DESIGN OF PAVEMENTS

Submitted by
by

Guided

Rohit Agarwal (U08CE005)

Shah

Dr. N.C.

Anoop Ambala(U08CE027)
Roy

Shri. S.

Anush Sadu(U08CE031)
Jogi Yojitha(U08CE043)
C Ajay Kumar(U08CE061)
Prerit Goel(U08CE062)

B.Tech IV

OBJECTIVES
To do a critical study of pavement design
Understand the concepts which go behind safe design of

highway pavements and urban roads

To prepare a thorough report about the various factors

which affect the design of pavements, reasons for failure,

estimation of the project, etc.
Attempt to redesign the existing pavement at

GIDC(Pandesara) and Urban roads of Surat.

INTRODUCTION
Pavement is a durable surface material laid down on an

area intended to sustain vehicular or foot traffic

With technology, we can now design pavements which

can support heavy vehicular traffic for a sustained period

of time
There are 2 types of pavements1.

Rigid pavements

2.

Flexible pavements

RIGID PAVEMENTS
SUB TOPICS
There are mainly three points to be considered while

designing a rigid pavement

1. Factors affecting the design.
2. Actual designing.
3. Designing of joints.

FACTORS AFFECTING DESIGN OF

RIGID PAVEMENT
Design wheel load
Tyre pressure
Design period
Design traffic
Temperature differential
Soil characteristics

DESIGN WHEEL LOAD

Legal axle load single, tandem, tridem axle load
The legal axle load limit in India have been fixed as

follows (given in IRC:58-2002)

1. Single axle- 10.2 tonnes
2. Tandem axles- 19 tonnes
3. Tridem axle- 24 tonnes

Factor of safety is in general taken as 1.2 to

1.5

 Tyre pressure (IRC:58-2002)

In most of the commercial highways tyre pressure
ranges from 0.7 to 1 MPa
A TYRE PRESSURE OF 0.8 MAY BE ADOPTED FOR
DESIGN

Design period(IRC:58-2002)
Normally concrete pavement have a life span of
30 years.
So anything below 30 years can be considered for
normal design

DESIGN TRAFFIC
Assessment of traffic should be normally based on 7-day

24-hour count made in accordance with IRC:09 (Traffic

census on non-urban roads)
Total number of Commercial Vehicle Per Day is to be
calculated.(cvpd)
The actual value of growth rate is determined or else it is
taken to be 7.5% annually
The cumulative number of repetition of axles during
design period may be computed by the formula given in
IRC:58-2002(4.4)

365*A{(1+r)^n - 1}
C = ------------------------------r

TEMPERATURE DIFFERENTIAL
Temperature difference between top and

bottom of concrete of concrete slab

cause the concrete slab to wrap, giving
rise to stresses.
As per the guidelines of IRC:58-2002

temperature differential of 15.8 degree is

adopted for the rigid pavement design

SOIL CHARACTERISTICS
The primary factors for consideration are as follows:

The general characteristics of the sub-grade soils such as

soil
classification, limits, etc.

Depth to bed rock.

Depth to water table (including perched water table).

The compaction that can be attained in the sub-grade and

the adequacy of the existing density in the layers below
the zone of compaction requirements.

The CBR that the compacted sub-grade and uncompacted

sub-grade will have under local environmental conditions.

The presence of soft layers in the sub-soil.

CBR TESTING

TABLE NO- 01 TEST RESULTS

SOURCE: M/S UNIQUE ENGINEERING TESTING AND ADVISORY SERVICES,
SURAT

Sr. No

Test

BSNL Opp.

Plot No-07 & 08

Wintex LHS 24.0

(Laxmi Hari RHS

mt wide road

decent

Opp. Narayan Textile LHS 24.0 mt. wide road

Restraint)

Atterburgs Limit

Liquid Limit

51

48

52

Plastic Limit

27

23

24

Plasticity Index

24

25

28

Free Swell Index

39

40

40

Modified Proctor Test

Maximum Dry Density in

1.80

1.85

1.90

20.01

17.06

14.31

gms/cc

Optimum Moisture
content in %

CBR (Soak) value

3.89

2.68

2.65

CBR (Unsoak) Value

7.47

7.89

10.43

TABLE NO- 02 TEST RESULTS

SOURCE: M/S UNIQUE ENGINEERING TESTING AND ADVISORY SERVICES,
SURAT
Sr. No

Test

Opp. Paras Prints Pvt.

Nr. Betex India Plot

E1 road opp.

