BE Final Project Report

Estimating Flexible pavement’s flood resilienc
TATYASAHEB KORE INSTITUTE OF ENGINEERING AND

TECHNOLOGY, WARANANAGAR
DEPARTMENT
OF
CIVIL ENGINEERING
A Synopsis on
“ESTIMATING FLEXIBLE PAVEMENT’S

FLOOD RESILIENCE”
Under The Guidance Of:
Mr. A. V. HANKARE
Assistant Professor
TKIET WARANANAGAR Page 1

List of group members:
Sr. Roll Name of students Signature

No. No.
1 161 Shinde Ajay Baburao
2 50 Kumbhar Vishal Mahipat
3 64 Patil Vikas Bhairu
4 71 Sankpal Pratik Bajirao
5 101 Bhujbal Pranita Balkrishna
6 166 Wagh Raviraj Gurudatt
Name of project guide: Prof. A. V. HANKARE

Designation of guide: Assistant Professor
Civil Engineering Department, TKIET Warananagar
Project field: Transportation engineering
Proposed title of project: “ESTIMATING FLEXIBLE PAVEMENT’S
FLOOD RESILIENCE”
Submission Date:
````````````

ACKNOWLEDGEMENT
Gracious help and guidance from various sources contributed towards successful completion of
this synopsis work, I own our sincere thanks and deep sense of gratitude to my guide of Civil
Engineering Department Prof. A.V. Hankare for his valuable guidance and comments which helped me
a lot during the course of the year till with the completion of my synopsis and for trusting my ability to
cope with this test in a short time span.
We are very thankful to our H.O.D Prof. L. B. Patakure and Principal Dr. S. V. Anekar for
providing all necessary facility to completion my synopsis.
We are very thankful to who contribute lot and encouraging throughout my synopsis
completion. We are also extremely grateful to all my friends and all other who have helped me in every
possible ways.
Your sincerely,
Mr. Shinde Ajay Baburao

Mr. Kumbhar Vishal Mahipat
Mr. Patil Vikas Bhairu
Mr. Sankpal Pratik Bajirao
Mr. Wagh Raviraj Gurudatt
Mrs. Bhujbal Pranita Balkrishna

DECLARATION

ABSTRACT:
Although several studies observed pavement responses after flooding, no

detailed quantification has been done to date.
This paper has estimated pavements’ performances with flooding to identify
flood-resilient roads. This was shown through,
(1) new roughness and rutting-based road deterioration (RD) models,
(2) the relationship between changes in roughness [International Roughness Index (IRI)]
versus time and modulus of resilience (Mr) loss at granular and sub grade layers versus
time, and
(3) Flood consequence results.
The comparative analysis on different pavement performances shows that a rigid
and strong pavement built to a high standard is the most flood-resilient, which may be
adopted as a pre flood strategy. Results obtained using two proposed new gradients of IRI
(incremental change in IRI, ΔIRI) in Year 1 over probability of flooding (ΔIRI=Pr) and ΔIRI
in Year 1 over loss in Mr (ΔIRI=MrL) as well as flood consequences provided similar results.
Road authorities should consider changing their roads to flood-resilient pavements in the
future. It is recommended to investigate after flood roads’ structural conditions and
performances to validate the new ratio values of ΔIRI=Pr and ΔIRI=MrL.

INDEX
SR.NO. CONTENT PAGE NO.
1 Introduction
2 Literature Review
PHASE-1
3 Objective and
Methodology
3.1 Proposed objective
3.2 Methodology of
phase-1
3.2.1 Collection of soil
sample
3.2.2 Conducting CBR test
4 Calculation and
Experimental result
4.1 Before and after
flooding
4.1.1Modulus of resilience
4.1.2 Rutting model
4.1.3 Fatigue model
PHASE-2
5 Design of flexible
pavement
General
5.1 Traffic growth rate
5.2 Design life
5.3 Initial traffic after

construction
5.4 Vehical damage factor
5.5 Distribution of
commercial traffic
5.6 Computation of design
traffic
6 Methodology of Phase-2
6.1Collection of data

6.2 Traffic count
7 Calculation and result
7.1 Before and after

flooding
7.2 Computation of
pavement thickness
8 Conclusion
9 References
10 Photographs
SR. NO. DESCRIPTION PAGE NO.

1 Load values of STP
2 CBR Test Before and after
flooding
3 Traffic count data
4 Sample size for axle load
survey
5 Indicative VDF values
6 Thickness of various flexible
pavement

LIST OF GRAPHS
SR.NO. DESCRIPTION PAGE NO.

1 Before and after flooding of
CBR test
2 Computation of pavement
thickness Before and after
flooding

CHAPTER 1
INTRODUCTION

INTRODUCTION
Pavement performance shows deterioration of roads with time in it service life,

which is dependent on traffic loading, material properties (pavement type, structure, strength,
and sub grade strength), climate and environment, drainage, initial road condition, and
maintenance activities. It is generally expressed by roughness versus time. Roughness is
related to pavement structural and functional conditions, traffic loading, and environmental
factors, and it has a direct relationship with vehicle operating costs, accidents, and driver
comfort. Therefore, it is the most representative index for evaluating a pavement
performance. IRC also uses roughness for pavement design.
