Pavement design forms an important part of detailed engineering study.

The economic returns are directly dependent on the performance of the pavement. The scope of pavement design in this project can be divided into the following sections. Design of Flexible Pavement in Concentric/ Eccentric Widening portions, Design of Rigid Pavement Design of overlay on the existing pavement Design of service roads

Flexible Pavement Design

Design methods outlined in IRC: 37-2001 has been used for design of the new pavement. Flexible pavement design in our country generally is based on the guidelines given in the IRC: 372001. The revised code is a modification to the IRC-37-84 incorporating a mechanistic approach. In this new code, pavement designs have been extended to cover upto 150 Msa and CBR strengths upto 10%. Flexible pavement design has been modified as a layer structure. Stresses and strains at critical locations have been computed using the linear elastic model developed under the aegis of MORT&H. To give proper consideration to the aspect of performance, the following three types of pavement distress resulting from repeated application of traffic loads are considered. Vertical compressive strain at the top of subgrade Horizontal tensile strain at the bottom of bituminous layer Pavement deformation within the bituminous surface By meeting the mix design requirements, the permanent deformation within the bituminous layer can be controlled, whereas the thicknesses of granular and bituminous layers are selected using the analytical design approach so that the strains at the critical points are within the allowable limits. Appropriate designs can be furnished based on the following data: Design traffic in terms of cumulative number of standard axles CBR value of Subgrade Traffic Growth and calculation of Msa The method considers traffic in terms of cumulative number of standard axles (8160 Kg) to be carried by the pavement during the design life. Design traffic will be estimated based on the following parameters: Initial traffic after construction in terms of number of commercial vehicles per day Traffic growth rate during the design life in percentage Design life in number of years Vehicle damage factor (VDF) Distribution of commercial traffic over the carriageway Soil Properties Subgrade: The soil used for subgrade should be well compacted to utilise its full strength to economise the overall thickness of the pavement. Most of the specifications prescribe use of selected

material and stiffer standards of compaction in the subgrade, and the top 500mm portion of the roadway. As per the MORT&H specifications, the subgrade has to be compacted to 97% of dry density, using heavy compaction (modified Proctor density). Subbase: Granular base materials conforming to Clause 401 of MORT&H specifications for Road and Bridge works are recommended for use. These specifications suggest three gradings each for close and coarse graded granular sub-base materials and specify that the materials passing 425 microns sieve should have liquid limit and plasticity index more than 25 and 6 respectively. These requirements and the specified grain size distribution of the sub-base material should be strictly enforced to meet stability and drainage requirements of the granular sub-base layer. The sub-base should have a minimum CBR of 20% for cumulative traffic upto 2 Msa, and 30% for traffic exceeding 2 Msa. The thickness of Subbase should not be less than 150mm for design traffic less than 10 Msa, and 200mm for design traffic of 10 Msa and above. Base: Materials to be used in base course must satisfy the grading and physical requirements prescribed in the IRC/MORT&H specifications. The recommended minimum thickness of granular base is 225mm for traffic upto 2 Msa and 250mm for traffic exceeding 2 Msa. Bituminous Surfacing: Bituminous surfacing shall consist of either a wearing course or a binder course with a wearing course depending upon the traffic to be carried. The most commonly used wearing courses are surface dressing, open graded premix carpet, mix seal surfacing, semi-dense bituminous concrete and bituminous concrete. Choice of the appropriate type of bituminous wearing course will depend on several factors like design traffic over the service life, the type of base/binder course, rainfall and other related factors. The grade of bitumen will be selected keeping in view the traffic, rainfall and other environmental and climatic conditions

Design
Flexible pavement design has been carried out using IRC: 37-2001. The revised code is a modification to the IRC: 37-1984 incorporating a mechanistic approach. In this new code, pavement designs have been extended to cover upto 150Msa and CBR strength upto 10%. The design values are compared with the values obtained by the AASHTO method for their adequacy. a. Design Life A 20 year design life has been considered for the flexible pavement. b. Vehicle Damage Factors (VDF) The vehicle damage factor 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. Since, the axle load data was not available, a value of 4.5, as given in IRC: 37-2001 has been adopted. c. Growth Rate Traffic growth rate should be estimated from either by studying the past trends of the traffic growth or by establishing the econometric models. However average growth rate of 7.5% has been assumed for carrying out the design. d. Traffic Considerations Classified volume count was conducted from 18th Feb to 24th Feb of 2006 at km 413+100. The details of the volume count are given below. Date 18.02.06 Car/Jeep/Van 11532 Bus 1451 Mini Bus 546 LCV 1174 2 Axle Truck 1604 Multi-Axle Vehicles 180

