Pavement Engineering

and Materials
Pavement Evaluation

Design, Construction and

Performance Evaluation of New
Materials and Mixes toward
Development and Upgradation of
Standards / Speciſcations
As reported earlier (Annual Report 2010-
11), this study includes new materials and
mixes viz. Stone Matrix Asphalt (SMA),
Microsurfacing and Hot Asphalt Mixes using
waste plastic, which have been laid on actual
sites, for performance monitoring, towards Fig. 47 Road section laid with stone matrix asphalt (SMA)
development and upgradation of Standards /
Specifications. Second series of performance
observations were undertaken over the
road sections selected in and around Delhi.
Performance observations taken for time
series data include the following:

a) Assessment of pavement surface distress

by visual observation

b) Measurement of pavement surface

roughness by using Roughometer-II

c) Deflection measurements by using

Fig. 48 Road Section laid with hot mix asphalt mixes using waste plastic
Benkelman Beam method

d) Traffic volume survey, 24 hours round the

clock

Further work with regard to processing /

analysis of 2nd series of performance data is in
progress. Third series of periodic observations
are being planned to be undertaken in the
month of November-December 2012. Shown in
Figs 47, 48 & 49 are the road sections laid with
Stone Matrix Asphalt (SMA), Hot Mix Asphalt
mixes using Waste Plastic and Micro-surfacing
respectively. Fig. 49 Road section laid with microsurfacing

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Development of Management h. Road Inventory Details and Road

System for Maintenance Planning Geometrics (Once)

and Budgeting of High Speed Road i. Environmental Conditions (Periodic)

Corridors - Supra Institutional
Project
In continuation of the earlier report (Annual
Report 2010-11), 1st series of performance
observations on the road sections identified in
different states have been completed. Second
series of performance observations are in
progress.

Performance observations being undertaken for

these sections include the following: Fig. 50 Measurement of pavement surface roughness
using Automated Road Survey System (ARSS)
a. Pavement’s Structural Details -
Pavement type and crust composition
(Once)

b. Pavement’s Structural Condition –

Deflection measurements by Benkelman
Beam Method and Falling Weight
Deflectometer (Periodic)

c. Pavement’s Functional Condition –

Pavement roughness measurements
(Periodic) Fig. 51 A close view showing deƀection measurements
using Falling Weight Deƀectometer
d. Pavement Surface Distress – Types,
extent and severity of distress / defects
(Periodic)
S h ow n i n F i g . 5 0 & 51 a re va r i o u s
e. Pavement Construction and Maintenance activities / observations being conducted
History (Once) on the selected road sections.
f. Vehicle Information Details (Once) Data management for 1st series of performance
g. Axle Load Spectrum and Classified observations is in progress and calibration
Traffic Volume Data for 48 hours factors for pavement deterioration models
round the clock (Periodic) of HDM-4 are being attempted.

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Consultancy Assignments

Road Inventorisation and

Pavement Condition Survey on
the Selected Road Stretches
using Vehicle Mounted Digital
Video Imaging System Integrated
with GPS
This was taken up at the request of M/s RITES
Limited, for road inventory and pavement
condition survey under Road Safety Audit
project activity of NHAI for a total length Fig. 52 A typical layout of map generated using
ARSS on NH-03
of about 1238 kms covering eight National
Highways.

National Highways Authority of India (NHAI)

initiated Road Safety Audit of National
Highways which is being widened from two to
four lanes and four lanes to six lanes etc. As
a part of this activity, it was desired that the
information on road inventory and condition
data of the project highways is collected Fig. 53 Automated road survey system for
using Vehicle Mounted Digital Video System measurement of pavement surface roughness
Integrated with GPS.

Two equipments namely Automated Road

Survey System (ARSS) and Network Survey
Vehicle (NSV) have been used for Road
Inventory and Pavement Condition Survey. The
field work for collection of road inventory and
pavement condition data was started in the
month of February 2012. Figure 52 shows a
typical layout of map generated using Vehicle
Fig. 54 Measurements using NSV in progress
Mounted Digital Video System, integrated with
GPS on NH-3. Figure 53 and 54 shows the field The project report includes data on road
measurements being taken using ARSS and inventory and pavement condition as per
NSV systems respectively on NH-12. the Road Information System (RIS) format

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of National Highways Authority of India. A layout plan showing DND Flyway, Mayur
Information on GPS coordinates, average survey Vihar Link Road and Delhi Side and Noida
vehicle speed, travel time based on survey vehicle Side Ramps is given in Fig. 55.
speed has been worked out for both Up and
Down directions of travel.

