WELCOME

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 FLEXIBLE PAVEMENT DESIGN OF PURBACHAL 300FT
EXPRESS HIGHWAY (KURIL TO KANCHAN BRIDGE)

A Project & Thesis by

Md. Tanvir Ahmed

ID: CEN 069 10319

Supervised by : Amir Hosen

ID: CEN 069 10353
Farjana Akter Dipa
Ashikur Rahman
Senior Lecturer
ID: CEN 069 10359
Department of Civil Engineering
Stamford University Bangladesh Md. Rakib Hasen
ID: CEN 069 10364
 OUTLINE
 Introduction
 Background of the Study
 Objectives
 Scopes of the Study
 Limitations of the Study
 Site Visit
 Sample Collection
 Laboratory Test of Aggregate
 Aggregate Impact Value
 Aggregate Crushing Value
 The Ten Percent Fines Value
 Flakiness Index
 Elongation Index
 Angularity Number
 Laboratory Test of Bitumen
 Specific Gravity
 Softening Point Test
 Ductility Test
 Penetration Test of Bitumen
 Solubility of Bituminous Material


Design of Flexible Pavement
Conclusion
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 Recommendation
 INTRODUCTION

Flexible pavement
 Flexible pavement is a multi-layered structure for roads,
designed to be durable and flexible.

 It consists of layers: surface course, base course, and subbase

course.

 The surface course is the top layer and interacts with traffic,
made of materials like asphalt or concrete.

 The base course provides support and distributes the traffic

load to the subgrade.

 The subbase course improves load distribution and aids in

drainage.
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 Purbachal 300ft Express Highway

The Purbachal 300ft Express Highway, connecting Kuril to Kanchan Bridge, is a significant infrastructure project
that aims to reduce traffic congestion and facilitate the transportation of goods and people. As such, the design
and construction of a robust flexible pavement for this highway is of utmost importance to ensure smooth and
safe travel for the next two decades.

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 BACKGROUND OF THE STUDY

 Bangladesh is a developing country with a growing economy, where transportation

infrastructure is crucial for economic growth.

 The Purbachal 300ft Express Highway is an important road project in Bangladesh, connecting
Kuril to Kanchan Bridge, spanning approximately 17.4 km.

 Flexible pavement design is widely used in Bangladesh due to its cost-effectiveness,

adaptability, and ability to handle heavy traffic loads.

 The design process considers factors like traffic, soil characteristics, materials, and climate
conditions.

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 OBJECTIVES

 Design sustainable and cost-effective flexible pavement for the Purbachal 300ft
Express Highway to meet transportation needs for the next 20 years.

 Analyze aggregate and bitumen strength and durability for suitability in the
pavement design.

 Determine optimal thickness for surface, base, and subbase course layers using
AASTHO design method for flexible pavement.

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 SCOPE OF THE STUDY

 Design flexible pavement for Purbachal 300ft Express Highway (Kuril to Kanchan Bridge)
with a 20-year design life.

 Analyze aggregate and bitumen characteristics for suitability in pavement design.

 Determine appropriate thickness of surface, base, and subbase course layers.

 Utilize AASTHO design method and consider traffic volume and load characteristics.

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 FLOW DIAGRAM

Aggregate and
Site visit and check on Tests for different properties
Bitumen collection
roadway condition. of Aggregate and Bitumen
from site

Conclusions and
Design of Flexible Pavement
Recommendations

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 SITE VISIT
Purbachal Expressway is a 12.5 kilometer-long (7.8 mi), eight-lane-wide avenue expressway in Dhaka,
Bangladesh. This expressway connects Purbachal to eastern Dhaka.

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Main Lanes Additional service lane 11
Ongoing Construction of Pavement of Purbachal Expressway
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Sample Collection

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Summary of the Tested Materials Results
Material Test Name Results

Aggregate Aggregate Impact Value (%) 27

Aggregate Crushing Value (%) 30
The Ten Percent Fines Value (KN) 210
Flakiness index (%) 23
Elongation Index (%) 18
Angularity Number 8
Bitumen Specific Gravity 1.02
Softening Point °c 34.5
Ductility 100+
Penetration Grade 60-70

% of soluble 99.9 14
Test – 1: Aggregate Impact Value

Description 1 2
Wt. of Sample (Surface Dry), A gm 350 353
Wt. of materials retained on 2.36 mm 255 253
sieve, C gm
Wt. of materials passing 2.36 mm sieve, 96 95
B gm
Aggregate Impact Value (%) = B/A x 27.15 27.20
100%
(to the first decimal place)
Average Aggregate Impact Value 27.175%
(AIV) = (to the nearest whole number)