Ltd. LHS 20.0 mt. wide

No-397/16.0 mt.

Himalay chem.. P.

road

wide road

No-24-25 LHS

Liquid Limit

51

56

50

Plastic Limit

22

30

24

Plasticity Index

29

26

26

Free Swell Index

43

32

50

Maximum Dry Density in gms/cc

1.91

1.81

1.89

Optimum Moisture content in %

16.13

16.69

16.69

Atterburgs Limit

Modified Proctor Test

CBR (Soak) value

2.98

3.87

3.72

CBR (Unsoak) Value

10.95

7.22

10.72

RIGID PAVEMENT DESIGN

The 2 branches of Rigid Pavement Design

1.Concrete Slab Thickness Design

2. Joint Design

CONCRETE SLAB THICKNESS

DESIGN
According to the design factors and analysis a

number of parameters are to be considered.

They are as follows

Design period (n yrs)

Width of the Slab (B m)

Grade of Cement Concrete

Tyre Pressure (p kg/cm2)

Rate of traffic Growth (r %)

Soil sub grade charectersticks

Poisson Ratio ()

Effective modulus of sub-grade reaction of 150mm thick

DLC sub-base (K kg/cm2/cm)

Elastic modulus of concrete (E kg/cm2)

Co-efficient of thermal expansion of concrete ()

Spacing of contraction joints

The above parameters have to be either

assumed or calculated at one point of time during
the design process .

CHECK FOR FATIGUE LIFE

According to the site conditions and
requirements the following have to be
assumed
Trial Thickness
Subgrade modulus
Design Period
Modulus of rupture
Cement concrete grade

 The fatigue life can be found out from the

Table no 6 of IRC 58-2002 of stress ratio

v/s fatigue life
Using this data ,Axle load and the

expected repetition the fatigue life

consumed is found out.
The cumulative Fatigue life consumed is

then checked for 1 or less than 1.

CALCULATION OF STRESS
EDGE STRESS
In IRC 28-1988 the calculation of load stresses was

done as per Westergaards equation modified by Teller

and sutherland. They have limitations as they do not
take into account configuration of the wheels.
Now according to the IRC 58 2002 picket and Rays

chart can be used for stress computation in the

interior as well as in the edge.

 Temperature Stress
The stress can be obtained as per the Westergaards

analysis using Bradburys coefficient using the following

equation :

Ste=EtC/2
where

s = temperature stress in edge region

E = modulus of elasticity
t = maximum temperature differential during
day
b/w top and bottom of the slab
= coefficient of thermal expansion of concrete.

 CORNER STRESS
The load stress in the corner can be obtained as per

Westergaards analysis modified by kelly

And calculated using the following equation

sc = 3P/h2[1-(a*21/2 /l)]1.2
Where

sc = Load stress in the corner

P = Wheel Load
a = Radius of equivalent circular contact area

 RADIUS OF RELATIVE STIFFNESS (L)

It is calculated using the formula

L=[Eh3/12(1-2)k]1/4
Where

E = Elastic modulus of concrete

k = Effective modulus of sub grade reaction
of 150 mm thick DLC sub base K
= Poissons ratio

 Flexural Strength of Concrete

As per the IS : 456-2000 the folowing equation is used

fcr=.7(fck )1/2
Where

fck

Charecterstick compressive stress of concrete cube

N/mm2

fcr = Flexural strength(modulus of rupture)

N/mm2

 Check for Critical Combination

The total of temperature warping stress and the highest

axle load stress is calculated using the above design

preocess.
It is then compared with the flexural strength of cement

concrete.
Moreover the Corner stress is also compared with the

flexural strength of cement concrete.

If both the parameters are less than the given flexural

strength the design can be concluded as safe and sound.

EROSION CONSIDERATION
In addition to the fatigue cracking due to Axle

loading AASHTO Road Test has indicated the

serious consideration of erosion of materials from
the bottom of the pavement

The erosion is caused largely by tandem and multi

axle vehicles while single axle

responsible for fatigue cracking

are

mainly

The solution is to have a 1.5 m paved shoulder

beyond the pavement to prevent erosion.

ANCHOR BEAM & TERMINAL SLAB

During extreme season Concrete expands and

results in build up of horizontal thrust on the dirt

wall or abutment
To contain this RCC anchor beams are provided

in the terminal slab

Therefore the terminal slab has to be reinforced

to strengthen it.

DESIGN PROCEDURE IN A BLINK

1.
2.
3.
4.
5.

6.

