection of pavement sections

Used to gather info about the operation of side drains, storm water drainage
systems, inlets & culverts, drainage related pavement damage, and suitable crowns
on the pavement carriage were all evaluated objectively.

● Pavement Functional Evaluation

The gathering of road data relating to the severity and extent of surface
distresses (cracking area and pattern, ravelling area, pothole area), rut
depth, skid resistance, and surface roughness of chosen in- service urban
road sections served as the basis for the functional evaluation of pavements
Table 2 provides a full overview of numerous forms of distress along with
their severity levels:
 Development of Pavement Condition Index

Deduct Value (DV) is the value representing the amount of distress

that pavement has undergone or is subjected to.

Each section was inspected and distress data and severity levels

such as Low (L), Medium (M), and High (H) were recorded in the
distress survey datasheet.

Computations:
Deduct Values were determined from the DV curves,then for each

distress type and severity Total Deduct Value (TDV) was computed
by summing up all the individual DVs
then the Corrected Deduct Value (CDV) was determined from the
CDV curve
shown in Fig. 1,
Then the PCI was computed using the formula,
PCI = 100-CDV
Table 3 provides all the PCIs and rating for the respective section
with TDV and CDV:~

Sr. no. Length of section Width TDV CDV PCI Rating

m of
section

1 0.9 8 63 40 60 Good

2 1.5 8 38 28 72 Very
Good

3 1.2 7.5 86 55 45 Fair

4 2.5 7.5 107 62 38 Poor

5 0.5 7.5 140 73 23 Poor

6 1.5 7.5 143 90 10 Very

Poor

7 1.3 7.5 100 58 42 Fair

8 2.1 7.5 136 70 30 Poor

9 1.7 7.5 101 61 39 Fair

10 1.8 7.5 85 54 46 Fair

Selection of M&R Strategies

based on PCI given in Table-3
The determination of the required treatment depends on factors such as
road class, surface type, pavement condition index, etc.
 Conclusion
1.The structural capacity indicator is significant because most pavements are
restored or rebuilt due to inherent structural faults. As a result, this signal
might be used to filter which pavement segments should be treated at the
project level.

2.The skid resistance index is an excellent condition indicator in areas where there is
a lot of rain and wet weather. It should, however, be avoided in places where rain is
scarce.

3. The methodology that has been proposed,

Considers the most prevalent types of urban road
distresses and proposes maintenance remedies based
on the pavement's overall condition.

D.PCT serves as a warning system for early identification or

projection of major repairs required
Thank
You