Pavement Design Report - RV

FLEXIBLE PAVEMENT DESIGN
REPORT
“Development of Six Lane Karki – Kaliagura Section of
NH-130-CD Road from km 226+500 to km 249+000
under Raipur-Visakhapatnam Economics Corridor in the
state of Odisha on Hybrid Annuity Mode
(Package – OD-4) (Length 22.500 km)”
“Development of Six Lane Karki – Kaliagura Section of NH-130-CD Road from km 226+500 to km 249+000 under
Raipur-Visakhapatnam Economics Corridor in the state of Odisha on Hybrid Annuity Mode (Package – OD-4) (Length
22.500 km)”
TABLE OF CONTENT
1 : Introduction ............................................................................................ 1
1.1 : Traffic .................................................................................................. 1
(a) General… ................................................................................................................. 1

(b) Traffic Growth Rate… .............................................................................................. 2
(c) Vehicle Damage Factor ............................................................................................ 2
(d) Computation of Design Traffic............................................................................... 2
(e) Subgrade… ............................................................................................................... 3
 Insitu CBR… ....................................................................................................... 3
 Effective CBR .................................................................................................... 4
 Determination of Resilient Modulus................................................................ 4
1.2 : Performance Models ........................................................................................ 5
Fatigue in Bituminous Layer .......................................................................................... 5

Rutting in Subgrade… .................................................................................................. 6
Fatigue in Cement Treated Bases… ............................................................................... 7
Fatigue in Terms of Standard Axles… ............................................................... 7
Fatigue Equation for Cumulative Damage Analysis… ....................................... 8
1.3 : Design life of pavement ...................................................................................13
LIST OF TABLE
Table 1.1: Recommended VDF values as per IRC ...................................................... 2

Table 1.2: Input Parameters for IITPAVE ...................................................................9
Table 1.3: Calculated Thickness of pavement by IITPAVE ....................................... 15
22.500 km)”
FLEXIBLE PAVEMENT DESIGN
1. Introduction
A typical flexible pavement consists of a bituminous surface course over base course and sub-base
course. The surface course may consist of one or more bituminous or Hot Mix Asphalt (HMA) layers.
These pavements have negligible flexure strength and hence undergo deformation under the action
ofloads.
The structural capacity of flexible pavements is attained by the combined action of the different
layersof the pavement. The load from trucks is directly applied on the wearing course, and it gets
dispersed(in the form of a truncated cone) with depth in the base, sub base, and subgrade courses,
and then ultimately to the ground.
Since the stress induced by traffic loading is highest at the top, the surface layer has maximum
stiffness(measured by resilient modulus) and contributes the most to pavement strength. The layers
below havelesser stiffness but are equally important in the pavement composition. The subgrade
layer isresponsible for transferring the load from the above layers to the ground.
Flexible pavements are designed in such a way that the load that reaches the subgrade does not
exceed the bearing capacity of the subgrade soil. Consequently, the thicknesses of the layers above
the subgrade vary depending upon strength of soil affecting the cost of a pavement to be
constructed.
The Guidelines IRC 37-2018 recommend that the following aspects should be given consideration
while designing to achieve better performing pavements:-
1. Traffic
(a) General
The recommended method considers design traffic in terms of the cumulative number of standard
axles (80 kN) to be carried by the pavement during the design life.
Axle load spectrum data are required where cementitious bases are used for evaluating the fatigue
damage of such bases for heavy traffic.
Following information is needed for estimating design traffic as per IRC: 37-2018:-
(i) Initial traffic after construction in terms of number of Commercial Vehicles per day (CVPD).
(ii) Traffic growth rate during the design life in percentage.
(iii) Design life in number of years.
1
22.500 km)”
(iv) Spectrum of axle loads.

