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Journal of International Academic Research for Multidisciplinary

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Editorial Board __________________________________________________________________________________________ Dr. Kari Jabbour, Ph.D Curriculum Developer, American College of Technology, Missouri, USA. Er.Chandramohan, M.S System Specialist - OGP ABB Australia Pvt. Ltd., Australia.

Er. R. Bhuvanewari Devi M.Tech, MCIHT Highway Engineer, Infrastructure, Ramboll, Abu Dhabi, UAE Sanda Maican, Ph.D. Senior Researcher, Department of Ecology, Taxonomy and Nature Conservation Institute of Biology of the Romanian Academy, Bucharest, ROMANIA

Dr. S.K. Singh Chief Scientist Advanced Materials Technology Department Institute of Minerals & Materials Technology Bhubaneswar, India

Dr.Damarla Bala Venkata Ramana Senior Scientist Central Research Institute for Dryland Agriculture (CRIDA) Hyderabad, A.P, India

PROF.Dr. Sharath Babu,LLM Ph.D Dean. Faculty Of Law, Karnatak University Dharwad, Karnataka, India

PROF.Dr.S.V.Kshirsagar,M.B.B.S, M.S Head - Department of Anatomy, Bidar Institute of Medical Sciences, Karnataka, India.

Dr.SM Kadri, MBBS,MPH/ICHD, FFP Fellow, Public Health Foundation of India Epidemiologist Division of Epidemiology and Public Health, Kashmir, India Dr.Bhumika Talwar, BDS Research Officer State Institute of Health & Family Welfare Jaipur, India Dr. Tej Pratap Mall Ph.D Head, Postgraduate Department of Botany, Kisan P.G. College, Bahraich, India. Dr. Arup Kanti Konar, Ph.D Associate Professor of Economics Achhruram, Memorial College, SKB University, Jhalda,Purulia, West Bengal. India Dr. S.Raja Ph.D Research Associate, Madras Research Center of CMFR , Indian Council of Agricultural Research, Chennai, India Dr. Vijay Pithadia, Ph.D, Director - Sri Aurobindo Institute of Management Rajkot, India.

DR ASIFA NAZIR, M.B.B.S, MD Assistant Professor Dept of Microbiology Government Medical College, Srinagar, India.

Dr.AmitaPuri, Ph.D Officiating Principal Army Inst. Of Education New Delhi, India Dr. Shobana Nelasco Ph.D Associate Professor, Fellow of Indian Council of Social Science Research (On Deputation}, Department of Economics, Bharathidasan University, Trichirappalli. India M. Suresh Kumar, PHD Assistant Manager, Godrej Security Solution, India. Dr.T.Chandrasekarayya,Ph.D Assistant Professor, Dept Of Population Studies & Social Work, S.V.University, Tirupati, India.

JIARM

VOLUME 1

ISSUE 4

(MAY 2013)

ISSN : 2320 – 5083

A STUDY ON PERFORMANCE BASED DESIGN OF FLEXIBLE PAVEMENT FOR STATE HIGHWAY – A CASE STUDY HARDIK H PATEL* PROF. AMIT A VANKAR** DR.L.B.ZALA*** *M. Tech. Transportation System Engg., Dept. of Civil Engineering, B.V.M Engineering College, Gujarat, India **Asst. Professor, Dept. of Civil Engineering, B.V.M Engineering College, Gujarat, India ***Head, Dept. of Civil Engineering, B.V.M Engineering College, Gujarat, India

ABSTRACT A Comprehensive study approach depicts the design of flexible pavement based on Indian Road Congress guidelines incorporates the different attributes which are essential to design of pavement. Soil characteristics and behaviors were explored by different tests comprise in Indian Standards. The traffic characteristics also a significant factor in order to get traffic growth rate, volumes, PCUs for design of pavement. A Case study is taken for design of flexible pavement stretch from Tarapur to Vasad in the state of Gujarat. Intimate analysis has carried out methodically for design of different layer of pavement since the different attributes i.e vehicle damage factor getting by way of axle load survey is interpolated in design, traffic forecasting for next 15 years has determined. Analysis has carried as per IRC: 37-2012; including primary cumulative standard axles, design of different layers i.e granular sub base, wet mix macadam, dense bituminous macadam, wearing course.