19.02.06 20.02.06 21.02.06 22.02.06 23.02.06 24.02.06 Total ADT

13200 8759 8234 8183 7710 6206 63824 9118

1517 1045 1026 1014 1024 894 7971 1139

329 185 149 228 162 101 1700 243

888 639 738 800 786 632 5657 808

1210 1702 1645 1617 1683 819 10280 1469

100 172 245 187 172 116 1172 167

After projecting the traffic with the above discussed parameters, a design lane Msa of 100 has been considered for the pavement design. The projected traffic is given below.

Year 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026

Projecte d Traffic 3826 3984 4148 4321 4519 4726 4943 5196 5462 5742 5972 6211 6459 6717 6986 7236 7496 7765 8043 8332 8632

Msa 2.36 2.45 2.56 2.66 2.78 2.91 3.04 3.20 3.36 3.54 3.68 3.83 3.98 4.14 4.30 4.46 4.62 4.78 4.95 5.13 5.32

Cumm Msa 2.36 4.81 7.37 10.03 12.81 15.72 18.77 21.97 25.33 28.87 32.54 36.37 40.35 44.49 48.79 53.25 57.86 62.65 67.60 72.73 78.05

e. Subgrade Strength The widened/new pavement will have to be laid on embankment constructed by the material from the borrow areas. Soil with subgrade CBR of 8% is considered in the design. The test results of the borrow samples is given below. CHAINAGE 433+100 430+000 432+000 SIDE RHS LHS LHS DISTANCE FROM NH-1 1.10 Km 0.40 Km 0.60 Km FSI (%) 11.00 13.64 15.00 GRAVEL (%) 0 0 0 SAND (%) 56.10 39.80 51.70 SILT / CLAY (%) 43.90 60.20 48.30 LL (%) 18 19 19 PI (%) 2.0 2.0 2.0 MDD (gm/cc) 2.12 2.13 2.03 OMC (%) 7.50 8.50 9.00 CBR (%) 33.50 20.60 8.90

431+000 431+000 431+000

RHS LHS LHS

4.20 Km 5.50 Km 5.50 KM

11.11 0.00 0.00

0 0 0

64.00 61.80 62.16

36.00 38.20 37.84

NP NP NP

2.13 2.14 2.12

8.50 8.00 6.50

18.20 42.50 60.00

f.

Flexible Pavement Design Approach

New pavement is designed for subgrade strength of 10%. Pavement will be laid on subgrade, which has a 4 days soaked CBR more than 10%. IRC pavement designs are given for a maximum subgrade CBR of 10%. In the present case, a thickness of 500mm select sub grade with 10% is assumed as sub grade, and over which the pavement crust will be built. The flexible pavement for new carriageway has been designed as per the IRC: 37-2001. The pavement composition has been designed for a life of 20 years. The pavement composition has been designed for a traffic level of 100 Msa and subgrade CBR of 10%. The proposed pavement composition for the main carriageway is given below: BC DBM GSB 50mm 130mm 200mm

WMM 250mm The pavement is designed for 20 years and supposed to withstand the traffic till the end of the design life. But the pavement needs functional overlays every 5 th year from date of commencement. Hence it is proposed to provide the thickness for 50msa in the beginning and the balance thickness soon after the traffic reaches 50msa, which shall be verified during 1st and 2nd overlay. The proposed pavement composition for the main carriageway for 50 msa is given below: BC DBM GSB 40mm 120mm 200mm

WMM 250mm

However, the concessionaire has to follow the O&M operations given in Schedule L. As per the requirement he has to carry out the Roughness and Benkelman Beam deflection studies from time to time to ensure a good riding surface. g. Design of Service Roads As per the technical schedules, service roads should be designed for 25msa, which seems to be in higher side. While reviewing the DPR it was found that the following thickness is provided for service roads, hence the same is followed. The following pavement is recommended for Service Roads: SDBC BM WMM GSB 25 mm 50 mm 250 mm 200 mm

