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9. PAVEMENT INVESTIGATIONS

9.1 SCOPE OF PAVEMENT INVESTIGATIONS

The scope of services specifies following investigation to be carried out in respect of
road pavement:
(a) Pavement condition survey
(b) Soil pit survey all along the project highway at every 500 m interval for testing
suitability for the design of embankment.
(c) Benkelman Beam Deflection (BBD) survey to evaluate the strength of existing
flexible pavement in terms of Rebound deflections.
In compliance with scope of services, the following pavement investigation has been
conducted.
9.2 PAVEMENT CONDITION SURVEY
Pavement condition survey of the existing bituminous road has been carried out for
the complete stretch of the project. The condition of the road is found to be fair
throughout its length. The details of the condition survey are presented as
Annexure-9.1 of the report.
9.3 PAVEMENT COMPOSITION
Test pits were excavated adjacent to the carriageway edge and on the shoulders at
500 m intervals, alternately on left and right hand sides of the carriageway as
specified in the scope of work. A total of 13 pits have been excavated and the test
pits were of 1m x 1m in plan, while excavating the test pit, the layer boundary
between the generally harder pavement base and the softer natural soil subgrade
was identified. Typical photographs of test pits are shown in Figure-9.1.

Figure-9.1: Trial Pit Photographs at Km. 0+220 & 1+520

After excavation up to subgrade, the thickness of each identified layer was measured
on three vertical sides within the test pit. The average of the thicknesses was taken
as the thickness of that layer for a particular test pit location.
The existing pavement thicknesses as measured in the test pits are presented in
Table- 9-1.

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Table-9-1: Crust Composition of Existing Pavement

GPS Thickness of Pavement layer
Side Total Crust
Chainage Coordinates within Test Pit (mm)
Thickness
(km) Bituminous
GSB Moorum (mm)
Layer
N 3101506.44
0+080 LHS 110 140 180 430
E 335615.64
N 3101405.15
0+220 RHS 100 150 170 420
E 335518.99
N 3101124.56
0+560 RHS 90 - 280 370
E 335342.56
N 3100705.79
1+040 LHS 250 - 250 500
E 334968.14
N 3100705.79
1+340 RHS 120 - 370 490
E 334827.04
N 3100570.35
1+520 RHS 90 140 170 400
E 334745.94
N 3100379.03
1+980 LHS 200 - 230 430
E 334328.04
N 3100247.41
2+260 RHS 200 - 240 440
E 334062.54
N 3100026.46
2+520 LHS 160 - 180 340
E 334180.24
N 3099997.87
2+560 RHS 120 - 190 310
E 334208.16
N 3099596.70
3+060 RHS 190 - 200 390
E 334476.39
N 3099483.53
3+180 LHS 150 - 240 390
E 334516.31
N 3099273.97
3+780 RHS 120 200 - 320
E 334923.94

Visual inspections and thickness measurements indicated that the formed pavement
structure consisted of bituminous surfacing in the thickness range of 90-250 mm and
aggregate granular layer in the thickness range of 140-200 mm followed by Moorum
layer in the thickness range of 170 370mm.Total thickness of pavement layers
varies from 310 mm to 500 mm along the project road.
In each of the test pit, apart from measuring the crust composition, field density and
field moisture content measurement were also carried out.
9.4 DYNAMIC CONE PENETRATION TEST
Dynamic Cone Penetration tests were conducted through the bottom of large test pits
into the sub-grade to assess its in-situ CBR.
DCP apparatus consists of hardened steel cone (60 cone) 20 mm in diameter which
is driven by a weight of 8 kg with a drop height of 575 mm. This test was conducted
in the following way:

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Soon after the apparatus is fixed at the desired location, the hammer is lifted until it
touches the handle and then released so that it falls and strikes the coupling. Energy
released by the falling hammer drives the hardened steel cone into the ground. The
hammer is lifted and dropped repeatedly and a record is made of penetration
achieved. The typical DCP test procedure is depicted in Figure-9.2.
The top 500mm of thickness as measured from pit bottom has been considered as
the subgrade layer and soil layers below this has been considered as the road bed
soil while analyzing the DCP data. The following equation has been used to compute
the DCP-CBR value:
log10 (CBR) = 2.465 - 1.12 log10 (mm/blow)
DCP test results showing depth in mm and number of blows at each pit are
presented in Table-9.2.