KEYWORDS: Empirical Design, Conventional Planning, Intimate Analysis, Vehicle Damage Factor, Passenger Car Unit INTRODUCTION Indian Road Network of 42 lakh km is 2 nd largest in the world. Majority of the pavements are flexible type. With the rapid socio-economic development in India, there has been tremendous growth in industrialization of the country. This has resulted in a spurt of freight and passenger transport movement and increase in demand for better quality of road and transport system. In late seventies/eighties India also awakened to the importance of the multiplier effects in economy of Highway Development for the over-all benefit of the Country and took up comprehensive Projects with borrowed and internal investment of large amounts for the Development

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ISSN : 2320 – 5083

of Highways. Its Postulate essentiality to mend and widening to existing lane of highways as per demands APPROACH TO GLOBALIZATION Roads constitute a vital part of the infrastructure. In India most of the roads are constructed using flexible pavement concept, due to their comparatively low construction and maintenance cost. In order to improve trade and economic activities and to materialize regional linkages with China, Pakistan, Shrilanka, Bangladesh and other neighboring Central Asian countries, the country is gearing up towards a large infrastructure network. DESIGN APPROACH Flexible Pavements are widely used despite some doubts regarding their economics under different conditions. Two most important parameters that governs the pavement design are soil sub-grade and traffic loading. The Indian guidelines for the design of flexible pavements use soil sub-grade strength in terms of California Bearing Ratio and traffic loading in terms of million standard axles (msa). PURPOSE OF STUDY Aiming to facilitate to design for widening the pavement entail to rectify the problem of traffic accumulation and provision of superior transportation service. Fig.1- Location of SH-8 in the Map of Gujarat

[Source: www.mapsofindia.com/maps/gujarat/] The study stretch Tarapur to Vasad SH-8 belongs to entire road from Bagodara to Vasad originating from Dist. Ahmedabad and terminating to Dist. Anand cover 48 Km of road length. Gujarat having 1600 km of long coastline, which accounts for 490 www.jiarm.com

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ISSN : 2320 – 5083

80% cargo for India. This link connects to state’s major ports i.e. Kandla, Mundra, Pipavav also Jamnagar Industry from major busy corridor NH-8 to NH-27, NH-8A, NH-47. Study road dead end meets to NH-8; which is India’s busiest route of Delhi Mumbai Freight

Corridor apart of

Golden Quadrilateral.

EMPIRICAL DESIGN BASED ON IRC: 37-2012 The recommended methods consider design traffic of the cumulative number of standard axles used as axle load spectrum for heavy traffic. 

Initial traffic after construction in terms of number of commercial vehicles per day (CVPD)



Traffic growth rate during the design life in percentage



Design life in number of years



Spectrum of axle loads



vehicle damage factor



distribution of commercial traffic over the carriageway

Initial traffic after construction–CVPD Assessment of the present day average traffic should be based on seven-day-24-hour count made in accordance with IRC:9-1972 “traffic Census on Non-Urban Roads”. Table 1- Composition of Average Daily Traffic Classes of Veh.

At Tarapur

At Borsad

MAV

1

1

2 Axle

717

1063

3 Axle

2545

2640

4-6 Axle

1228

1267

LCV

1558

1181

Mini Bus

53

51

Private Bus

780

621

State Bus

191

306

School Bus

1

28

Car

3705

3809

2 Wheeler

1863

2095

Rikshaw

840

1150

Tractor

328

84

Tractor Trolly

23

31

Animal Drawn

2

3

Total

13835

14330

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VOLUME 1

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ISSN : 2320 – 5083

Traffic Forecasting is done for next 15 years, as required traffic growth rate based on past studies is essential, however if the data for the annual growth rate of commercial vehicles is not available or if it is less than 5 per cent, a growth rate of 5 per cent should be used (IRC:SP:84-2009) after assuming r= 5 % Traffic Prediction Pn = Po (1+r)n Where

Pn = Traffic in the nth year Po = Traffic flow in the base year n = Number of years r = Traffic growth rate