A pavement shows an abrupt change in road condition, e.g., roughness and rutting,
after a disaster such as flooding. As a result, higher pavement deterioration is observed, for
example, significant roughness [denoted by International Roughness Index (IRI)] increase is
found due to flooding. Studies reveal that the incremental change in IRI (ΔIRI) due to a flood
depends on loss in pavement modulus of resilience (Mr) and the probability of flooding.
Several studies have identified that the Mrs of granular and sub grade
Layers are reduced due to moisture intrusion. Both Mon smith and Huang found an increase
in pavement deflection due to a lower Mr, and consequently a reduced pavement life. There
are no studies that can address pavement performance with flooding.
The current paper has aimed to measure pavement performances with flooding in
order to obtain strong pavements that can better sustain flooding in their lifecycle, which was
determined using the pavement performances with flooding scenarios, that is,
(1) performance at different probabilities of flooding,
(2) performance at different Mr loss values in Year 1, and
(3) Change in IRI due to a flood.
The newly derived RD models are valid for a short period up to 2–3 years. The RD
models with flooding, ΔIRI in Year 1 divided by the percent of probability of flooding
(ΔIRI=Pr) and ΔIRI in Year 1 divided by the percent of Mr Loss at sub grade and granular
layers (ΔIRI=MrL) for different road groups and flood consequence results provide valuable
information in this regard.
The current paper has proposed two new gradients:
(1) ΔIRI=Pr,
(2) ΔIRI=MrL
Using the IRI versus percent probability of flooding and IRI versus percent Mr Loss
relationships, respectively. The consequence of a flood for a road group using ΔIRI also gives
useful information. The gradient of rutting
(Δ Rutting) versus the percent probability of flooding provides similar relationships; hence,
the Δ Rutting in Year 1 over probability of flooding is not discussed in this paper. All these
help to obtain a flood-resilient pavement, which helps enhance flood resilience of existing
weak pavements.
The earlier work derived new roughness and rutting-based RD models at different
probabilities of flooding for network-level and site-specific roads. This paper has shown the
practical implications of these models, i.e., quantifying different categories of pavements’
performances after a flood. It proposes ΔIRI=Pr and ΔIRI=MrL for determining pavement
flood resilience. Therefore, it is an extension of the previous study. These two indicators give
sound results on pavement performances after flooding and subsequently on flood-resilient
pavements. Therefore, it addresses a critical issue in the infrastructure management.
The scope of this research covers flood-damaged pavements that were saturated but
for which the embankment and structure have remained intact (not completely damaged or
washed away), that are at moderate risk of further flooding and need preventive maintenance
and rehabilitation with or without partial reconstruction. These roads need appropriate
attention before and after a flood.

CHAPTER 2
LITERATURE REVIEW
LITERATURE REVIEW
1) Estimating Pavement’s Flood Resilience

Misbah U. Khan, CPEng. Mahmoud Mesbah, Ph.D. Luis Ferreira, Ph.D.
and David J. Williams, Ph.D.
Although several studies observed pavement responses after flooding, no detailed

quantification has been done to date. This paper has estimated different pavements’
performances with flooding to identify flood-resilient roads. This was shown through,
(1) new roughness and rutting-based road deterioration (RD) models,

(2) the relationship between changes in roughness [International Roughness Index
(IRI)] versus time and modulus of resilience (Mr) loss at granular and sub grade
layers versus time, and
(3) Flood consequence results.
The comparative analysis on different pavement performances shows that a rigid
and strong pavement built to a high standard is the most flood-resilient, which may be
adopted as a pre flood strategy. Results obtained using two proposed new gradients of IRI
(incremental change in IRI, ΔIRI) in Year 1 over probability of flooding (ΔIRI=Pr) and ΔIRI
in Year 1 over loss in Mr (ΔIRI=MrL) as well as flood consequences provided similar results.
Road authorities should consider changing their roads to flood-resilient pavements in the
future. It is recommended to investigate after flood roads’ structural conditions and
performances to validate the new ratio values of ΔIRI=Pr and
ΔIRI=MrL.
2) Modeling the Post flood Short-Term Behavior of Flexible Pavements

Masuda Sultana; Gary Chai; Tim Martin; and Sanaul
Chowdhury, Ph.D., M.ASCE
The January 2011 flood in Queensland caused severe damage to road infrastructures, which
presented new challenges for the efficient management of the roads. To date, no deterioration
model can accurately predict the impact of floods on pavements. To understand the impact of
the January 2011 flood on the structural performance of flood-affected pavements, falling
weight deflectometer (FWD) deflection data on flood-affected roads managed by the
Brisbane City Council (BCC) and Roads and Maritime Services, New South Wales (RMS,
NSW), Australia, were collected and examined. This paper proposes a deterministic model
that expresses structural strength of pavements as a function of time. The model predicts the
short-term behavior of a flexible pavement immediately after flooding. A comparison of
before- and after-flood data, and flooded and no flooded sections of the same road, indicates
a consistent trend of decrease in strength due to its sustained submergence under flood water.
The literature review indicates that structural strength deterioration was also observed for the
pavements in New Orleans and Louisiana following Hurricanes Katrina and Rita in 2005.