Functional and Structural

Evaluations of DND Flyway and
Mayur Vihar Link Road towards
Determining the Maintenance and
Strengthening Requirements
This assignment was taken up at the instance
of Noida Toll Bridge Company Limited Fig. 55 A layout plan showing DND Flyway, Mayur
Vihar link road and Delhi side and Noida side ramps
(NTBCL), Noida for evaluating functional and
structural DND Flyway and Mayur Vihar Link Field investigation undertaken for DND
Road towards determining the maintenance Flyway included assessment of pavement
and strengthening requirements. surface condition, pavement deflections
DND Flyway is an important corridor using Benkelman Beam, traffic volume
and axle load surveys and roughness
connecting Delhi and Noida. The DND Flyway
measurements using Automated Road Survey
is an 8 lane dual carriageway which starts
System. Shown in Figs. 56 and 57 (a-b) are
from Delhi (Ashram) side at km 0.200 and
the pavement surface conditions of DND
ends at km 5.800 towards Noida side. The
Flyway (Delhi to Noida) and Mayur Vihar Link
road passes through the plain terrain for
Road (Mayur Vihar to DND Flyway).
its entire length. The main DND flyway is
also connected by several Ramps viz. Ramp
(A + B), Ramp C and Ramp E at Delhi side;
and Ramp A, Ramp B, Ramp C and Ramp D
at Noida side. All these ramps are two lane
undivided carriageway. The total length of
Ramps at Delhi side is 2.4 kms while it is
1.65 kms on Noida side. DND Flyway also
has an exclusive road called Mayur Vihar
Link Road. The length of Mayur Vihar Link
Road is 1.6 kms (which is a 4 lane dual Fig. 56 View of transverse cracking and crack sealing on
carriageway). the main carriageway of DND Flyway (Delhi to Noida)

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Performance Evaluation of
Rhinophalt Preservative in
Rajasthan and Gujarat States
In continuation of the earlier Annual Report
(2010-11), the product rhinophalt preservative
is being evaluated for Indian condition for
assessing its suitability in increasing the life of
pavements and ensure improved performance on
large term basis. Performance observations to
(a)
be undertaken on three selected road sections
/ stretches for a period of three years include
the following:
- Assessment of pavement surface
condition by visual inspection
- Benkelman Beam Deflection
measurements
- Pa v e m e n t s u r f a c e r o u g h n e s s
measurements
(b)
- Traffic volume and axle load surveys
Fig. 57 (a-b) Severe alligator cracking with deep
settlements on Mayur Vihar link road (Mayur Vihar - Test pit observations
to DND Flyway)
- Skid resistance
- Laboratory evaluation of cores retrieved
The final report submitted included the from bituminous layers
methodology adopted for conducting various The first series of performance observations has
field studies/surveys, data / results obtained been completed. Second series of observations
from functional and structural evaluations, are planned to be undertaken during October /
traffic volume and axle loads for DND Flyway November 2012.
and Mayur Vihar link road. Based on the data
analyses and findings, recommendations on Evaluation of 130mt. ROW Road in
maintenance and strengthening requirements Greater Noida and Recommending
required for improvement of DND Flyway, its Rehabilitation / Crust Design
Mayur Vihar link road and Delhi side and Noida The assignment was awarded by Noida
side ramps were suggested. authority for carrying out a detailed

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investigation of road connecting NOIDA construction and some sections are yet to be
border at Hindon River and Kasna Road, for constructed (missing link). The project road
determining the likely causes of distress/ has been constructed with 5 layers of WBM
defects developed on the road and suggest (100mm WBM Gr. I + 250mm WBM Gr. II
rehabilitation / crust design needed to + 75mm WBM Gr. III) with 25mm Mix Seal
overcome the problem. The road connecting Surfacing (MSS) as the wearing course.
NOIDA border at Hindon River and Kasna
Road is about 28.8 km. long and is a six lane Based on the current status/ situation, the entire
dual carriageway with bituminous pavement project road has been divided into five different
and earthen shoulders on both sides. Some sections for each of the two carriageways
sections of the road are currently under (Table 8).

