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 ...................................................................................16

LIST OF TABLE

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

Table 1.2: Proportion and Expected Repetition of Axles………………………………………8
Table 1.3: Fatigue Analysis .......................................................................................10
Table 1.4: Input Parameters for IITPAVE ...................................................................11
Table 1.5: Calculated Thickness of pavement by IITPAVE ....................................... 18
“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)”

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
“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)”

(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
“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)”

(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
“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)”

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
“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)”

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
“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)”

𝑀 = 4.84{𝑉𝑏𝑒 /(𝑉𝑎+𝑉𝑏)-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
“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)”

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
 “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)”
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

Due to unavailability of axle load and traffic data on the expressway, the axle load spectrum and traffic data
has been taken from similar expressway with higher design MSA than 130 for conduction CFD analysis.

Table 1.3: Proportion and Expected Repetition of Axles

Single Axle
Axle Load (kN) Expected Single Axle Repetitions (ni)
190 0
180 0
170 0
160 0
150 0
140 0
130 14305
120 164509
110 232458
100 543595
90 461341
85 2653602

8
“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)”
Tandem Axle
Axle Load (kN) Expected Tandem Axle Repetitions (ni)
390 0
370 0
350 0
330 0
310 0
290 0
270 507832
250 729562
230 1537802
210 1580718
190 708104
180 1559260

Tridem Axle

Axle Load (kN) Expected Tridem Axle Repetitions (ni)

545 0
515 0
485 0
455 0
425 0
395 42915
365 643731
335 965595
305 171663
275 139476
245 42915
230 53643

9
“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 1.4 : Fatigue Life

(a) Main Carriageway

Single Axle
Expected Single
Axle Load Tensile Stress at bottom Stress Ratio (t/ Fatigue Life
Axle Repetitions Fatigue Life (Nf)
(kN) of CTB (t) MRup) Consumed (ni/Nf)
(ni)
190 0 - - - -
180 0 - - - -
170 0 - - - -
160 0 - - - -
150 0 - - - -
140 0 - - - -
130 14305 0.5480 0.3914 10903746.79 0.001
120 164509 0.5079 0.3628 24223808.48 0.007
110 232458 0.4674 0.3339 54268204.71 0.004
100 543595 0.4266 0.3047 122598413.02 0.004
90 461341 0.3854 0.2753 278514932.59 0.002
85 2653602 0.3647 0.2605 420961544.58 0.006
CFD 0.02

Tandem Axle
Axle Load Expected Tandem Axle Tensile Stress at Stress Ratio Fatigue Life
Fatigue Life (Nf)
(kN) Repetitions (ni) bottom of CTB (t) (t/ MRup) Consumed (ni/Nf)
390 0 - - - -
370 0 - - - -
350 0 - - - -
330 0 - - - -
310 0 - - - -
290 0 - - - -
270 507832 0.5680 0.4057 7315473.21 0.069
250 729562 0.5280 0.3771 16252085.22 0.045
230 1537802 0.4877 0.3484 36206611.23 0.042
210 1580718 0.4470 0.3193 81567124.35 0.019
190 708104 0.4060 0.29 184784979.74 0.004
180 1559260 0.3854 0.2753 278514932.59 0.006
CFD 0.185

Tridem Axle
10
 “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)”
Axle Load Expected Tridem Axle Tensile Stress at Stress Ratio Fatigue Life
Fatigue Life (Nf)
(kN) Repetitions (ni) bottom of CTB (t) (t/ MRup) Consumed (ni/Nf)
545 0 - - - -
515 0 - - - -
485 0 - - - -
455 0 - - - -
425 0 - - - -
395 42915 0.5547 0.3962 9536608.17 0.005
365 643731 0.5146 0.3676 21186567.74 0.03
335 965595 0.4742 0.3387 47463923.61 0.0200
305 171663 0.4334 0.3096 106927868.35 0.002
275 139476 0.3923 0.2802 242915118.66 0.001
245 42915 0.3509 0.2506 554935392.81 0
230 53643 0.3301 0.2358 838757397.77 0
CFD 0.058

The fatigue criterion is considered satisfied if Σ (Ni/Nfi) is less than 1, where Ni is the actual numbers of axles of
axle load of class i.
For the Pavement configuration Σ (Ni/Nfi) is 0.267 which is less than 1 hence fatigue criterion is satisfied.