However, a trend of strength gain and even, in some cases, strength loss was also observed in the
BCC data, which were collected 2 and 4 years post flood.
The flood-affected pavements lost their structural strength faster than the predicted
deterioration rate for which the road was designed. Importantly, the proposed model would
facilitate the pavement engineers to quantify the post flood rapid deterioration of the
structural strength. The model is sufficiently robust and can be adapted to other regions by
calibrating for the local condition.
3) Improving Resilience of Critical Infrastructure Systems Post disaster

Recovery and Mitigation
The nation's capacity for maintenance and improvement of infrastructure systems

and its ability to maintain and improve infrastructure systems and ensure the continued
service of critical infrastructure systems are receiving special attention because recent
disasters have had a significant impact on critical infrastructure. These critical infrastructure
systems are the foundation of the nation's economic and social systems. Much research and
many policy studies have been conducted to develop methods to improve protection of
critical infrastructure with a focus on decreased vulnerability. This paper describes the
development of a framework for a decision support system. The objective of the decision
support system is to reduce the vulnerability of places and infrastructure systems through the
use of mitigation strategies that increase system resilience and resistance to the stresses
imposed by disasters. The decision support system will also provide an understanding of the
many variables involved in developing strategies to improve the resilience of critical
infrastructure systems. This decision support system, referred to as the Critical Infrastructure
Resilience Decision Support System (CIR-DSS), uses systems dynamics and recognizes the
impacts of disasters, including damage and disruption to critical infrastructure. Results
include those of risk and cost-benefit analyses of alternative strategies that also recognize
U.S. government policies for recovery and mitigation. A case study focused on transportation
infrastructure was used to test and validate the CIR-DSS framework.
4) Measuring Resilient Modulus of Granular Materials in Flexible

Pavements
A comparison study from the experimental results of the falling weight

deflectometer (FWD) back calculated modulus values, laboratory-measured resilient modulus
values under field and laboratory conditions, and laboratory lime rock bearing ratio values for
granular materials in flexible pavements is presented. Based on the measured results, a case
study was conducted to illustrate the use of laboratory resilient modulus for pavement design
through the AASHTO flexible pavement design procedure. The results indicated that the
average laboratory resilient moduli at optimum compacted conditions were 1.1 times higher
than the average laboratory determined resilient moduli under in situ conditions. The FWD
back calculated moduli were about 1.8 times higher than the laboratory resilient moduli for
the granular materials. The laboratory optimum moisture content was comparable to the field-

measured in situ moisture content, although the average laboratory-determined maxi mum
dry density was slightly higher than the average field-measured in situ dry density. The
flexible pavement design could be based on the resilient modulus values found in the
laboratory.
5) Pavement Structures Damage Caused by Hurricane Katrina Flooding
Zhongjie Zhang; Zhong Wu; Mark Martinez; and Kevin Gaspard

In September of 2005, Hurricane Katrina devastated New Orleans and caused
sustained flooding. Limited pre- and post-flooding tests indicated that the pavement
structures tested were adversely impacted by the flood water. Consequently, the Louisiana
Dept. of Transportation and Development hired an independent contractor to structurally test
approximately 383 km (238mi238mi) of the region’s federally aided urban highway system
both inside and outside of the flooding area. Falling weight deflectometer (FWD) tests were
performed every 161 m (0.1mi0.1mi) over each selected roadway, along with other field
tests. The FWD data were imported into a geographical information system and plotted
against a USGS geo-referenced map. Comparative analyses were made possible through the
use of extensive flood maps made available through NOAA and FEMA. This arrangement
made it possible to classify spatially and graphically all test points on the basis of flooding
versus no flooding, short flooding duration versus longer flooding duration, shallow flooding
versus deep flooding, and thin pavements versus thick pavements. Three pavement types,
asphaltic concrete, Portland cement concrete, and composite, were considered in this
analysis. The statistical inference about the difference in the means of compared data groups
was conducted with 95% confidence.
6) Improvement of Pavement Design and Management for More Frequent

Flooding Caused by Climate Change
Yuhong Wang*, Yu Huang, Wit Rattanachot
Climatologically records show a trend of the increasing occurrence of extreme weathers
caused by global climate change. One form of extreme weathers is heavy rainfall which,
combined with rising sea levels, made highways in some subtropical regions susceptible to
flooding. Flooding in these regions causes noticeable damages to flexible highway
pavements. However, little research has been conducted to quantify such damages and
develop possible mitigation measures. This study developed a method to incorporate flood
risk into the structural analysis of flexible pavements, examined the effects of flooding on
pavement materials and structures through laboratory tests and design simulations, and
recommended better pavement design and management strategies. Flexible pavement is
found to be significantly affected by flooding. Future climate change and the resultant
increase of flooding frequency pose a serious challenge to the reliability of flexible highway
pavements. To mitigate the detrimental effects of flooding, pavement thickness and drainage
system need to be adequately designed and post-flood traffic control may need to be imposed.

PHASE-1
ESTIMATING FLEXIBLE PAVEMENTS FLOOD
RESILIENCE

CHAPTER 3
OBJECTIVES AND METHODOLOGY

3.1 PROPOSED OBJECTIVES
 To study current scenario of flood situation on flexible pavement.