(v) Vehicle Damage Factor (VDF).
(vi) Distribution of commercial traffic over the carriageway.
(b) Traffic Growth Rate
The design life is defined in terms of the cumulative number of standard axles in msa that can be
carried before a major strengthening, rehabilitation or capacity augmentation of the pavement is
necessary.
The design life adopted for the pavement design is 20 years.
(c) Vehicle Damage Factor
The Vehicle Damage Factor (VDF) is a multiplier to convert the number of commercial vehicles of
different axle loads and axle configuration into the number of repetitions of standard axle load of
magnitude 80 kN. It is defined as equivalent number of standard axles per commercial vehicle. The
VDF varies with the vehicle axle configuration and axle loading.
Where sufficient information on axle loads is not available and the small size of the project does
not warrant an axle load survey, the default values of vehicle damage factor as given in Table 1.1
may be used.
Table 1.1 Recommended VDF values as per IRC
Initial traffic Terrain

volume in
terms of
Rolling/Plain Hilly
commercial
vehicles per
day
0-150 1.7 0.6
150-1500 3.9 1.7
More than 1500 5.0 2.8
2
22.500 km)”
(d) Computation of Design Traffic
The design traffic in terms of the cumulative number of standard axles to be carried during the
designlife of the road should be computed using the following equation:
N = 365 × [(1 + r)n – 1] × A × D × F

r
Where,
N = Cumulative number of standard axles to be catered for in the design in terms of msa.
A = Initial traffic in the year of completion of construction in terms of the number of Commercial
Vehicles Per Day (CVPD).
D = Lane distribution factor (as explained in para 4.5.1 of IRC 37-2018).
F = Vehicle Damage Factor (VDF).
n = Design life in years.
r = Annual growth rate of commercial vehicles in decimal (e.g., for 5 per cent annual growth rate, r
= 0.05).
The traffic in the year of completion is estimated using the following formula:
A = P (1 + r) x
Where,
P = Number of commercial vehicles as per last count.
x = Number of years between the last count and the year of completion of construction.
As per clause 6 (iii) b of schedule-B flexible pavement shall be designed at 130 MSA for a minimum
design period of 20 years.
(e) Subgrade
The subgrade is the top 500 mm of the embankment immediately below the bottom of the
pavement, and is made up of in-situ material, selects soil, or stabilized soil that forms the
foundation of a pavement. It should be well compacted to limit the scope of rutting in pavement
due to additional
3
22.500 km)”
densification during the service life of pavement. Subgrade shall be compacted to a minimum of
97per cent of laboratory dry density achieved with heavy compaction as per IS: 2720 (Part 8).
The select soil forming the subgrade should have a minimum CBR of 8 per cent for roads having
traffic of 450 commercial vehicles per day or higher.
 Insitu CBR
The in-situ CBR of the sub grade soil can also be determined from the Dynamic Cone
Penetrometer(60° cone) from the following relation (ASTM-D6951-09) (11).
Log10 CBR = 2.465 – 1.12 log10 N
Where N = mm/blow
 Effective CBR
Where there is significant difference between the CBRs of the select subgrade and embankment
soils,the design should be based on effective CBR.
Effective CBR of subgrade has been taken as 15% for pavement design. And same shall be ensured
at site.
 Determination of Resilient Modulus
The behaviour of the subgrade is essentially elastic under the transient traffic loading with
negligiblepermanent deformation in a single pass. Resilient modulus is the measure of its elastic
behaviour determined from recoverable deformation in the laboratory tests. The modulus is an
important parameter for design and the performance of a pavement.
The relation between resilient modulus and the effective CBR is given as:
MR (MPa) = 10 * CBR for ..................................for CBR 5
= 17.6 * (CBR) 0.64 .......................................... for CBR > 5

