Flexible Pavement Design for Widening : A Case Study of SH-8 (Stretch from Tarapur to Vasad)

Prepared By:

Hardik H Patel

Enrollment No : 110080719005

M.Tech Transportation System Engg.

BVM Enginnering College, V V Nagar

Guided By: Co - Guided By:

Asst. Prof. Amit A Vankar Professor Dr. L.B. Zala

Transportation System Engg. Dept. Transportation System Engg.Dept.

BVM Engineering College, V V Nagar BVM Engineering College, V V Nagar

1

Approach to Globalization

Effective communication is a key to national progress.India is located in a region where South-Asia convergeswith Central Asia and the Middle East. Blessed withextensive natural resources and rich agriculturalland, it improves its economy particularly by exportingvaluable items.

Introduction

2

In order to improve trade and economicactivities and to materialize regional linkages withChina, Pakistan, Shrilanka, Bangladesh and otherneighboring Central Asian countries, the country isgearing up towards a large infrastructure network.

Flexible Pavements are widely used despite some doubtsregarding their economics under different conditions.Two most important parameters that governs thepavement design are soil sub-grade and traffic loading.The Indian guidelines for the design of flexible pavementsuse soil sub-grade strength in terms of California BearingRatio and traffic loading in terms of million standardaxles (msa).

Introduction

3

Design comprises the interplay of several variables suchas, wheel loads, climate, terrain and sub-gradeconditions.

4

Data Collection

Data Analysis

Conclusion & Recommendation

Problem Identification

Literature Review

Study Area Profile

Turning Movement Counts

Axle Load Survey

Traffic Volume Survey

Grain Size Analysis

Atterberg Limits

Proctor Density Test

California Bearing Ratio

Existing Pavement Composition

Methodology

Deficiencies and Issues

Operation

Road capacity augmentation

Congestion and delays through built-up areas

No access control

Vehicle competing with slow moving vehicle for the pavement space

Deficient road surface conditions (roughness)

Uncontrolled roadside developments and encroachments

Problem Justification

5

Safety

Exposed roadside hazards

No pavement markings

Inadequate traffic signs

Conflict with pedestrian, cattle, slow vehicles

Road

Poor pavement condition and structural inadequacy

6

Problem Justification

Aim of Study

Aiming to facilitate to design for widening the pavement entail to rectify theproblem of traffic accumulation and provision of superior transportationservice. Study stretch has requisite to Widening of State Highway-8mentioned route of Tarapur (Km 00+000) - Borsad (Km 29+340) - Vasad (Km48+900) from 2 Lane to 6 lane.

Improve Road Network is the one of important reason of transportationsystem at the city level. Such big project influences on neighboringenvironment.

7

Objectives

To identify the soil characteristics within study area stretch

To define the traffic volume and data interpretation of axle load survey

To find v/c ratio and suggest widening

Strengthen the existing pavement so that it can carry the anticipated traffic for design period

To design the pavement layer for widening to whole stretch

8

3 Preamble

The Government Roads comprise of National Highways (NH), State Highways (SH),

Major District Road (MDR), Other District Roads (ODR) with Cross Drainage Works

like Causeways, Culverts ; Road and Railway over bridges, underpasses.

NH: Main highways running through the length and breadth of the Country

connecting major ports, State Capitals, large industrial and tourist center.

SH: Arterial routes of a State linking District Headquarters and important cities

within the State and connecting them with NH or Highways of the

neighboring States.

Literature Review

9

MDR: Important roads within a district serving areas of production and markets

and connecting those with each other or with main highways

ODR: Roads serving rural areas of production and providing them with outlet to

market centers, taluka headquarters, Block Development headquarters or

other main roads

10

11

Table 2.1 Category wise Road Length*

Road Classification Total Road Length (Km)

National Highways 70,934 + 40,000 Km under

implementation

State Highways 1,54,522

Major and other District Roads 25,77,396

Rural and other Roads 14,33,577

Total Road Length 42,36,429 Km

*Source : National Highway Authority of India ; http://en.wikipedia.org/wiki/Indian_Highways

