TRAFFIC & PAVEMENT

DESIGN REPORT
Construction of six lane flyover-VUP including RE wall, service road and
Drain, near Umbhel village on Bharuch-Surat section of NH-48 (Old NH-8)
at Ch. of Km 258.585 identified as blackspot with ID no. GJ-02-54 in the
State of Gujarat.

CLIENT: NATIONAL HIGHWAYS AUTHORITY OF INDIA

CONCESSIONAIRE: Wagad Infraprojects Pvt.Ltd.

Prepared by :- CASAD CONSULTANTS PVT. LTD.

15th floor, Solitaire Sky,
B/S Hyatt Regency Hotel,
Opp. Gujarat Vidhyapith,
Ashram Road,
Ahmedabad- 380014
CHAPTER 1 TRAFFIC SURVEYS AND ANALYSIS

1.1 General

The National Highway Authority of India engaged in the development of National Highways
and as part of this endeavour, it has been decided for the Construction of six lane VUP near
Umbhel Village as blackspot with ID no GJ 02-54 in the state of Gujarat on EPC mode. In
pursuance to the above M/s. Wagad Infra project is appointed as EPC contractor through
competitive bidding. M/s. Create Infra design, Ahmedabad has been appointed by M/s CASAD
consultants to provide the detailed Traffic and Pavement design Consultancy services for
project road.

1.2 Traffic Surveys

Traffic surveys, analysis and demand forecast are an important element of road project. Traffic
analysis and demand forecasting directly relates to several important aspect of road
infrastructure planning and design like lane width requirements, geometric design features,
pavement design, economic and financial analysis etc. Towards this, the consultant has
undertaken detailed traffic surveys and analysis for Pavement Design. Various steps followed
in this regard are described in the subsequent paragraphs.

1.3 Traffic Survey Planning and Selection of Survey Location

Design Consultant have undertaken detailed site visit during 05th September 2022 for selection
of traffic survey locations. Traffic survey locations were decided on reconnaissance of transport
network, traffic homogeneous sections, major intersections (traffic merging, diverging points
to the project road) and major land use along the sections of project road. After the
reconnaissance of transport network final traffic survey location was decided near Km
258+585. Project map location is shown in Figure 1.1.

Figure 1.1: Traffic Survey Location Map

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1.4 Traffic Surveys Schedule
Existing information on traffic flow, pattern, commodity movement and loading pattern is
required in order to assess the traffic behaviour on a project road. To collect such information
following various types of traffic surveys were carried out:

1) Classified Volume Count (CVC) Survey- 7 Days (24 hrs)

2) Axle Load Survey including Origin Destination Survey- 2 Day (24 hrs)

All the traffic surveys were carried out as per the IRC guidelines given in IRC: SP 19-2001,
IRC 37:2012, and IRC: 108-2015, IRC: 102-1988, and IRC: 09-1972 etc.

Classified volume count surveys were carried by videography and Axle load surveys were
carried out manually by employing sufficient number of trained enumerators recording
information in the approved traffic survey formats. The enumerators were selected from locally
available educated people familiar with traffic characteristics and condition of the project road.
They were properly briefed and trained about the survey work before putting them on actual
survey work in field. An experienced supervisor was kept in-charge for all the locations.

The most important part of all traffic survey was to exercise adequate quality control. The
quality assurance was achieved through:

 Proper briefing and demonstration to enumerators before the start of work;

 Continuous independent checking by Traffic engineers, supervisor in the field during
the survey work;
 Checking of field in survey formats by Traffic engineer; and
 Validation of computer data entry with raw surveyed data

All the above traffic surveys were carried out as per the schedule finalized after considering
requirements of TOR and prior consent of Authority/client. Table 1.1 shows type and duration
of traffic surveys for project road.

Table 1.1: Traffic Survey Type and Duration

Sr. No. Location Type and Duration of Surveys
1 Classified Volume Count Survey @ 7 Days 24 hours
Near Km 259+150
2 Axle load including O-D survey @ 2 Day 24 hours

1.5 Methodology for Traffic Surveys

1.5.1 Classified Volume Count Survey by Videography Technique

The objective of classified traffic volume count survey is to estimate traffic intensity on the
project road. The Classified Traffic Volume Count was conducted at one location continuously
for 7 days for 24 hours by Video based ATCC using high tech equipment from the latest Colour
HD video camera with the IR flash capable of capturing video during night/dark together with
digital video recording and storage media (DVR), Power supply and halogen arrangements
which enable to provide the highest levels of data reliability and traceability at location.
Separate Videography units were deployed to cover direction wise (up & down) traffic
movement. The vehicles classified into goods / passengers were considered and which were
further classified into specific categories of vehicles. The groupings of vehicles were further
split to capture the tollable vehicle categories specifically and toll exempted vehicles were
counted separately.

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1.5.2 Axle Load Survey

Axle load survey is required to know the existing loading characteristics of the goods vehicles.
The survey was conducted on project road for 2 Day 24 hours. A portable wheel load-weighing
pad, duly calibrated was used for measuring the axle loads. Axle load measuring points were
arranged on shoulder approaches with adequate sight distance to the on coming and going
vehicles. These approaches were away from the main carriageway and wide enough to
accommodate the lined up sampled vehicles for questioning and allow safe passage for un-
sampled vehicles during the progress of the survey. The goods vehicles were stopped
systematically at random based on their arrival with the help of police. These vehicles were
guided to mount on the axle load pad, axle-wise, in the order of front most axles to the rear
most axles. Axle load of commercial vehicles, i.e. Mini Bus, Standard Bus, LCV-4W, LCV-
6W, 2-Axle, 3-Axle and Multi Axle Trucks were recorded in approved survey formats.
Representative samples were captured uniformly over the entire period of survey for each
category of goods vehicles.

1.6 Base Year Traffic Estimation

The base year traffic pattern is the primary input for checking existing level of service and
determination of future traffic demand of project influence area. The consultant has conducted
Classified Volume Count Surveys and Axle load to examine the base year traffic intensity,
travel characteristics, loading patterns on project road. For the purpose of traffic estimation and
projection, the year 2022 has been taken as base year.

The following section provides detailed traffic and important observations about traffic pattern
along the project corridor. The data collected during traffic surveys was entered in to the
computer for further analysis, obtain information about traffic characteristics, and travel pattern
along the project road. The traffic analysis was carried out as per the guidelines given in IRC:
SP 19-2001, IRC: 108-1996, IRC: 64-1990, IRC SP: 41-1994 etc.

1.7 Classification of Vehicles and PCU Values

In order to convert recorded vehicles into a common scale, the Passenger Car Units (PCU)
equivalent factor as per IRC: 64-1990 has been adopted. The PCU equivalent factors adopted
are as given in Table 1.2.

Table 1.2: Classification of Vehicles Recommended PCU Equivalents Factors

Slow Moving
Fast Moving Vehicle PCU PCU
Vehicles
Two wheelers 0.5 Bicycle 0.5
Three wheelers, Auto Rickshaw 1.0 Cycle Rickshaw 2.0
Passenger Car (Jeep, Van) 1.0 Animal Drawn 6.0
Taxi 1.0 Hand Cart 3.0
Mini LCV/Tata Ace (Utility Jeep) 1.0
Mini Bus 1.5
School Bus 1.5
Bus
Govt. Bus 3.0
Private Bus 3.0
Light Commercial Vehicle (LCV) – 4-Wheeler 1.5
Light Commercial Vehicle (LCV) – 6-Wheeler 1.5
2 – Axle Truck 3.0
3 – Axle Truck 3.0
Multi Axle (4 to 6 Axle)
Trucks 4.5
& HCM, EME
Over Sized (7 or more
4.5
Axle)

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 Slow Moving
Fast Moving Vehicle PCU PCU
Vehicles
Agricultural with Trailer 4.5
Tractor without Trailer 1.5

1.8 Classified Volume Count Survey Analysis

1.8.1 Average Daily Traffic (ADT)

7-Day, 24 hrs. Continuous volume counts were undertaken to obtain a realistic picture of the
current volume and composition of the traffic. The analysis of traffic counts provided an
estimate of the Average Daily Traffic (ADT) and the analysis has been carried out in terms of
total number of vehicles as well as in respect to Passenger Car Unit (PCU). The result of traffic
analysis is discussed below.

a) Km 259+150

Total ADT at this survey location were recorded as 48104 in terms of number and 89911 in
terms of PCU. Fast moving vehicles were recorded as 99.91 % of the total traffic (in No.). Peak
hour traffic flow of 2917 nos. formed around 6.06% of the total traffic. Peak hour is identified
during 10.00-11.00 hours. The directional distribution for all vehicles observed is 49 % flow
towards up direction and 51% towards down direction.

