ASSURANCE OF SUITABILITY OF RIGID

PAVEMENT FOR LOW VOLUME ROADS IN

KERALA

PROJECT REPORT

Submitted By

ASWIN CHAND S S : (Univ. Reg. No.MCE16CE033)

Guided By Coordinated By
Ms. GREESHMA T.
Assisstant Professor
Civil Engg. Department
Department of Mechanical Engineering
 METHODOLGY

3.1 PRIMARY AND SECONDARY DATA COLLECTION

3.1.1 SECONDARY DATA COLLECTED

Fig 3.1 Map of road segments: Azhoor grama panchayat [LSGD dept. Kerala]
 Table 3.1 Secondary data

NAME LENGT CATEGOR SURFACE LAND FORMATIO CARRIAG

H Y E
TYPE WIDT N WIDTH
WAY
H
WIDT
H
Thekkuveedu road 177.08 VR CONCRET 3.5 3 3
E
Punnavila road 395.19 VR CONCRET 3.5 3 3
E
Kunnumpuram 278.64 VR CONCRET 3.5 3 3
E
kottuvilakam road
Mavintemoodu 160.64 VR CONCRET 4 3 3
E
vilayil road
Beedi mukk 576.61 VR CONCRET 3.5 3 3
E
chilambu
Gandhi
smarakam road
V P U P Perunguzhy 230.96 VR PMC 3.7 3. 3.2
2
road
Thanner colum road 139.17 VR PMC 4 3. 3
2
Sasthavattom colony 188.72 VR PMC 4 3 3
parakinam road
Kottarum thuruth 513.44 VR PMC 4 4 3.2
kochu thuruth road
Azhoor school 765.52 VR PMC 4 3 3
railway line road
Kairaly nagar 342.14 VR PMC 4.5 3 3
muttapalam road
Railway gate 987.07 VR PMC 5 3 4
arattukavu road
Ganapathiyam koyil 684.15 VR PMC 5 3 3
kolichira road
Kolichira nadayara 545.5 VR PMC 5 3 3
road
Mathesseryconam 406.78 VR PMC 5 3 3
padinjattethil road
Powrasamithy 256.64 VR PMC 5 3 3
charuvila road
Oottukuzhy kallukad 74.1 VR PMC 6 3.2 3.2
road
Azhoor kaday 732.25 VR PMC 6 4 4
moonattumukk road
Kolichira road 1351.5 VR PMC 6 4 4

3.1.2 PRIMARY DATA

Code provisions for evaluation of serviceability index:

Table 3.2 criteria for PSI evaluation [PMGSY, 2007-2011]

RANGE CHARACTERISTICS

4.0 – 5.0 • Superior pavements; smooth enough and distress free

3.0 – 4.0 • Visible signs of surface deterioration

• Flexible pavements – beginning of rutting and random
cracks
• Rigid pavements - minor cracks, rutting and spalling

2.0 – 3.0 • Barely tolerable for high-speed traffic

• Flexible pavements - map cracking and extensive patching
• Rigid pavements – few joint failures, faulting and some
pumping

1.0 – 2.0 • Affect the speed of free flow traffic

• Flexible pavements – large potholes and deep cracks
 • Rigid pavements – patching, cracking, scaling, joint spalling
and faulting

0.0 – 1.0 • Extremely deteriorated

• Large potholes and deep cracks exist
• Distress occurs over 75 percent or more of the surface

Table 3.3 PSI values of selected roads

NAME CATEGORY SURFACE TYPE PSI

Thekkuveedu road VR CONCRETE 5
Punnavila road VR CONCRETE 5
Kunnumpuram kottuvilakam road VR CONCRETE 5
Mavintemoodu vilayil road VR CONCRETE 5
Beedi mukk chilambu Gandhi smarakam road VR PMC 2
V P U P Perunguzhy road VR PMC 0
Thanner colum road VR PMC 1
Sasthavattom colony parakonam road VR PMC 0
Kottaram thuruth kochu thuruth road VR PMC 1
Azhoor school railway line road VR PMC 1
Kairaly najar muttappalam road VR PMC 2
Railway gate arattuka road VR PMC 0
Ganapathiyam kovil kolichira road VR PMC 2
Kolichira nadayara road VR PMC 1
Mathesseryconam padinjattethil road VR PMC 0
Powrasamithy charuvila road VR PMC 1
Oottukuzhy kallukad road VR PMC 2
Azhoor kadav moonattumukk road VR PMC 2
Kolichira road VR PMC 2
These 19 roads are short listed from 189 roads, based on land width (3.5 and above) and
PSI value. Concrete roads listed are not designed as per code and periodic maintenance is not
carried out. Still it could withstand adverse climatic conditions and growing traffic demand
comparing to flexible pavements of same region. Therefore, rigid pavements designed as per
code provisions will have better performance.