DCP test at km 1+040 LHS Field Density test at km1+040 LHS

Figure-9.2: Field Tests in Progress

Table-9.2: DCP Test Result Subgrade beneath Existing Pavement

Chainage (km) Side Soil type Depth (mm) Total no of blows DCP CBR (%)
0+080 LHS SM 504 22 9
0+220 RHS SM 558 28 10
0+560 RHS SM 530 36 14
1+040 LHS SM 510 20 8
1+340 RHS SM 520 26 10
1+520 RHS SC 500 24 10
1+980 LHS SM 525 21 8
2+260 RHS SM 500 23 9

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Chainage (km) Side Soil type Depth (mm) Total no of blows DCP CBR (%)
2+520 LHS SM 540 20 7
2+560 RHS SM 500 18 7
3+060 RHS SM 509 20 8
3+180 LHS SM-SC 508 25 10
3+780 RHS SM 560 22 8

From the above Table, it is seen that the in situ CBR value obtained using DCP for
existing subgrade varies from 7 % to 14%.
10.5 FIELD DENSITY CHARACTERISTICS OF EXISTING SUBGRADE
As mentioned above, field density and moisture content determination were done at
subgrade level in each of the large pit using core cutter method. The test results are
summarized in Table-9.3 and FMC vs OMC, FDD vs MDD Graphs were plotted in
Fig.9-3.
Table-9.3: FDD and FMC of Existing Subgrade
Chainage (Km) Side FMC (%) FDD (kN/m3)
0+080 LHS 5.5 18.3
0+220 RHS 9.0 18.0
0+560 RHS 3.4 17.4
1+040 LHS 7.1 16.3
1+340 RHS 5.2 16.3
1+520 RHS 4.1 17.8
1+980 LHS 6.7 17.6
2+260 RHS 6.0 16.3
2+520 LHS 6.3 17.6
2+560 RHS 10.7 18.1
3+060 RHS 8.3 18.1
3+180 LHS 7.2 18.0
3+780 RHS 4.7 17.1

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Fig: 9.3: FMC Vs OMC & FDD Vs MDD, Existing Subgrade

The field moisture content along the project road was found to vary from 3.4% to
10.7%. The field dry density through the project stretch varies between 16.3 kN/m 3 to
18.3 kN/m3. It is found FDD is lesser than that of MDD at each test location which
may be due lesser level of compaction during construction.
9.6 PROPERTIES OF EXISTING SUBGRADE SOILS BASED ON LABORATORY
TESTING
From each test pit at subgrade level, soil samples have been collected for laboratory
testing. About 40 kg of soil sample has been collected from each test pit. Proper
identification mark and location of the sample were recorded and sent to the
laboratory for testing.
The soil samples collected from existing subgrade were tested in the laboratory. The
samples from all the test pits were subjected to indicator testing (Grain size and
Atterberg limits), modified Proctor and CBR tests. Figure-9.4 shows the distribution
of existing subgrade soil types and laboratory CBR values along the alignment.

Figure-9.4: Distribution of Soil types-Existing subgrade

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Summary of test results are presented in Tables-9.4 which shows the general and
broad characteristics of existing subgrade soil taken from test pits.

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Table-9-4: Test Results of Existing Subgrade Soil

Atterberg Laboratory Compaction 4-day

Sieve Analysis (%)
Limit (Heavy) Soaked
Location Soil 4-day Soaked
CBR at
/ Classification
19 4.75 2.0 425 75 LL PI OMC MDD 95% CBR @97% MDD (%)
Chainage as per IS
mm mm mm micron micron % % 3 MDD
(%) (kN/m )
(%)
0+080 100 88.28 77.86 66.32 23.86 22 NP SM 8.2 21.5 13.1 15.5
0+220 100 98.72 95.80 84.84 26.18 24 NP SM 8.0 21.1 16.0 19.1
0+560 100 90.52 83.02 70.53 27.32 23 NP SM 8.7 20.9 14.8 16.4
1+040 100 82.30 71.61 53.29 20.30 20 NP SM 9.0 19.6 14.4 16.6
1+340 92.44 77.48 66.10 49.77 22.49 22 NP SM 8.0 21.1 15.3 16.9
1+520 96.07 69.51 45.48 31.52 17.28 33 13 SC 7.0 21.2 20.0 21.4
1+980 100 76.29 62.12 48.10 20.52 21 NP SM 8.0 20.9 20.0 22.0
2+260 100 83.73 73.96 58.86 21.94 20 NP SM 6.8 21.4 14.2 16.2
2+520 100 84.70 78.12 65.90 23.95 22 NP SM 6.4 21.5 24.0 27.6
2+560 100 79.82 69.46 57.80 19.46 20 NP SM 6.9 21.4 26.0 28.7
3+060 100 76.77 62.31 49.72 22.14 24 NP SM 7.0 20.8 16.0 18.0
3+180 100 92.59 85.53 76.04 28.92 26 6 SM - SC 7.8 20.9 10.0 11.6
3+780 100 90.57 83.56 74.31 27.80 24 NP SM 9.7 20.2 8.0 9.6