Table 1.3: Summary of Classified Volume Count Survey at Survey Location

Directional
ADT Peak Peak Peak
Sr. ADT Distribution
Location (PCU Traffic Traffic Traffic
No. (No.) (%)
) (No.) (Hour) (%)
UP DN
1 Km 259+150 48104 89911 51% 49% 2917 10.00-11.00 6.06%

Figure 1.2 ADT Variation by Survey Locations on Project Road

Average Daily Traffic (ADT) for the project road is shown in Annexures 1. Average vehicle
composition on project road in described in Figure 1.3.

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 Figure 1.3: Average Vehicle Composition on Project Road

 Average vehicle’s compositions on project road for 2W (21.81%), Car, jeep, van (24.51
%) & Mini LCV/Utility Jeep (5.06%) of the total traffic
 Amongst the goods vehicles, MAV (4-6 Axle) has the highest share of 19.37% on the
project road.
 Non-motorized vehicles have a very small share in the total vehicular composition on
the project road.

1.8.2 Estimation of Seasonal Correction Factor

Seasonal correction factors by vehicle types are required to account for variations in the pattern
of traffic volume on the project road sections over different seasons of the year. Seasonal
correction trends were assessed based on the sale of automobile fuels i.e. petrol and diesel data
along the project road. Seasonal correction factors were worked out to arrive at Annual Average
Daily Traffic (AADT). The monthly petrol and diesel sales data were collected from fuel
stations on the project road. The SCF was calculated separately for petrol and diesel driven
vehicles.

Seasonal correction factors were worked out to arrive at Annual Average Daily Traffic
(AADT). Monthly sales data of petrol and diesel were obtained from 1 filling stations located
along the project road.

Since traffic volume, surveys were carried out in the month of August 2021, the computed
seasonal correction factors of 1.51 for petrol driven and 0.95 for Diesel driven vehicle have
been adopted for estimation of AADT along the project road.

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 Table 1.4: Summary of SCF
IOCL
Diesel Petrol
Month Monthly Daily Monthly Daily
SCF SCF
(In KL) (In KL) (In KL) (In KL)
Jul-21 196 6.32 1.78 116 3.74 1.05
Aug-21 220 7.10 1.59 128 4.13 0.95
Sep-21 224 7.47 1.51 124 4.13 0.95
Oct-21 262 8.45 1.34 114 3.68 1.07
Nov-21 230 7.67 1.47 120 4.00 0.98
Dec-21 240 7.74 1.46 120 3.87 1.02
Jan-22 232 7.48 1.51 116 3.74 1.05
Feb-22 335 11.96 0.94 105 3.75 1.05
Mar-22 474 15.29 0.74 127 4.10 0.96
Apr-22 340 11.33 1.00 116 3.87 1.02
May-22 393 12.68 0.89 131 4.23 0.93
Jun-22 605 20.17 0.56 132 4.40 0.89
Jul-22 510 16.45 0.69 112 3.61 1.09
Aug-22 554 17.87 0.63 120 3.87 1.02

1.8.3 Annual Average Daily Traffic (AADT)

The seasonal correction factors presented above is used to convert Average Daily Traffic (ADT)
to Annual Average Daily Traffic (AADT). Location wise Annual Average Daily Traffic is
shown in Annexure 2. Summary of ADT and AADT for surveyed location is shown in Table
1.5 & 1.6 respectively.
Table 1.5: Summary of Classified Volume Count Survey – ADT
Vehicle Type/Location Km 259+150
2Wheeler. 10490
Motorized Vehicles (Passenger)

Auto Rickshaw (Passenger) 1772

Auto Rickshaw (Goods) 187
Car/Jeep/Van
11789
(Private)
Car/Jeep/Van
0
(Taxi)
TATA Ace, Utility Jeep 2435
Mini Bus 23
School Bus 56
Govt. Bus 21
Private Bus 616
Bicycle 45
Non-Motorized Vehicles

Cycle Rickshaw 0
Animal Drawn Vehicles 0
Hand Cart 0
LCV 4 Tyre 302
LCV 6 Tyre 6066
2-Axle Truck 2375
3-Axle Truck 2570
Multi Axle (4 to 6 Axle) & 9318

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 Vehicle Type/Location Km 259+150
HCM, EME
Over Sized (7 or more Axle) 0
Agricultural Tractor with
18
Trailer
Agricultural Tractor without
8
Trailer
Car/Jeep with Red Light (VIP
0
Toll Exempted

Car)
Vehicles

LCV/Mini Bus 14
2 Axle/Bus 0
3 Axle 0
Multi Axle (4 to 6 Axle) &
0
HCM, EME
Total Vehicles ADT (No.) 48104
Total Vehicles ADT (PCU) 89911
Commercial Vehicles > 3 Ton for
21360
Pavement Design ADT (No.)

Table 1.6: Summary of Classified Volume Count Survey –AADT

Vehicle Type/Location Km 259+150
2Wheeler. 15839
Auto Rickshaw (Passenger) 2676
Motorized Vehicles

Auto Rickshaw (Goods) 282

Car/Jeep/Van
(Passenger)

17801
(Private)
Car/Jeep/Van (Taxi) 1
Mini LCV 2314
Mini Bus 22
School Bus 53
Govt. Bus 20
Private Bus 585
Bicycle 45
Cycle Rickshaw 0
Animal Drawn Vehicles 0
Hand Cart 0
Non-Motorized Vehicles

LCV 4 Tyre 286

LCV 6 Tyre 5763
2-Axle Truck 2256
3-Axle Truck 2441
Multi Axle
8852
(4 to 6 Axle) & HCM, EME
Over Sized
0
(7 or more Axle)
Agricultural Tractor with
18
Trailer
Agricultural Tractor without
8
Trailer
Car/Jeep with Red Light
Toll Exempted

0
(VIP Car)
Vehicles

LCV/Mini Bus 13
2 Axle/Bus 0
3 Axle 0
Multi Axle 0
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 Vehicle Type/Location Km 259+150
(4 to 6 Axle) & HCM, EME
Total Vehicles AADT (No.) 59275
Total Vehicles AADT (PCU) 96057
Commercial Vehicles > 3 Ton for
20292
Pavement Design AADT (No.)

1.9 Axle Load Analysis

Traffic loading on highway pavements is a heterogeneous combination of different types of
vehicles, carrying a wide spectrum of wheel loads. Axle load survey was conducted at location
for 2 Day @ 24 hours along the project road. Sufficient commercial vehicles were stopped at
location to collect the Axle wise load data, spacing between front & first Real Axles,
Commodity, Trip Origin and Destination and trip length etc. Assuming the load on each axle is
evenly distributed the axle load is taken to be twice the wheel load. Axle loads were weighed
for all the fast-commercial modes (Mini Bus, Standard Bus, LCV-4 tyre, LCV- 6 tyre, 2-Axle
Trucks, 3 Axle Trucks and Multi Axle (4 to 6 Axle) on a sample basis for 24 hours.