Table 8 Division of Sections on the Project Road

Carriageway Section No. Chainage (Km.) Description

LHS - I 0.000 10.300 MSS Section (Phase - I) / Under

Construction

LHS - II 10.300 15.800 Missing Link (Under Construction)

Noida to Greater Noida
Direction (LHS) LHS - III 15.800 21.800 BM + BC Section (Phase - II)

LHS - IV 21.800 25.800 MSS Section (Phase - I)

LHS - V 25.800 28.800 Missing Link (Yet to be Constructed)

RHS – I 0.000 10.300 MSS Section (Phase - I)

RHS - II 10.300 15.800 Missing Link (Under Construction)

Greater Noida to Noida
RHS - III 15.800 21.800 BM + BC Section (Phase - II)
Direction (RHS)
RHS - IV 21.800 25.800 MSS Section (Phase - I)

RHS - V 25.800 28.800 Missing Link (Yet to be Constructed)

Notes:
1) LHS : Left Hand Side
2) RHS : Right Hand Side
3) MSS : Mix Seal Surfacing
4) BM : Bituminous Macadam
5) BC : Bituminous Concrete
6) The road section from km. 0 to 6 on LHS is currently under construction

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La rg e a m o u n t o f p ave m e n t s u r f a c e • Axle Load survey on random sampling

defects / distress, in terms of slippage, cracking basis.
and potholes have now developed on the road
• Roughness measurements using Laser
making the pavement surface uneven, making
based Profilometre, on each lanes of both
the road bumpy thus offering poor riding quality
the carriageways for the entire length of
(in the Phase-I construction area).
project road.
The major objectives of the study are :
(b) Laboratory investigations by determining the
• To evaluate 130 Mt. ROW Road in engineering properties of materials, retrieved
Greater Noida towards determining the from subgrade layer of the existing pavement
likely causes of distress developed on structure.
the road.
The major findings, based on the data / results
• To suggest rehabilitation/ crust design obtained from field investigations and laboratory
needed for improving the condition of evaluation of road building materials collected
road. from the field are summarized as under:

The scope of work included the following major • The total surface distress in one km
activities: section (worst section) is maximum 60 to
70 per cent. The major types of surface
(a) Field investigations distress/defects developed on the project
• Traffic Volume surveys at four road are settlement, cracking, potholes,
representative / strategic locations on patching and raveling.
project road and / or on those nearby/ • Both carriageways of the project road
surrounding major roads which may are used by substantial number of heavy
influence on traffic flow pattern of the commercial vehicles, which are of the
project road. order of 3482 and 3266 CVPD in RHS
• Assessment of pavement surface and LHS directions respectively.
condition through visual surveys on the • The characteristic deflections for the
entire length of project road, to find project road are 1.21 mm and 1.21
out the extent and severity of various mm in LHS and RHS carriageways
distress types. respectively which is high. Such high
values of deflections obtained for
• Benkelman beam deflection measurements
both carriageways of the project road
on each carriageway.
clearly indicate that the project road
• Test pits investigation on representative is structurally unsound and is grossly
sections having variation in surface inadequate to be able to bear the
condition. anticipated traffic loads (stresses)

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 Pavement Engineering

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for the current and projected traffic been used as the filler material. However,
loading. the gradations of materials (coarse
aggregates) in all the three layers are
• Based on the characteristic deflections
completely outside the grading envelop
data and cumulative number of standard
on many sieves, which can be considered
axles worked out for the project road, it
as the contributing factors for distress
becomes clear that the existing road is
due to poor mechanical interlocking and
grossly structurally inadequate and it is
large voids.
not able to cope up with the expected
traffic loads. Consequently, the road is • The thicknesses of structural overlay
in dire need of immediate rehabilitation/ for 5 years and 10 years design life for
strengthening to augment its structural both carriageways of the project road as
capacity so as to improve its load worked out for LHS I, LHS IV, RHS I &
carrying/ bearing capacity. RHS IV are given as under:

• The relative compaction of subgrade Recommended overlay thickness for 5 years

soil varies from 84.1 to 94.8 percent. Design Life, for sections Under LHS I, LHS
The soils in pit numbers 3 and pit 4 are IV, RHS I and RHS IV are as given below:
non-plastic (PI”6) while the soils in pit 50 mm thick Dense Bituminous Macadam (DBM)
numbers 1 and pit 2 are plastic in nature +
(PI>6). CBR of these soils ranges from 40 mm thick Bituminous Concrete (BC)
4.7 to 11.5 per cent. The quality of
aggregates used in all the three layers Recommended overlay thickness for 10 years
of WBM appears to be reasonably good. Design Life, for sections Under LHS I, LHS IV,
The PI of filler is found to be 10 at pit RHS I and RHS IV are as given below:
Nos. 1 & 2 while it is Non- Plastic at pit 100 mm thick Dense Bituminous Macadam
(<6) Nos. 3 & 4. (DBM) in two Layersof 50mm each
• The characteristic of subgrade soil +
obtained show that the relative 40 mm thick Bituminous Concrete (BC)
compaction of subgrade is somewhat Major Recommendations based on the findings
lower than the specified requirement are given as under:
(of minimum 97 per cent), which may
1. Keeping in view the heavy traffic
be responsible for development of
volume and higher axle loads (which
distress.
is causing faster development of the
• The results of granular layers (WBM) project road), it is expected that the
show that while the quality of project road would be subjected to
aggregates used in these layers are severe loading in years to come i.e. soon
reasonable, locally available earth has after the missing links are constructed

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and the road is fully developed and Dense Bituminous Macadam, on all arms
opened to traffic. This road would of the junctions for upto about 25 to 30
generate lot of traffic from the UPSIDC m in length including rotaries to resist
area as well as it is expected to heavy traffic loads (which are causing
receive diverted traffic from other damage to the road), due to creep speed
surrounding roads. Therefore, it is and static loading at such locations.
advised that rehabilitation/ crust
design recommended for 10 years life Evaluation of Roads in NDMC Area
may be adopted for improvement of this (R-III Division) to Suggest Remedial
road, with regard to augmentation of Measures
structural adequacy.
This consultancy assignment was referred
2. There is also a need to maintain proper to CRRI by New Delhi Municipal Council
camber / profile / shape of the existing (NDMC), R-III Division with the aim to
pavement surface which is currently assess the existing condition of twenty two
uneven and irregular at many locations. numbers of roads, scattered in NDMC area,
Therefore, before implementing the so as to suggest / recommend resurfacing /
bituminous overlays, a profile correction
strengthening treatments needed to improve
course (PCC) using DBM may be provided
upon the current condition of these roads.
to correct undulation, deformation
Most of the roads, scattered in NDMC areas
(ruts) and settlement/ depression
viz. (i) North West Moti Bagh, (ii) Sarojini
etc. in the existing surface, wherever
Nagar, (iii) Laxmi Bai Nagar and (iv) West &
required. PCC may also be done at
East Kidwai Nagar, are main colony roads and
isolated locations, wherever required.
connecting / link roads. Lengths of various
Polymer Modified Bitumen (PMB – 40)
roads undertaken for the study ranged from
may be used in wearing course (i.e.
14.70 to 498 m while pavement widths were
in Bituminous Concrete), since it has
higher stiffness, higher resistance to varying from 2.80 to15.50 metres. Traffic
deformation and is not susceptible to plying on these roads comprises of cars,
water induced damage which is found/ three wheelers, pick-up vans, two wheelers,
learnt to be a common cause for failure cycles and more often very less numbers of
of road in the project area. NDMC heavy vehicles / trucks for servicing /
maintenance of colony / service roads.
3. It was also observed during the course
of field investigation/ inspection that A variety of activities / tasks were carried out
the existing road has several rotaries at under the field investigations with a view to
many locations along the project road. assess the present structural and functional
It is recommended that 40 mm thick conditions of existing roads, in order to
Mastic Asphalt layer may be laid over recommend suitable remedial treatments /