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From the above Table, it is evident that there is predominance of Silty Sand (SM) with
occasional silty sand with clay (SC & SM-SC) along the project corridor. The soaked
CBR at 97% of MDD (Heavy compaction) of existing subgrade lies in the range of
9.6-28.7% and CBR at 95% of MDD lies in the range from 8.0 26.0%.
9.7 WIDENING SOIL SAMPLES
A total of 6 trial pits were taken up in the proposed widening portion of the project
road and representative samples were collected from these test pits for laboratory
testing. Field density and moisture content determination were done at each pit using
core cutter method. The field test results are summarized in Table-9-5 and FMC vs.
OMC, FDD vs MDD Graph were plotted in Fig.9.6.

Fig: 9.5 Field Test in Progress along Widening Portion

Table-9-5: Field Test Results of Natural Soil from Widening Portion

Depth Total no DCP
Chainage FMC FDD
Side (mm) of blows CBR
(Km) (%) (kN/m3)
(%)
0+120 LHS 4.4 16.1 550 18 6
0+120 RHS 7.2 15.4 550 20 7
0+660 RHS 6.1 16.9 520 16 6
1+440 LHS 7.1 15.8 560 20 7
3+260 RHS 5.4 16.3 515 18 7
3+900 LHS 6.2 16.3 535 24 9

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Fig: 9.6 FMC Vs OMC & FDD Vs MDD, Widening Samples

Figure-9.7 shows the distribution of soil types and laboratory CBR (at 97% MDD) of
soil samples from widening portion.

Figure-9.7: Distribution of laboratory CBR and Soil types

along widening portion
From figures and tables presented above, it is found that DCP-CBR is in the range of 1/2 -
1/3 (approximately) of laboratory CBR. This may be due to lesser level of compaction
(Approximately 80 % of MDD).

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Pavement Investigations

Summary of test results are presented in Table 9.6 which shows the general and broad
characteristics of natural soil samples taken from test pits excavated along widening
portions.

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Table-9.6: Test Results of Widening Soil Samples

Location 4-day
Atterberg Laboratory Compaction
/ Sieve Analysis (%) Soaked
Limit Soil (Heavy) 4-day Soaked
Chainage CBR at
Classification
95% CBR at 97% MDD (%)
19 4.75 2.0 425 75 LL PI as per IS OMC MDD
MDD
mm mm mm micron micron % % (%) (kN/m3) (%)
0+120
100 80.30 69.79 60.31 26.40 25 NP SM 7.2 21.0 15.5 18
L/S
0+120
100 86.31 76.04 61.58 20.99 22 NP SM 8.4 21.1 17.0 21.4
R/S
0+660
96 81.37 72.76 59.76 17.73 20 NP SM 8.0 21.4 18.5 22.5
R/S
1+440
97 79.14 72.22 57.31 19.76 23 NP SM 10.0 20.0 11.5 14.5
L/S
3+260
100 91.74 80.20 63.27 23.34 21 NP SM 7.6 21.2 20.0 26.5
R/S
3+900
96.08 87.31 77.64 62.04 24.15 24 NP SM 8.4 21.3 16.5 20.3
L/S

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From the above Table, it is evident that alignment soil along widening portion within
ROW are predominantly Silty Sand (SM), and their soaked CBR values (97% of
MDD-heavy) lie in the range of 14.5 26.5%.
9.8 BENKELMAN BEAM DEFLECTION SURVEY
(a) Procedure
Benkelman Beam Deflection (BBD) survey was carried out for the project road during
month of January 2017. The objective was to evaluate the strength of existing flexible
pavement in terms of rebound deflections. The procedure of measuring pavement
deflection is primarily based on CGRA method as adopted by IRC: 81-1997.The
deflection survey was carried out as per the scheme given below:
Main line testing and
Control section testing
The deflection survey for main line was carried at every 500m interval along the road
section covered under study. The control section testing was carried out for each 100
m long homogeneous road segment along the road sections. The deflection
measurements for the control section testing were carried out at 10 m interval.
Typical photographs showing BBD survey in progress are shown in Figure-9.8
below:

