1B. Pavement Design Report - A4 - BW

Construction of widening to 2-Lane with paved shoulder including geometric Public Works Department (NH)
improvement ch 318.650 km to 339.940 km (Length 21.949 km) on Churiabari to Govt. of Tripura

Agartala section of NH44 (new NH8) in Tripura under EPC mode.
PAVEMENT DESIGN REPORT
Table of Contents
1 DESIGN OF FLEXIBLE PAVEMENT ........................................................................................... 1-2

1.2 INTRODUCTION ....................................................................................................................... 1-3
1.3 PROVISION OF RIGID AND FLEXIBLE PAVEMENT ........................................................................... 1-4
1.4 DESIGN OF FLEXIBLE PAVEMENT ................................................................................................. 1-4
1.5 CBR OF SUB-GRADE ................................................................................................................ 1-4
1.6 DESIGN TRAFFIC...................................................................................................................... 1-4
1.7 HOMOGENEOUS SECTION ......................................................................................................... 1-4
1.8 DESIGN THICKNESS OF FLEXIBLE PAVEMENT LAYERS IN NEW CONSTRUCTION. .................................... 1-5
1.9 DESIGN OF FLEXIBLE OVERLAY................................................................................................... 1-6
1.10 PAVEMENT COMPOSITION FOR NEW PAVED SHOULDER OF EXISTING CARRIAGEWAY:........................ 1-6
1.11 FLEXIBLE PAVEMENTS FOR SERVICE ROADS / M ERGE LANES .......................................................... 1-6
i|Page
Construction of widening to 2-Lane with paved shoulder including Public Works Department (NH)
geometric improvement ch 318.650 km to 339.940 km (Length 21.949 km) Govt. of Tripura
on Churiabari to Agartala section of NH44 (new NH8) in Tripura under
EPC mode. PAVEMENT DESIGN REPORT
1 DESIGN OF FLEXIBLE PAVEMENT

1.1.1.1 General
 The project envisages widening to 2 lanes with paved shoulder carriageway.
 The pavement design activities include construction of 2 lane paved shoulder carriageway
mostly concentric to the existing road.
1.1.1.2 Design of Flexible Type Pavement Overlay
 The design of overlay for strengthening of the existing pavement will be done based on the
analysis of Benkelman Beam Deflection Test data in accordance with IRC:81-1997 and
MOSRT&H guidelines issued from time to time. The exercise has been made.
 The design process consisted of the following steps:
 Evaluation of Homogenous Sections
 Based on the Pavement Condition Survey, the project road will be divided into homogenous
sections of equal performance.
 Design life
 The design life is 15 years for flexible pavement as per codal provisions and detailed discussions
held with RCD. In the light of clause 5.3 of IRC : 81-1997 and the limit of Minimum 20 MSA as
provided EPC Contract agreement for design of thickness of bituminous macadam for overlay
in Fig. 9 of the above-mentioned guidelines, the overlay for the existing pavement of the project
road has been considered for 15 years design life.
 Design Traffic.
 Based on traffic projection and axle load survey, design traffic in terms of equivalent million
standard axles (MSA) has been computed for the performance and analysis period of 15 years
design life of the overlay and the new carriageway respectively. Design of Pavement for New
Construction
 Design of Flexible Pavement
 Design of flexible pavement for new construction will be done following "Guidelines for the
Design of Flexible Pavement (Second Revision), IRC:37-2012" with the latest MOSRT&H circulars
and AASHTO guidelines. The design process includes:
 Homogeneous Sections
 A homogeneous section for new construction has been adopted based on the type of founding
strata for embankment, subgrade, height of embankment and traffic.
 CBR of Subgrade / Modulus of Resilience of Road bed soil
 Based on the results of tests from borrow area soils, the 4 day soaked CBR value of soil in
subgrade has been adopted for design of pavement. Resilient subgrade modulus will be taken
from the correlation MR (psi) = 1500 x CBR as given in page I-14 of AASHTO Guide (Heukelom
and Klomp) for Pavement Structures and correlation of Group Index Values of soil properties
(on HRB classification) with Fig.6, Appendix FF-II, Vol-2 AASHTO Guide, whichever is lower.
 As per test Average CBR (Design) is 6.5%
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 Design life
 As per TOR, the design life for flexible pavement is 15 years Design life will be considered
accordingly.
 Design Traffic
 Based on the projection of future traffic on the Project Road and also the results of axle load
survey, design traffic in terms of equivalent million standard axles (msa) will be computed for
the design life of 15 years.
 Thickness of Pavement Layers
 The flexible pavement will be designed following AASHTO Guidelines for Design of Pavement
Structures, 1993 and IRC:37-2012.
 Rigid pavement will be designed following IRC Guidelines for the Design of Plain Jointed Rigid
Pavement for Highways (2nd Revision), IRC:58:2002.
 Comparing these two methods, the thickness of pavement and component layers will be
determined.
 Road side drains will be designed as per guidelines in IRC-SP:50-1999.
1.2 INTRODUCTION
The existing carriageway will be widened to double lane. There will be concentric widening and eccentric
widening mostly in stretches with reference to the existing carriageway. Pavement design will,
therefore, comprise:-
i. New construction :
Widening configuration
- eccentric widening : 2 lane carriageway with each lane of 3.5m width, paved shoulder 1.5m width
at 2.5% slope & unpaved shoulder 1.0m width at 3.5% slope,
- Concentric widening : Approximately 4.00m (depends on the existing carriageway width) wide
carriageway with paved shoulder 1.5m wide at 2.5% slope and unpaved shoulder 1.0m wide at 3.5%
slope on each side
ii. Strengthening of the existing pavement will be done on maximum location with average condition of
the road.
iii. THICKNESS OF E XISTING PAVEMENT LAYERS
A summary of pavement thicknesses averagely as obtained from trial pits performed during field
investigations are as follows:
Table – 1.1 : Existing Pavement Composition
WBM & Old Bituminous Layer
Sl Chainage Brick Bats
BT (mm) Thickness (mm)
No (mm)
From (Km) To (Km) DBM BC
1 0.000 21.940 200-350 70-140 0.00 30-50
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1.3 PROVISION OF RIGID AND FLEXIBLE PAVEMENT