12

Expressways0.02%

National Highways1.67%

State Highways3.65%

Major and other District Roads

60.82%

Rural and other Roads

33.83%

Road Network in India

Fig. 2.1 Category wise Road length

13

Kilometers in

2001

Kilometers as

of May 2011

Kilometers

under

construction in

2011

Total Rural Roads 2.7 million 3.1 million 0.1 million

Paved, not maintained Rural

Roads0.5 million

Unpaved Rural Roads 2.2 million 1.9 million

Paved, maintained Rural

Roads7,28,871 53,634

New Rural Roads 3,22,900 82,734

Rural Road Network in India, tends over 10 years*

*Source: Annual Report 2010-11, Ministry of Road Transport and Highways, Government of India

Factors for design of pavements

• Design wheel load Static load on wheels

Contact Pressure

Load Repetition

• Subgrade soil Thickness of pavement required

Stress- strain behaviour under load

Moisture variation

• Climatic factors

• Pavement component materials

• Environment factors

• Traffic Characteristics

• Required Cross sectional elements of the alignment

Subgrade Soil Strength

Assessed in terms of CBR of subgrade

soil for most critical moisture conditions.

• Soil type

• Moisture Content

• Dry Density

• Internal Structure of the soil

• Type and Mode of Stress Application.

IS 2720 Part 8

Traffic Data

Initial data in terms of number of commercial vehicles per day (CVPD).

Traffic growth rate during design life in %

Design life in number of years.

Distribution of commercial vehicles over the carriage way

In terms of Cumulative Vehicles/day

Based on 7 days 24 hours Classified Traffic

National Highways and State Highways : 15 Years

Expressways and Urban Roads : 20 Years

Other Category Roads : 10 to 15 Years

17

Total number of

Commercial Vehicles per

day

Minimum percentage

of Commercial Traffic to be

surveyed

<3000 20 per cent

3000 to 6000 15 per cent

>6000 10 per cent

Table 2.3 Sample size for Axle Load Survey

18

Survey of site and soil

investigation

Design of elements (Road

structure)

Clearing and Grubbing

Excavation

Soil Embankment

Tack Coat

DBM

Traffic diversion

ECW

Traffic diversion

Prime Coat

Kerb

WMM

Granular sub-base

Sub grade

BC

Tack Coat

Cleaning

Sequential Activities perform for Construction of Highway

Study Area Corridor

The study road, Tarapur to Vasad SH-8 belongs to entire road from Bagodara

to Vasad originating from Dist. Ahmedabad and terminating to Dist. Anand

cover 48 Km of road length.

Gujarat having 1600 km of long coastline, which accounts for 80% cargo for

India. Study stretch connects to state’s major ports i.e. Kandla, Mundra,

Pipavav also Jamnagar Industry from major busy corridor NH-8 , NH-27, NH-

8A, NH-47. Study stretch dead end meets to NH-8; which is India’s busiest

route of Delhi Mumbai Freight Corridor apart of Golden Quadrilateral.

19

20

(Tarapur : 22°29'39.69"N 72°38'49.13"E ; Vasad : 22°27'40.01"N 73° 3'57.09"E )

Image Source: Google Earth 6.2.2.6613; Map of India www.mapsofindia.com/maps/Gujarat/

The study area is primarily agrarian in character and a vast

area is covered with matured as well as growing trees

commonly of type Babool, Khejri, Neem and Imli and rapidly

growing with different crops. The principal agricultural crop

are:paddy, wheat, pulses, oilseeds, sugarcane, potato,

different vegetable and horticulture and forest products[4].

Economic Characteristics

21

A number of small-scale production units of various types

are in operation in Anand district of Gujarat. These include

Bricks, iron and steel fabrication, earthen pots, lime

(choona), milk product (ghee), clothes, minerals, shoes and

furniture making etc.

Economic Characteristics

22

Demographic Features

The study stretch from part of Anand District, which have following demographic features:

The size of population of Anand District is approximately – 20,90,276 ; (male – 10,88,253 ; Female – 10,02,023)

23

52.06%

47.94%

male Female

Population

Population

24

Density of Population Anand – 711/Km2

Population of Vasad approximately - 12,487

Total Literacy (in terms of percentage) = 85.79% ; Male Literacy – 93.23% , Female Literacy –77.76% ; (in terms of number) = Male literacy – 893,559, Female Literacy – 690,621

Sex Ratio – 921 females per 1000 males

(Source: Census 2011–Web Link : www.census2011.co.in/census/district/196-anand.html)