Figure-9.8: BBD Survey in Progress

Determination of characteristic deflection as per IRC-81 requires identification of sub-
grade soil type and seasonal correction for field moisture variation if BBD survey is
not carried out just after rainy season.
(b) Analysis of BBD Test Data
After acquiring the deflection data at observation points, these were analyzed to
determine characteristic deflection. To determine characteristic deflection, the mean
and standard deviation of 10 (Ten consecutive values of rebound deflection in each
km length was computed after applying temperature corrections and moisture
correctionas stated earlier. Finally, the characteristic deflections have been worked
out using the relationship.

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Characteristic mean 2 ;

Where is the standard deviation and mean is the mean value of deflections
corrected for temperature and seasonal variation.
The detailed results of BBD survey are presented at Annexure 9.2. The summary of
deflection values for control section is given in Table-9.7.
Table-9.7: Mean Rebound Deflection and Characteristic Deflection Values

Standa
Characteri
Homogeneous Mean rd
S. stic Remark
Test Section Section Deflectio Deviati
No. Deflection s
Represented n (mm) on
(mm)
(mm)
1 0+060 to 0+150, (Upside) 0.572 0.126 0.823 4-lane
0+000 to 0+280
2 0+180 to 0+270,(Downside) 0.469 0.041 0.55 4-lane
3 0+360 to 0+450 0+280 to 0+600 0.542 0.024 0.59 2-lane
4 0+600 to 0+840 0+600 to 0+840 CC Pavement
5 0+840 to 0+910 Built-up Area
0+840 to 1+100
6 0+960 to 1+050 0.509 0.031 0.572 2-lane
7 1+100 to1+160 1+100 to 1+160 Block Pavement
8 1+200 to 1+290,(Downside) 0.542 0.053 0.649 4-lane
1+160 to 1+600
9 1+300 to 1+390, (Upside) 0.838 0.036 0.911 4-lane
10 1+750 to 1+840 1+600 to 2+100 0.516 0.035 0.585 2-lane
11 2+100 to 2+190 2+100 to 2+280 0.583 0.026 0.635 2-lane
12 2+220 to 2+300 2+100 to 2+300 Built-up Area (Kot Gate)
13 2+280 to 2+340 2+280 to 2+340 CC Pavement
14 2+500 to 2+590, (Upside) 2+340 to 2+720 0.538 0.043 0.625 2-lane
15 2+720 to 3+050 2+720 to 3+050 CC Pavement
16 3+050 to 3+190 3+050 to 3+400 0.406 0.039 0.483 2-lane
17 3+450 to 3+540, upside 0.479 0.029 0.537 2-lane
3+400 to 4+000
18 3+450 to 3+540, downside 0.52 0.057 0.634 2-lane

9.9 PAVEMENT DESIGN

9.9.1 Design Approach
The at-grade section of the road in widening shall be paved. Also, existing surface of
the road forming part of the project shall either be strengthened, if found structurally
deficient or resurfaced for riding quality improvement, by overlay/in-lay as
appropriate.
The pavement structure is proposed based on predicted traffic loading and evaluated
subgrade support.
Design Standard
The design standards used in the pavement design are listed below:
IRC: 37 2012, Guidelines for the Design of Flexible Pavements, 3 rd
Revision.

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IRC: 81 1997, Guidelines for Strengthening of Flexible Pavements

Using Benkelman Beam Deflection Technique, 1st Revision.
IRC SP:73-2015 Manual of Specifications and Standards For Two
Laning of Highways with Paved Shoulders
IRC: SP-84:2014 - Manual of Specifications & Standards for Four Laning
of Highways through Public Private Partnership
AASHTO 1993 Guide for Design of Pavement Structure.