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 Pavement Engineering

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Pavement Evaluation

corrective measures for improving upon the pavement surface are loss of fines,
present condition of roads. Field investigations ravelling, isolated pot holes and
undertaken included (i) Assessment of pavement cracking. Total distressed area for
surface condition by visual inspection of twenty two roads under evaluation is
all the roads to find out the extent and found to be in the range of minimum 5
severity of various distress types developed per cent to maximum 40 per cent.
(ii) Measurement of pavement surface roughness
b. The traffic volume survey indicates
(iii) Benkelman Beam deflection measurements
that major proportions of the total
(iv) Classified Traffic volume surveys at few
traffic are cars as well three wheeler
selected locations (v) Laboratory evaluation
scooters / motor cycles. It was seen
of road materials retrieved through test pits in
that the number of commercial / heavy
order to find out the subgrade characteristics
vehicles is very less. It was assumed
and (vi) Analysis of data / results to make
that in the worst scenario, a maximum
recommendations on resurfacing / remedial
of about 100 Commercial Vehicles
treatments.
Per Day (CVPD) would ply on each of
Data through field and laboratory investigations these colony roads and connecting /
were collected for the twenty two NDMC link roads. Therefore, Vehicle Damage
roads undertaken for the evaluation. The Factor (VDF) has been taken as 2.0
data was processed, analyzed and used in for calculating Cumulative numbers
bringing out the recommendations towards of Standard Axles (CSAs), during the
remedial / corrective treatments for improving design life of 10 years.
upon the current condition of the roads.
c. The measurements of pavement surface
The requirements of structural overlay have
roughness, done on all the twenty two
been worked out based on characteristic
roads, indicate that pavement surface
deflection of roads for which Benkelman
roughness for majority of the roads is
Beam Deflection measurements were made,
in average and poor condition. Average
considering the projected loading traffic (i.e.
roughness values for various colony
cumulative standard axles) for design life of
10 years. roads and connecting roads are in
the range of 2723 to 3552 mm /km.
The major findings revealed from the analyzed It can also be inferred from this that
data are given as under: while about 72 per cent of the roads
a. The distress levels on different roads are having roughness values less than
generally vary from good to fair to poor. 3000 mm/km (average rating), the
During the visual inspection, it was remaining 28 per cent roads lie within
concluded that, in general, predominant the roughness range of 3000 to 4000
distress types encountered on the mm/km (poor rating).

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Pavement Evaluation

General trends of roughness data traffic growth rate of 5.5 per cent.
obtained show that the roughness values The Vehicle Damage Factor (VDF) is
are somewhat higher than the desired assumed to be 2.0, for the purpose of
level of serviceability (<2000 mm/km). calculating the cumulative standard
This may probably be due to the raveled axles for the design life.
and cracked surface as well as due to
e. Analysis of deflections data clearly bring
settlement / undulation etc.
out the fact that none of the roads under
d. Projected traffic loading, in terms evaluation are structurally inadequate and
of cumulative number of standard thus no structural overlay / strengthening
axles, has, therefore, been arrived is needed for any of the twenty two roads.
at for traffic of maximum 100 CVPD In order to provide maintenance treatments
for future design life of 10 years (resurfacing), criterion based on pavement
for the purpose of assessing the distress and roughness has, therefore, been
resurfacing / strengthening requirements formulated and given in Table 9. Based on the
(if any). The traffic loading in terms of salient criterion and major considerations,
cumulative standard axles has been the maintenance (resurfacing) treatments
worked out for all the roads for design were recommended for the twenty two
life of 10 years, assuming an annual roads.

Table 9 Salient Criterion and Major Considerations Adopted While Making

Recommendations
Condition Rating Total Surface Roughness Recommended / Resurfacing Treatment
Classiſcation Distress (%) (mm/km) (mm)

30 Bituminous Concrete (BC) / 30 Mastic

1 ”25 ”3000
Asphalt

2 ”25 >3000 35 Bituminous Concrete (BC)

3 >25 ”3000 40 Bituminous Concrete (BC)

4 >25 >3000 50 Dense Bituminous Macadam (DBM)

+
30 Bituminous Concrete (BC)

Note: Mastic Asphalt (MA) has been suggested as an alternate option for treatment on those roads which are situated in
the thick residential areas, are of narrow width, are very small in length and are always congested / occupied due to
parking of vehicles etc.

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Investigation of the Old Main • Test pits observations and collection of

Runway Pavement at Kolkata subgrade soils and other road building
Airport for Suggesting Remedial / materials used for construction of
Corrective Actions runway pavement

This assignment was taken up at the instance • Laboratory evaluation of in-situ materials
and mixes retrieved from the existing
of Joint General Manager, Engg. (C), Kolkata
pavement structures for ascertaining
Airport Project, Kolkata, Airports Authority of
the construction quality of pavement
India (AAI) with an aim to determine (i) the likely
component layers
causes of distresses developed on the runway
pavement (ii) Pavement Classification Number • Analysis of data / results to determine
(PCN) for the old main runway pavement at the probable causes for the development
Kolkata Airport and, (iii) suggest the remedial / of distresses, PCN value of main runway
corrective actions in order to find out the pavement
suitability of the runway for use by operations • Recommend remedial measures to
of critical Aircrafts vis-à-vis the specified improve the current condition of main
PCN requirement of the main runway. Design old runway pavement so as to make
PCN, based on A-380 type of aircraft and as the runway suitable for the anticipated
reported by AAI, was taken as 116/F/D/W/T and proposed aircraft operations.
94/R/D/W/T, depending on whether it is a flexible
The field investigations of the main runway at
or rigid pavement.
Kolkata Airport undertaken included general
The scope of work under the project includes appraisal of surface condition to assess
the following major activities / tasks: the likely causes of distresses developed.
Pavement construction details with regard
• Measurement of pavement deflections
to pavement’s structural composition i.e.
on different sections of the runway, at
layer thicknesses and their specifications
pre-determined loads, by using Falling
etc. were also collated from the concerned
Weight Deflectometer (FWD)
AAI officials / test pits observations. The
• Assessment of pavement surface pavement surface of runway was closely
condition through visual inspections examined through visual survey for evidence
of distress / deterioration. Based on the
• Extraction of 4” diameter cylindrical
general appraisal of the pavement surface
cores
condition, representative locations for taking
• Measurement of layer thicknesses in the 4” (10 cm) diameter cylindrical cores were
pavement structure marked / identified. Cores were also taken