Considering the existing conditions of the road it is hereby proposed to opt for Flexible pavement for
the whole stretch with cement treated stabilized base & sub-base. of the road and eliminate any
proposal of rigid pavement whatsoever.
1.4 DESIGN OF FLEXIBLE PAVEMENT
In consonance with design standards adopted and as per requirements of PWD (NH), Govt. of Tripura,
the flexible pavement is to be designed for 15 years’ service life. This agrees with Road Note No.31 and
AASHTO guidelines for Design of Pavement Structures. Also IRC 37 of 2012 indicates such design for 15
years.
1.5 CBR OF SUB-GRADE
Depending on 4 days soaked CBR, the road stretch has been divided into 1 homogenous sections as
follows:
Section (Chainage in Km.) Design CBR {d=0.1*(n-1)}
0.00 – 21.940 6.5%
From the CBR values it can be concluded that soil is quite good for subgrade and does not warrant
stabilization or improvement.
1.6 DESIGN TRAFFIC
As per EPC Contract Agreement Design Traffic should be minimum 20 MSA. However as per our Traffic
Survey conducted at project site, Design MSA is 52, which is more the minimum and considered for
design.
1.7 HOMOGENEOUS SECTION
From the point of view of design CBR and design traffic, the road has been divided into only 1
homogenous sections as follows:
Homogenous Section Ex. Carriageway Width (m) Design CBR (%) Design Traffic (MSA)
0.00 – 21.940 Km 5.5 to 7.0 m 6.5% 52
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1.8 DESIGN THICKNESS OF FLEXIBLE PAVEMENT LAYERS IN NEW CONSTRUCTION.

a) By IRC : 37-2012
From the pavement thickness design chart of IRC-37 of 2012 and cumulative standard axles as stated
above, and going for a futuristic design and providing CT Sub-base and CT Base thicknesses to cater for
traffic 52 MSA & Design CBR 6.5%, the pavement thickness for design life of 15 years are as follows with
option (as per Cl. 10.3 & Plate No.-14 & 15 (Page 33-34) of IRC: 37-2012).
Pavement design as per IRC: 37-2012 is based on mechanistic pavement design principle which has
evolved from theoretical, laboratory and pavement performance studies on Indian pavement materials
and pavements constructed in India. In IRC: 37-2012, for analysis, DBM layer with 60/70 bitumen and
an annual average pavement temperature (AAPT) of 35C have been used. The vertical strain between
the dual wheels and the horizontal tensile strain at the bottom of the DBM layer below one of the wheels
(vide Annexure-1 IRC: 37-2012), are assumed to be the design criteria for fatigue and rutting failure of
the pavement. Apart from the axle load, the design thickness depends on tyre pressure and the wheel
configuration. The standards taken for single wheel load, tyre pressure and wheel configuration are at
variance with different codes of practices. IRC:37-2012 adopts 20.5 KN as single wheel load, 310 mm as
centre to centre distance between dual wheels and 560 Kpa as tyre pressure whereas shell Pavement
Design Manual, London adopts these parameters as 20.0 KN, 315 mm & 600 Kpa and Austroads adopts
these parameters as 20.5 KN, 330mm & 550-700 Kpa respectively, as basis of mechanistic pavement
design approach.
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The bituminous pavement design charts in India are calibrated as per constant AAPT of 35C throughout
the design period. However, pavement design which takes into account temperatures prevalent in
various seasons as well as various regions, would definitely give more reliable results compared to the
pavement design that assumes single value of AAPT throughout the whole design period. This provision
is incorporated in the Asphalt Institute, Manual series No.1 (MS-1), 9 th edition.
Thickness of bituminous pavement layers by the Austroads and the AASHTO methods are by and large,
in agreement with the suggested design. But the thicknesses of base course & bituminous course by
other methods are found to be larger compared to that found by the Indian method. This may be
because of the fact that the acceptable level of serviceability is much higher in other countries than
what is expected in India. In the current IRC design method the fatigue and rutting criteria are based
on 20% surface cracking and 20mm as the limiting rut depth, whereas these values are lower in
developed countries.
As regards to the gradings for different pavement layers, it is proposed to use Grading-II for DBM and
BC. For construction purposes, the compaction details for different bituminous layers are as follows:
The width and other details of each layer shall be as per Typical Cross section enclosed in
Drawing Volume. The applicability of different typical cross sections chainage-wise is also provided in a
table form in the same Drawing Volume.
1.9 DESIGN OF FLEXIBLE OVERLAY