 To estimate pavement performance with flooding.
 To calculate the stiffness moduli of pavement layer including the CBR of the
sub grade.
 To determine the deflection of sub grade layer.
 To give proper suggestion for such roads.

3.2METHODOLOGY OF PHASE-I
3.2.1 Before Flooding.
 New RD models
 ΔIRI=Pr,
 ΔIRI=MrL, and
 Factors affecting on Deterioration:
a) Pavement characteristics; pavement strength, layer thicknesses, base type, surface
type.
b) Pavement history; time since last rehabilitation, total pavement age.
c) Traffic characteristic; average daily traffic, cumulative traffic, traffic mix (% of
trucks).
Environmental variables; average monthly precipitation, number of freeze-thaw cycles and
average annual minimum temperature.
3.2.2. to estimating flexible pavement performance with flooding.
 Effective pavement modulus (Ep).
 Modulus of sub grade reaction (k) for concrete pavements.
 Effective structural number (SNeff) based on deflections for flexible pavements.
 California bearing ratio (CBR) values from DCP tests results.
 Deflection basin analysis
3.2.3. To study the pavement deterioration before and after flooding.
 To collect traffic volume data.
 To study the different layer of pavement.
 To collect the data of different types of pavement.
3.2.4To study the effect of flooding on pavement.
3.2.5To find out the solution on pavement deterioration caused due flooding.
3.3 INDIAN ROAD CONGRESS (IRC) METHOD:
The IRC method is based on Mechanistic Empirical approach. The thickness value of a
pavement is used are referred from the CBR values of the sub grade. From CBR value and
cumulative standard axle load the total pavement thickness could be read.
Design procedure of pavement based on IRC: 37-2012:
a) Collecting of soil sample.
b) Conducting Modified compaction test on soil sample and find out optimum moisture
content.
c) Conducting CBR test on soil sample and find out CBR value.
d) Collecting traffic count.
e) Computing pavement thickness.
CBR TEST:
To determine the California bearing ratio by conducting a load penetration test in
laboratory.
3.3.1 Importance
This method is important for evaluating the strength of sub grade soil and other
pavement materials for the design and construction of flexible pavement. The CBR test
results have been correlated with flexible pavement thickness requirements for highway and
air fields. The CBR method of test has also been standardized by the Bureau of Indian
Standards.

3.3.2 Apparatus
1. Cylindrical mould with inside diameter 150 mm and height 175 mm, provided with
detachable extension collar 50 mm height and a detachable perforated base plate 10
mm thick.
2. Spacer disc 148 mm in diameter and 47.7 mm in height along with handle.
3. Metal rammers weight 2.6 kg with a drop of 310 mm or weight 4.89 kg a drop 450
mm.
4. Weights one annular metal weight and several slotted weights weighing 2.5 kg each,
147 mm in diameter with a central hole 53 mm in diameter.
5. Loading machine with a capacity of at least 5000kg and equipped with a movable
head OR base that travels at a uniform rate of 1.25 mm per minute complete with load
indicating device.
6. Metal penetration piston 50 mm diameter and minimum of 100 mm in length.
7. Two dial gauges reading to 0.01 mm.
8. Sieves 4.75 mm and 20 mm IS sieves.
9. Miscellaneous apparatus, such as a mixing bowl, straight edge, scales soaking tank or
pan, drying oven, filter paper and containers.
Table no. Load values of STP
Penetration of plunger (mm) Standard load (kg)

2.5 1370
5 2055
7.5 2630
10 3180
12.5 3600
3.3.3 Procedure
 Take the weight of empty mold.
 Keep the spacer disc on the base plate and a filter paper on the disc and fix the mold
to the base plate with the disc inside the mold and the attach the collar over the mold.
 Add water to the specimen and compact it in accordance with Standard Proctor test or
modified proctor test.
 After compaction, remove the collar and level the surface using cutting edge.
 Detach the base pate and remove the spacer disc.
 Take the weight of mold + compacted specimen and determine the bulk density of the
specimen.
 Take a sample for moisture content determination and hence find the dry density.
 Place filter paper on the perforated base plate.
 Fix the mold upside down to the base plate so that surface of the specimen which was
downwards in contact with spacer disc during compaction is now turned upwards on
which the penetration test is to be performed (for unsoaked condition).
 For soaked condition, Fix adjustable stem and perforated plate on the compacted soil
specimen in the mold along with 2.5kg surcharge load.
 Place the above set up in the soaking tank for four days (ignore this step in case of
unsoaked CBR).
 After four days, measure the swell reading and find % swell with the help of dial
gauge reading.
 Remove the mold from the tank and allow water to drain.

 Then place the specimen under the penetration piston and place total surcharge load
of 4kg (2.5kg during soaking + 1.5 kg during testing).
 The load and deformation gauges shall then be set to zero.
 The load shall be applied to the plunger into the soil at the rate of 1.25 mm per
minute.
 Reading of the load shall be taken at penetrations of 0.5, 1.0, 1.5, 2.0, 2.5, 4.0, 5.0,
7.5, 10.0 and 12.5 mm.
 Remove the plunger and determine the water content of the soil.
 Plot load versus deformation curve.