Stipulate design value for the various parameters

Decide types and spacing between the joints
Select a trial design thickness of pavement
Compute the repetitions of axle loads of different
magnitudes during the design period
Calculate the stress due to single and tandem
axle loads and determine the cumulative fatigue
damage
If the CFD is more than 1 select a higher
thickness and repeat the stepss above

7.

Compute the temperature stress at the edge

and if the sum of the temperature stress and
the flexural stress due to high highest wheel
load is greater than the modulus of rupture
of the concrete select a higher thickness and
repeat the steps above.

8.

Design the pavement thickness on the basis

of corner stress if no dowel bars are provided
and there is no load transfer due to lack of
aggregate inter-lock.

JOINTS FOR CONCRETE

PAVEMENT

INTRODUCTION

All concrete, once placed, will contract slightly

during the curing process; this is the primary cause
of small surface cracks that appear during the curing
process. When set, concrete will expand and/or
contract slightly with ambient temperature. It is
therefore advisable to incorporate some form of
movement joint within larger slabs, particularly
those 6m x 6m in plan or larger.

TYPES OF JOINT
Expansion joints

Contraction joints

Warping or longitudinal joints

MATERIALS FOR CONCRETE

JOINTS

Flexible board(IS:1838):- a fibrous, compressible, flexible board, such

as 'Flexcell
Dowels:- 400-600mm long, 20-32mm in diameter and manufactured from

Grade 250 steel.

Sealants:

There are three main types:-

a) Hot poured - usually bituminous in origin

b) Cold applied - often a two-part polysulphide mix incorporating
resin and curing agent such as Colpor 200 or Thioflex. Usually applied via
a mastic gun and smoothed with a putty knife.
c) Pre-formed elastomeric - expensive and, in trade parlance. Need to
be squeezed and inserted into a scrupulously clean and well-lubricated
perfectly formed joint.

TRANSVERSE JOINTS
Transverse Expansion Joints
For a transverse expansion joint, the dowel should be debonded to half-length to prevent it 'sticking' to the concrete
and thereby limiting free movement. In heavy duty
applications, such as roadways, the de-bonded half is sleeved
and capped, or sheathed in plastic film, to ensure free
movement. Provision must be made to support the dowels and
maintain their accurate alignment while the first bay hardens.

TRANSVERSE CONTRACTION
JOINTS
With transverse contraction joints, again the
dowels are de-bonded to one half.
In some cases, the sleeving will extend into
the first bay so that when the
completed joint is formed, the steel dowel is
fully insulated from any water or
salts that may find their way in to the joint.

TRANSVERSE CONSTRUCTION
JOINTS
Transverse construction joints are placed whenever placing of concrete is
suspended for more than 30 minutes.
If the construction joint is located at the site of expansion joint, regular
expansion joint shall be provided; if at the site of a contraction joint or
otherwise, the construction joint shall be of butt type with dowels. The joint
should be placed only in the middle third of the specified contraction joint
interval.
Procedure of construction of butt joint is given in clause 8.4 IRC:15-2002
and details in Appendix-B of IRC:15-2002

LONGITUDINAL JOINTS
Plain butt type joints
Plain butt type joints are not
particularly common between
two new concrete bays, b ut they
are occasionally encountered as
the joint between a new concrete
slab and previously concreted
slab or another fixed feature,
such as a wall, as the wall (or
other feature) is not capable of
being dowelled

MACHINE CUT JOINTS

Machine cut joints are the simplest of
joints in that they are basically a break
in the concrete created to allow the
natural shrinkage of concrete (because
of curing and/or temperature change) to
take place without generating crack
inducing tensile forces within the slab.
Longituinal joints becomes neccessary
to relieve warping stresses when the
pavement width exceeds 4.5 m.

DOWEL BARS
Dowel bars are built as an integral part of transverse joints. They are

usually mild steel round bars of short length, whose half length is
bounded into concrete on one side of the joint and its other half length is
prevented from bonding with concrete.
They are so designed that they will be capable of transferring 40-45% of

gross controlling wheel load to the adjacent slab.

The design procedure for dowels is indicated in IRC:58 Guidelines for

the Fesign of Rigid Pavements for Highways.