3.2 TESTS CARRIED OUT

For pavement design of new roads, the subgrade strength needs to evaluate. Soil sample
for CBR test is collected from water logged regions of muttappalm stretch to determine the worst
 subgrade condition. CBR test conducted as per IS 2720 (part 16)-1987. [Methods of test for soil]
Soil sample compacted to proctor density at optimum moisture content and soaked under water
for 4 days.

Table 3.4 Test Results

TEST PARAMETER VALUE

Pycnometer test Specific Gravity 2.55
Compaction test Optimum moisture content 14%
CBR test Subgrade strength 10%

3.3 DESIGN OF RIGID PAVEMENT FOR RURAL ROADS USING IRC SP: 62-2014

The factors which govern the selection of the type of the pavement are:

(a) Initial (construction) cost

(b) Availability of good materials locally

(c) Cost of maintenance or rehabilitation during service

(d) Technology of construction required and its availability

The options available for low volume roads are:

(a) Flexible pavement

(b) Rigid pavement

Generally, the choice of pavement will be further guided by several other factors, such as

(a) Rainfall and temperature

(b) Type and strength of soil along the alignment

(c) Availability of good aggregates

3.3.1 PAVEMENTS COMPONENTS

(A) Subgrade: In rural roads, the top 30 cm of the cutting or embankment at the formation level
shall be considered as subgrade.

(B) Sub-base: Sub-base is a layer of selected material placed on the subgrade compacted to 98
per cent of the IS heavy compaction.
(C) Pavement surface: Pavement can be with a sealed or unsealed surface. The unsealed
surface means a granular surface where percolation of water into the pavement layers is possible,
whereas in sealed surface it is prevented by appropriate surfacing layer.

3.5 STRESS ANALYSIS USIND IIT PAVE

Working with software

1. Open the folder IRC_37_IITPAVE.

2. Double-click IITPAVE_EX_Start file in the IRC_37_IITPAVE folder. This is an executable jar
file. A home screen will appear.
3. From the Home screen user can manually give input through input window by clicking on
‘Design New Pavement Section’. User can also give input through properly formatted input file
by clicking on ‘Edit Existing File’ option then browsing and opening the input file.
4. Next an input window will come. All the inputs required have to be given through that input
window.
5. First, number of layers to be selected from drop down menu to fix up input boxes for different
layer.
6. Next, Elastic modulus (E) values of the various layers in MPa, Poisson’s ratio and thickness of
the layers in mm excluding the subgrade thickness are to be provided.
7. Single wheel load and the tyre pressure are to be provided (Change of pressure even up to
0.80 MPa has a small effect upon stress values in lower layers.)
8. Then the number of points for stress computations is to be given through the drop down menu for
Analysis points.
9. Then corresponding to different points, the values of depth Z in mm and the corresponding value
 of radial distance from wheel centre (r) in mm are to be given.
10. Provide whether analysis is for single wheel load or double wheel load by clicking 1 or 2. 2 will
be the most common case.

RESULTS AND DISCUSSIONS

4.1 DESIGN OF RIGID PAVEMENT USING IRC SP 62

2014
A concrete pavement is to be designed for rural roads in Kerala having traffic volume 100
CVPD. The soil has a soaked CBR value of 10 percent.

Table 4.1 Design parameters and values [ IRC SP 62 2014]

DESIGN PARAMETER VALUE

Traffic volume , CVPD 100
Concrete grade , N/mm2 30
Wheel load (P) , KN 50
Tyre pressure (q) , MPa 0.8
Elastic modulus of concrete (E) , MPa 30000
Poisson ratio of the concrete , µ 0.15
Co-efficient of thermal expansion , /° c 0.00001
Modulus of subgrade reaction (K) , N/mm2/mm 50*10˄-3
Effective K value ( 20% more) , N/mm2/mm 60*10˄-3
Spacing of contraction joints (L) , m 3.75
Width of slab (W) , m 3.75
Radius of load contact (a) , mm 226