3.3.4 Collected CBR value before flooding from PWD office.

a. CBR value before flooding = 5.84 and
b. CBR value after flooding as follows:

CHAPTER NO. 04
EXPERIMENTAL RESULTS

Table - 1: CBR TEST

(a) Table No.1 before Flooding (a) Graph No.1 before Flooding
Penetration( Load(kg)
mm)
Average Trial1 Trial2 80
0.5 20 22 18 60
1 40 41 39 40
1.5 55 56.5 53.5
20
2 70 73 67
2.5 80 81 79 0
0 1 2 3 4 5 6
3 100 100.5 99.5
4 115 117 113
Load(kg) Trail 1
5 120 122 118 Load(kg) Trail 2 Load(kg) Avarage
(b) Table No.2 after Flooding (a) Graph No.1 after Flooding
Penetration Load(kg)
(mm)
Trial1 Trial Average
2
0.5 18 12 15
1 24 18 21
1.5 36 24 30
2 45 30 37.5
2.5 51 39 45
3 60 45 52.5
4 62 46 54
5 73.5 57.5 65.5
80
70
60
50
40
30
20
10
0
0 1 2 3 4 5 6
Load(kg) Trail 1
Load(kg) Trail 2 Load(kg) Avarage
CBR before flooding= 5.84

CBR after flooding = 3.43

CHAPTER- 05
CALCULATIONS OF PHASE -1

CALCULATIONS
 BEFORE FLOODING:-
1. MODULUS OF RESILIENCE:
The behavior of the sub grade is essentially elastic under the transient traffic loading
with negligible permanent deformation in a single pass. Resilient modulus is the measure of
its elastic behavior 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:
IF CBR ≥ 5 (CBR=5.84)
MR=17.6 XCBR 0.64

MR= 17.6X5.84^0.64
MR=54.45 N/MM^2
2. RUTTING MODEL:
Rutting is the permanent deformation in pavement usually occurring longitudinally
along the wheel path. The rutting may partly be caused by deformation in the sub grade and
other non-bituminous layers which would reflect to the overlying layers to take a deformed
shape.
For 80% Reliability

4.5337
1
N=4.1656 ×1 0 × −8
εv [ ]
Ev= Allowable vertical strain in sub grade layer
= 291x10^-6
N=448.049x10^6=44.8msa
Limiting value of rutting
1) 20 mm in 20% length for up to 30 msa

2) 20 mm in 10% length for > 30 msa
3. FATIGUE MODEL:
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 per cent 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:

For 80% Reliability

3.89 0.854
1 1
Nf =2.21 ×10−4 × [ ] [ ]
εt
×
Mr
Nf = fatigue life in number of standard axles,
εt = Maximum Tensile strain at the bottom of the bituminous layer
MR = resilient modulus of the bituminous layer
Εt =153x10^-6
Nf =5.05X10^9
 AFTER FLOODING:
1. MODULUS OF RESILIENCE
IF CBR ≤ 5 (CBR=3.43 (1.27)
FOR 2.5 MM PENETRATION)
MR=CBR × 10
MR=34.3 N/MM^2
(CBR=3.18 (1.58)
FOR 5 MM PENETRATION)
MR=31.8 N/MM^2
2. RUTTING MODEL
For 80% Reliability
4.5337
1
−8
N=4.1656 ×1 0 ×
[ ]
εv
Ev= Allowable vertical strain in sub grade layer

= 291x10^-6
N=448.049X10^6
Limiting value of rutting
1) 20 mm in 20% length for up to 30 msa

2) 20 mm in 10% length for > 30 msa
3. FATIGUE MODEL
3.89 0.854
1 1
Nf =2.21 ×10−4 × [ ] [ ]
εt
×
Mr

Nf = fatigue life in number of standard axles,

εt = Maximum Tensile strain at the bottom of the bituminous layer
MR = resilient modulus of the bituminous layer
Εt=153x10^-6
(For MR=34.3)
Nf=7.49X10^9

CHAPTER NO. 06
RESULTS OF PHASE- 1

RESULTS:
 CBR VALUES OF BEFORE AND AFTER FLOODING:-
CBR value before flooding = 5.84
CBR value after flooding = 3.43
 BEFORE FLOODING RESULTS:-

A) MODULUS OF RESILIENCE:-
N
MR=54.45
m m2
B) RUTTING MODEL:- N=448.049 ×106 msa
C) FATIGUE MODEL:-
Nf =5.05 ×109
 AFTER FLOODING RESULTS:-

A) MODULUS OF RESILIENCE:
N
MR=31.8
mm 2
B) RUTTING MODEL:-
N=448.049 ×106
C) FATIGUE MODEL:-
Nf =7.49 ×109

CHAPTER NO. 7
DESIGN OF FLEXIBLE PAVEMENT

7.1 General:
Highway design is the process whereby the layout of the road in specific terrain is
designed to meet the need of the road users, keeping in view the road function, type and
volume of traffic, potential traffic hazards and safety, capital cost, maintenance costs, vehicle
operating costs, environment impacts, aesthetic as well as convenience of the road users. The
principal geometric features for fulfillment of these objectives are road classification, the
horizontal alignment, vertical alignment and road cross-section. Pavement design forms an
integral part of detailed engineering study. Performance of pavement is critical as the
economical returns are directly dependant on its performance. This chapter deals with the
design methodology adopted for the strengthening and rehabilitation of the existing carriage
way and the also suggests the design approach for both rigid and flexible pavement for the
new carriage way. This chapter also brings out the present condition of the project corridor,
the pavement option study and suggests the best alternate design.