TIE BARS
Tie bars are used across the joints of concrete pavements wherever it is

necessary or desirable to ensure firm contact between slab faces or to

prevent abutting slabs from separating.
Tie bars are not designed to act as load transfer devices. Tie bars are

designed to withstand tensile stresses only. The maximum tension in the

tie bars across any joint is equal to the force required to overcome friction
between pavement and sub-grade.
The design procedure and details of tie bars for longitudinal joint of two

lane rigid pavements are given in supplementary notes N-5,IRC:15-2002

GIDC PANDESARA LOCATION

SURVEYING WORK

ACTUAL RIGID PAVEMENT

DESIGN.(GIDC PANDESARA)
The following design parameters are considered for

calculating the thickness of concrete slab.

Grade of concrete: M40
Design wheel load: 8000 kg
Effective modulus of subgrade reaction K : 13.8

kg/cm3/cm2
Elastic modulus of concrete E : 3 x 105 kg/cm2

 Poissions ratio : 0.15

Thermal co-efficient : 10 x 10-6 per 0C
Tyre pressure - q :8 kg/ cm2
Rate of traffic growth r : 8.0 %
Spacing of contraction joint L : 4.5 m
Width of slab B : 3.5 m
Design period - n : 30 years
Thickness of CC slab : 275 mm (Assumed)

FLEXURAL STRENGTH OF CEMENT

CONCRETE GRADE M40
f cr 0.7 f ck
f cr 0.7 40.77
= 43.85 kg/cm2

Where fcr = Flexural strength

(modulus rupture), N/mm2

fck= Characteristic

compressive cube strength

of concrete

= 400 kg/cm2 = 40.77

N/mm2

RADIUS OF RELATIVE STIFFNESS:

L

Eh 3
l

2
12
(
1

)
k

1/ 4

Where,
Elastic modulus of concrete-

E:

3 10 (27.5)

2
12(1 0.15 )13.8

l 78.79

1/ 4

3 x 105 kg / cm2
Effective modulus of sub-

grade reaction of the 150

mm thick DLC sub-base- K :
13.8 kg/cm2/cm
Poissions Ratio- : 0.15

RADIUS OF LOAD CONTACT AREA

ASSUMING CIRCULAR IMPRINT = A

P
s
P

a 0.8521

q 0.5227 q

0 .5

0 .5

P = Design wheel load

= 10000 kg
s = C/C distance

8000
31 10000
a 0.8521

3
.
14
3
.
14
0
.
5227

a 26.51 cm

0. 5

0. 5

between two tyres =

31 cm
q = Tyre press = 8.0

kg/cm2

RADIUS OF EQUIVALENT
DISTRIBUTION OF PRESSURE I.E.
EQUIVALENT RADIUS OF RESISTING
SECTION= B

1
b 1.6a 2 h 2 2 0.675h

1
b 1.6(26.51) 2 (27.5) 2 2 0.675 27.5

b 25.20

5 LOAD STRESSES IN THE CRITICAL

EDGE REGION
0.529 P/h (1 0.54 )[4 log10 (1 / b) 4 log10 b 0.4048]
2

0.529 8000

(1 0.54 0.15)[ 4 log10 ( 78.79 / 25.20 ) 4 log10 25.20 0.4048]
2
(27.2 )

17.94

 Where
P

load stress in the edge region, kg/cm2

Design wheel load, kg

half of the single axle load
One-fourth of the tandem axle load

h=

pavement thickness, cm

poissons ratio for concrete

E=

modulus of elasticity of concrete, kg/cm2

K=

modulus of subgrade reaction, kg/cm3

l =

radius of relative stiffness, cm

b=

radius of equivalent distribution of pressure = a for

a/h > 1.724

a=

radius of load contact area, assumed circular, cm

CHECK FOR TEMPERATURE

(WARPING) STRESSES
Length of Slab = L = 450 cm

Edge Warping Stress =

CE t
2

0.86 3 10 5 10 10 6 15.8
2

= 20.38 kg/cm2

Width of Slab = B = 350 cm

Radius of relative stiffness =

l = 78.79
L/l

= 450/78.79=5.71

B/l

= 350/78.79=4.44

Bradburys Co-efficient C =

0.86
Modulus of Elasticity of

Concrete = 3 x105 kg/cm2

Temperature differential

=15.8 0C
Co-efficient of Thermal

Expansion = 10x 10-6 per 0C

CHECK FOR CRITICAL

COMBINATION
Total of temperature warping stress and the

highest axle load stress is therefore:

17.94 + 20.38 = 38.32 kg/cm2
Which is less than 43.85 kg/cm2 (the flexural

strength of C.C.). The assumed thickness of

pavement slab of 27.5 cm of M-40 grade is safe
under combined action of wheel load stress and
temperature stress at pavement edge.