93.23%

77.76%

male female

Literacy

Literacy

25

ANAND UMRETH PETLAD SOJITRA BORSAD ANKLAV KHAMBHAT TARAPUR

VR 93.52 40.7 85.7 43.15 141.2 24.9 75.92 24

ODR 1.4 4.9 13.9 5.6 19.2 5.6 31.2 41.4

MDR 35.1 17.1 40.7 22.4 44.5 13.6 44.9 17

SH 99.25 68 67.75 25.5 73.5 36.5 84.25 42.25

NH 26 0 0 0 0 0 0 0

NE 26 0 0 0 0 0 0 0

0

20

40

60

80

100

120

140

160

Ro

ad

Le

ngt

h in

Km

Category wise Road Length distribution in different Talukas

Adjacent to the study stretch there are 25 villages namely Adas, Khadol,

Sundan, Joshikuva, Anklav, Dahemi, Kasumbad, Nisraya, Bhadran, Rudel, Vahera,

Dhundakuva, Nahapa, Silvai, Pandoli, Dharmaj, Vatadra, Nagra, Finav, Vadadla,

Nar Town, Runaj, Parol, Sath, Balinta.

Almost all villages have bus facilities and few villages have direct access to

Railway Services.

Almost all the villages have paved and mud roads though it can be said that

more improvement is necessary in this sector.

26

Study Corridor Characteristics:

27

Stretch Length 48.300 Kms

Terrain conditions Plain terrain

Carriageway width1 to 2.5 m earthen shoulder on either side of stretch having

width 7 m of 2 lane

Major bridges /

ROB/VUP

1 Major Bridge

1 ROB

Minor bridge 5 Nos

Major SettlementsTarapur, Arnej, Vejelka, Indranaj, Isarwada, Nar, Danteli,

Dharmaj

LanduseGenerally Agriculture / Barren Lands for most of length except

Urban areas

Original Ground elevation Profile

Original Ground Elevation of Study corridor

Ground elevation falls and rises along study stretch ; Tarapur @Km. 00+000 elev. 19m , Borsad

@ Km. 29+340 elev. 37m , Vasad @ Km.48+900 elev. 32m at an eye altitude 43.52 Km.

(Source : Google Earth 6.2.2.6613)

28

29

Data Collection and Analysis

30

Schematic Diagram of the location of collected soil sample

31

Collection of Soil Samples

32

9+300 12+300 20+000 21+500 23+600 25+400 28+000 39+500 46+400

Gravel % ‐ 4.75 mm & above 0 0 0 0 0 0 0 0 0

Sand % ‐ 0.075 to 4.75 mm 51 54 73 52 54 39 51 32 54

Silt + Clay % ‐ Less than 0.075 mm 49 46 27 48 46 61 49 68 46

0

10

20

30

40

50

60

70

80

Pe

rce

nta

ge

by

We

igh

t

Grain Size Distribution

33

SC

34%

SM

11%

SM-SC

33%

CI

22%

% of Soil Classification

Based on Unified soil classification and IS classification system ; soil classification and identification is done through auxiliary laboratory identification procedure and IS plasticity chart.

Soil Classification is carried out in order to identification of soil for its predictable behaviors and its properties .

CHAINAGE (KM) Soil Classification

9+300 SC

12+300 SC

20+000 SM

21+500 SM‐SC

23+600 SM‐SC

25+400 CI

28+000 SC

39+500 CI

46+400 SM‐SC

34

9+300 12+300 20+000 21+500 23+600 25+400 28+000 39+500 46+400

Atterberg Limit % LL 33 30 25 28 28 37 34 38 28

Atterberg Limit % PI 12 8 0 7 7 15 13 16 7

0

5

10

15

20

25

30

35

40

Perc

en

tag

e o

f LL &

PI

Liquid Limit & Plasticity Index

NP

35

1.986

1.989

1.994

1.972

1.974

1.956

1.986

1.95

1.964

11.8 11.7

9.29.9 9.9

12.3

11.512.2

10.9

9+300

12+000

20+000

21+500

23+600

25+400

28+000

39+350

46+400

MDD OFC

Maximum Dry Density & Optimum Moisture Content by Modified Proctor Test IS : 2720 Part VII

Chainage

36

CBR Test

37

10.5

8.7

14.515.1 15.2

7.9

14.5

8.1

14.4

0

2

4

6

8

10

12

14

16

9+300

12+000

20+000

21+500

23+600

25+400

28+000

39+350

46+400

After CBR test was performed , there are different CBR values obtained for study stretch on different chainages