Where,
MR = Resilient modulus of Subgrade soil.
4
22.500 km)”
2. Performance Models
To analyse pavement performance in terms of rutting and fatigue cracking, following performance
models as per IRC: 37-2018 were adopted.
Fatigue in bituminous layer
Fatigue model has been calibrated in the R-56 (54) studies using the pavement performance data
collected during the R-6 (57) and R-19 (58) studies sponsored by MORTH. Two fatigue equations
were fitted, one in which the computed strains in 80 per cent of the actual data in the scatter plot
were higher than the limiting strains predicted by the model (and termed as 80 percent reliability
level in these guidelines) and the other corresponding to 90 per cent reliability level.
The two equations for the conventional bituminous mixes designed by Marshall Method are given
below:
Fatigue model for 80 per cent reliability is as given below:
Nf = 1.6064 x C x 10−4 x (1/εt) 3.89 x (1/MR) 0.854 ........................................................(a)
Where,
Nf = Fatigue life in standard axle load repetitions
εt = Maximum allowable tensile strain at the bottom of bituminous layer
MR = Resilient modulus of bituminous mix, MPa
Fatigue model for 90 per cent reliability is as given below:
Nf = 0.5161×C×10−4× (1/εt) 3.89× (1/MR) 0.854 ............................................................(b)
Where,
C = 10M
5
22.500 km)”
= 4.84{ /( + )-0.69}
Nf = Fatigue life in standard axle load repetitions
εt = Maximum allowable tensile strain at the bottom of bituminous layer
MR = Resilient modulus of bituminous mix, Mpa
Rutting in subgrade
The allowable vertical compressive strains were calculated using the rutting criteria as mentioned
in IRC: 37-2018.
Rutting is the permanent deformation in pavement usually occurring longitudinally along the wheel
path. The rutting may partly be caused by deformation in the subgrade and other non bituminous
layers which would reflect to the overlying layers to take a deformed shape. The bituminous mixes
also may undergo rutting due to secondary compaction and shear deformation under heavy traffic
load and higher temperature. Excessive rutting greatly reduces the serviceability of the pavement
and therefore, it has to be limited to a certain reasonable value. In guidelines the limiting rutting is
recommended as 20 mm in 20 per cent of the length for design traffic up to 30 MSA and 10 per
cent of the length for the design traffic beyond. Like the fatigue model, rutting model also has been
calibrated in the R-56 studies using the pavement performance data collected during the R-6 (57)
and R-19 (58) studies at 80 per cent
and 90 per cent reliability levels.
The two equations are given below:
Rutting model for 80 per cent reliability is as given below:
Nr = 4.1656×10−8× (1/εt) 4.5337....................................................... (c)
6
22.500 km)”
Where,
Nr = Rutting life in standard axle load repetitions
εv = Maximum allowable vertical strain at the top of Subgrade layer
Rutting model for 90 per cent reliability is as given below:
Nr = 1.41×10−8× (1/εt) 4.5337 ........................................................... (d)
Where,
Nr = Rutting life in standard axle load repetitions
εv = Maximum allowable vertical strain at the top of Subgrade layer
Fatigue in cement treated base
Fatigue Life in terms of Standard Axles:-
In the case of pavements with CTB layer, fatigue performance check for the CTB layer should be
carried out as per equation (e) It may be noted that ‘cement treated’ refers to stabilization by
different types of cementitious materials such as cement, lime, fly-ash, or a combination thereof.
The terms, ‘cement treated’ and ‘cementitious’, have been used interchangeably in these
guidelines.
......................... (e)
Where,
RF = reliability factor for cementitious materials for failure against fatigue
= 1 for Expressways, National Highways, Sate Highways and Urban Roads and for other categories
of roads if the design traffic is more than 10 msa
= 2 for all other cases
N = No. of standard axle load repetitions which the CTB can sustain
7
22.500 km)”
E = Elastic modulus of CTB material (MPa)
εt = tensile strain at the bottom of the CTB layer (micro strain).
Fatigue Equation for Cumulative Damage Analysis:-
In fatigue analysis of cementitious bases, the spectrum of axle loads has to be compiled under
various axle load classes. Axle weights of tandem and tridem axle may be taken as equivalent to two
and three single axles respectively because axles located at distances more than 1.30 m apart are
not considered as causing any significant overlapping of stresses. The fatigue life is given by the
following equation:
Where,
Nfi = Fatigue life in terms of cumulative number of axle load of class i
σt = tensile stress under cementitious base layer.
MRup = 28 day flexural strength of the cementitious base.
For calculation of fatigue life the tyre pressure is considered as 0.80 Mpa
8
22.500 km)”
For the designed Pavement the following should satisfy:
Allowable Horizontal Tensile Strain in Bituminous Layer > Computed Strains from IITPAVE
Allowable Vertical Compressive Strain on Subgrade Layer > Computed Strains from IITPAVE
Allowable Horizontal Tensile Strain at bottom of CTB Layer > Computed Strains from IITPAVE
Table 1.2(a) : Input Parameters for IITPAVE
(a) Main Carriageway (130 MSA)
Parameters Typical Values adopted IRC 37 Reference
Number of layers (n) 5 Figure 3.5
For BT Layer 3000 Table 9.2 indicative