DESIGN OF RIGID PAVEMENT

IRC: 58-2002 This design method is based on limiting the flexural stress of the cement concrete layer. The critical stress is a combination of stress induced by traffic and temperature. The fatigue effects in the

concrete, due to repetitive loading of the pavement, are incorporated in the design method by an adjustment factor, dependent on the appropriate traffic class. Traffic Parameters According to IRC: 58-2002, the roads have been classified under various categories depending on the number of commercial vehicles (>3 Ton) plying on them in a day. The 98% weight of commercial vehicles, as recorded in the axle load survey, will be considered and the design calculations will be carried out. Environmental Parameters h. Temperature Effects Temperature differential between the top and bottom of the concrete pavement is dependent upon the slab thickness, wind velocity, and also depends upon the geographical location. Recommendation regarding the temperature differentials and the geographical locations is given in the IRC: 58-2002. Spacing of the expansion and contraction joints is also dependent on the changes in temperature. i. Sub-grade and Sub-base

The strength of the subgrade is expressed in terms of K, which is defined as pressure per unit deflection of the foundation determined by the plate-bearing test. The subgrade soil strength and strength of foundation will be effected by the presence of moisture. A correlation between the K value and the CBR strength has been given in the IRC: 58. From this table one can estimate the approximate K value, depending on the CBR of soil. Design Procedure After choosing the input values for the various parameters and a selected design thickness, the temperature stress in the critical edge region will be computed. The residual strength of concrete strength for supporting traffic loads will be calculated. Finally, the edge load stress will be calculated and compared with the available strength. In case the thickness is not adequate the calculation has to be repeated with an adjusted slab thickness.

Design
Dry lean concrete (DLC) subbase is suggested for use. For the expected traffic situation a 150mm thick sub-base layer is deemed appropriate. The DLC should have a characteristic 7 day compressive strength not less than 10 MPa which corresponds to a flexural strength of approximately, 2 MPa. Below DLC, GSB layer of 150mm thick will be provided which will not only act as drainage layer but also serves as a stable working platform on which the construction equipment can be operated. The combined subgrade and subbase support is taken in terms of Westergaards subgrade modulus K, the value of which has to be obtained from plate bearing tests. The Austroads design procedure utilizes the corresponding CBR strength derived from the CBR of subgrade and the thickness of the subbase to estimate the K-value After estimating the K-value as 48.667 N / mm 2 / mm x 10-3, the Axle load spectrum as obtained from the Axle load survey was taken and the percentage category of commercial vehicles in each load category was calculated. The projected traffic for the design period of 30 years has been used to estimate number of repetitions of individual category of load. The following composition is adopted for rigid pavement in toll plaza. GSB Dry lean concrete (DLC) 200mm 150mm

Pavement quality concrete (PQC) Length of Dowel bar Diameter of Dowel bar Spacing of Dowel bar