Chainage

CB

R %

38Test Pit for pavement composition

From test pits on existing

pavement it is noted that existing

crust thickness is around 810 mm

with following pavement

composition

Pavement Layer Thickness in mm

BC 70

DBM 100

WMM 300

Bituminous layer 40

Boulder soling 300

Total 810

Existing Pavement Composition

39

Composition of Average Daily Traffic at Tarapur

1

717

2545

1228

1558

53

780

1911

3705

1863

840

328

23 20

500

1000

1500

2000

2500

3000

3500

4000

MA

V

2 A

xle

3 A

xle

4-6

Axl

e

LC

V

Min

i B

us

Pri

va

te B

us

Sta

te B

us

Sch

oo

l B

us

Ca

r

2 W

hee

ler

Rik

shaw

Tra

cto

r

Tra

cto

r T

roll

y

An

imal

Dra

wn

Commercial Public Transport Passenger Agricultural NMV

No

. of

Veh

.At different location on study stretch classified volume count survey was

carried out . Classified Average Daily Traffic is computed.

40

Composition of Average Daily Traffic at Borsad

NMV

1

1063

2640

1267 1181

51

621

306

28

3809

2095

1150

84 31 30

500

1000

1500

2000

2500

3000

3500

4000M

AV

2 A

xle

3 A

xle

4-6

Axl

e

LCV

Min

i Bu

s

Priv

ate

Bus

Stat

e B

us

Sch

ool B

us

Car

2 W

heel

er

Rik

shaw

Trac

tor

Tra

cto

r T

rolly

An

imal

Dra

wn

Commercial Public Transport Passenger Agricultural

No

. of

Veh

.

41

Average daily Traffic and Passenger Car Units at Tarapur and Borsad

13834

24891

14330

25919

0

5000

10000

15000

20000

25000

30000

Total Veh. Total PCU Total Veh. Total PCU

At Tarapur At Borsad

42

Traffic Forecasting

Traffic Growth Rate

The present day traffic has to be projected for the end of design life at growth rates (“r”) estimated by studying and analyzing the following data:

(i) The past trends of traffic growth; and

(ii) Demand elasticity of traffic with respect to macro-economic parameters (like GDP or SDP) and expected demand due to specific developments and land use changes likely to take place during design life.

If the data for the annual growth rate of commercial vehicles is not available or if it is less than 5 per cent, a growth rate of 5 per cent should be used (IRC:SP:84-2009)

43

after assuming r= 5 %

Traffic Prediction Pn = Po (1+r)n

where Pn = Traffic in the nth yearPo = Traffic flow in the

base year n = Number of years r = Traffic growth rate

Year

At Tarapur At Borsad

Traffic growth

in no. of veh.PCU/Day

Traffic growth

in no. of veh.PCU/Day

2013 13834 24891 14330 25919

2014 14526 26136 15047 27215

2015 15252 27442 15799 28576

2016 16015 28814 16589 30004

2017 16815 30255 17418 31505

2018 17656 31768 18289 33080

2019 18539 33356 19204 34734

2020 19466 35024 20164 36471

2021 20439 36775 21172 38294

2022 21461 38614 22231 40209

2023 22534 40545 23342 42219

2024 23661 42572 24509 44330

2025 24844 44701 25735 46547

2026 26086 46936 27021 48874

2027 27390 49282 28372 51318

2028 28760 51747 29791 53884

44

2489126136

2744228814

30255

31768

33356

35024

36775

38614

40545

42572

44701

46936

49282

51747

24500

27500

30500

33500

36500

39500

42500

45500

48500

51500

2012 2014 2016 2018 2020 2022 2024 2026 2028 2030

PC

Us

Year

Future trend of PCUs

Future trend of PCUs at Tarapur junction

45

2591927215

28576

30004

31505

33080

34734

36471

38294

40209

42219

44330

46547

48874

51318

53884

25000

28000

31000

34000

37000

40000

43000

46000

49000

52000

2012 2014 2016 2018 2020 2022 2024 2026 2028 2030

PCU

s

Year

Future trend of PCUs

Future trend of PCUs at Borsad junction

46

VOLUME/CAPACITY RATIO

JUSTIFICATION FOR WIDENING

V/C Ratio is summarized in order to get Volume-Capacity of existing study

corridor.

Assessment is based on IRC:64-1990 Guideline for Capacity of Road in Rural

Areas. The details of V/C ratio is presented in below Table.