CHECK FOR CORNER STRESS

3P

Corner Load 1 a 2
l
h2
stress

1.2

The design wheel load P = 10000

kg

Thickness of pavement slab h =

27.5 cm
Radius of relative stiffness l =

3 10000

28.67 2

78.79

78.79

=a

1.2

(27.5) 2

= 21.818 kg/cm2

Radius of area of contact of wheel

CHECK FOR CORNER STRESS

Eet
a
Corner Warping Stress
3(1 ) l
=

3 10 5 10 10 6 15.8 28.67
3(1 0.15)
78.79

= 11.20 kg/cm2

Therefore critical combination: - 21.818 + 11.20 =

33.02 kg/cm2

DESIGN OF DOWEL BARS

Design Parameters
Design wheel load = 8000 kg
Percentage of load transfer = 40 %
Pavement slab thickness h = 27.5 cm
Joint width z = 2.0 cm
Radius of relative stiffness = 78.79 cm

PERMISSIBLE BEARING STRESS IN

CONCRETE
F (10.16 b) f ck
b

9.525

(10.16 3.2)400
Fb
9.525
= 292.28 kg/cm2

b = Diameter of Dowel
Bar
= 3.2 cm Assumed

TOTAL LOAD TRANSFER BY DOWEL

BAR ASSEMBLY
Assumed spacing between the dowel bars = 25 cm c/c
First dowel bar is place at a distance of 15 cm from the pavement

edge
Assumed length of the dowel bar = 50 cm
No. of dowel bar participating in load transfer

l
1
Spacing

78.79
1
25

= 3.15 Nos. say 4 Nos.

TOTAL LOAD TRANSFERRED BY

DOWEL BAR SYSTEM
78.79 25 78.79 50 78.79 75

1
Pt
78.79
78.79
78.79

= (1+0.682+0.365+0.048) Pt
= 2.095 Pt
Load carried by the outer dowel bar, P t

2.095 Pt =8000 x 0.4

Pt = (8000 x 0.4) / 2.095 =1527.44 kg

CHECK FOR BEARING STRESS

Moment of Inertia of
Dowel

b4

64
3.14 (3.2) 4

64

= 5.147
cm4

CHECK FOR BEARING STRESS

Bearing stress in
dowel bar
=

( Pt K )(2 Z )
4 3 EI

(1527.44 41500)(2 (0.238 2))

4 (0.238) 3 2 10 6 5.147

= 282.74 kg/cm2 which is less the 292.8 kg/cm2

DESIGN OF TIE BARS

Design Parameters
Pavement slab thickness = 27.5 cm
Lane width b= 3.50 m
Co-efficient of friction f = 1.5
Density of concrete = 2400 kg/m3
Allowable tensite stress in deformed bars = 2000
Allowable bond stress for deformed bars = 24.6

kg/cm2
Diameter of deformed bar assumed = 12 mm

SPACING AND LENGTH OF THE

DEFORMED TIE BAR
bfw
AS
s
AS

3.50 1.5 0.275 2400

2000

= 1.7325 cm2/m
Assuming a diameter of tie bar of 12 mm, the cross

section area
A=1.13 cm2
Spacing of Tie bar is A/As = 51.08 cm Say 51 cm c/c

Provide spacing 50 cm C/C

SUMMARY OF PAVEMENT DESIGN

Thickness of pavement slab = 275 mm
Pavement Quality concrete grade = M40
Size of Panel = 4.5 m x 3.50 m
Length = 450 cm
Width = 350 cm
Dowel Bar Details
Diameter of bar = 32 mm
Spacing = 250 mm c/c
Length = 500 cm

 Tie bar details

Diameter of deformed bar = 12 mm
Spacing of deformed bar = 50 cm c/c
Length of deformed bar = 65 cm
Pavement Composition
Top 300 mm natural subgrade soil is to be

replaced by CNS Soil / Stabilized soil with Fly

Ash and Lime
150 mm thick compacted Granular Sub-base
(GSB)
150 mm thick Dry Lean Concrete (DLC)

 125 micron minimum thickness of polythene sheet

as separation layer over DLC

275 mm thick Pavement Quality Concrete (PQC)
Slab-M40
Sub surface drainage :- For Sub-surface drainage,
150 mm thick GSB shall be thickened to 300 mm for
a width of 500 mm near shoulder portion throughout
the length and drainage outlet shall be given in the
form of 150 X 150 mm GSB band for shoulder length
of 30.0 m c/c throughout the road length of project.