1.9.1 VDF Analysis

Traffic loading on highway pavements is a heterogeneous combination of different types of
vehicles, carrying a wide spectrum of wheel loads. It is very much essential to convert this
heterogeneous traffic to an equivalent homogenous traffic in terms of a chosen standard vehicle.
One means of achieving this objective is the use of Equivalent Standard Axle Load (ESAL)
factors. Axle load surveys for commercial vehicles were carried out to establish Vehicle
Damage Factor (VDF) for pavement design. Since, lighter vehicles have a very small equivalent
standard axle load value and less damaging effect, these vehicle types were excluded in the axle
load survey. IRC: 37-2018 suggests indicative VDF from different traffic volume in absence of
field axle load survey is presented in Table 1.7 below.
Table 1.7: Indicative VDF Values in Absence of Field Surveys
Sr. Traffic Volume Indicative VDF
No (No. of Commercial Vehicles/Day) Rolling /Plain Terrain Hilly Terrain
1 0-150 1.7 0.6
2 150-1500 3.9 1.7
3 More than 1500 5.0 2.8

Sufficient trucks were stopped at survey location to have different category of goods vehicles
with different types of commodities loaded. Assuming the load on each axle is evenly
distributed the axle, load is taken to be twice the wheel load. Axle loads were weighed for all
the fast-commercial modes (Mini Bus, Standard Bus, LCV-4 tyre, LCV- 6 tyre, 2-Axle Trucks,
3 Axle Trucks and Multi-Axle Trucks) on a sample basis, for 24 hours at Km 259+150.
While the vehicles were being weighed, information about the axle-type was also recorded in
approved survey format. The vehicle damage factor (VDF) is a multiplier to convert the number
of commercial vehicles of different axle loads and axle configuration to the number of standard
axle load repetitions. It is defined as equivalent number of standard axles per commercial
vehicle. The VDF varies with the vehicle axle configuration, axle loading, terrain, type of road
and from region to region.
For design purposes, the variation in Axle loads is determined by reducing the actual axle loads
to an “Equivalent Standard Axle Load (ESAL)”. An equivalency is a convenient means of
indexing the wide spectrum of actual loads to one selected value. The equivalent standard Axle
load is determined by the relationship as per IRC: 37-2018.
Single axle with single wheel on either side
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 Equivalency Factor = (axle load in kg /6628)4
Single axle with dual wheel on either side
Equivalency Factor = (axle load in kg /8158)4
Tandem axle with dual wheel on either side
Equivalency Factor = (axle load in kg /15092)4
Tridem axle with dual wheel on either side
Equivalency Factor = (axle load in kg /22841)4
The relationship is referred as “Fourth Power Rule”. The rule states that the damaging effect of
an axle load increases as a fourth power of the weight of an axle. In order to convert axle loads
from Axle load survey into ESAL, each axle of the vehicle multiplied by equivalency factor of
that axle. All EF per axle of the vehicle is then summed up to obtain EF per vehicle, which
number of the same class of vehicles finally divides will give VDF of that class of vehicle.
The Vehicle Damage Factor (VDF) is an important indexing factor in characterising the traffic
loading for a road. It is a multiplier for converting the number of commercial vehicles of
different axle loads, to the number of standard axle load repetitions.
The VDF is computed from the following relationship:

1.9.2 Traffic Growth Rate

As per Clause, 4.2.2 of IRC 37 - 2018, consultant has adopted growth rate of 5% for each
commercial vehicles up to end of design period.

1.10 Design Life

Flexible pavement for new pavement or for widening and strengthening of the existing
pavement shall be designed for a minimum design period of 15 years. Stage construction shall
not be permitted.

1.11 Design Traffic (MSA)

The design traffic is considered in terms of the cumulative number of standard axles (in the lane
carrying maximum traffic) to be carried during the design life of the road. The design traffic
expressed in terms of the Million Standard Axles (MSA), for which the pavement must be
designed to withstand the repeated impact of traffic loads over the service life of the pavement.
The cumulative numbers of axles during the design period (ESAL) is calculated using the
following equation:
(1  r ) n  1
ESAL= A x 365 x x LDF x VDF
r
Where,
ESAL = Cumulative numbers of standard axles to be catered for in the design in terms
of MSA
A = Operating Year AADT /Initial traffic in year of completion in terms of
commercial vehicle per day
r = Annual growth rate of a given commercial Vehicle
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n = Design life in year
LDF = Lane Distribution Factor
VDF = Vehicle Damage Factor
The cumulative numbers of standard axles have been calculated assuming that the project will
be opened to traffic in the year 2024. For 6 Lane paved shoulder, 0.60 Lane Distribution factor
is use for determination of MSA.
The year of Initial traffic count is 2022 and considering 1 year as construction period, the year
of opening of Project Road to traffic works out to be year 2023. Considering a Design Life of
15 years the Design MSA is worked out at the end of year 2038.Summary of Design traffic in
terms of MSA for project road is given in Table 1.8 & 1.9. The detail year wise MSA shown
in Annexure 3.

Table 1.8: Design Traffic (MSA)

Design Traffic (MSA) for 15th Year-
Sr. 2038
Homogeneous Section
No. 6 Lane 6 Lane
(UP-LHS) (Down -RHS)
1 Bharuch to Surat 249.35 239.94

Table 1.9: Adopted Design Traffic (MSA)

Design Traffic (MSA) for 15th Year-
Sr. 2038
Homogeneous Section
No. 6 Lane 6 Lane
(UP-LHS) (Down -RHS)
1 Bharuch to Surat 250 250

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CHAPTER 2 PAVEMENT INVESTIGATIONS AND DESIGN

2.1 General
Consultant has undertaken the necessary traffic volume & axle load surveys in accordance with
the good industry practice for preparing detail designs for project road. This chapter covers the
detailed pavement & material investigations for the project road. The proper improvement
measures for construction of additional/new two-lane pavement and better performance of four
lane project road up to design life depends upon precisely done pavement investigations.

2.2 Subgrade and Effective CBR

For design of new pavement, the subgrade strength is assessed in terms of CBR of the subgrade
soil at the most critical moisture conditions.
The sub grade soil strength (Effective-CBR) of 10.0% has been considered to evaluate the
crust composition in the pavement design for the analysis. The sub grade thickness 500 mm
has been taken in accordance with the IRC- 37 as a pavement foundation.

2.3 Pavement Design

Pavement is the most significant component of a road and therefore its design strengths must
be assured to support the projected traffic loading throughout the design period. In pavement
option study, the following would be studied in detail:
 New Flexible Pavement for Main Carriageway
The different pavement design methods for above pavement options shall be studied and
applied, which are given in Table 2.1.

Table 2.1.: Pavement Design Methods

Sr. No. Pavement Option Design Method
1 New Flexible pavement for Widening IRC: 37-2018

2.4 Pavement Model using IITPAVE Software

The flexible pavements are usually referred as a layered structure comprising generally
bituminous surface like BC and DBM, AIL, CTB and CTSB course of finite thickness, resting
on subgrade of minimum thickness of 500 mm. The design thickness of these layers will
principally depend on the subgrade CBR and the traffic loads that the pavement has to carry
during its entire design life. The design of new pavement structure has been designed as per
IRC: 37-2018 with following method.
I) Pavement Design using IITPAVE Software
Based on the performance of existing designs and using analytical approach, simple design
charts and a catalogue of pavement designs have been added in IRC: 37. The pavement
design is given for subgrade CBR and design traffic combinations for an average annual
pavement temperature of 35° pavement Model using IITPAVE Software.
General philosophy of pavement design pavement performance can be explained in terms of
the mechanistic behaviour of its component materials. Pavement is going to be comprised of
different types of materials. So, if we can understand how all these materials respond to the
application of load then we can explain the behaviour of pavements in a rational way in a
better way.

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The mechanistic parameters chosen to explain a particular type of structural failure depends
on pavement type, because the pavements are going to be undergoing various types of
structural failures or other types of failures so we would be selecting different types of
parameters to explain different types of failures. These parameters would depend upon the
type of pavement, the composition of the pavement the materials that we use in constructing
these pavements and loading and climatic conditions to which this particular pavement has
been subjected to. For computing these selected mechanistic parameters, it is essential to
select appropriate material and geometric models.
A multi-layered system which is the most commonly adopted geometric modelling of a
pavement because we understand pavements are constructed in layers, it comprises of
different layers so this is a very logical way of modelling pavements. A finite element model
is in which the pavement is discretized into number of small elements. This would be required
especially when the nonlinear behaviour of different types of materials that we use in the
pavement are to be properly modelled.
There is various software available for analysis of multiple layered systems, a number of
commercial software are available. This software’s can normally handle various layers. The
loading also can be normal stresses, and shear stresses at the surface can be considered. This
software’s can normally handle rough and smooth interfaces and finite element-based
software are also available which are capable of handling non-linear behaviour of different
pavement materials especially the behaviour of granular layers. IITPAVE has been
recommended in IRC 37-2018 for computation of stress and strain analysis at specific points
of multi-layered elastic pavements.