Table 2 presents the traffic forecasting for next 15 years, further which is used to obtain cumulative standard axles for design life upto 15 years in order to design of pavement.Base traffic flow for two different junction is taken as Po i.e 13835 and 14330 for Tarapur and Borsad respectively. At different location on study stretch classified volume count survey was carried out. Classified Average Daily Traffic and Passenger car Units were computed. Based on IRC:106-1990 “Capacity of Urban Road in Plain Areas” different factors of PCU for different vehicles is used in order to get equivalent PCU of vehicles. Table 2 – Traffic and PCU growth for 15 years

Year

At Tarapur

At Borsad

Traffic

Traffic

growth in no. of

PCU

veh.

growth in no. of

PCU

veh.

2013

13834

24891

14330

25919

2014

14526

26136

15047

27215

2015

15252

27442

15799

28576

2016

16015

28814

16589

30004

2017

16815

30255

17418

31505

2018

17656

31768

18289

33080

2019

18539

33356

19204

34734

2020

19466

35024

20164

36471

2021

20439

36775

21172

38294

2022

21461

38614

22231

40209

2023

22534

40545

23342

42219

2024

23661

42572

24509

44330

2025

24844

44701

25735

46547

2026

26086

46936

27021

48874

2027

27390

49282

28372

51318

2028

28760

51747

29791

53884

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ISSUE 4

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Design life in number of years It is recommended that pavements for National Highways and State Highways should be designed for a minimum life of 15 years. Expressways and Urban Roads may be designed for a longer life of 20 years or higher using innovative design adopting high fatigue bituminous mixes. In the light of experience in India and abroad, very high volume roads with design traffic greater than 200 msa and perpetual pavements can also be designed. For other categories of roads, a design life of 10 to 15 years may be adopted. Spectrum of axle loads and vehicle damage factor VDF is arrived carefully by carrying out specific axle load surveys on the existing roads. Minimum sample size for survey is taken 10 percent for commercial vehicles per day more than 6000. Each direction can have different pavement thickness for a divided highway which is depend upon loading pattern. VDF is evaluated direction wise since on some sections, there may be significant difference in axle loading in two directions of traffic. For rolling or plain terrain VDF may adopt 4.5 since the commercial vehicles per day are more than 1500. Distribution of commercial traffic over the carriageway Distribution of commercial traffic in each direction and in each lane is required for determining the total equivalent standard axle load applications to be considered in the design. For dual carriage roads; the design of dual three-lane carriageway 60 per cent distribution of commercial traffic over the carriageway is adopted. SOIL SAMPLING METHOD AND TESTINGS Soil samples were collected from Tarapur-Vasad study corridor. The properties of soil like gradation, Liquid limit, plasticity index, maximum dry density, optimum moisture content, California bearing ratio were evaluated. Here mandatory all tests were carried out of collected soil samples. Soil with high values of LL, PI are considered to be poor or not suitable for construction of embankment; maximum permissible limits of these values are 70% and 45% respectively. Soil with maximum values of dry density greater than 2.1 are excellent, 1.9 to 2.1 are good, 1.75 to 1.90 are fair, 160 to 1.75 are poor and those less than 1.60 are very poor for road construction. Grain size distribution gives the exact idea regarding the gradation of soils whether a soil is well graded, uniformly graded, gap graded.

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Thickness (mm)

EXISTING PAVEMENT COMPOSITION Fig. 2 - Sketch shows Layers of Existing Road- Table 3 Layers of Existing Pavement

Pavement Layer

BC

70

DBM

100

WMM

300

Bituminous layer

40

Boulder soling

300

Total

810

Fig. 3- CBR testing of Collected Soil Sample

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LL

PL

PI

OMC %

(IS:2720- Part-8) MDD (gm/cc)

(IS:2720-Part-5) (IS:1498-1970)

than Less

mm Silt + Clay % ‐

‐ % above Sand

0.075 to 4.75

& mm 4.75

‐ % Gravel

Chainage (km)

(IS:2720 - Part-IV)

0.075 mm Soil Classification

Table 4 - Geotechnical Properties of collected soil samples Grain Size Analysis Atterberg Limit % Compaction Test

31)