ESTIMATE FOR RIGID PAVEMENT

SITE CLEARANCE
EARTHWORK
EARTHWORK

IN FILLING
PAVEMENT

Rs 63,62,527
Rs 51,70,298
Rs 2,63,47,453
Rs 26,50,89,152

TOTAL

Rs 30,29,69,430

FEXIBLE PAVEMENT

LOAD DISPERSION MECHANISM

FACTORS
The factors that affect the thickness design of flexible
pavements are:
Traffic loading
Sub-grade soil characteristics.

SUB-GRADE SOIL CHARACTERISTICS

The primary factors are as follows:

The general characteristics of the sub-grade soils such as soil

classification, limits, etc.

Depth to bed rock.

Depth to water table (including perched water table).

The compaction that can be attained in the sub-grade and the

adequacy of the existing density in the layers below the zone of
compaction requirements.

The CBR that the compacted sub-grade and uncompacted subgrade will have under local environmental conditions.

The presence of soft layers in the sub-soil.

Susceptibility to detrimental frost action.

A sub-grades performance generally depends on three of its basic characteristics (all of

which are interrelated):

Load bearing capacity: The sub-grade must be able to support loads transmitted
from the pavement structure. This load bearing capacity is often affected by degree
of compaction, moisture content, and soil type. A sub-grade that can support a high
amount of loading without excessive deformation is considered good.

Moisture content: Moisture tends to affect a number of sub-grade properties

including load bearing capacity, shrinkage and swelling. Moisture content can be
influenced by a number of things such as drainage, groundwater table elevation,
infiltration, or pavement porosity (which can be assisted by cracks in the
pavement). Generally, excessively wet sub-grades will deform excessively under
load.

Shrinkage and/or swelling:Some soils shrink or swell depending upon their

moisture content. Shrinkage, swelling and frost heave will tend to deform and crack
any pavement type constructed over them

TRAFFIC
For estimating design traffic we need:
1. Commercial vehicle per day (CVPD)
2. Traffic growth rate
3. Design life
4. Vehicle damage factor (VDF)
5. Distribution of commercial traffic over the
carriageway

CVPD
Estimate of initial daily average traffic flow for
any road should normally be based on atleast 7
days, 24 hours classified traffic counts. In case
of new roads, traffic estimates can be made on
the basis of potential land use and traffic on
existing routes in the area.

TRAFFIC GROWTH RATE

1.

By past trends

2.

By establishing econometric models, as per IRC:108

guidelines for traffic prediction on Rural Highways.
If adequate data is not available, it is recommended
that an average growth rate of 7.5% may be adopted.

DESIGN LIFE
NH and SH = 15 years
Expressways and urban roads = 20 years
Other roads = 10-15 years

Very often it is not possible to provide full thickness of

pavement right at the time of initial construction. Stage
construction techniques should be resorted to in such
cases.

VEHICLE DAMAGE FACTOR

VDF is a multiplier to convert the number of commercial vehicle of different

axle loads and axle configuration to the number of standard axles per
commercial vehicle.
Varies with:
1. Vehicle axle configuration
2. Axle loading
3. Terrain
4. Type of road
5. Region to region

The load equivalency factors recommended in the AASHTO guide are

given in Annexure-2 IRC:37-2001.
The indicative values of VDF are given in Table-1 (3.3.4.3 IRC:37-2001)

DISTRIBUTION OF COMMERCIAL
TRAFFIC OVER THE CARRIAGEWAY
Single-lane roads (100%)
Two-lane single carriageway roads (75%)
Four-lane single carriageway roads (40%)
Dual carriageway roads

two-lane = 75%
dual three-lane = 60%
dual four-lane = 45%

COMPUTATION OF TRAFFIC
DESIGN
N = The number of standard axles to be catered for in the

design in terms of msa.

A = Initial traffic in the year of completion of cinstruction

in terms of the number of commercial vehicles per day.

D = Lane distribution factor
F = Vehicle damage factor
n = Design life in years
r = Annual growth rate of commercial vehicles

P = Number od commercial vehicles as per last count.

x = Number of years between the last count and the year of
completion of construction

SUBGRADE
The subgrade whether in cut or fill should be well

compacted to utilize its full strength and to

economize thereby on overall thickness of
pavement required.
The subgrade strength for design is assessed in
terms of CBR of the subgrade soil in both fill and
cut sections at the most critical moisture condition
likely to occur in-situ.
The test procedure for determining the CBR value
is describes in IS:2720 (Part 16).