A flexible pavement is modelled as an elastic multilayer structure. Stresses and strains at

critical locations are computed using a linear layered elastic model. The stress analysis
software IITPAVE has been used for the computation of stresses and strains in flexible
pavements. Tensile strain, Єt, at the bottom of the bituminous layer and the vertical subgrade
strain, Єv, on the top of the subgrade are conventionally considered as critical parameters for
pavement design to limit cracking and rutting in the bituminous layers and non-bituminous
layers respectively. The computation also indicates that tensile strain near the surface close to
the edge of a wheel can be sufficiently large to initiate longitudinal surface cracking followed
by transverse cracking much before the flexural cracking of the bottom layer if the mix tensile
strength is not adequate at higher temperatures.
II) Performance Criteria
The following Performance Criteria are used in these guidelines for the design of bituminous
pavements.

Subgrade rutting criteria

An average rut depth of 20 mm or more, measured along the wheel paths, is considered in
these guidelines as critical or failure rutting condition. The equivalent number of standard
axle load (80 KN) repetitions that can be served by the pavement, before the critical average
rut depth of 20 mm or more occurs, is given by Equations 2.1 and 2.2 respectively for 80%
and 90% reliability levels. The rutting performance model developed initially based on the
MoRTH R-6 research scheme performance data was subsequently developed into two
separate models for two different reliability levels based on the additional performance data
collected for MoRTH R-56 Research scheme.
NR = 4.1656 x 10-08[1/Ꜫv] 4.5337 (for 80% reliability)………………….Equation 2.1
NR = 1.4100 x 10-08[1/Ꜫv] 4.5337 (for 90% reliability)………………….Equation 2.2

Where,
NR = subgrade rutting life
Ꜫv = vertical compressive strain at the top of the subgrade

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Fatigue cracking criteria for bituminous layer
The occurrence of fatigue cracking (appearing as inter connected cracks), whose total area in
the section of the road under consideration is 20 % or more than the paved surface area of the
section, is considered to be the critical or failure condition. The equivalent number of
standard axle (80KN) load repetitions that can be served by the pavement, before the critical
condition of the cracked surface area 20% or more occurs, is given by Equations 2.3 and 2.4
respectively for 80% and 90% reliability levels. The fatigue performance models given by
Equations 3.3 and 3.4 were developed under MoRTH R-56 scheme utilizing primarily the R-
6 scheme (Benkelman Beam Studies) performance data supplemented by the data available
from R-19 (Pavement Performance Studies) and R-56 scheme.
Nf = 1.6064 x C x 10-04 x [1/Ꜫt] 3.89 x [1/MRm]0.854 (for 80% reliability) …. Equation 2.3
Nf = 0.5161 x C x 10-04 x [1/Ꜫt] 3.89 x [1/MRm]0.854 (for 90% reliability) …. Equation 2.4
Where,
𝑽𝒃𝒆
C = 10M, and M = 4.84 x − 𝟎. 𝟔𝟗
𝒗𝒂+𝒗𝒃𝒆
Va = per cent volume of air void in the mix used in the bottom bituminous layer
Vbe = per cent volume of effective bitumen in the mix used in the bottom bituminous layer
Nf = = fatigue life of bituminous layer
Ꜫt = maximum horizontal tensile strain at the bottom of the bottom bituminous layer (DBM)
MRm = resilient modulus (MPa) of the bituminous mixed used in the bottom bituminous layer

The factor ‘C’ is an adjustment factor used to account for the effect of variation in the mix
volumetric parameters (effective binder volume and air void content) on the fatigue life of
bituminous mixes and was incorporated in the fatigue models to integrate the mix design
consideration into the fatigue performance model. EPC Contractor had adopted Va = 3.5%
and Vb = 11.5% for the design of New Pavement.

Similarly, the horizontal tensile stress and tensile strain at the bottom of CTB layer are considered to be
critical for the performance of the CTB bases. Figure 2.1 shows the adopted flexible pavement
composition for the construction up to embankment or subgrade.
Tensile stress near the surface close to the edge of the wheel can be sufficiently large to initiate
longitudinal surface cracking followed by the transverse cracking much before the flexural cracking of
bottom layer occurs, if the mix tensile strength is not adequate at higher temperature.

Figure 2.1: Flexible Pavement Layers with CTB & CTSB and Strain

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Fatigue cracking in cementitious layers
Thickness of the cemented layer is firstly evaluated from fatigue consideration in terms of
cumulative standard axles. At the second level, the cumulative fatigue damage due to
individual axles is calculated based on a model which uses ‘stress ratio’ (the ratio of actual
stresses developed due to a class of wheel load and the flexural strength of the material) as the
parameter. The computation of stresses due to the individual wheel load is done by the
IITPAVE program. An excel sheet can be used to calculate the cumulative fatigue damage of
each class of wheel loads and sum up the cumulative damage for the entire axle load
spectrum. The design requirement is that the cumulative damage of all wheel loads should be
less than 1 during the design life of pavement. If it is greater than 1, the section has to be
changed and iteration done again.
III) Reliability
90 per cent reliability performance equations for subgrade rutting (Equation 2.2) and fatigue
cracking of bottom bituminous layer (Equation 2.4) for all important roads such as
Expressways, National Highways, State Highways and Urban Roads. For other categories of
roads, 90% reliability is recommended for design traffic of 20 MSA or more.

Fatigue and rutting are two failure criteria of flexible pavement by IITPAVE software.
Design Traffic (Nf): 250 MSA
Subgrade CBR: 10%
E Subgrade = 17.6 × CBR0.64 = 76.83 MPa
E cemented subbase = 600 MPa
E Aggregate layer = 450 MPa
E cemented base = 5000 MPa

The modulus of bituminous layer is selected from IRC: 37-2018 for BC/DBM mix using VG-
40 bitumen at 350 C temp. It is given 3000 MPa; same is adopted for the analysis.

Calculations for Allowable Horizontal and Vertical Strains

The Allowable Horizontal Tensile strain at the bottom of Bituminous layer = 117.78 × 10-6
The Allowable Vertical Compressive strain at the top of the Subgrade = 260.62 × 10-6
The Allowable Horizontal Tensile strain at the bottom of the Cemented base = 62.07 × 10-6
Five-layer pavement systems are adopted for design purpose. The input parameters of
software are shown in Table 2.2 below.

BC = 40
DBM = 80
AIL = 100
CTB = 130
CTSB = 200
Calculated values of E modulus of layers are given below,
E Bituminous = 3000 Mpa
E Aggregate layer = 450 Mpa
E cemented base = 5000 MPa
E cemented subbase = 600 MPa
E Subgrade= 76.83 MPa
Poisson’s ratio for the new three layers’ system is 0.35, 0.35, 0.25, 0.25 and 0.35.
The selected trial thickness for each layer for analysis
BC = 40, DBM= 80, AIL= 100, CTB= 130, CTSB= 200

| P a g e 14
 Table 2.2: Input Parameters for IITPAVE
Elastic
Poisson’s Proposed Layer
Pavement Layer Modulus
Ration ( μ ) Thickness (mm)
(MPa)
BC+DBM 3000 0.35 40+80
AIL 450 0.35 100
CTB 5000 0.25 130
CTSB 600 0.25 200
Subgrade (10% Effective CBR) 76.83 0.35 500

Input design data parameters screen of IITPAVE Software is shown in Figure 2.2 (a) & (b)
below.

Figure 2.2 (a): IITPAVE Input Screen for BT & SG stress calculation

Figure 2.2 (b): IITPAVE Input Screen for CTB stress calculation
For the above input, the output available in strain value at different location. Our point of
consideration is epT means tensile strain and epZ means vertical strain which shown as in
Figure 2.3 (a) & (b).

| P a g e 15
 Figure 2.3 (a): IITPAVE Output Screen for bottom of BT layer & Top of SG layer

Figure 2.3 (b): IITPAVE Output Screen for bottom of CTB layer

For the proposed selected trial thickness of DBM layers the calculated values of strains are
given below.
Calculated Horizontal Tensile Strain at the bottom of Bituminous Layer = 115.70 x 10-6
Calculated Vertical Compressive Strain on Subgrade top = 200.80 x 10-6
Calculated Horizontal Tensile strain at the bottom of the Cemented base = 49.24 x 10-6

DESIGN CHECK UNDER FATIQUE CRITERIA

If Calculated Horizontal Tensile Strain < Allowable Horizontal Tensile strain, the design is
SAFE.
115.70 × 10-6 < 117.78 x 10-6
Hence the design is SAFE from fatigue criteria.