Average Aggregate Impact Value (AIV): 27%

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Test – 2 : Aggregate Crushing Value

Test No
Description 1 2
Wt. of Sample (Surface Dry), A gm 3605 3230
Wt. of materials retained on 2.36 mm 2577 2221
sieve, C gm
Wt. of materials passing 2.36 mm sieve, B 1026 1008
gm
Aggregate Crushing Value (%) = 28.44% 31.2%
B/A × 100% (to the first decimal place)
Average Aggregate Crushing Value 29.83%
(ACV) =
(to the nearest whole number)

Average Aggregate Crushing Value: 30% (the nearest whole number)

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Test – 3: The Ten Percent Fines Value
Test No
Data 1 2 3
Wt. of Sample (Surface Dry), 2821 2830 2820
A gm
Wt. of materials retained on 2563 2590 2547
2.36 mm sieve, C gm
Wt. of materials passing 2.36 258 240 273
mm sieve, B gm
Percent Fines = B/A x 100% 9.2 8.5 9.7
(to the first decimal place)
Mean percentage fines (y), 9.1
at x=
KN force

Ten Percent Fines Value (T.P.V): 210 KN

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Test – 4: Flakiness Index

Sieve Gaug Wt. of the Percent Check if Flaky

size e size material of the greater Particles
(mm) used, retained material than 5% (amount
(mm) (gm) retained (ok/ passed)
not ok) gm
63.0 - x x x x
50.0 33.9 x x x x
37.5 26.3 x x x x
28.0 19.7 0 0 0 0
20.0 14.4 2990 59.86% ok 747
14.0 10.2 1507 30.17% ok 286
10.0 7.2 498 9.97% ok 102
6.3 4.9 0 0 0 0
M1=4995g M2=100 M3=1135gm
m %

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Flakiness index (F.I)= 23%
Test – 5: Elongation Index

Sieve Gaug Wt. of the Percent Check if Flaky

size e size material of the greater Particles
(mm) used, retained material than 5% (amount
(mm) (gm) retained (ok/ passed)
not ok) gm
63.0 - x x x x
50.0 33.9 x x x x
37.5 26.3 x x x x
28.0 19.7 0 0 0 0
20.0 14.4 2990 59.86% ok 317
14.0 10.2 1507 30.17% ok 428
10.0 7.2 498 9.97% ok 179
6.3 4.9 0 0 0 0
M1=4995g M2=100% M3=924gm
m

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Elongation Index (E.I) = 18%
Test – 6: Angularity Number

Serial Mass of Mean Mass Relative Water Angularity

No Aggreg of Density of Required Number
ate in Aggregate the to (A.N)
Cylinder in the Aggregat Fill the
(gm) Cylinder, e (Oven Cylinder,
(M) dry basis (C)
(gm) (G) (gm)
1 4751 4751 + 4789 5737-
2 4789 2 2.72 2765 8
=4770 =2972

Angularity Number (A.N) = 8 20

Test – 7: Specific Gravity of Bitumen

Weight(gm)
Test Empty Pycno Pycnome Pycno
No Pycnometer meter ter with meter + Specifi
(+ stopper) with Bitumen Bitume c
A water B C n+ Gravity
(gm) (gm) (gm) water D
(gm)

1 31.72 86.03 48.11 86.49 1.02

Specific Gravity of Bitumen: 1.02 21

Test – 8: Softening point test

SI No. Description Ball-1 Ball-2

Softening
1 Point °c 34°c 35°c
Average
2 Softening 34.5°c
Point °c

Average Softening Point= 34.5°c

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Test – 9: Ductility Test

Sample 1 Sample 2
Initial 0 0
Reading
(cm)
Final 100 100+
Reading
(cm)
Average 100+

Ductility of bituminous material =100+

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 Test – 10: Penetration Test of Bitumen

Observation:

Pouring temperature =105°c Penetration Grade

S No. Reading Reading Reading
Period of cooling in room =1hour 1 2 3
1. 62 63 65 60-70
Room temperature =22°c 2. 64 65 67 60-70
Water bath temperature =25°c 3. 62 64 68 60-70

The penetration test shows that grade of bitumen is 60-70

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Test – 11: Solubility of Bituminous Material

Mass of Mass of Mass of

crucible sample crucible, filter % of soluble
and filter and insoluble
material

40.351 2.01 40.552 99.9

% of Insoluble = 0.1%
% of soluble = 99.9%

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 DESIGN OF FLEXIBLE PAVEMET

After conducting the experiments on Aggregate and Bitumen, this study started designing the
pavement. In this study flexible pavement design is conducted. The layers of flexible pavement contain
Surface Course, Base Course and Subbase Course as the following figure.