values of resilient
modulus (MPa) of
Elastic Modules (E), in bituminous mixes,
MPa VG-40 at 35°C
For AIL* 450 Table 11.1
Recommended
material properties
for structural layers
For CTB* 5000 Table 11.1
Recommended
material properties
for structural layers
For 189.88 Equation 7.1
Granular* MRGRAN = 0.2(h)0.45* MRSUPPORT
Where h=(150)
Sub - base
Subgrade** MRS =17.6*(CBR)0.64 for CBR>5%
Where CBR =15%
Poisson's Ratio (μ) 0.35, 0.35, 0.25, 0.35,0.35 Clauses 9.2, 8.3,8.2.1, 7.2.3, 6.3
respectively
BC 40
For BT Layer (VG-
40) DBM 60
BT Layer Va=3.5, Vb=10.50
parameters***
Thickness of Layers For AIL Layer 100
(h), mm For CTB 200
9
22.500 km)”
Layer
For Granular
150
Sub - base
Layer
Parameters Typical Values adopted
20000, 0.56 MPa for tensile strain in Table 3.1

Dual wheel load (N),
bituminous layer and vertical compressive
TyrePressure
strain on subgrade
* MR(Granular)= 0.2*(150)^0.45*99.589=189.881
**MR(support)=17.6*15^0.64=99.589
***Please Note that the parameters assumed while doing pavement design should be ensure at site
while preparation of mix design
Table 1.2(b) : Input Parameters for IITPAVE
(b) Connecting roads ( SH, MDR ) (10 MSA)
For BT Layer 2000 Table 9.2

indicative
values of
Elastic Modules (E), in resilient
MPa modulus (MPa)
of bituminous
mixes, VG-30 at
35°C
For WMM* 259.385

Where h=(150+150)
Sub - base
Where CBR =15%
10
22.500 km)”
Poisson's Ratio (μ) 0.35, 0.35, 0.35, 0.35 Clauses 9.2, 8.1, 7.2.3, 6.3
respectively
BC 50
For BT Layer (VG-
40)
parameters***
Thickness of Layers For WMM 150
(h), mm Layer
For Granular
150
Sub - base
Layer

TyrePressure
strain on subgrade
* MR(Granular)= 0.2*(150+150)^0.45*99.589 =259.85

**MR(support)=17.6*15^0.64=99.589
**Please Note that the parameters assumed while doing pavement design should be ensure at site
Table 1.2(c) : Input Parameters for IITPAVE
(c) Connecting roads ( ODR, Village Road) (5 MSA)
For BT Layer 2000 Table 9.2

indicative
values of
Elastic Modules (E), in resilient
MPa modulus (MPa)
of bituminous
11
22.500 km)”
mixes, VG-30 at
35°C
For WMM* 259.385

Where h=(150+150)
Sub - base
Where CBR =15%
Poisson's Ratio (μ) 0.35, 0.35, 0.35, 0.35 Clauses 9.2, 8.1, 7.2.3, 6.3
respectively
BC 30
For BT Layer (VG-
40)
parameters***
For WMM 150
Thickness of Layers
(h), mm Layer
For Granular
150
Sub - base
Layer

TyrePressure
strain on subgrade
* MR(Granular)= 0.2*(150+150)^0.45*99.589 =259.385

**MR(support)=17.6*15^0.64=99.589
***Please Note that the parameters assumed while doing pavement design should be ensure at site
Output from IITPAVE is shown in ANNEXURE-I as given in the last page of report.
12
22.500 km)”
3. Design life of Pavement