DESIGN CHECK UNDER RUTTING CRITERIA

If Calculated Vertical Compressive strain < Allowable Vertical Compressive strain, the
design is SAFE.
200.80 × 10-6 < 260.62 x 10-6
Hence the design is SAFE from rutting criteria.

| P a g e 16
DESIGN CHECK UNDER FATIQUE CRITERIA BELOW CEMENTED BASE
LAYER
If Calculated Vertical Compressive strain < Allowable Vertical Compressive strain, the
design is SAFE.
49.24 × 10-6 < 62.07 x 10 -6
Hence the design is SAFE from fatigue criteria under the cemented base layer.

Adopted the following Crust thickness as mentioned in Table 2.3 for new construction of
MCW.

Table 2.3: Adopted Flexible Pavement Design with CTB and CTSB for MCW (250 MSA)
Sr. Pavement layer thickness (mm)
Flexible Pavement Layers
No. Design Traffic: 250 MSA
1 BC (VG 40) 40
2 DBM (VG 40) 80
3 AIL 100
4 CTB 130
5 CTSB 200
6 Subgrade (Effective CBR – 10%) 500

The physical requirement for the material to be treated with cement for use in a base course
will be same as for Grading I granular sub-base as per the Clause 401.2.2 of MoRTH.
Grading limits, Chemical properties and Physical properties of the materials used in the
constriction of the Cement treated base will be as per Section 403 of MoRTH.

Consultant had also checked the fatigue analysis as mentioned in IRC 37: 2018 for the
adopted crust thickness, it also founds to be safe for the calculated spectrum and it is attached
as Annexure 4 (a) & (b) for Down directional axle load data.

| P a g e 17
 Annexure 1: Average Daily Traffic (ADT) at Km 259+150
Location : Umbhel Date Of Survey: 07-09-2022 TO 13-09-2022
Chainage: 259+150 Direction: (UP)
PCU 0.5 1 1 1 1 1 1.5 1.5 3 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total Traffic (UP)

Fast Moving Passenger Vehicles Slow Moving Vehicles Fast Moving Goods Vehicles Toll Exempted Vehicles

Bus Trucks Agriculture Tractors Car Mini Bus/LCV 2 Axle 3 Axle MAV

POLICE / POLICE / Vehicles Vehicles

Vehicle Type Car/Jeep/ TATA POLICE POLICE /
Scooter / motor Auto Rickshaw Auto Rickshaw Car/Jeep/ Animal Hand POLICE / MILITARY / MILITARY / (No.) (PCU)
/Van Ace,Utilitty Bicycle Cycle Rick. CAR/ MILITARY /
Cycle (2 Wheeler.) (Passenger) (Goods) /Van (Taxi) Private Drawn Veh. Cart LCV (4- LCV (6- 2 Axle 3 Axle MAV(4- Over Sized (7 With With Out MILITARY / AMBULANCE / AMBULANCE
(Private) Jeep Mini Bus School Bus Gov.Bus AMBULAN POSTAL /
Bus wheeler) wheeler) Truck Truck 6Axle) or more axle) Trailer Trailer POSTAL / POSTAL / / POSTAL /
CE / ON GOVT
ON GOVT DUTY ON GOVT ON GOVT
POSTAL DUTY
DUTY DUTY

Day 1Wednesday(UP) 6027 1035 112 6443 0 1732 7 28 13 318 13 0 0 0 106 3437 1306 1538 5368 0 8 8 0 0 0 0 0 27499 51438
Day 2Thursday(UP) 5558 1059 65 6166 3 905 11 32 14 318 21 0 0 0 133 3033 1221 1466 4711 0 6 3 0 0 0 0 0 24725 46089
Day 3Friday(UP) 5567 865 66 6166 0 981 14 12 15 293 41 0 0 0 177 2523 1952 1332 4399 0 11 3 0 0 0 0 0 24417 45597
Day 4Saturday(UP) 5413 908 126 6433 0 1291 6 48 14 313 38 0 0 0 106 3179 460 1512 4344 0 9 7 0 0 0 0 0 24207 42988
Day 5Sunday(UP) 5038 639 42 5242 0 710 14 5 12 303 8 0 0 0 170 2485 1471 1093 4813 0 10 3 0 0 0 0 0 22058 43512
Day 6Monday(UP) 5856 955 97 6296 0 961 9 40 4 243 25 0 0 0 183 3021 1191 1297 4438 0 8 5 0 0 0 0 0 24629 44349
Day 7Tuesday(UP) 5462 1011 126 5963 0 1537 11 25 7 298 25 0 0 0 114 3186 598 1524 4705 0 9 3 0 0 0 0 0 24604 44883
Average (UP) 5560 925 91 6101 0 1160 10 27 11 298 24 0 0 0 141 2981 1171 1395 4683 0 9 5 0 0 0 0 0 24591 45551

Directional Distribution (%) (UP) 53% 52% 48% 52% 100% 48% 44% 49% 53% 48% 55% 0% 0% 0% 47% 49% 49% 54% 50% 0% 49% 54% 0% 0% 0% 0% 0% 51% 51%

Location : Umbhel Date Of Survey: 07-09-2022 TO 13-09-2022

Chainage: 259+150 Direction: (DN)
PCU 0.5 1 1 1 1 1 1.5 1.5 3 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total Traffic (DN)

Fast Moving Passenger Vehicles Slow Moving Vehicles Fast Moving Goods Vehicles Toll Exempted Vehicles

Bus Trucks Agriculture Tractors Car Mini Bus/LCV 2 Axle 3 Axle MAV

POLICE / POLICE / Vehicles Vehicles

Vehicle Type POLICE POLICE /
Car/Jeep/ TATA POLICE / MILITARY / MILITARY / (No.) (PCU)
Scooter / motor Auto Rickshaw Auto Rickshaw Car/Jeep/ Animal Hand CAR/ MILITARY /
/Van Ace,Utilitty Private Bicycle Cycle Rick. LCV (4- LCV (6- 2 Axle 3 Axle MAV(4- Over Sized (7 With With Out MILITARY / AMBULANCE / AMBULANCE
Cycle (2 Wheeler.) (Passenger) (Goods) /Van (Taxi) Mini Bus School Bus Gov.Bus Drawn Veh. Cart AMBULAN POSTAL /
(Private) Jeep Bus wheeler) wheeler) Truck Truck 6Axle) or more axle) Trailer Trailer POSTAL / POSTAL / / POSTAL /
CE / ON GOVT
ON GOVT DUTY ON GOVT ON GOVT
POSTAL DUTY
DUTY DUTY

Day 1Wednesday(DN) 5195 701 166 5240 0 1330 8 23 15 354 16 0 0 0 186 2940 1397 1546 4928 0 12 2 0 0 0 0 0 24059 46947
Day 2Thursday(DN) 5041 1026 106 6185 0 1303 14 19 11 313 18 0 0 0 91 2798 1698 1211 4739 0 10 5 0 0 0 0 0 24588 46610
Day 3Friday(DN) 4522 855 98 5881 0 1048 18 32 13 274 22 0 0 0 146 3073 1065 1003 4776 0 6 2 0 0 0 0 0 22834 43645
Day 4Saturday(DN) 5121 876 79 6225 0 1474 8 54 11 392 27 0 0 0 144 4306 376 1395 4653 0 11 3 0 96 0 0 0 25251 45655
Day 5Sunday(DN) 4330 613 43 4688 0 758 13 3 6 280 10 0 0 0 189 2524 1099 870 4543 0 9 4 0 0 0 0 0 19982 39621
Day 6Monday(DN) 5287 835 94 6165 0 1442 11 33 8 344 21 0 0 0 181 2723 1477 957 4211 0 9 7 0 0 0 0 0 23805 42971
Day 7Tuesday(DN) 5010 1025 89 5427 0 1575 18 37 5 270 27 0 0 0 185 3233 1313 1245 4599 0 7 4 0 0 0 0 0 24069 45076
Average (DN) 4929 847 96 5687 0 1276 13 29 10 318 20 0 0 0 160 3085 1204 1175 4636 0 9 4 0 14 0 0 0 23513 44360