 28-day flexural strength is 3.834 Mpa

 90-day flexural strength is 4.22 Mpa
 For design to be safe total edge stress should be less than 4.22 Mpa
4.1.1 DESIGN SLAB THICKNESS
i. 75 mm thick WBM over 100 mm GSB
K = 50 Mpa/m
Table 4.2 Design slab thickness for GSB
SL NO PARAMETER VALUES OBTAINED
1 Trial thickness (mm) 1.5 200
2 Load stress in the edge (Mpa) 3.604 2.36
3 Temperature stress in the edge ( Mpa) 1.989 1.557
4 Total stress (Mpa) 5.59 3.92
5 Result fail Safe
6 Design slab thickness (mm) 200 mm

ii. 100 mm Cementitious sub base

K= 60 Mpa/m
Table 4.3 Design slab thickness for cementitious sub base
SL NO PARAMETER VALUES OBTAINED
1 Trial thickness (mm) 1.5 200
2 Load stress in the edge (Mpa) 3.48 2.28
3 Temperature stress in the edge ( Mpa) 2.09 1.702
4 Total stress (Mpa) 5.57 3.98
5 Result fail Safe
6 Design slab thickness (mm) 200 mm

4.2 COST ESTIMATE

(CONCRETE ROADS IN RURAL AREAS UNDER LSGD)

DATA ASSUMPTION
Analysis period = 40 Years
Discount rate = 10%
Inflation rate =5%
 Table 4.4 Data available for cost analysis [www.pricelsgd.kerala.gov.in]

Flexible pavement Rigid pavement ( white

topping)
Construction cost (lakh) 38.31 59.33
Maintenance cost (lakh) 0.14 0.05
Renewal cost (5 Yrs) 9.35 0
Strengthening cost (10 Yrs) 24.70 0
Strengthening cost (20 Yrs) 27.41 59.33
Strengthening cost (30 Yrs) 24.56 0

Table 4.5 Cost analysis

YEAR FLEXIBLE PAVEMENT RIGID PAVEMENT

Construction Maintenance NPV = Construction Maintenance NPV =
Cost Cost [1/(1+r)^n] Cost Cost [1/(1+r)^n]
0 38.31 0 38.31 59.33 0 59.33
1 0.15 0.14 0.05 0.05
2 0.15 0.12 0.06 0.05
3 0.16 0.12 0.06 0.05
4 0.17 0.12 0.06 0.04
5 11.93 7.41 0.06 0.04
6 0.19 0.11 0.07 0.04
7 0.2 0.1 0.07 0.04
8 0.21 0.1 0.07 0.03
9 0.22 0.09 0.08 0.03
10 40.23 15.51 0.08 0.03
11 0.24 0.08 0.09 0.03
12 0.25 0.08 0.09 0.03
13 0.26 0.08 0.09 0.03
14 0.28 0.07 0.1 0.03
15 56.98 4.65 0.1 0.02
16 0.31 0.07 0.11 0.02
17 0.32 0.06 0.11 0.02
18 0.34 0.06 0.12 0.02
19 0.35 0.06 0.13 0.02
20 72.73 10.81 157.42 23.4
21 0.39 0.05 0.14 0.02
22 0.41 0.05 0.15 0.02
23 0.43 0.05 0.15 0.02
24 0.45 0.05 0.16 0.0
2
25 31.66 2.92 0.17 0.0
2
26 0.5 0.04 0.18 0.0
2
27 0.52 0.04 0.19 0.0
2
28 0.55 0.04 0.2 0.0
1
29 0.58 0.04 0.21 0.0
1
30 106.15 6.08 0.22 0.0
1
31 0.64 0.03 0.23 0.0
1
32 0.67 0.03 0.24 0.0
1
33 0.7 0.03 0.25 0.0
1
34 0.74 0.03 0.26 0.0
1
35 51.57 1.84 0.28 0.0
1
36 0.81 0.03 0.29 0.0
1
37 0.85 0.02 0.3 0.0
1
38 0.89 0.02 0.32 0.0
1
39 0.94 0.02 0.34 0.0
1
Total NPV cost 89.56 83.
6
 Table 4.6 Output values of the software

NOTATIONS DEFINITIONS SYMBOL PERMISSIBLE INDUCED

USED VALUES as per code VALUES
Z Depth in mm 150
R Radial distance in mm 226
SigmaZ Vertical stress (Mpa) σz -0.4842
SigmaT Tangential stress (Mpa) σr -0.1270
SigmaR Radial stress (Mpa) σr -0.8370
TaoRZ Shear stress (Mpa) τrz -0.1998
DispZ Surface deflection in mm w 0.6071
epZ Vertical strain εz - 291*10˄-6 -213*10˄-6
epT Tangential strain εt 153*10˄-6 131*10˄-6
epR Radial strain εr 52*10˄-6 52*10˄-6