The recommended method considers design traffic in terms of the cumulative number
of standard axles (80kN) to be carried out by the pavement during the design life. Axle load
spectrum data are required where cementious bases are used for evaluating the fatigue
damage of such bases for heavy traffic. Following information is needed for estimating
design traffic.
7.2 TRAFFIC VOLUME COUNT:

Traffic volume count carried out by manually.
METHODOLOGY:
7.2.1. MANUAL METHOD:

a) This method employs as a field team of numerators at pre-determined locations of the
selected roads and intersections
b) The enumerators carry out the classified count of the vehicles and record them on
prescribed record sheet at desired time interval at (8am to 10am and 4pm to 6pm).
c) This method is not practicable to carry out manual count of different vehicle classes during
all the 24 hours of the day.
d) Hence it is necessary to adopt statistical sampling techniques and resort to short counts in
order to cut down the manual hours involved in taking complete counts.
e) First daily variations during different days of the week are to be observed. Depending upon
observed traffic flow the average daily traffic flow the average daily traffic volume at peak
hours observed.
f) Then by statistical analysis, the peak hourly traffic volumes are calculated and converted
into 24 hours.
g) Then it converts to PCU unit by using PCU table
Traffic count Two wheeler Three Four wheeler Multi-axle Bullock-cart

per day wheeler
Vehicle 34302 1566 7392 3396 42
count per day
PCU unit 0.5 0.5 1 3 6-8
PCU per day 17155 783 7392 10188 336

7.3 Traffic Growth Rate (r):

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 7.5 per cent, a growth rate of 7.5 per cent should be used (IRC:SP:84-2009).
For these design traffic growth rate is considered as 7.5%.
7.4 Design Life (X):

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.
It is recommended that pavements for National Highways and State Highways should
be designed for a minimum life of 15 years. Expressways and Urban Roads may be designed
for a longer life of 20 years or higher using innovative design adopting high fatigue
bituminous mixes. In the light of experience in India and abroad, very high volume roads
with design traffic greater than 200 msa and perpetual pavements can also be designed using
the principles stated in the guidelines. For other categories of roads, a design life of 10 to 15
years may be adopted.
For these design 1 year construction period is considered.
For multi-axle vehicle it is unable to take O&D survey due to traffic inconvenience.
Thus we collect the multi-axle traffic count diverted through service road by respective
department.
As follows
Description No. Of Vehicle

Multi-axle 3396

7.4.1 Initial Traffic after Construction in terms of number of commercial

vehicle per day (CVPD):
The traffic in the year of completion is estimated using the following formula:
x
A=P ( 1+r )
Where,
P= No. of commercial vehicle as per last count.
r= Annual growth rate of commercial vehicle in decimal.
x= Construction period.
Distribution of commercial traffic over the carriageway.

a) Only the number of commercial vehicles having gross vehicle weight of 30KN or
more & there axle loading is considered for the purpose of design of pavement.
Assessment of the present day average traffic should be based on 7 day 24 hour count
made in accordance with IRC:37-2012
7.5 Vehicle Damage Factor (VDF):

a) The guidelines use Vehicle Damage Factor (VDF) in estimation of cumulative msa for
thickness design of pavements. In case of cemented bases, cumulative damage principle is
used for determining fatigue life of cementious bases for heavy traffic and for that spectrum
of axle loads is required.
b) 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.
c) The equations for computing equivalency factors for single, tandem and tridem axles
given below should be used for converting different axle load repetitions into equivalent
standard axle load repetitions. Since the VDF values in AASHO Road Test for flexible
and rigid pavement are not much different, for heavy duty pavements, the computed
VDF values are assumed to be same for bituminous pavements with cemented and
granular bases.
d) VDF should be arrived at carefully by carrying out specific axle load surveys on the existing
roads. Minimum sample size for survey is given in Table 4.1. Axle load survey should be carried
out without any bias for loaded or unloaded vehicles. On some sections, there may be
significant difference in axle loading in two directions of traffic. In such situations, the VDF
should be evaluated direction wise. Each direction can have different pavement thickness for
divided highways depending upon the loading pattern.

Table No –Sample size for axle load survey
Total number of Commercial Vehicles per day Minimum percentage of Commercial Traffic
to be surveyed
<3000 20%
3000 -6000 15%
>6000 10%
e) Axle load spectrum: The spectrum of axle load in terms of axle weights of single, tandem,
triem and multi-axle should be determined and compiled under various classes with class
intervals of 10 KN, such as 10 KN, 20 KN and 30 kN. For single, tandem and tridem axles
respectively.
f) 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 4.2 may be used.