280mm 500mm 32mm 300mm

DESIGN OF OVERLAY
General Pavement evaluation involves a thorough study of various factors such as sub-grade support, pavement composition and its thickness, traffic loading and environmental conditions. The primary objective of pavement condition evolution is to assess as to whether and to what extent the pavement fulfils the intended requirements so that the maintenance and strengthening jobs could be planned in time. A well compacted pavement section or one which has been well conditional by traffic deforms elastically under each wheel load application such that when the load moves away, there is an elastic recovery or rebound deflection of the deformed pavement surface. This is the basic principle of deflection method pavement evaluation or overlay design. The maximum deflection under a design wheel load depends on several factors such as sub-grade soil properties, moisture in the sub-grade, pavement thickness and its composition, temperature of the pavement, loading particulars, etc. Therefore the amount of pavement deflection under a design wheel load or its rebound deflection on removal of this load is a measure of the structural stability of the pavement system under the prevailing condition of the test. Larger rebound deflection indicates weaker pavement structure, which may require earlier strengthening or higher overlay thickness. It is desirable to carry out the deflection studies soon after the monsoon when the pavement system may be at the weakest condition due to maximum sub-grade moisture content. Structural Evaluation of Pavement Field investigations and tests carried out in various countries have shown that the performance of a flexible pavement is closely related to be elastic deflection under loads or its rebound deflection. Measurement of transient deflection of pavement under design wheel loads serves as an index of the pavement to carry traffic loads under the prevailing conditions. Out of the various equipment used for the purpose, Benkelman Beam is most commonly used, as the measurements are simple and reliable. Assessment of flexible pavement overlay thickness requirement by Benkelman Beam method is explained below. It is one of the non-destructive testing techniques for assessing the load carrying capacity of the pavement. Benkelman Beam Benkelman Beam is a device, which can be conveniently used to measure the rebound deflection of a pavement due to a dual wheel load assembly or the design wheel load. The equipment consists of a slender beam of length 3.66m, which is pivoted to a datum frame at a distance 2.44m from the probe end. The datum frame rests on a pair of firm levelling legs and a rear leg with adjustable height. The probe end of the beam is inserted between the dual rear wheels of the truck and placed on the pavement surface at the centre of the loaded area of the dual wheel load assembly. A dial gauge is fixed on the datum frame with its spindle in contact with the other end of the beam in such a way that the distance between the probe end and the fulcrum of the beam is twice the distance between the fulcrum and the dial gauge spindle. Thus the rebound deflection reading measured at the dial gauge is to be multiplied by two to get the actual movement of the probe end due to the rebound deflection of the pavement surface when the dual wheel load is moved forward. A loaded truck with rear axle load Benkelman Beam Deflection Survey

of 8170 kg is used for the deflection study. The design wheel load is a dual wheel load assembly of gross weight 4085kg with an inflation pressure of 5.6 kg/cm 2. Procedure The stretch of road length to be evaluated is first surveyed to assess the general condition of the pavement with respect to the ruts, cracks and undulations. The loading points on the pavement for deflection measurements are located along the wheel paths on a line 0.9metre from the pavement edge in the case of pavements of total width more than 3.5 m; the distance from the edge is reduced to 0.6metre on narrower pavements. Deflection measurements were taken at every 500m staggered in each lane. After marking the deflection observation points, the study is carried out in the following steps: The truck is driven slowly parallel to the edge and stopped such that the left side rear dual wheel is centrally placed over the first point for deflection measurement. The probe end or the Benkelman Beam is inserted between the gap of the dual wheel and is placed exactly over the deflection observation point. When the dial gauge reading is stationary or when the rate of change of pavement deflection is less than 0.025 mm per minute, the initial dial gauge reading D0 is noted. Both the readings of the large and small needles of the dial gauge may be noted; the large needle may also be set to zero if necessary at this stage. (The least count of the large needled is 0.01 mm and that of small needle is 2.0 mm). The truck is moved forward slowly through a distance of 2.7 m from the point and stopped. The intermediate dial gauge reading D1 is noted when the rate of recovery of the pavement is less than 0.025 mm per minute. The truck is then driven forward through a further distance of 9.0 m and the final dial gauge reading D2 is recorded as before. The three-deflection dial reading D0 D1 and D2 form a set of readings at one deflection point under consideration. Similarly the truck is moved forward to the next deflection point, the probe of the Benkelman Beam inserted and the procedure of noting the set of three-deflection observations is repeated. The deflection observations are continued at all the desired points. The temperature of the pavement surface is recorded at intervals of one hour during the study. Tyre pressure is checked and adjusted if necessary, at intervals of about three hours during the deflection study. The moisture content in the sub-grade soil is also to be determined at prescribed locations. The rebound deflection value D at any point is given by one of the following two conditions: (a) (b) If D0-D1 < 2.5 divisions of the dial gauge or 0.025 mm, D = 2 (D o D2) divisions of 0.01 mm units = 0.02 (Do- D2) mm If D0- D1 > 2.5 division, this indicates that correction is needed for the vertical movement of the front legs. Therefore, D = 2 (D0- D2) +2 K (D1 D2) divisions.

