Name: T.
Sreeja
Roll No: 23CEM3S03
Objective: To design full depth reclaimed pavement
Tools: MS Excel, IIT PAVE
Theory:
It is a pavement in-situ rehabilitation technique where bituminous and underlying pavement
layers of predetermined thickness are excavated, pulverized and blended with a binder and
compacted to act as a bound or hardened base course of the new pavement.
FDR is not used if there is inherent drainage problems
It is adopted when subgrade is not strong i.e, CBR=5 (for LVR)
CBR= 8 (for HVR)
FDR is also adopted when there is a structural failure
The process typically includes these steps:
Pulverization: The old pavement, including the asphalt surface, base, and subbase materials,
is ground up and mixed together using heavy machinery, like a reclaimer or pulverizing
machine. This creates a homogenous mix of materials.
Stabilization: Additives such as cement, lime, fly ash, or other stabilizing agents might be
introduced to enhance the properties of the mix. This step aims to improve the strength and
durability of the recycled materials.
Grading and Compaction: The mixed materials are then graded and compacted to create a
new base for the road. Compaction is crucial to ensure the stability and load-bearing capacity
of the newly formed base.
Surface Layer: After the base is prepared, a new asphalt surface or another desired road
surface material can be applied.
Full-depth reclamation offers several advantages:
Cost-Effective: It can be more cost-effective than traditional methods as it reuses existing
materials.
Environmental Benefits: Recycling the existing materials reduces waste and the need for new
raw materials, making it environmentally friendly.
Faster Construction: FDR can often be completed faster than traditional methods since it
involves fewer steps and reduces the need for transporting new materials to the site.
However, the success of FDR depends on various factors, such as the condition of the
existing pavement, the quality of the materials, the type of stabilizing agent used, and proper
construction techniques. If done correctly, full-depth reclamation can significantly extend the
lifespan of roads and provide a sustainable approach to road construction and rehabilitation.
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
Procedure:
Given
Patavala-Manjeru
R&B Road to
Road name Santhimoola
Traffic-T6 450000
WBM(mm) 165
Subgrade(mm) 175
Subgrade CBR(%) 10.2
Embankment
CBR(%) 3.3
Table.1. Given data
Now calculate the elastic modulus/ resilient modulus of subgrade and embankmet using the
equations given in IRC:37-2019 using the CBR value
Mrs = 10.0 * CBR for CBR ≤ 5 %
Mrs = 17.6 * (CBR)0.64 for CBR > 5 %
Elastic
Modulus(Mpa)
Subgrade 77.807
Embankment 33
Table.2. Calculated Elastic Modulus
Calculate the effective modulus using the equation present in IRC:37-2019
2(1−µ2 )𝑝𝑎
Mrs = 𝛿
Where,
p = contact pressure = 0.56 MPa
a = radius of circular contact area, which can be calculated using the load applied (20,000 N)
and the contact pressure ‘p’ (0.56 MPa) = 150.8 mm
μ = Poisson’s ratio
Calculate the deflection using IITPAVE, so that the effective modulus value is obtained.
59.14056 Effective Modulus(Mpa)
2.506 Surface deflection(mm)
[Link] values of effective Mr and deflection
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
Calculate the limiting stains
Compressive strain at top of subgrade using the performance equation of 80%
reliability
NR = 4.1656 x 10-08 [1/εv ]^ 4.5337
NR= subgrade rutting life (cumulative equivalent number of 80 kN standard axle loads that
can be served by the pavement before the critical rut depth of 20 mm or more occurs)
εv = vertical compressive strain at the top of the subgrade calculated using linear elastic
layered theory by applying standard axle load at the surface of the selected pavement system
Fatigue strain at bottom of bituminous layer using the fatigue performance models
for Cement Treated Base (CTB)
113000
0.804 +191
𝑁 = 𝑅𝐹[ 𝐸 ]^12
𝜀
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
E = elastic modulus of CTB material (MPa)
εt = tensile strain at the bottom of the CTB layer (micro strain).
Fatigue strain at bottom of
stabilized layer 0.00017067
Compressive strain at top of
subgrade 0.001334099
[Link] stain values
Now take some trial thicknesses and calculate modulus for that thickness using the equation
Mr=0.2*h^0.45*Mreff
h Mr
15 40.00888838
5 24.40348888
Table.5. Modulus values for thickness
Now calculate the computed strains using IITPAVE and
Limiting strains > Computing strains
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
Figure.1. Input values given in IIT PAVE
Figure.2. Output showing the strain values
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
Limited Computed
Strain Strains
FDR depth NA 150
Fatigue strain at bottom of BC
layer NA NA
Fatigue strain at bottom of
stabilized layer 0.00017067 0.0001542
Compressive strain at top of
subgrade 0.001334099 0.0001451
Satisfied
[Link] and limiting strains
Here we no need to borrow extra soil available thickness is enough for stabilizing
Final
Section Thickness(mm)
BC Layer 30
CRL SAMI
Stabilized
layer 150
Existing 15
Subgrade 175
[Link] thickness of different layers
BC LAYER(30MM)
SAMI LAYER
STABILIZED
LAYER(150MM)
EXISTING LAYER(15MM)
SUBGRADE(175MM)
[Link] cross-section of the pavement
If the traffic is less than T9 then SAMI layer is used as crack relief layer
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
If traffic is equal to T9 then granular crack relief layer is used
In the same way calculate for T9 traffic condition using the granular crack relief layer as
75mm and BT layer as 40mm.
Patavala-Manjeru
Road name R&B Road to
Santhimoola
Traffic-T9 1750000
WBM(mm) 165
Subgrade(mm) 175
Subgrade
CBR(%) 10.2
Embankment
CBR(%) 3.3
[Link] data for T9 traffic
Calculate the elastic modulus of subgrade and embankment
Elastic Modulus(Mpa)
Subgrade 77.807
Embankment 33
Table.9. Modulus values for Subgrade and embankment
LIMITED COMPUTED
STRAIN STRAINS
FDR depth NA 150
Fatigue strain at bottom of BC layer 0.00056 0.00001231
Fatigue strain at bottom of stabilized
layer 0.00015226 0.00002971
Compressive strain at top of subgrade 0.00098876 0.0001166
Accepted
Table.10. Calculated and limiting strains
Here we no need to borrow extra soil available thickness is enough for stabilizing because the
computed strains are less than the limiting strains
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
Figure.4. Input values given in IIT PAVE
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
Figure.5. Output showing the strain values
Final Section Thickness(mm)
BC Layer 40
Granular Crack Relief
Layer 75
Stabilized layer 150
Existing layer 15
Subgrade 175
[Link] thickness of each layer
Transportation Division Low Volume Road Engineering
NIT Warangal
Name: [Link]
Roll No: 23CEM3S03
BC LAYER(40MM)
GCR LAYER(75MM)
STABILIZED
LAYER(150MM)
EXISTING
LAYER(15MM)
SUBGRADE(175MM)
[Link] cross-section of the pavement
Conclusions: In both of the conditions we no need to borrow soil just by stabilizing the
existing layer we can achieve the final section of the pavement
References:
IRC:37-2018
Transportation Division Low Volume Road Engineering
NIT Warangal