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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. Dr. S.K. Singh Chief Scientist Advanced Materials Technology Department Institute of Minerals & Materials Technology Bhubaneswar, India PROF.Dr. Sharath Babu,LLM Ph.D Dean. Faculty Of Law, Karnatak University Dharwad, Karnataka, India 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.Damarla Bala Venkata Ramana Senior Scientist Central Research Institute for Dryland Agriculture (CRIDA) Hyderabad, A.P, India PROF.Dr.S.V.Kshirsagar,M.B.B.S, M.S Head - Department of Anatomy, Bidar Institute of Medical Sciences, Karnataka, India. DR ASIFA NAZIR, M.B.B.S, MD Assistant Professor Dept of Microbiology Government Medical College, Srinagar, India.

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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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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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80% cargo for India. This link connects to states 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 Indias 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 constructionCVPD 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.
MAV 2 Axle 3 Axle 4-6 Axle LCV Mini Bus Private Bus State Bus School Bus Car 2 Wheeler Rikshaw Tractor Tractor Trolly Animal Drawn Total

At Tarapur
1 717 2545 1228 1558 53 780 191 1 3705 1863 840 328 23 2 13835

At Borsad
1 1063 2640 1267 1181 51 621 306 28 3809 2095 1150 84 31 3 14330

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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
At Tarapur Traffic Year growth in no. of veh. 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 13834 14526 15252 16015 16815 17656 18539 19466 20439 21461 22534 23661 24844 26086 27390 28760 24891 26136 27442 28814 30255 31768 33356 35024 36775 38614 40545 42572 44701 46936 49282 51747 PCU At Borsad Traffic growth in no. of veh. 14330 15047 15799 16589 17418 18289 19204 20164 21172 22231 23342 24509 25735 27021 28372 29791 25919 27215 28576 30004 31505 33080 34734 36471 38294 40209 42219 44330 46547 48874 51318 53884 PCU

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

Pavement Layer

BC DBM WMM Bituminous layer Boulder soling Total

70 100 300 40 300 810

Fig. 3- CBR testing of Collected Soil Sample

Thickness (mm)

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(IS:2720 - Part-IV)
0.075 to 4.75 Chainage (km) mm Silt + Clay % than & % %

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

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

OMC %

Gravel

LL

PL

PI

CBR %(IS 2720 : Part

0.075 mm Soil Classification

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

mm

above Sand

Less

4.75

0+000 9+300

0 0

51 54 73 52 54 39 51 32 54

49 46 27 48 46 61 49 68 46

SC SC SM

33 30 25

11 22 25 21 21 22 21 22 21

12 8 NP 7 7 15 13 16 7

1.986 1.989 1.994 1.972 1.974 1.956 1.986 1.95 1.964

11.8 11.7 9.2 9.9 9.9 12.3 11.5 12.2 10.9

10.5 8.7 14.5 15.1 15.2 7.9 14.5 8.1 14.4

12+300 0 20+000 0 21+500 0 23+600 0 28+000 0 39+500 0 46+400 0

SMSC 28 SMSC 28 CI SC CI 37 34 38

SMSC 28

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) Tarapur 10 15 Borsad 10 15

Cumulative standard axles (msa)

84

156

86

158

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

junction is taken as 156 and 158 msa

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

Thickness of Layers (mm)

Chainage (Km)

CBR %

WMM

DBM

0+000 9+300

10.5 8.7

50 50 50 50 50 50 50 50 50

125 135 100 100 100 135 100 135 100

250 250 250 250 250 250 250 250 250

200 200 200 200 200 200 200 200 200

12+300 14.5 20+000 15.1 21+500 15.2 23+600 7.9 28+000 14.5 39+500 8.1 46+400 14.4

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

GSB

BC

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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