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for determining the layer thicknesses and for on several sections of the airfield pavement
evaluating the construction quality of asphalt with known cross sectional details obtained
mixes. Concrete cores were also recovered from the records / test pits. Pavement surface
from the runway end. condition of various test points / locations, as
In order to collect detailed information observed during the measurements through
regarding the depth of different pavement visual observations, was noticed to be good
layers, their composition and field densities except for some rubber deposits occurring
etc., three test pits, of size 1.25 x 1.25m, along the most widely used section of runway
on / near the edge of pavement were cut by aircrafts during takeoff and landing
open. The construction materials from operations.
different component layers in the pavement
structure were also collected for laboratory Measurements by FWD (Fig. 58) were
evaluation. Samples of sub grade soil from the undertaken on the main runway at an interval
representative locations were also collected of about 100 metres in staggered position and
from the runway pavement for detailed on all the lanes on both sides of the central
laboratory investigations. line. Similarly, FWD deflection measurements
Pavement deflection measurements, by using were taken on runway ends / turning pads also
FWD, were undertaken on runway pavement at representative locations well spread over
and rigid end. The FWD system was applied the paved area.

Fig. 58 FWD deƀection measurements on the airſeld pavement

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Data collected from FWD was used for Software program available with KUAB FWD
determination of Pavement Classification system, deployed under this project, has been
Number (PCN) and in deciding upon the used for analyzing pavement deflections
strengthening / rehabilitation measures obtained in the field towards determining PCN
needed to meet the air traffic requirements. values of the runway. Based on the pavement’s
Data on deflections obtained through FWD structural composition (layer thicknesses),
in conjunction with field and laboratory data flexural strength of concrete, subgrade strength
viz. crust composition, subgrade strength etc, for the airfield pavement, configurations
and flexural strength of concrete etc, have / features of aircrafts (ACN values, tyre
been analysed using a standard software to pressures, loads, size and movements of
determine PCN and the strengthening / overlay various aircrafts) operating / using the airfield
requirements for the main runway pavement. pavement, the deflections data obtained from
Presented in Table 10 are the PCN values as FWD system were analyzed for determining
determined and the strengthening / overlay the PCN of the runway pavement and runway
requirements for the main runway pavement. end / turning pad.

Table 10 Pavement Classiſcation Number (PCN) and Strengthening / Overlay

Requirements for Different Sections of the Main Runway at Kolkata Airport
[Link]. Runway Type of Computed Overlayrequirements Overlayrequirements
Pavement Pavement PCN for Design PCN of for Design PCN of
Section *116 / 94 (mm) *105/88 (mm)

1 19L- Alpha Taxi Flexible 74/F/D/W/T 150mm DBM 100mm DBM

+ +
50 mm BC 50 mm BC

2 Alpha Taxi – Flexible 82/F/D/W/T 150mm DBM 100mm DBM

Fire Station Road + +
50 mm BC 50 mm BC

3 Fire Station Road Flexible 72/F/D/W/T 150mm DBM 100mm DBM

- 01R + +
50 mm BC 50 mm BC

130 mm Bonded 130 mm Bonded

4 01R Runway END Rigid 72/R/D/W/T
Concrete Overlay Concrete Overlay

* 116/94 means Design Aircraft (A-380) ACN values for Flexible/Rigid Pavement
105/88 means Design Aircraft (B-747) ACN values for Flexible/Rigid Pavement
LHS (Towards 01R END)
RHS (Towards 19L END)
CL (Central Line of the Runway)

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