Directional Distribution (%) (DN) 47% 48% 52% 48% 0% 52% 56% 51% 47% 52% 45% 0% 0% 0% 53% 51% 51% 46% 50% 0% 51% 46% 0% 100% 0% 0% 0% 49% 49%

Location : Umbhel Date Of Survey: 07-09-2022 TO 13-09-2022

Chainage: 259+150 Direction: Both (UP+DN)
PCU 0.5 1 1 1 1 1 1.5 1.5 3 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total Traffic (UP+DN)
FAST PASSENGER VEHICLES Slow Moving Vehicles Toll Exempted Vehicles

Bus Trucks Agriculture Tractors Car Mini Bus/LCV 2 Axle 3 Axle MAV

Car/Jeep/ TATA POLICE / POLICE / Vehicles Vehicles

Vehicle Type Scooter / motor Auto Rickshaw Auto Rickshaw Car/Jeep/ Animal Hand POLICE POLICE /
/Van Ace,Utilitty Bicycle Cycle Rick. POLICE / MILITARY / MILITARY / (No.) (PCU)
Cycle (2 Wheeler.) (Passenger) (Goods) /Van (Taxi) Drawn Veh. Cart CAR/ MILITARY /
(Private) Jeep Private LCV (4- LCV (6- 2 Axle 3 Axle MAV(4- Over Sized (7 With With Out MILITARY / AMBULANCE / AMBULANCE
Mini Bus School Bus Gov.Bus AMBULAN POSTAL /
Bus wheeler) wheeler) Truck Truck 6Axle) or more axle) Trailer Trailer POSTAL / POSTAL / / POSTAL /
CE / ON GOVT
ON GOVT DUTY ON GOVT ON GOVT
POSTAL DUTY
DUTY DUTY

Day 1Wednesday(UP+DN) 11222 1736 278 11683 0 3062 15 51 28 672 29 0 0 0 292 6377 2703 3084 10296 0 20 10 0 0 0 0 0 51558 98385
Day 2Thursday(UP+DN) 10599 2085 171 12351 3 2208 25 51 25 631 39 0 0 0 224 5831 2919 2677 9450 0 16 8 0 0 0 0 0 49313 92699
Day 3Friday(UP+DN) 10089 1720 164 12047 0 2029 32 44 28 567 63 0 0 0 323 5596 3017 2335 9175 0 17 5 0 0 0 0 0 47251 89241
Day 4Saturday(UP+DN) 10534 1784 205 12658 0 2765 14 102 25 705 65 0 0 0 250 7485 836 2907 8997 0 20 10 0 96 0 0 0 49458 88643
Day 5Sunday(UP+DN) 9368 1252 85 9930 0 1468 27 8 18 583 18 0 0 0 359 5009 2570 1963 9356 0 19 7 0 0 0 0 0 42040 83133
Day 6Monday(UP+DN) 11143 1790 191 12461 0 2403 20 73 12 587 46 0 0 0 364 5744 2668 2254 8649 0 17 12 0 0 0 0 0 48434 87319
Day 7Tuesday(UP+DN) 10472 2036 215 11390 0 3112 29 62 12 568 52 0 0 0 299 6419 1911 2769 9304 0 16 7 0 0 0 0 0 48673 89959

ADT (No.) 10490 1772 187 11789 0 2435 23 56 21 616 45 0 0 0 302 6066 2375 2570 9318 0 18 8 0 14 0 0 0 48104 89911
ADT (PCU) 5245 1772 187 11789 0 2435 35 84 63 1848 22 0 0 0 452 9099 7125 7710 41932 0 80 13 0 21 0 0 0
Composition by Vol. (%) 21.81 3.68 0.39 24.51 0.00 5.06 0.05 0.12 0.04 1.28 0.09 0.00 0.00 0.00 0.63 12.61 4.94 5.34 19.37 0.00 0.04 0.02 0.00 0.03 0.00 0.00 0.00 100
Composition by PCU (%) 5.83 1.97 0.21 13.11 0.00 2.71 0.04 0.09 0.07 2.06 0.02 0.00 0.00 0.00 0.50 10.12 7.92 8.57 46.64 0.00 0.09 0.01 0.00 0.02 0.00 0.00 0.00 100

SALIENT FEATURES No. PCU %

Passenger Vehicles 24767 20836 51.49%

Goods Vehicles 23253 68939 48.34%

Toll Exempted Vehicles 40 114 0.08%

Slow Moving Vehicles 45 22 0.09% ADT (NO.) ADT(PCU)

Tollable Vehicles
Average Daily Traffic (ADT) 48104 89911 100.0% 35571 82572
 Annexure 2: Annual Average Daily Traffic (AADT) at Km 259+150
Location : Umbhel Date Of Survey: 07-09-2022 TO 13-09-2022
Chainage: 259+150 Direction: (UP)
PCU 0.5 1 1 1 1 1 1.5 1.5 3 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total Traffic (UP)
Fast Moving Passenger Vehicles Slow Moving Vehicles Fast Moving Goods Vehicles Toll Exempted Vehicles
Bus Trucks Agriculture Tractors Car Mini Bus/LCV 2 Axle 3 Axle MAV

POLICE /
Car/Jeep/ TATA Animal POLICE POLICE / POLICE / Vehicles Vehicles Passanger Goods Vehicles
Vehicle Type Scooter / motor Auto Rickshaw Auto Rickshaw Car/Jeep/ Hand Over POLICE / MILITARY /
/Van Ace,Utilitty Bicycle Cycle Rick. Drawn CAR/ MILITARY / MILITARY / (No.) (PCU) Total (CVPD)
Cycle (2 Wheeler.) (Passenger) (Goods) /Van (Taxi) School Gov.Bu Private Cart LCV (4- LCV (6- 2 Axle 3 Axle MAV(4- Sized (7 With With Out MILITARY / AMBULANCE
(Private) Jeep Mini Bus Veh. AMBULAN POSTAL / AMBULANCE /
Bus s Bus wheeler) wheeler) Truck Truck 6Axle) or more Trailer Trailer POSTAL / / POSTAL /
CE / ON GOVT POSTAL /
axle) ON GOVT DUTY ON GOVT
POSTAL DUTY ON GOVT DUTY
DUTY

Day 1Wednesday(UP) 9101 1563 169 9729 0 1645 7 27 12 302 13 0 0 0 101 3265 1241 1461 5100 0 8 8 0 0 0 0 0 33751 54807 20562 11515
Day 2Thursday(UP) 8393 1599 98 9311 5 860 10 30 13 302 21 0 0 0 126 2881 1160 1393 4475 0 6 3 0 0 0 0 0 30687 49427 19405 10392
Day 3Friday(UP) 8406 1306 100 9311 0 932 13 11 14 278 41 0 0 0 168 2397 1854 1265 4179 0 11 3 0 0 0 0 0 30291 48853 19123 10181
Day 4Saturday(UP) 8174 1371 190 9714 0 1226 6 46 13 297 38 0 0 0 101 3020 437 1436 4127 0 9 7 0 0 0 0 0 30212 46539 19449 9483
Day 5Sunday(UP) 7607 965 63 7915 0 675 13 5 11 288 8 0 0 0 162 2361 1397 1038 4572 0 10 3 0 0 0 0 0 27094 46067 16551 9848
Day 6Monday(UP) 8843 1442 146 9507 0 913 9 38 4 231 25 0 0 0 174 2870 1131 1232 4216 0 8 5 0 0 0 0 0 30794 47888 19938 9905
Day 7Tuesday(UP) 8248 1527 190 9004 0 1460 10 24 7 283 25 0 0 0 108 3027 568 1448 4470 0 9 3 0 0 0 0 0 30410 48147 18969 9945
Average (UP) 8396 1396 137 9213 1 1102 10 26 11 283 24 0 0 0 134 2832 1113 1325 4448 0 9 5 0 0 0 0 0 30463 48818 19142 10181
Directional Distribution (%) (UP) 53% 52% 48% 52% 100% 48% 44% 49% 53% 48% 55% 0% 0% 0% 47% 49% 49% 54% 50% 0% 49% 54% 0% 0% 0% 0% 0% 51% 51%