The thicknesses obtained for the design section is as per structural & functional requirements of
the pavement. The allowable values calculated for the pavement are as :-
Main carriage way - 130MSA
Allowable Horizontal Tensile Strain in Bituminous Layer is 1.328 x 10 -4 using Equation (a).
Allowable Vertical Compressive Strain on Subgrade Layer is 3.011 x 10 -4 using Equation (c).
Allowable Horizontal Tensile Strain at the bottom of the CTB layer is 6.555 x 10 -5 using Equation
(e).
For BC = 40 mm, DBM = 60 mm, AIL = 100 mm, CTB=200, GSB = 150 mm and Subgrade CBR
15%, the computed strains from the IITPAVE software are:
Horizontal Tensile Strain in Bituminous Layer is 1.2820 x 10-4 < 1.328 x 10 -4
Vertical Compressive Strain on Subgrade Layer is 1.532 x 10-4 < 3.011 x 10 -4
Horizontal Tensile Strain at bottom of CTB layer is 5.525 x 10-5 < 6.555 x 10 -5
Service Road - 10 MSA
Allowable Horizontal Tensile Strain in Bituminous Layer is 3.759 x 10 -4 using Equation (b).
Allowable Vertical Compressive Strain on Subgrade Layer is 6.732 x 10 -4 using Equation (d).
For BC = 50 mm, WMM = 150 mm, GSB = 150 mm and Subgrade CBR 15%, the computed
strains from the IITPAVE software are:
13
22.500 km)”
Traffic Diversio Road - 5 MSA
Allowable Horizontal Tensile Strain in Bituminous Layer is 4.493 x 10 -4 using Equation (b).
Allowable Vertical Compressive Strain on Subgrade Layer is 7.844 x 10 -4 using Equation (d).
For BC = 30 mm, WMM = 150 mm, GSB = 150 mm and Subgrade CBR 15%, the computed
strains from the IITPAVE software are:
Check the Adequacy of Granular Sub-base thickness
Design construction traffic to be considered is the traffic thus estimated or 10,000 standard axles,
whichever is more
Allowable vertical subgrade strain for 10,000 repetitions of SA = 2433 x 10-6 (=0.002433)
Computed (using IITPAVE) vertical subgrade strain for a standard axle for the two-layer system
(subgrade and granular sub-base) with Subgrade modulus =99.589 MPa, granular sub-base modulus
= 0.2*((150)0.45)*99.589 = 189.881 MPa and Poisson’s ratio of 0.35 for both layers, is 2140 x 10-6 <
2433 x 10-6
Hence, the thickness of 150 mm GSB is sufficient & safe.
Checking the CTB for construction traffic:
200 mm CTB for Maincarriageway
i. Assume that the gross weight of a three-axle dumper (rear tandem and front single) is 170 kN
ii. Assume the load on the rear tandem axle is 170 kN and that on the front steering axle is 50
kN.
iii. Assume the 7-day flexural strength of CTB material to be 1.0 MPa (about 70 % of the flexural
strength of 1.4 MPa)
iv. Assume that there will be 70 dumper trips for laying 2.0 km of 100 mm thick one lane wide
granular crack relief layer.
14
22.500 km)”
v. Allowable flexural stress for 70 X 2 = 140 repetitions of a single axle of 85 kN (170/2) from
Equation 3.6 of IRC-37:2018 = 0.779 MPa.
vi. Analysing this as a Three-layer system with CTB (200 mm), GSB (150 mm) and subgrade, the
maximum tensile stress at the bottom of CTB layer due to 85 kN single axle works out to 0.715
MPa
Hence, the thickness of 200 mm CTB is sufficient & safe.
Table 1.3(a): Calculated Thickness of Pavement by IITPAVE
(a) Main Carriageway (130 MSA)

Thickness Adopted (mm)
BC DBM AIL CTB GSB
40 60 100 200 150
Table 1.5(b): Calculated Thickness of Pavement by IITPAVE
(b) Connecting roads ( SH, MDR ) (10 MSA)

BC DBM WMM GSB
50 - 150 150
Table 1.5(c): Calculated Thickness of Pavement by IITPAVE
(c) Connecting roads ( ODR, VR ) (5 MSA)