VOLUME 1

CBR %(IS 2720 : Part

JIARM

0+000

0

51

49

SC

33

11

12

1.986

11.8

10.5

9+300

0

54

46

SC

30

22

8

1.989

11.7

8.7

12+300 0

73

27

SM

25

25

NP

1.994

9.2

14.5

20+000 0

52

48

SM‐SC 28

21

7

1.972

9.9

15.1

21+500 0

54

46

SM‐SC 28

21

7

1.974

9.9

15.2

23+600 0

39

61

CI

37

22

15

1.956

12.3

7.9

28+000 0

51

49

SC

34

21

13

1.986

11.5

14.5

39+500 0

32

68

CI

38

22

16

1.95

12.2

8.1

46+400 0

54

46

SM‐SC 28

21

7

1.964

10.9

14.4

Having CVPD, VDF, growth rate, design life; in order to get the cumulative million standards axles is stated below:

Based on above equation cumulative million standard axles for design traffic is estimated.

Table 5 - Cumulative Standard Axles for Design life 10 & 15 years Location Design Life (years)

Cumulative standard

Tarapur

Borsad

10

15

10

15

84

156

86

158

axles (msa)

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Plate no.6, 7, 8, pg.27, 28; IRC:372012,in order to obtain pavement thickness Cumulative repetition for both Tarapur and Borsad

Standard

axles

junction is taken as 156 and 158 msa

respectively. Composition of subsequent layers of pavement is calculated from above data:

Table 6 - Composition of diff. Layers of Pavement for Design Life n=15 years

WMM

GSB

0+000

10.5

50

125

250

200

9+300

8.7

50

135

250

200

12+300 14.5

50

100

250

200

20+000 15.1

50

100

250

200

21+500 15.2

50

100

250

200

23+600 7.9

50

135

250

200

28+000 14.5

50

100

250

200

39+500 8.1

50

135

250

200

46+400 14.4

50

100

250

200

BC

DBM

CBR %

Chainage (Km)

Thickness of Layers (mm)

Fig. 4 - 2.5 m camber correction with 3.5 m Reconstruction

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VOLUME 1

ISSUE 4

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ISSN : 2320 – 5083

CONCLUSION Different soils have different characteristics, it essential to have recognizance and evaluation of particular soil on which pavement structure is being constructed. Transient traffic loading and its effects may high if higher number of vehicles may pass. Based on IRC:37-2012 pavement life for state highway is minimum 15 years but beside it conventional planning for design for widen the existing road may 27 years, so its

necessary to

design the pavement for initial 15

years and

further

overlaying for strengthening will carried out.

REFERENCES 1. IRC:37-2012 “Guidelines for the Design of Flexible Pavements” 2. IRC:108-1996 “Guidelines for Traffic Prediction on Rural Highways” 3. IRC:SP:19-2001 “Manual for Survey, Investigation and Preparation of Road Projects” 4. IRC:SP-84-2009 “Manual for specification & standards for Four Laning of Highways through Public Private Partnership” 5. IRC:106-1990 “Guidelines for Capacity of Urban Roads in Plain Areas” 6. Ministry of Road Transport and Highways (2001), “Specification for Road and Bridge Works”. Fourth Revision, Indian Road Congress, New Delhi, India 7. Khanna S.K., Justo C.E.G , “Highway Engineering”, 9 th edition, Nem Chand & Bros Roorkee, U.K, India, 2011 8. “Traffic Engineering and Transportation Planning” by Dr. Kadiyali. L. R., Khanna Publication. 9. Bindra S.P.,“A Course in Highway Engg.”, 5th edition, Dhanpat Rai Publication, 2012 10. “Manual for Construction and Supervision of Bituminous Works“, Publication of Indian Roads Congress, 2001 11. Feasibility cum Preliminary Design Report for NH-11, NHDP Phase-III, Rajasthan 12. http://www.nhai.org/roadnetwork.htm 13. http://en.wikipedia.org/wiki/nationalhighways_develepment_project 14. http://en.wikipedia.org/wiki/national_golden_quadrilateral 15. www.gvk.com/ourbussiness/tranportarion/bagodara_vasad_expressway.aspx 16. www.mapsofindia.com/maps/gujarat/ 497 www.jiarm.com