Table - Indicative VDF Values
Initial traffic volume in terms Terrain

of commercial vehicles per
day
Rolling/Plain Hilly
0-150 1.5 0.5
150-1500 3.5 1.5
More than 1500 4.5 2.5
Distribution of Commercial Traffic over the Carriageway

a) Distribution of commercial traffic in each direction and in each lane is required for
determining the total equivalent standard axle load applications to be considered in the
design. In the absence of adequate and conclusive data, the following distribution may be
assumed until more reliable data on placement of commercial vehicles on the carriageway
lanes are available:
(I) Single-lane roads
Traffic tends to be more channelized on single-lane roads than two-lane roads and to
allow for this concentration of wheel load repetitions, the design should be
based on total number of commercial vehicles in both directions.
(ii) Two-lane single carriageway roads

The design should be based on 50 per cent of the total number of commercial vehicles
in both directions. If vehicle damage factor in one direction is higher, the traffic
in the direction of higher VDF is recommended for design.
(iii) Four-lane single carriageway roads

The design should be based on 40 per cent of the total number of commercial vehicles
in both directions.
(iv) Dual carriage way roads
The design of dual two-lane carriageway roads should be based on 75 percent of the
number of
Commercial vehicles in each direction. For dual three-lane carriageway and dual four-
lane
Carriage way, the distribution factor will be 60 per cent and 45 per cent respectively.
b) Where there is no significant difference between traffic in each of the two directions, the
design traffic for each direction may be assumed as half of the sum of traffic in both
directions. Where significant difference between the two streams exists, pavement thickness
in each direction can be different and designed accordingly.
For two way two lane roads, pavement thickness should be same for both the lanes even
if VDF values are different in different directions and designed for higher VDF. For divided
carriageways, each direction may have different thickness of pavements if the axle load
patterns are significantly different.
Computation of Design Traffic

a) The design traffic in terms of the cumulative number of standard axles to be carried
during the design life of the road should be computed using the following equation:
365 ×[ (1+r )n−1]
N= × 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
F = Vehicle Damage Factor (VDF).
n = Design life in years.
r = Annual growth rate of commercial vehicles in decimal (e.g., for 7.5 per cent annual
growth rate, r = 0.075).

CHAPTER N0.8
CALCULATIONS OF PHASE- 2

CALCULATIONS:
Initial traffic after construction period in terms of commercial vehicle per day (CVPD)
x
A=P ( 1+r )
A=1132 ( 1+ 0.075 )1
A=1216
Computation of design traffic:
365 × [ ( 1+r )n −1 ]
N= × A × D× F
r
365 × [ ( 1+0.075 )15 ]

N= × 1216 ×1× 3.5
0.075
N=40.60 msa
Computation of pavement thickness:

a) Before flooding: (CBR=5.84%)
CBR in between 5% & 6%

A) Granular Sub-Base (GSB):
5 300
5.84 X
6 115
6−5 5.84−5
=
260−300 X −300
X =266.4 mm
(GSB) 5.84 = 266.4mm
B) Granular Base: (GB)

(GB) 5 = 250mm (GB) 6 = 250mm
(GB) 5.84 = 250mm
C) Bituminous Concrete(BC):
(BC) 5 = 40mm (BC) 6 = 40mm
(BC) 5.84 = 40mm
D) Dense Bound Macadam (DBM):
Design Traffic (N) in between 30 & 50
1) (DBM) 30 = 120mm (DBM) 50 = 115mm
30 120
40.6 X
50 115
50−30 40.6−30
=
110−120 X−120
(DBM) 40.6 = 116.72
2) (DBM) 30 = 105mm (DBM) 50 = 110mm
30 105
40.6 X
50 110

50−30 40.6−30
=
110−105 X−105
(DBM) 40.6 = 107.65mm
3) (DBM) 5 = 116.72mm (DBM) 6 = 107.27mm
5 116.72
5.84 X
6 107.27
6−5 5.84−5
=
107.27−116.72 X −116.72
(DBM) 5.84 = 109.62mm
b) After flooding: (CBR=3.43%)

CBR in between 3% & 4%

Granular Sub-Base (GSB):
3 380
3.43 X
4 330
4−3 3.43−3
=
330−380 X −380
X =358.5 mm
(GSB) 3.43 = 358.5mm
B) Granular Base: (GB)

(GB) 3 = 250mm (GB) 4 = 250mm
(GB) 3.43 = 250mm
C) Bituminous Concrete (BC):
(BC) 3 = 40mm (BC) 4 = 40mm
(BC) 3.43 = 40mm
D) Dense Bound Macadam (DBM):
Design Traffic (N) in between 30 & 50
1) (DBM) 30 = 140mm (DBM) 50 = 135mm
30 140
40.6 X
50 135
50−30 40.6−30
=
130−140 X −140
(DBM) 40.6 = 137.35mm

2) (DBM) 30 = 130mm (DBM) 50 = 130mm
30 130
40.6 X
50 130
(DBM) 40.6 = 130mm
3) (DBM) 3 = 136.72mm (DBM) 4 = 130mm
3 136.72
3.43 X
4 130
4−3 3.43−3
=
130−136.72 X−136.72
(DBM) 3.43 = 133.83mm
Pavement layer Before flooding (mm) After Flooding

CBR = 5.84 CBR = 3.43
GSB 266.4 358.5

GB 250 250
DBM 109.62 133.83
BC 40 40

CROSS-SECTION OF FLEXIBLE PAVEMENT

5. CONCLUSION
The study of before and after flooding situation indicates that performance of flexible
pavement goes on decreasing. It concludes that CBR value of sub grade reduced by 41% after
flooding, means sub grade value of pavement is poor under flooding condition. Also, it
effects on the modulus of resilience value and goes on decreasing by 37%, due to a decrease
in Modulus of resilience permanent deformation may occur. The value of rutting model
indicates that, rutting in pavement occur 20 mm for 10% length of traffic more than 30 msa.