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

11
“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)”
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
For 99.589 Equation 6.2
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

12
“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)”
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)

Parameters Typical Values adopted IRC 37 Reference

Number of layers (n) 3 Figure 3.1

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

For 259.385 Equation 7.1

Granular* MRGRAN = 0.2(h)0.45* MRSUPPORT
Where h=(150+150)
Sub - base
For 99.589 Equation 6.2
Subgrade** MRS =17.6*(CBR)0.64 for CBR>5%
Where CBR =15%

13
“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)”
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)
BT Layer Va=3.5, Vb=10.50
parameters***
Thickness of Layers For WMM 150
(h), mm 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+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
while preparation of mix design

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

indicative
values of
Elastic Modules (E), in resilient
MPa modulus (MPa)
of bituminous
14
“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)”
mixes, VG-30 at
35°C
For WMM* 259.385

For 259.385 Equation 7.1

Granular* MRGRAN = 0.2(h)0.45* MRSUPPORT
Where h=(150+150)
Sub - base
For 99.589 Equation 6.2
Subgrade** MRS =17.6*(CBR)0.64 for CBR>5%
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)
BT Layer Va=3.5, Vb=10.50
parameters***
For WMM 150
Thickness of Layers
(h), mm 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+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
while preparation of mix design

Output from IITPAVE is shown in ANNEXURE-I as given in the last page of report.

15
“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)”

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:

Horizontal Tensile Strain in Bituminous Layer is 3.13 x 10-4 < 3.759 x 10 -4

Vertical Compressive Strain on Subgrade Layer is 6.363 x 10-4 < 6.732 x 10 -4

16
“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)”

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:

Horizontal Tensile Strain in Bituminous Layer is 2.021 x 10-4 < 4.493 x 10 -4

Vertical Compressive Strain on Subgrade Layer is 7.00 x 10-4 < 7.844 x 10 -4

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.

17
“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)”
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)

Thickness Adopted (mm)
BC DBM WMM GSB

50 - 150 150

Table 1.5(c): Calculated Thickness of Pavement by IITPAVE

(c) Connecting roads ( ODR, VR ) (5 MSA)

Thickness Adopted (mm)
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.

18
“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)”
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)

19
“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)”

Above Figure: 20000N tyre pressure, 0.56 MPa for tensile strain in bituminous layer and vertical compressive strain on
subgrade (SH, MDR)

Above Figure: 20000N tyre pressure, 0.56 MPa for tensile strain in bituminous layer and vertical compressive strain on
subgrade (ODR, Village Road)

20
“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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for single axle, single wheel load as 32500 N & tyre
pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for single axle, single wheel load as 30000 N & tyre
pressure of 0.80 MPa

21
“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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for single axle, single wheel load as 27500 N & tyre
pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for single axle, single wheel load as 25000 N & tyre
pressure of 0.80 MPa

22
“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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for single axle, single wheel load as 22500 N & tyre
pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for single axle, single wheel load as 21250 N
& tyre pressure of 0.80 MPa

23
 “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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for tandem axle, single wheel load as 33750 N & tyre
pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for tandem axle, single wheel load as 31250 N & tyre
pressure of 0.80 MPa

24
 “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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for tandem axle, single wheel load as 28750
N & tyre pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for tandem axle, single wheel load as 26250 N & tyre
pressure of 0.80 MPa

25
 “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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for tandem axle, single wheel load as 23750
N & tyre pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for tandem axle, single wheel load as 22500 N & tyre
pressure of 0.80 MPa

26
“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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for tridem axle, single wheel load as 32917 N & tyre
pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for tridem axle, single wheel load as 30417 N & tyre
pressure of 0.80 MPa

27
“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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for tridem axle, single wheel load as 27917 N
& tyre pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for tridem axle, single wheel load as 25417 N & tyre
pressure of 0.80 MPa

28
“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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for tridem axle, single wheel load as 22917 N & tyre
pressure of 0.80 MPa

Above Figure: For checking the tensile stress at bottom of CTB layer for tridem axle, single wheel load as 20417 N & tyre
pressure of 0.80 MPa

29
“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)”

Above Figure: For checking the tensile stress at bottom of CTB layer for tridem axle, single wheel load as 19167 N & tyre
pressure of 0.80 MPa

30