Count PostNo. of

Lane

Width in

meter

Volume

PCU/DayDSV Capacity V/C Ratio

Tarapur

Junction2 3.75 24891 15000 30000 0.83

Borsad

Junction2 3.75 25919 15000 30000 0.86

The V/C ratio is 0.83 to 0.86, which is near to 1, hence capacity is to be increased

by widening the existing corridor. The widening is suggested by adding 4 lanes

to existing 2 lanes for long term solution.

47

DESIGN OF PAVEMENT LAYERS

Having CVPD, VDF, traffic growth rate, design life; the cumulative million standards axles is

computed as :

𝐍 =𝟑𝟔𝟓 × [(𝟏 + 𝐫)𝐧 − 𝟏] × 𝐀× 𝐃 × 𝐅

𝐫

Location Tarapur Borsad

Design Life

(years)10 15 10 15

Cumulative

standard

axles (msa)

84 156 86 158

Plate no.6, 7, 8, pg.27, 28; IRC:37-2012,in order to obtain pavement thickness Cumulative

Standard axles repetition is adopted 158 msa among its higher value for whole study stretch.

48

Composition of subsequent layers of pavement is calculated from above data and given in below

table

Ch

ain

ag

e(K

m)

CB

R %

Thickness of Layers (mm)

Total

Thickness

(mm)BC

DB

M

WM

M

GSB

9+300 10.5 50 125 250 200 625

12+300 8.7 50 135 250 200 635

20+000 14.5 50 100 250 200 600

21+500 15.1 50 100 250 200 600

23+600 15.2 50 100 250 200 600

25+400 7.9 50 135 250 200 635

28+000 14.5 50 100 250 200 600

39+500 8.1 50 135 250 200 635

46+400 14.4 50 100 250 200 600

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

49

50

Different type of soil have different characteristics, it is essential to have recognizance and

evaluation of particular soil on which pavement structure is being constructed. Transient

traffic loading and its effects may high if higher number of vehicles may pass. Based on

IRC:37-2012 pavement life for state highway is minimum 15 years but beside it

conventional planning for design for widen the existing road may 27 years, so its

necessary to design the pavement for initial 15 years and further

overlaying for strengthening will carried out.

CONCLUSION

51

State Highway-8 route link Bagodra - Vataman - Tarapur - Dharmaj -Borsad – Vasad having

total length 101.76 km originating in district Ahmedabad and terminating in district Anand.

This stretch will connect South Gujarat and Saurashtra region. It is expected to ease the

traffic situation on the NH 8. The road will also provide connectivity to NH-8 to NH-27, NH-

47. Based on huge advantages it is expected to widen the existing pavement to minimize

traffic congestion and carry the anticipated traffic load.

RECOMMENDATION

References

1. Feasibility cum Preliminary Design Report for NH-11, NHDP Phase-III, Rajasthan

2. “Highway Engineering” by Khanna. S. K., Justo. C. E. G., Nem Chand and Bros, Roorkee, U.K., India

3. Jha, Bindur Kant., and Aman Kumar (2009), “ Performance of Bituminous Mixes-A Case Study “ Indian Highways.

4. “ Manual for Construction and Supervision of Bituminous Works “, Publication of Indian Roads Congress, 2001.

5. “Specifications for Raod and Bridge Works” Ministry of Shipping, Road Transportation & Highways, Indian Road Congress, 2001

6. “Traffic Engineering and Transportation Planning” by Kadiyali. L. R., Khanna Publication 52

53

7. Bindra S.P., “A Course in Highway Engineering”, 5th edition, Dhanpat RaiPublication, 2012

8. IRC:36-2010 Recommended Practice for Construction of Earth Embankments and Sub-Grade for Road Works (First Revision)

9. IRC:37-2012 Tentative Guidelines for the Design of Flexible Pavements

10. IRC:SP:-84-2009 Manual for Specification & Standards for Four Laning of Highways through Public Private Partnership

11. Khanna S.K., Justo C.E.G , “Highway Engineering”, 9th edition, Nem Chand & BrosRoorkee, U.K, India, 2011

12. Yoder E.J., Witczak M.W., “Principles of Pavement Design”, 2nd edition, John Willey & Sons, 1975

References

54

13. http://www.nhai.org/roadnetwork.htm

14. National Highway Development Project -http://en.wikipedia.org/wiki/nationalhighways_develepment_project

15. Golden Quadrilateral -http://en.wikipedia.org/wiki/national_golden_quadrilateral

16. www.census2011.co.in/census/district/196-anand.html

References

55