BC DBM WMM GSB
30 - 150 150
The minimum of the Fatigue life and Rut life is the design life of the pavement. Design life of the
pavement is tabulated in the Table 1.3 above.
15
22.500 km)”
Annexure I
IITPAVE Output for Design Life of the Pavement
Above Figure: 20000N tyre pressure, 0.56 MPa for tensile strain in bituminous layer and vertical compressive strain on
subgrade (Main carriageway)
Above Figure: 20000N tyre pressure, 0.80 MPa for for tensile strain at Cement treated base(main carriageway)
16
22.500 km)”
subgrade (SH, MDR)
subgrade (ODR, Village Road)
17

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FLEXIBLE PAVEMENT DESIGN

(a) General… ................................................................................................................. 1

Fatigue in Bituminous Layer .......................................................................................... 5

Table 1.1: Recommended VDF values as per IRC ...................................................... 2

FLEXIBLE PAVEMENT DESIGN

(iv) Spectrum of axle loads.

(b) Traffic Growth Rate

The design life adopted for the pavement design is 20 years.

(c) Vehicle Damage Factor

Table 1.1 Recommended VDF values as per IRC

Initial traffic Terrain

(d) Computation of Design Traffic

N = 365 × [(1 + r)n – 1] × A × D × F

 Determination of Resilient Modulus

MR (MPa) = 10 * CBR for ..................................for CBR 5

= 17.6 * (CBR) 0.64 .......................................... for CBR > 5

MR = Resilient modulus of Subgrade soil.

Fatigue in bituminous layer

Fatigue model for 80 per cent reliability is as given below:

Nf = 1.6064 x C x 10−4 x (1/εt) 3.89 x (1/MR) 0.854 ........................................................(a)

Nf = Fatigue life in standard axle load repetitions

εt = Maximum allowable tensile strain at the bottom of bituminous layer

MR = Resilient modulus of bituminous mix, MPa

Fatigue model for 90 per cent reliability is as given below:

Nf = 0.5161×C×10−4× (1/εt) 3.89× (1/MR) 0.854 ............................................................(b)

Nf = Fatigue life in standard axle load repetitions

εt = Maximum allowable tensile strain at the bottom of bituminous layer

MR = Resilient modulus of bituminous mix, Mpa

and 90 per cent reliability levels.

The two equations are given below:

Rutting model for 80 per cent reliability is as given below:

Nr = 4.1656×10−8× (1/εt) 4.5337....................................................... (c)

Nr = Rutting life in standard axle load repetitions

εv = Maximum allowable vertical strain at the top of Subgrade layer

Rutting model for 90 per cent reliability is as given below:

Nr = 1.41×10−8× (1/εt) 4.5337 ........................................................... (d)

Nr = Rutting life in standard axle load repetitions

εv = Maximum allowable vertical strain at the top of Subgrade layer

Fatigue in cement treated base

Fatigue Life in terms of Standard Axles:-

Fatigue Equation for Cumulative Damage Analysis:-

Parameters Typical Values adopted IRC 37 Reference

Number of layers (n) 5 Figure 3.5

For BT Layer 3000 Table 9.2 indicative

20000, 0.56 MPa for tensile strain in Table 3.1

(b) Connecting roads ( SH, MDR ) (10 MSA)

Parameters Typical Values adopted IRC 37 Reference

Number of layers (n) 3 Figure 3.1

For BT Layer 2000 Table 9.2

For 259.385 Equation 7.1

20000, 0.56 MPa for tensile strain in Table 3.1

* MR(Granular)= 0.2*(150+150)^0.45*99.589 =259.85

Table 1.2(c) : Input Parameters for IITPAVE

(c) Connecting roads ( ODR, Village Road) (5 MSA)

Parameters Typical Values adopted IRC 37 Reference

Number of layers (n) 3 Figure 3.1

For BT Layer 2000 Table 9.2

For 259.385 Equation 7.1

20000, 0.56 MPa for tensile strain in Table 3.1

* MR(Granular)= 0.2(150+150)^0.4599.589 =259.85

* MR(Granular)= 0.2(150+150)^0.4599.589 =259.385