IRC:58 - 2015 - Guidelines for the Design of Plain Jointed Rigid

Pavements for Highways.
Pavement design is carried out based on design parameter described below:
Design CBR
For the design of new flexible pavements by IRC method, the strength of sub-grade
soil is represented by its CBR value. For roads to be constructed on fill
embankments, these strength parameters are required to be known for the select
sub-grade material. In cut sections, CBR of native soil at formation level governs the
design. The current basis of pavement design takes 15 % as effective design CBR.
This is based on the analysis of material investigation carried out for the project and
testing of road bed soil, borrows soil and existing subgrade soil.
Based on the test results of borrow material available along the project stretch, a
design CBR of 15% is adopted.
Design Traffic
The key assumptions and information which have been taken into consideration for
the estimation of design traffic are as follows:
Base year AADT in terms of nos. of commercial vehicles per day & future growth
rate.
Traffic opening year : 2020 (assumed)

Design Life : 15 years (2020-2034)

VDF : 3.5 for AADT range of 150-1500 and 4.5 for AADT exceeding 1500 no. of
commercial vehicles per day
Lane distribution factors as per IRC: 37-2012
For the purpose of structural design of pavement, design traffic is calculated using
the commercial vehicle flow per day, traffic growth, lane distribution factors and
vehicle damage factors.
The design traffic in terms of cumulative number of equivalent standard axles (ESA)
over 15 year design period is summarized in Table 9.8. MSA calculation sheet is
provided in Annexure 9.3.
Table 9.8: Design Traffic for Different Sections
Road Section Design Traffic

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Estimated Adopted
Design Traffic Design
Configuration
(MSA) Traffic
(15 years) (MSA)
2 Lane 6.2 20
At-grade Road
4 Lane 4.7 20
2 Lane 0.1 20
Approach Road
4 Lane 0.1 20
2 Lane 5.9 10
Service Road
4 Lane 4.5 10

In IRC: SP-84 2014, the minimum design traffic for main carriageway is not
mentioned. So, adopted minimum design traffic has been considered as 20 MSA as
specified in two Laning manual, IRC: SP-73-2015. For service road minimum design
traffic has been considered as 10 MSA in conformity with IRC: SP-73-2015.
9.9.2 Flexible Pavement Design for New Construction
For structural design, IRC: 37-2012 provides 8 plates (Plate 1 through Plate 8) of
empirical design catalogues for conventional flexible pavement from which the
pavement composition and thicknesses of pavement layers for given subgrade CBR
& expected traffic on the pavement can be obtained.
With traffic loading, pavement support and pavement components defined as earlier,
the pavement structural design of flexible pavement has been worked out from Plate
8 of IRC 37-2012 corresponding to 20 MSA traffic loading and 15% subgrade CBR.
The applicable IRC design catalogue is reproduced and presented in Figure 9.9.

Figure 9.9 Design Catalogue for 15 % CBR and Design Traffic Loading from 2
MSA to 150 MSA (Source IRC: 37-2012)
The final pavement composition is presented in Table 9.9 below.
Table 9.9: Flexible Pavement Structure

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Design Subgrade CBR (%)

Pavement Composition (mm)

Design Traffic (MSA)

Design Period
HS

WMM
DBM

GSB
BC
2020-
At-grade Road 15 20 40 60 250 200
34

Approach Road 2020- 15 20 40 60 250 200

34
Service Road 2020- 15 10 30 50 250 200
34

9.9.3 Strengthening of Existing Pavement

As discussed earlier, Benkelman Beam Deflection (BBD) test has been carried out on
existing flexible pavement. Evaluated characteristic deflection values are
summarized in Table 9.10.
Table 9.10: Evaluated Characteristic Deflection
Characteristic
Road Section (km to km)
Deflection (mm)
Existing 2-lane Sections
0+280 to 0+600 0.590
0+840 to 1+100 0.572
1+600 to 2+100 0.585
2+100 to 2+280 0.635
2+340 to 2+720 0.625
3+050 to 3+400 0.483
3+400 to EoP at 4+000 0.587
Existing 4-lane Sections with Flexible
Up Down
Pavement
0+000 to 0+280 0.823 0.550
1+160 to 1+600 0.649 0.911

As per Fig.9 of IRC 81-1977, structural overlay corresponding to 20 (for at-grade

road) MSA is required only for those sections where evaluated characteristic
deflection is more than 0.82 mm. Based on this criteria, the following sections of the
road require structural overlay.