Location : Umbhel Date Of Survey: 07-09-2022 TO 13-09-2022

Chainage: 259+150 Direction: (DN)
PCU 0.5 1 1 1 1 1 1.5 1.5 3 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total Traffic (DN)
Fast Moving Passenger Vehicles Slow Moving Vehicles Fast Moving Goods Vehicles Toll Exempted Vehicles
Bus Trucks Agriculture Tractors Car Mini Bus/LCV 2 Axle 3 Axle MAV

POLICE /
Car/Jeep/ TATA Animal POLICE POLICE / POLICE / Vehicles Vehicles Passanger Goods Vehicles
Vehicle Type Scooter / motor Auto Rickshaw Auto Rickshaw Car/Jeep/ Hand Over POLICE / MILITARY /
/Van Ace,Utilitty Bicycle Cycle Rick. Drawn CAR/ MILITARY / MILITARY / (No.) (PCU) Total (CVPD)
Cycle (2 Wheeler.) (Passenger) (Goods) /Van (Taxi) School Gov.Bu Private Cart LCV (4- LCV (6- 2 Axle 3 Axle MAV(4- Sized (7 With With Out MILITARY / AMBULANCE
(Private) Jeep Mini Bus Veh. AMBULAN POSTAL / AMBULANCE /
Bus s Bus wheeler) wheeler) Truck Truck 6Axle) or more Trailer Trailer POSTAL / / POSTAL /
CE / ON GOVT POSTAL /
axle) ON GOVT DUTY ON GOVT
POSTAL DUTY ON GOVT DUTY
DUTY

Day 1Wednesday(DN) 7844 1059 251 7912 0 1264 8 22 14 336 16 0 0 0 177 2793 1327 1469 4682 0 12 2 0 0 0 0 0 29187 49477 17066 10827
Day 2Thursday(DN) 7612 1549 160 9339 0 1238 13 18 10 297 18 0 0 0 86 2658 1613 1150 4502 0 10 5 0 0 0 0 0 30281 49791 18661 10349
Day 3Friday(DN) 6828 1291 148 8880 0 996 17 30 12 260 22 0 0 0 139 2919 1012 953 4537 0 6 2 0 0 0 0 0 28053 46558 17148 9880
Day 4Saturday(DN) 7733 1323 119 9400 0 1400 8 51 10 372 27 0 0 0 137 4091 357 1325 4420 0 11 3 0 91 0 0 0 30879 48830 18575 10863
Day 5Sunday(DN) 6538 926 65 7079 0 720 12 3 6 266 10 0 0 0 180 2398 1044 827 4316 0 9 4 0 0 0 0 0 24401 41847 14608 9051
Day 6Monday(DN) 7983 1261 142 9309 0 1370 10 31 8 327 21 0 0 0 172 2587 1403 909 4000 0 9 7 0 0 0 0 0 29550 46278 18695 9448
Day 7Tuesday(DN) 7565 1548 134 8195 0 1496 17 35 5 257 27 0 0 0 176 3071 1247 1183 4369 0 7 4 0 0 0 0 0 29336 47891 17442 10360
Average (DN) 7443 1279 146 8588 0 1212 12 27 9 302 20 0 0 0 152 2931 1143 1117 4404 0 9 4 0 13 0 0 0 28812 47239 17456 10111
Directional Distribution (%) (DN) 47% 48% 52% 48% 0% 52% 56% 51% 47% 52% 45% #DIV/0! #DIV/0! #DIV/0! 53% 51% 51% 46% 50% #DIV/0! 51% 46% #DIV/0! 100% #DIV/0! #DIV/0! #DIV/0! 49% 49%

Location : Umbhel Date Of Survey: 07-09-2022 TO 13-09-2022

Chainage: 259+150 Direction: Both (UP+DN)
PCU 0.5 1 1 1 1 1 1.5 1.5 3 3 0.5 2 6 3 1.5 1.5 3 3 4.5 4.5 4.5 1.5 1 1.5 3 3 4.5 Total Traffic (UP+DN) UP+DN UP+DN
FAST PASSENGER VEHICLES Slow Moving Vehicles Toll Exempted Vehicles

Bus Trucks Agriculture Tractors Car Mini Bus/LCV 2 Axle 3 Axle MAV

POLICE / Vehicles Vehicles Passanger Goods Vehicles

Vehicle Type Car/Jeep/ TATA Animal POLICE POLICE / POLICE /
Scooter / motor Auto Rickshaw Auto Rickshaw Car/Jeep/ Hand Over POLICE / MILITARY / (No.) (PCU) Total (CVPD)
/Van Ace,Utilitty Bicycle Cycle Rick. Drawn CAR/ MILITARY / MILITARY /
Cycle (2 Wheeler.) (Passenger) (Goods) /Van (Taxi) School Gov.Bu Private Cart LCV (4- LCV (6- 2 Axle 3 Axle MAV(4- Sized (7 With With Out MILITARY / AMBULANCE
(Private) Jeep Mini Bus Veh. AMBULAN POSTAL / AMBULANCE /
Bus s Bus wheeler) wheeler) Truck Truck 6Axle) or more Trailer Trailer POSTAL / / POSTAL /
CE / ON GOVT POSTAL /
axle) ON GOVT DUTY ON GOVT
POSTAL DUTY ON GOVT DUTY
DUTY

Day 1Wednesday(UP+DN) 16945 2621 420 17641 0 2909 14 48 27 638 29 0 0 0 277 6058 2568 2930 9781 0 20 10 0 0 0 0 0 62938 104284 37628 22342
Day 2Thursday(UP+DN) 16004 3148 258 18650 5 2098 24 48 24 599 39 0 0 0 213 5539 2773 2543 8978 0 16 8 0 0 0 0 0 60968 99218 38066 20741
Day 3Friday(UP+DN) 15234 2597 248 18191 0 1928 30 42 27 539 63 0 0 0 307 5316 2866 2218 8716 0 17 5 0 0 0 0 0 58344 95411 36270 20061
Day 4Saturday(UP+DN) 15906 2694 310 19114 0 2627 13 97 24 670 65 0 0 0 238 7111 794 2762 8547 0 20 10 0 91 0 0 0 61091 95369 38023 20346
Day 5Sunday(UP+DN) 14146 1891 128 14994 0 1395 26 8 17 554 18 0 0 0 341 4759 2442 1865 8888 0 19 7 0 0 0 0 0 51496 87914 31159 18898
Day 6Monday(UP+DN) 16826 2703 288 18816 0 2283 19 69 11 558 46 0 0 0 346 5457 2535 2141 8217 0 17 12 0 0 0 0 0 60344 94166 38633 19352
Day 7Tuesday(UP+DN) 15813 3074 325 17199 0 2956 28 59 11 540 52 0 0 0 284 6098 1815 2631 8839 0 16 7 0 0 0 0 0 59746 96038 36411 20304
36599 20292
AADT (No.) 15839 2676 282 17801 1 2314 22 53 20 585 45 0 0 0 286 5763 2256 2441 8852 0 18 8 0 13 0 0 0 20292
59275 96057
AADT (PCU) 7920 2676 282 17801 1 2314 33 80 60 1756 22 0 0 0 430 8644 6768 7324 39835 0 80 13 0 20 0 0 0
Composition by Vol. (%) 26.72 4.51 0.48 30.03 0.00 3.90 0.04 0.09 0.03 0.99 0.08 0.00 0.00 0.00 0.48 9.72 3.81 4.12 14.93 0.00 0.03 0.01 0.00 0.02 0.00 0.00 0.00 100
Composition by PCU (%) 8.24 2.79 0.29 18.53 0.00 2.41 0.03 0.08 0.06 1.83 0.02 0.00 0.00 0.00 0.45 9.00 7.05 7.62 41.47 0.00 0.08 0.01 0.00 0.02 0.00 0.00 0.00 100

SALIENT FEATURES No. PCU %

Passenger Vehicles 36997 30325 62.4%

Goods Vehicles 22195 65597 37.4%

Toll Exempted Vehicles 39 113 0.1%

AADT(PCU
Slow Moving Vehicles 45 22 0.1% AADT (NO.)
)
Tollable Vehicles
Annual Average Daily Traffic (AADT) 59275 96057 100.0% 40394 85045
 Annexure 3: Equivalent Single Axle Load Calculation (UP Direction)