The value of K is to be determined for every make of the Benkelman Beam and is given by the relation:

K=

3d 2e f

Where d = distance between the bearing of the beam and the rear adjusting leg e = distance between the dial gauge and rear adjusting leg f = distance between the front and rear legs The value of K of Benkelman Beam generally available in India is found to be 2.91. Therefore, the deflection value D in case of leg correction is given by: D = 0.02 (D0- D2) + 0.0582 (D1 D2) mm Correction for Pavement Temperature and Sub-Grade Moisture Variations When the pavement consists of relatively thick bituminous layers like the bituminous macadam or asphaltic concrete in the base/binder/surface course, variations in temperature of pavement surface course cause variation in pavement deflection under the standard load. The IRC has suggested a standard pavement temperature of 35 C and a correction factor of 0.0065 mm per C to be applied for the variation from this standard pavement temperature. The correction will be negative when the pavement temperature is above 35 C and positive when it is lower. However, it is suggested that deflection studies should be carried out when the pavement temperature is above 30 C, if this correction factor is to be applied. The seasonal variations cause variation in sub-grade moisture. It is always not possible to conduct deflection studies during monsoon season when sub-grade moisture content is the highest. IRC has suggested tentative correction factors of 2.0 for clayey soils and 1.2 to 1.3 for sandy sub-grade soils may be adopted if the deflection observations are made during dry seasons. The deflection under the worst sub-grade moisture may therefore be estimated by multiplying the summer deflection value by the appropriate correction factor. Analysis of Data The rebound deflection values are determined in millimeters after applying the leg corrections. The mean value of the deflections and the standard deviations are calculated. The Characteristic deflection is arrived by using the following equation.

De = D + t
Here the value of t is to be chosen depending upon the percentage of the deflection values to be covered in the design. When t = 1.0, De = D +

De = D + 2 covers about 97.7 percent of the cases of deflection values on the pavement section, assuming normal distribution of rebound deflection values. The necessary corrections for pavement temperature and sub-grade moisture may be applied to the characteristics deflection values, D e before designing the overlay thickness.

covers about 84 percent of the cases; when t = 2.0,

Design Benkelman Beam Deflection Survey & Analysis of Data Benkelman Beam deflection measurements were made in the month of July 05. The testing approach and measurement was essentially according to IRC: 81-1997, the test points being located 0.9 metre inside the edge of the road. Testing was carried out both for main line and control sections. In main line, the deflections reading were taken at 500m interval, and in control sections, measurements were taken at 10m interval, staggered for a length of 100m per kilometer. Pavement and air temperatures were recorded for the purpose of temperature correction. Subgrade moisture data was also obtained

from field moisture measurements in the test pits for applying seasonal corrections to deflection measurements. Benkelman beam deflections were carried out at sections where the condition of the pavement is good to fair. Where the condition of the pavement is distressed, testing was not carried out as the deflections obtained in the distressed sections will not give consistent deflection measurements. In stretches where the pavement is severely cracked, such sections were considered for overlay by scarifying the top distressed layer. (a) Temperature Correction Pavement temperatures at the time of BBD measurements were on an average above the standard temperature (IRC) of 350C. Appropriate temperature corrections were made based on the recommendations in IRC: 81-1997. j. Correction for Seasonal Variation

The pavement for most of the length is laid on embankment. From the test pits, soil samples were collected and the field moisture content was estimated. Based on the field moisture content, type of soil, and the average intensity of the rainfall, appropriate moisture correction factors were applied as suggested in IRC: 81-1997. k. Homogeneous Sections Based on the cumulative differences approach, entire project corridor has been divided into 10 homogeneous sections. For these sections, characteristic deflections have been calculated taking the mean plus 2 standard deviations. The homogeneous sections and the overlay thickness for each section are given in the Table. Table: Homogeneous Sections and Overlay Thickness

Sl. No 1 2 3 4 5 6 7 8 9 10 11 12

Chainage From To 407.00 415.00 415.00 417.00 417.00 418.00 418.00 425.00 425.00 431.00 431.00 433.00 433.00 436.00 436.00 438.00 438.00 445.00 445.00 449.00 449.00 452.00 452.00 456.00

Length (Km) 8.00 2.00 1.00 7.00 6.00 2.00 3.00 2.00 7.00 4.00 3.00 4.00

Overlay Thickness (mm) BC DBM Total 50 75 125 50 85 135 50 90 140 50 100 150 50 75 125 50 105 155 50 75 125 50 70 120 50 75 125 50 50 100 50 75 125 50 55 105

BBD analysis is given in Appendix-1