For most rural roads, fatigue behavior is not important because of low volume of commercial
vehicles. Therefore, tangential and vertical stress values are not significant. In case a rural road
forms a connecting link between two important roads or if the road connects several villages,
there can be significant amount of traffic consisting of buses and trucks due to agriculture,
construction and social activities, and fatigue behavior of pavement slab may be considered in
such cases.
 CONCLUSIONS

The functional performance and maintenance system of selected roads under local bodies were
studied and suitability of rigid pavement was assured.

5.1 GENERAL CONCLUSIONS

1. Concrete roads of selected area (Azhoor grama panchayat) are not designed as per code
and periodic maintenance is not carried out. Still it could withstand adverse climatic
conditions and growing traffic demand comparing to flexible pavements of same region.
Therefore, rigid pavements designed as per code provisions will have better performance.
2. Design pavement thickness obtained is 150 mm and edge stress and temperature stress
values for both granular and cemented sub base obtained as per IRC SP 62 2014 is within
safe limit.
3. Tangential and vertical strain values obtained from the software IIT Pave is within
permissible limit.
4. The initial cost of a concrete pavement is Rs. 21 lakhs per km higher over the initial cost
of a flexible pavement. However, if fly ash (30%) is used to replace cement in concrete,
saves rupees one lakh per kilometer.
5. The life cycle cost of a concrete pavement for construction/maintenance costs is Rs. 5.96
lakh per km (7%) less compared to flexible pavement.
6. From the results it can be concluded that although the initial cost of concrete pavement is
higher as compared to the bituminous pavement but life cycle cost of concrete pavement
is about 5 - 10% lower than bituminous pavement.
7. Besides life cycle cost consideration, several locations should be preferred for rigid
pavement from climatic/environmental considerations such as locations in heavy
rainfall/waterlogged areas, road stretch passing through village portion, having cement
and fly ash in close proximity or sub-grade soil having low CBR values.
8. If the fly ash is utilized on large scale for road construction, the infrastructure
development can be completed at lesser cost and will also help for environmental
protection of our country.
11. The output of the programme will provide stresses, strains and deflections at the desired
points. Next check if the computed strains are less than the permissible strain in the view
here icon. If not, then click BACK TO EDIT and run the program with a new thickness
combination till the permissible strain values are achieved. epT, epR and epZ will be the
outputs that will of interest. For cemented base, tensile stress at the bottom of the
cemented layer SigmaT / SigmaR are needed for cumulative fatigue damage analysis.
12. In most cases the tensile strain at the bottom of the bituminous layer is higher in the
longitudinal direction (epT) rather than in radial direction (epR). If tensile strain in the
bituminous layer is high, increase the thickness of the bituminous layer.
13. Tensile strains in the cementitious bases also are to be computed for design. If the tensile
strain/stress in the cemented layer is higher, increase the thickness of the cemented layer
14. Vertical subgrade strain (epZ) should be less than the permissible value for the design
traffic. If the vertical subgrade strain is higher, increase the thickness of subbase layer
15. Stress values can also be easily computed by changing directly the input file which is to
be written in a format as illustrated in the manual and browse the input file by clicking
‘Edit Existing File’ on home screen of IITPAVE.

Fig 3.8 Output window of software

 LIFE CYCLE COST ANALYSIS

A comparative cost of one kilometer each of flexible pavement and rigid pavement representing
a uniform section has been worked out at current market rate, with respective maintenance
strategy for a road under PMGSY.

Accordingly, for this purpose, a typical pavement composition and its cost for a rural road has
been adopted for the assessment.

3.7 FLY ASH REPLACEMENT

Fly ash, consisting mostly of silica, alumina, and iron, forms a compound similar to
Portland cement when mixed with lime and water. Fly ash is a non-combusted by-product
of coal- fired power plants and generally ends up in a landfill. The use of fly ash in
concrete road construction will save such resources. The cement is also costly ingredient
of concrete. A part of cement and sand can be replaced by good quality fly ash to the
extent of 10-30 percent and 5-15 percent respectively. This would result in lowering cost
of resultant concrete without any loss in strength. The use of fly ash will solve the
disposal problem and automatically reduce the construction.
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