Year Minibus Bus LCV-4W LCV-6W 2 Axle 3 Axle MAV Yearly Design Design
MSA
VDF 0.10 1.98 0.04 1.15 4.24 5.15 7.30 ESA Period
2022 10 294 134 2832 1113 1325 4448 13101374
CP
2023 10 309 141 2973 1168 1391 4671 13756442
2024 11 324 148 3122 1227 1461 4904 11555412 11.56 1
2025 11 340 155 3278 1288 1534 5150 12133182 23.69 2
2026 12 357 163 3442 1353 1610 5407 12739841 36.43 3
2027 12 375 171 3614 1420 1691 5677 13376833 49.81 4
2028 13 394 180 3795 1491 1775 5961 14045675 63.85 5
2029 14 413 189 3984 1566 1864 6259 14747959 78.60 6
2030 14 434 198 4183 1644 1957 6572 15485357 94.08 7
2031 15 456 208 4393 1726 2055 6901 16259624 110.34 8
2032 16 479 219 4612 1813 2158 7246 17072606 127.42 9
2033 17 503 230 4843 1903 2266 7608 17926236 145.34 10
2034 18 528 241 5085 1998 2379 7989 18822548 164.17 11
2035 18 554 253 5339 2098 2498 8388 19763675 183.93 12
2036 19 582 266 5606 2203 2623 8808 20751859 204.68 13
2037 20 611 279 5887 2313 2754 9248 21789452 226.47 14
2038 21 641 293 6181 2429 2892 9710 22878924 249.35 15
 Annexure 3: Equivalent Single Axle Load Calculation (DN Direction)

Year Minibus Bus LCV-4W LCV-6W 2 Axle 3 Axle MAV Yearly Design Design
MSA
VDF 0.10 1.26 0.02 0.85 4.54 5.02 7.35 ESA Period
2022 12 312 152 2931 1143 1117 4404 12606754
CP
2023 13 327 160 3078 1201 1172 4624 13237092
2024 13 344 168 3231 1261 1231 4855 11119157 11.12 1
2025 14 361 176 3393 1324 1293 5098 11675115 22.79 2
2026 15 379 185 3563 1390 1357 5353 12258871 35.05 3
2027 16 398 194 3741 1459 1425 5620 12871814 47.92 4
2028 16 418 204 3928 1532 1496 5902 13515405 61.44 5
2029 17 438 214 4124 1609 1571 6197 14191175 75.63 6
2030 18 460 225 4330 1689 1650 6506 14900734 90.53 7
2031 19 483 236 4547 1774 1732 6832 15645771 106.18 8
2032 20 508 248 4774 1862 1819 7173 16428059 122.61 9
2033 21 533 260 5013 1956 1910 7532 17249462 139.86 10
2034 22 560 273 5264 2053 2005 7909 18111935 157.97 11
2035 23 588 287 5527 2156 2105 8304 19017532 176.99 12
2036 24 617 301 5803 2264 2211 8719 19968409 196.95 13
2037 25 648 317 6093 2377 2321 9155 20966829 217.92 14
2038 27 680 332 6398 2496 2437 9613 22015171 239.94 15
 Annexure 4 (a): Fatigue Damage Analysis of Cementitious Base (DN Direction)
BC +DBM 120 mm Subgrade CBR (%) 10
Aggregate Layer 100 mm E Modulus (Mpa) 76.83
Cemented Base 130 mm
CTSB 200 mm

Rear Single Axle Rear Tandem Axle Rear Tridem Axle

Load Mid-Point of Load Mid-Point of
Mid-Point of Frequency Frequency
Load Group (kN) Group Load Group Group Load Group Frequency (%)
Load Group (kN) (%) (%)
(kN) (kN) (kN) (kN)
185-195 190 0.00 390-410 400 0.00 585-615 600 0.00
175-185 180 0.00 370-390 380 0.00 555-585 570 0.00
165-175 170 0.20 350-370 360 0.00 525-555 540 0.00
155-165 160 0.60 330-350 340 0.00 495-525 510 0.34
145-155 150 1.10 310-330 320 1.02 465-495 480 1.37
135-145 140 0.80 290-310 300 3.41 435-465 450 1.71
125-135 130 3.10 270-290 280 0.34 405-435 420 2.05
115-125 120 6.29 250-270 260 4.27 375-405 390 7.17
105-115 110 9.79 230-250 240 17.92 345-375 360 6.48
95-105 100 8.89 210-230 220 22.35 315-345 330 9.90
85-95 90 10.99 190-210 200 19.45 285-315 300 15.36
< 85 80 58.24 170-190 180 9.56 255-285 270 18.43
<170 165 21.67 <255 250 37.20
100.00 100.00 100.00
 Annexure 4 (b): Fatigue Damage Analysis of Cementitious Base (DN Direction)
Total Commercial vehicles for the Design Life 65587314

% of Axle Distribution
Single 0.33
Tandem 0.38
Tridem 0.29

Total Single Axle Repitions 21512638.99

Total Tandem Axle Repitions 25185528.58
Total Tridem Axle Repitions 18889146.43

MR of Cemented Base 1.4

Wheel Load
Axle Load (KN) (KN) Stress (Mpa)
200 50.0 0.70
190 47.5 0.66
180 45.0 0.63
170 42.5 0.60
160 40.0 0.56
150 37.5 0.53
140 35.0 0.49
130 32.5 0.46
120 30.0 0.42
110 27.5 0.39
100 25.0 0.35
90 22.5 0.32
80 20.0 0.28

Cumulative Fatigue Analysis for Single Axle

Fatigue
Expected Stress in Stress
Load Group (kN) Fatigue Life Life
Repetitions MPA Ratio
Consumed
190 0 0.66 0.47 1085170 0.000
180 0 0.63 0.45 2103506 0.000
170 42982 0.60 0.43 4101918 0.010
160 128947 0.56 0.40 8046883 0.016
150 236403 0.53 0.38 15912250 0.015
140 171929 0.49 0.35 31717482 0.005
130 666226 0.46 0.33 63474224 0.010
120 1353942 0.42 0.30 128299543 0.011
110 2106132 0.39 0.28 260885665 0.008
100 1912712 0.35 0.25 533669923 0.004
90 2364026 0.32 0.23 1102615879 0.002
80 12529339 0.28 0.20 2287216942 0.005

Cumm.Damage 0.087
 Annexure 4 (b): Fatigue Damage Analysis of Cementitious Base (DN Direction)

Cumulative Fatigue Analysis for Tandem Axle

Fatigue
Expected Stress in Stress
Load Group (kN) Fatigue Life Life
Repetitions MPA Ratio
Consumed
400 0 0.70 0.50 565433 0.000
380 0 0.66 0.47 1085170 0.000
360 0 0.63 0.45 2103506 0.000
340 0 0.60 0.43 4101918 0.000
320 515745 0.56 0.40 8046883 0.064
300 1719149 0.53 0.38 15912250 0.108
280 171915 0.49 0.35 31717482 0.005
260 2148936 0.46 0.33 63474224 0.034
240 9025531 0.42 0.30 128299543 0.070
220 11260424 0.39 0.28 260885665 0.043
200 9799148 0.35 0.25 533669923 0.018
180 4813616 0.32 0.23 1102615879 0.004
165 10916594 0.28 0.20 2287216942 0.005
Cumm.Damage 0.352

Cumulative Fatigue Analysis for Tridem Axle

Fatigue
Expected Stress in Stress
Load Group (kN) Fatigue Life Life
Repetitions MPA Ratio
Consumed
600 0 0.70 0.50 565433 0.000
570 0 0.66 0.47 1085170 0.000
540 0 0.63 0.45 2103506 0.000
510 193404 0.60 0.43 4101918 0.047
480 773617 0.56 0.40 8046883 0.096
450 967021 0.53 0.38 15912250 0.061
420 1160425 0.49 0.35 31717482 0.037
390 4061489 0.46 0.33 63474224 0.064
360 3674680 0.42 0.30 128299543 0.029
330 5608723 0.39 0.28 260885665 0.021
300 8703190 0.35 0.25 533669923 0.016
270 10443828 0.32 0.23 1102615879 0.009
250 21081061 0.28 0.20 2287216942 0.009
Cumm.Damage 0.390

Cumulative Fatigue Damage 0.829 SAFE