PAVEMENT THICKNESS
Pavement thickness charts are given in Fig. 1

and Fig. 2 in IRC:37-2001, according to the msa

and CBR value

OUR DESIGN OF URBAN SURAT

ROADS
As a part of our project, we have tried to design the urban roads in

Surat.
After initial inspection, the roads appeared to have depression /

settlement / distress and disintegration of bituminous surfacing

occurred specifically during post-monsoon season is due the failure
of sub-base as subgrade soil is black-cotton and curst has performed
far below due to very poor subgrade soil in its soaked condition.
It was therefore decided to study thoroughly the property of

subgrade soils from the samples collected from 07 different

locations covering almost all zones namely Dindoli, Godadra, Jiyav,
Budiya, Unn, Vesu, and Bharthana.
The SMC is undertaking the project at 4 different levels, depending

on the width of the road. We are taking for 2 cases, where width is
lesser than 12m and width is between 12m and 24m.

 Testing was done at Unique Engineering Testing and

Advisory Services of Udhana, Surat

The following tests were carried out Grain size analysis
Atterburgs limit
IS soil classification
Modified proctor density test
Soaked CBR test.

RESULT SUMMARY
The test results of soil shows that it is black cotton soil having

I.S. Soil Classification CH except for Budiya, Unn and Vesu,

where soil is classified as CI
The Grain Size Analysis indicates that soil is consisting of 83

% to 94 % clay + silt and 3 to 15 % sand and 0 to 2 % gravel.

As per IS 1458, the soil classification is CH for majority of

locations with L.L. more than 50 % and PI varies from 25 to 29

% MDD is almost 1.81 to 1.93 % with OMC varies from 13 to
18 %.
The minimum strength of subgrade soil in soaked condition in

terms of CBR is 3.4 %.

TRAFFIC TRENDS
IN SURAT

Sr.
No

1.
1.
1.
1.
1.
1.
1.

1.

1.

1.

1.

1.

Road

Sumul
Dairy
RoadStation to katargam
Sumul
Dairy
RoadKatargam to Station
Ashwani Kumar Road
Visamo to Station
Ashwani Kumar Road
Staion to Visamo
Old Bhatar Road
Albee to Bhatar cross
Old Bhatar Road
Bhatar Cross to Albee
Shanti Nagar Road
South Zone Office to
Shanti Nagar
Shanti Nagar Road
Shanti Nagar to South
Zone office
Kshetrapar
Road

Majura
Gate
to
shankheswar complex
Kshetrapar
Road

Shankheswar Complex
to Majura Gate
Krishana Nagar Nar
Road Gujarat Gas
Circle to Rander Road
Krishna Nagar Nar
Road
Rander to
Gujarat Gas Circle

Approxi Approxima Maxim

mately
tely Lane
um nowidth of
CV
Road (m)
Passed
/ Day
10
2
(Dual
532
Carriage)
10
2
(Dual
593
Carriage)
10
2
(Dual
929
Carriage)
10
2
(Dual 1228
Carriage)
18
4
(Single
623
Carriage)
18
4
(Single
868
Carriage)
18
4
(Dual
588
Carriage)

Calc
ulat
ed
msa
7.21
8.04
29

10.7
8

7.97

18

4
(Dual
Carriage)

391

5.3

24

6
(Dual
Carriage)

798

8.65

24

6
(Dual
Carriage)

807

8.75

24

6
(Dual
Carriage)

860

9.33

24

6
(Dual
Carriage)

849

9.21

DESIGN TRAFFIC
It is based on 2 factorsInitial trafficSr. No

(i)

Name of roads

Commercial
Vehicles per day
as on 2003 in both
direction = P
Residential Street Width
900
upto 12.0 m

(ii)

Collector Roads Width

from 12.0 m to 24.0 m

Growth rate- assume 8%

1200

PAVEMENT DESIGN LIFE

Assume a design life of 15 years

VEHICLE DAMAGE FACTOR

S.no.