Fatigue model indicates air voids percentage in road pavement, as per results fatigue value
increased by 30% which shows an increase in air voids percentage which causes deformation
of pavement. From above results, it indicates that pavement performance after flooding gets
reduced to more extent than before flooding situation.
. As per above problem to design proper thickness of flexible pavement after flooding.
Also shows the thickness of flexible pavements of before and after flooding. Due to increase
in thickness of pavement decrease the chances of road deterioration. Because of increase in
thickness in each layer rutting of pavement may be reduced. From above results, it indicates
that pavement performance after flooding gets increased to more extent than before flooding
situation.

CHAPTER NO. 09
REFERENCES

Reference.
 Chen, x., and zhang, Z. (2014). “Effects of Hurricanes Katrina and Rita
flooding on Louisiana pavement performance. “Pavement materials, structures
and performances, ASCE, Transportation-2, Reston, VA, 212-221.
 Department of Transport and Main Roads Authority. (2012). “Reconstructing
Queensland.”) Science Direct, Transportation-1.
 Prozzi, j. m. (2001). “Modeling pavement performance by combining Field
and experimental data.” Univ. of California. Berkley, CA, ASCE, Highway
and Research Engg.
 Sultana, M, .Chai, G., Martin, T., and Chowdhary, (2014). “A review of the
structural performance of flooded pavements.” 26th ARRB Conf., Australian
Road Research Board. Australia.
 https://www.slideshare.net/mitesh1032/irc-37-revised-19072012.

CHAPTER NO. 10
PHOTOGRAPHS


Photo No.1: Conducting CBR test
Photo No. 2 Conducting Traffic Count

Photo No.3 CBR test Apparatus

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Estimating Flexible pavement’s flood resilienc

TATYASAHEB KORE INSTITUTE OF ENGINEERING AND

“ESTIMATING FLEXIBLE PAVEMENT’S

Under The Guidance Of:

TKIET WARANANAGAR Page 1

List of group members:

Sr. Roll Name of students Signature

Name of project guide: Prof. A. V. HANKARE

TKIET WARANANAGAR Page 2

Mr. Shinde Ajay Baburao

TKIET WARANANAGAR Page 3

TKIET WARANANAGAR Page 4

Although several studies observed pavement responses after flooding, no

TKIET WARANANAGAR Page 5

4.1.2 Rutting model

4.1.3 Fatigue model

5.1 Traffic growth rate

5.2 Design life

5.3 Initial traffic after

TKIET WARANANAGAR Page 6

6.2 Traffic count

7 Calculation and result

7.1 Before and after

SR. NO. DESCRIPTION PAGE NO.

TKIET WARANANAGAR Page 7

SR.NO. DESCRIPTION PAGE NO.

thickness Before and after

TKIET WARANANAGAR Page 8

TKIET WARANANAGAR Page 9

Pavement performance shows deterioration of roads with time in it service life,

TKIET WARANANAGAR Page 11

1) Estimating Pavement’s Flood Resilience

Although several studies observed pavement responses after flooding, no detailed

(1) new roughness and rutting-based road deterioration (RD) models,

2) Modeling the Post flood Short-Term Behavior of Flexible Pavements

TKIET WARANANAGAR Page 13

3) Improving Resilience of Critical Infrastructure Systems Post disaster

The nation's capacity for maintenance and improvement of infrastructure systems

4) Measuring Resilient Modulus of Granular Materials in Flexible

A comparison study from the experimental results of the falling weight

TKIET WARANANAGAR Page 14

5) Pavement Structures Damage Caused by Hurricane Katrina Flooding

Zhongjie Zhang; Zhong Wu; Mark Martinez; and Kevin Gaspard

6) Improvement of Pavement Design and Management for More Frequent

TKIET WARANANAGAR Page 15

TKIET WARANANAGAR Page 16

OBJECTIVES AND METHODOLOGY

TKIET WARANANAGAR Page 17

3.1 PROPOSED OBJECTIVES

 To study current scenario of flood situation on flexible pavement.

TKIET WARANANAGAR Page 18

3.3 INDIAN ROAD CONGRESS (IRC) METHOD:

TKIET WARANANAGAR Page 19

Table no. Load values of STP

Penetration of plunger (mm) Standard load (kg)

TKIET WARANANAGAR Page 20

3.3.4 Collected CBR value before flooding from PWD office.

TKIET WARANANAGAR Page 21

TKIET WARANANAGAR Page 22

Table - 1: CBR TEST

CBR before flooding= 5.84

TKIET WARANANAGAR Page 23

TKIET WARANANAGAR Page 24

MR=17.6 XCBR 0.64