As per existing road conditions, the FRL will raised average 70-100mm from existing FRL after scarify the
top bitumen layers for overlay portions.
1.10 PAVEMENT COMPOSITION FOR NEW PAVED SHOULDER OF EXISTING CARRIAGEWAY:

Paved shoulder has been felt necessary for the present road. Provision of paved shoulder with Stabilized
base & Sub-base composition has been used.
1.11 FLEXIBLE PAVEMENTS FOR SERVICE ROADS / MERGE LANES
Merge Lanes are in the same level of main carriageway and so, the crust thickness of main carriageway
is repeated in Merge Lane, where applicable.
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1.12 DESIGN PAVEMENT THICKNESS AT RECONSTRUCTION PART:

Options Homogenous Cement Geo- Cement Stress Bituminous
Section (Km) Treated Composite as Treated Absorbing Layer
Stabilized Drainage Stabilized Membrane DBM BC
Sub Base layer Base Course Layer (mm) (mm)
(mm) (mm) (SAMI)
1 318.00 to 160 As per 170 As per 50 50
manufacturer manufacturer
340.00 km
specification specification
(Refer to the Design of Flexible Pavement at Annexure-I with this report.)
Note:
1. Manufacturer Specification of Geo-Composite as Drainage Layers as per MoRTH specification 704
had been attached at Annexure-III with the Report.
2. Manufacturer Specification of SAMI Layers as per MoRTH specification had been attached at
Annexure-III with the Report.
3. Typical Cross Section will be provided with Drawing Volume with Pavement Compositions.
4. For Widen Stretches, at Existing Road only BC-50mm & DBM-50mm along with SAMI Layers to be
provided after scarifying the existing Bitumen top.
1-7 | P a g e
Annexure-I
Pavement Design Report
Input Data:
Design MSA: 52
Design CBR at Sub-grade: 6.5%
MRSubgrade 1.76xCBR0.64 = 55 MPa
MR Bituminous 5000 MPa
E Cemented Base 600 MPA
From Plate-14 (CBR 5%) at page 33 of IRC 37:2012
Bituminous Layer (BC+DBM) 100 mm

Cemented Base 155 mm
Cemented Sub Base 150 mm (Assumed)
Now,
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Strain Calculated from above calculations:

Allowable Horizontal Tensile Strain in Bitumen layers: 173.6 x 10 -6 sat DBM Bottom
Allowable Vertical Compressive Stain on Sub-Grade: 302.3 x 10 -6 at SBC Bottom
Allowable Vertical Compressive Stain on Cementitious Layers: 69.7 x 10-6 at SG Top
From IITPAVE the calculated strain:

Horizontal Tensile Strain in Bitumen layers: 51.0 x 10 -6
Vertical Compressive Stain on Sub-Grade: 243.5 x 10 -6
Vertical Compressive Stain on Cementitious Layers: 54.2 x 10-6
Stress Strain Comparison:

Sl. Type of Layer Strain Permissible Remarks
No. Calculated Strain
(s) (s)
1 Horizontal Tensile Strain in 51.0 173.6 Hence, Design
Bitumen layers Safe
2 Vertical Compressive Stain on 243.5 302.3 Hence, Design
Sub-Grade Safe
3 Vertical Compressive Stain on 54.2 69.7 Hence, Design
Cementitious Layers Safe
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So the Pavement Composition as per the Design we provide as per below table:
Existing/
Widen/
Layer Overlay
Layers with specifications Reconstruction Remarks
No. Portion
Portion (mm)
(mm)
1 Bituminous Concrete (BC) 50.0 50.0
Dense Bituminous Macadam
2 50.0 50.0
(DBM)
Paving Fabric- Stress Absorbing As per IRC-37: 2012,
3 Membrane Interlayer (SAMI - Annexure-X, clause X7 &
layer) Manufacturer's specifications
Stabilized Base Course with 6.5% As per IRC-37: 2012, clause
4 170.0 Existing
Cement Treated 7.2.2, page-19
Pavement
after As per MoRTH Spec 704 &
5 Geo-Composite (Drainage Layers) -
scarifying Manufacturer's specifications
Stabilized Sub-Base Course with top As per IRC-37: 2012, clause
6 160.0
3.5% Cement Treated Bituminous 7.2.2, page-19
layers
7 Sub-grade with 5-6.5% CBR 500.0
Total Pavement Thickness
8 430.0 100.0
(Excluding Sub-grade):
Note: Details will be shown at Typical Cross Section (TCS) at Drawing Volume
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Annexure-II
Composition of Pavement Materials
Design Mix of Cement Treated Base & Sub-Base:

Sl. Material Type Type of Layer Remarks
No. Stabilized Sub Base Stabilized Sub Base
1 Cement – OPC/PPC : 43 Grade 3.5 % 6.5 % Design Mix
should be
2 20 mm Aggregate 0.0 % 21.5 % approved by
Authority
3 10 mm Aggregate 22.5 % 28.0 % Engineer at
site before
4 Soil (B.A. No. 03) 74.0 % 44.0 %
laying.
5 Req. Max. Dry Density 2.05 gm/cc 2.15 gm/cc
6 Req. Optimum Moisture 9.5 % 8.0 %

Content
1. As per IRC-37, Clause7.2.2, it is required that the stabilized soil layer should retain the permeability, when
water is likely to enter into pavement form shoulder, median or through the cracks. It is therefore
recommended that Geo-Composite possessing the necessary parameter be provided over the entire
sub base layer which would facilitate as drainage layer. Ensure that the Geo- Composite material which
is laid as drainage layer is running up to the end of toe for sub Base layer including shoulder. The Geo-
Composite should conform to MORTH Specification, Section, 704.
2. Cemented layer may develop transverse and longitudinal cracks due to shrinkage during service life.
Hence, it is recommended to provide the Paving fabric as per IRC: 37-2012, Annex – X, clause no. X-7as
crack preventive layer (SAMI) over the prepared Base layer. It is therefore recommended that Paving
fabric as per MORTH clause 708.2.1is provided over the Base Layer as Crack preventive layer. Ensure that
VG-10 bitumen to a temperature between 143 to 1630 C and application is maintained at 1kg per sq.m as
a tack coat and if Emulsion (RS-1) being used, maintain the temperature of application between 55 to 71 oC
, and increase the amount of rate of application of the tack cote considering the amount of water present
in emulsion.
3. Provide Dense Bituminous with VG30 as bituminous base course and Bituminous Concrete as wearing
course as per MORTH Clause No.507, with VG-30 as Bitumen grades per IS-73, in single layer over
previously laid paving fabric (SAMI layer) as per above mentioned specifications.
4. Cementitious material in cementitious base layer as per IRC: 37, clause No.507, with VG-30 as Bituminous
Concrete as Wearing course as per BIS: 4331 (Part-IV)-1968 to determine the loss of weight of the
stabilized material after 12 cycles of wetting and drying, accordingly the results for loss of weight found
to be 10 % after 12 cycles of wetting and drying and the results meet acceptance criteria of weight not
exceeding 14%.
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Annexure-III
(Manufacturer Specifications of Geo-Composite as Drainage Layers & SAMI
Layers.
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Construction of widening to 2-Lane with paved shoulder including geometric Public Works Department (NH)

improvement ch 318.650 km to 339.940 km (Length 21.949 km) on Churiabari to Govt. of Tripura

1 DESIGN OF FLEXIBLE PAVEMENT ........................................................................................... 1-2

1 DESIGN OF FLEXIBLE PAVEMENT

1.3 PROVISION OF RIGID AND FLEXIBLE PAVEMENT

1.8 DESIGN THICKNESS OF FLEXIBLE PAVEMENT LAYERS IN NEW CONSTRUCTION.

1.9 DESIGN OF FLEXIBLE OVERLAY

1.10 PAVEMENT COMPOSITION FOR NEW PAVED SHOULDER OF EXISTING CARRIAGEWAY:

1.12 DESIGN PAVEMENT THICKNESS AT RECONSTRUCTION PART:

From Plate-14 (CBR 5%) at page 33 of IRC 37:2012

Bituminous Layer (BC+DBM) 100 mm

Strain Calculated from above calculations:

From IITPAVE the calculated strain:

Stress Strain Comparison:

Design Mix of Cement Treated Base & Sub-Base:

6 Req. Optimum Moisture 9.5 % 8.0 %

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