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Km 0 to Km 0+280 (Up Direction)

Km 1+160 to Km 1+600 (Down Direction)
From structural consideration, these two sections need 40 mm BC as per
Amendment No 1/IRC: 81-1997, August 2014. However, it is recommended to adopt
40 mm overlay on entire at-grade road section (applicable chainages are from km
0.000 to km 1.620 and km 2.620 to km 3.379). By providing 40 mm BC overlay in at-
grade sections, the riding quality of the entire at-grade section shall also be
improved.
Similarly for service road sections, in the portion of elevated road, a minimum
thickness of 40 mm BC is proposed as overlay wherever existing bituminous road is
retained.

9.9.4 Design of Rigid Pavements

Design Approach
The code of practice for design of rigid pavement in India is IRC: 58-2015. However,
the method requires a large number of below listed traffic input parameters to be
evaluated & used for the design of CC pavement.
Commercial vehicle traffic projection for full design life
Axle load spectrum no. of single, tandem and tridem axles
Wheel base characteristics i.e. percentage of vehicles w/ spacing < 4.5 m
(i.e. less than transverse joint spacing) between the steering axle and 1 st axle
of the rear axle unit
Night traffic as % of total traffic
As requisite input parameters listed are not available at this stage, we have used
AASHTO method to determine the thickness of PQC.
AASHTO method utilizes cumulative ESALs during the design life and the subgrade
strength (in terms of k-value) as key design parameters together with criteria for
selection of materials for the different pavement layers.
With the aim to carry out life cycle cost analysis, rigid pavement option is also considered
for road section.
Design Parameters:
a. Design Traffic
The rigid pavement has been designed to withstand the cumulative effect of the
repetitions of different commercial vehicles over the design life of 30 years.
Based on the base year traffic volume data and the growth factors, the cumulative
repetitions of commercial vehicles for 30 years design life has been worked out.
Design traffic at opening year is provided in Table 9.11. Growth rate has been
considered as 5%.
Table 9.11: Design Traffic for Rigid Pavement Design

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Estimated Traffic

Adopted Design
Design Period

Traffic (MSA)
(MSA)
Sections

At-grade Road 2020-49 11 20

Approach Road 2020-49 0.1 20
Service Road 2020-49 11 11
b. Design CBR
Design Subgrade CBR values are the same as worked out earlier during flexible
pavement design i.e. 15%.
Rigid Pavement Structure for New Pavement:
With traffic loading, pavement support and pavement components defined as earlier,
the pavement structural design of rigid pavement has been carried out in accordance
with AASHTO corresponding to 20 MSA for at-grade road and approach road section
and 11 MSA for service road sections. The sub-grade support in terms of k-value
corresponding to 15% CBR was used. The results are presented in Table 9.12 and
the detailed calculations are provided in Annexure 9.4.
Table 9.12: Rigid Pavement Design

Pavement
Dowel Bar Details Deformed Tie Bar Details
Composition, mm

Road Section Cement

Treated Diameter Length Spacing Diameter Length Spacing
PQC GSB
Sub- mm mm mm mm mm mm
Base

At-grade
245 100 150 32 450 300 12 640 720
Road
Approach
245 100 150 32 450 300 12 640 720
Road
Service Road 220 100 150 30 400 300 12 780 660

In conformity with the provisions of Table 3 of IRC: 58-2015, a minimum CTB

thickness of 100 mm is considered to act as not erodible sub-base.
9.9.6 Life Cycle Cost Analysis
As suggested in MORT&Hs Circular No. RW/NH-33044/31/2014/S&R(R) (Pt) dated
04.08.2015, Life Cycle Cost Analysis is carried out for both flexible and rigid pavement
for selection of pavement type and the same are presented in Annexure 9.5. The
result of the analysis shows that upfront initial construction cost of rigid pavement is
about 16.50% more than that of flexible pavement. However, the Life cycle cost of rigid
pavement is found about 11.53% cheaper than flexible option. Since the price

Feasibility Report (Bikaner City)

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 Consultancy Services for Feasibility Study and Preparation of Detailed Project Report
for construction of Elevated Road in Udaipur city and on Railway Level Crossing
in Bikaner city in the State of Rajasthan under Other Projects

comparison is within the acceptable limit of 20%, it is recommended to adopt Flexible

pavement for the project road. The cost comparison between Flexible and Rigid
pavement is provided in Fig. 9.10 and Fig. 9.11 below:

Fig. 9.10: Initial Cost Comparison Fig. 9.11: Life Cyclel Cost Comparison

Feasibility Report (Bikaner City)

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