Name of road

VDF

Residential Street
Width upto 12.0 m

3.5

Collector Roads
Width from 12.0 m to
24.0 m

4.5

LANE DISTRIBUTION FACTOR

Sr. No

Name of roads

(i)

Residential Street Width upto 12.0 M

Lane Distribution Factor =

D
0.75 of Traffic Volume in
both Direction

(i)

Collector Roads Width from 12.0 M to 24.0 M

0.40 of Traffic Volume in

both Direction

CALCULATIONS
(A) Initial traffic in the year of Completion of Construction

in terms of CVPD is as under :

(i) All Residential Streets having width up to 12.0 m
A = P (1 +r)n
= 900 (1 +0.06)10 = 1611.76 say 1500.00
(ii) All Collector Roads having width from 12.0 m to 24.0 m
A = P (1 +r)n
= 1200 (1 +0.06)10 = 2149.01 say 2000.00

The cumulative number of standard axles to be catered for in

the design in terms of msa is as under :

(i) All Residential Streets having width upto 12.0 m

365 [(l 0.08)15 1]

N
1500 0.75 3.5
0.08
= say 39.0 msa

(ii)All Collector Roads having width from 12.0 m to 24.0 m

365 [(l 0.08) 15 1]

N
2000 0.40 4.5
0.08
= say 35 msa

SPECIAL PROVISIONS
Buffer layer- There is a definite gain in placing the

pavement on a non-expansive cohesive soil cushion of 0.61.0 m thickness.

It prevents ingress of water in the underlying expansive soil

layer, counteracts swelling

even if the underlying expansive soil heaves, the

movement will be more uniform and consequently more

tolerable.
Blanket course- A blanket course of atleast 225 to 300 mm

thickness and composed of coarse / medium sand or nonplastic moorum having PI less than five should be provided
on the expansive soil subgrade as a sub-base
This is done to serve as an intrusion barrier.
We have taken 300 mm blanket course

FINAL DESIGN OF ROADS OF WIDTH UPTO

12M (RESIDENTIAL ROADS)
The input design data for flexible pavement are given below:

(i)Soaked CBR
= 3.0% considering capping layer of
coarse sand for top 300 mm of
subgrade soil
(ii) Design Traffic in m.s.a. = 39.0
(iii) Design Period
= 15 years
(iv) Average annual Rainfall > 1500 mm
As per guidelines for the design of Flexible Pavements given in
IRC: 37-2001, Figure no-1, the total thickness of pavement
curst for the above input design data is 900 mm.
(i) Sub-base Course = 380 mm
(ii) Base Course
= 250 mm
(iii) Bituminous Surfacing = 190 mm
Total = 820 mm

Results

Sr.

Brief Description of pavement Composition

Thickness

No
1

Semi-Dense Bituminous Concrete (Compacted) - SDBC

30 mm

Bituminous Macadam (Compacted) - BM

60 mm

Built-up Spray Grout (Compacted)- BUSG

75 mm

Water Bound Macadam (WBM)

150 mm

Granular Sub-base (Compacted) - GSB

300 mm

Lime Fly Ash Stabilized subgrade soil (Compacted)

150 mm

Total Thickness of Crust including stabilized subgrade soil

765 mm

Prime Coat

Tack Coat

10

Asphalt Painting

Schematic diagram of 12m wide

roads

FINAL DESIGN OF COLLECTOR ROADS

HAVING WIDTH OF 12M TO 24M
Design of crust thickness-

The input design data for flexible pavement are given below:
(i)Soaked CBR
= 3.0% considering capping layer of
coarse sand for top 300 mm
of subgrade soil
(ii) Design Traffic in msa
= 35.0
(iii) Design Period
= 15 years
(iv) Average annual Rainfall > 1500 mm

As per guidelines for the design of Flexible Pavements given in

IRC:37-2001, Figure no-1, the total thickness of pavement curst
for the above input design data is 900 mm. The composition of
pavement structure as per guidelines are given below:

(i) Sub-base Course

= 380 mm
(ii) Base Course = 250 mm
(iii) Bituminous Surfacing
= 190 mm
---------Total
= 820 mm

RESULTS

Sr. No

Brief Description of pavement Composition

Thickness

Semi-Dense Bituminous Concrete (Compacted) - SDBC

40 mm

Bituminous Macadam (Compacted) - BM

80 mm

Built-up Spray Grout (Compacted)- BUSG

75 mm

Wet Mix Macadam (Compacted) - WMM

200 mm

Granular Sub-base (Compacted) - GSB

300 mm

Lime Fly Ash Stabilized subgrade soil (Compacted)

200 mm

Total Thickness of Crust including stabilized subgrade

soil

895 mm

Prime Coat

Tack Coat

10

Asphalt Painting

SCHEMATIC DIAGRAM OF ARTERIAL

ROADS

CONCLUSION
Our project consists of theoretical study as well

as industrial applications
Our biggest concern was studying the literature
for the project as it is not covered in the course
Both of our designs for the pavements are in
accordance with the IRC guidelines and are
industrially accepted.
Thus, our project is complete

THANK
YOU