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 Design Inputs
The design inputs required by the AASHTO method for the design of new construction
are as follows:
 Design Traffic
 Serviceability Loss
 Reliability
 Value of standard Normal deviate
 Overall Standard Deviation
 Minimum Thickness
 Environmental Impacts
 Drainage Coefficient
 Effective Roadbed Resilient Modulus
 Base & Sub-base CBR values
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 Layer Coefficients
Design Traffic

The Design ESALs/lane for the design period of 20 years as calculated are 25 million.

Serviceability Loss

Initial service ability = 4.5

Terminal service ability = 2.5
∆PSI = 4.5 - 2.5 = 2
∆PSI ≈ 2

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Reliability

Reliability %
Functional
Classification Urban Rural
Freeways 85-99.9 80-99.9

Arterial 80-99 75-95

Collectors 80-95 75-95
Locals 50-80 50-80

Reliability value is taken as 90%.

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Value of standard Normal deviate

Value of Standard Normal Derivative

Reliability % ZR
50 0
60 -0.253
70 -0.524
80 -0.841
85 -1.037
90 -1.282
95 -1.645
99 -2.327
99.5 -3.09

So, for 90% reliability ZR = - 1.282. 30

Overall Standard Deviation

SD (S0) For Flexible Pavements

Variation in pavement performance prediction

0.35
without traffic error

Variation in pavement performance prediction

0.45
in traffic prediction

To make the design more conservative we assume that there may be error in traffic data so

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taking the value of Standard Deviation as So = 0.45.
Minimum Thickness

Traffic Asphalt Aggregate Base

(ESALs) Concrete (mm) (mm)

<50,000 25 100
50,000-150,000 50 100
150,001-500,000 65 100
500,001-2,000,000 75 150
2,000,001-7,000,000 90 150
>7,000,000 100 150

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Drainage Coefficient
Quality of Drainage Water remove within
Excellent 2 Hours
Assuming percent of time pavement structure is exposed Good 1 Day
to moisture level is more then 25%. So, the m1 value is Fair 1 Week
taken from following table, Poor 1 Month
Very poor (Water will not Drain)

Percent of time pavement structure is exposed to Moisture Levels approaching Saturation

Water remove Quality of 1-5 5-25 Greater Than 25
within Drainage Less Than 1 percent Percent Percent percent
2 Hours Excellent 1.40-1.35 1.35-1.30 1.30-1.20 1.20
1 Day Good 1.35-1.25 1.25-1.15 1.15-1.00 1.00
1 Week Fair 1.25-1.15 1.15-1.05 1.00-0.80 0.80
1 Month Poor 1.15-1.05 1.05-0.80 0.80-0.60 0.60
(Water will not
drain) Very Poor 1.05-0.95 0.95-0.75 0.75-0.40 0.40

So, in this study the m1, m2 and m3 value is taken as 1.

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Effective Roadbed Resilient Modulus

Since, this study could not perform CBR test. The design CBR value is assumed as 7%.

Mr (psi) = CBR*1500

So effective roadbed Resilient Modulus,

Mr (psi) = 7* 1500 ≈ 10500 psi

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Base & Sub-base CBR values

According to RHD specifications the minimum CBR value for base course should be 80% while
for sub-base it should be 50%.

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CBR base = 80%, MR = 28000 psi
CBR sub base = 50%, Mr = 17500 psi
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Layer Coefficients

In this study, assume Resilient modulus of asphalt concrete = 450000 psi

0.45

So, a1= 0.45 a2= 0.132 37

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a3= 0.128
Structural Design Number (SN)

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 Now design SN2
From the nomograph, SN2= 4.1
SN1= 3.5 a2= 0.132
a1= 0.45 Formula
Formula SN2 = SN1* + (a2 D2 m2)
SN1= a1* D1 4.1= 3.6 + (0.132 *D2 * 1)
3.6= 0.45*D1 D2= 3.78”
D1= 7.77” D2 ≈ 4”
D1≈ 8” Take min. value D2 = 6”
SN1*= 8” * 0.45 = 3.6 SN2* = SN1* + a2 m2 D2*
SN2* = 3.6 + 0.132 *6 *1
SN2* = 4.392

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Now Design SN3
SN3 = 4.8
a3 = 0.128
Formula
SN3 = SN2* + (a3 m3 D3)
D3 = [4.8 - (4.392) / (0.128*1)]
D3 = 3.2”
D3* ≈ 4”
SN3* = SN2* + a3 m3 D3*
SN3* = 4.392 + (0.128 * 1* 4) = 4.904

Check
SN3* > SN3
4.904 > 4.8 OK 41
Thicknesses of layers

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 CONCLUSIONS

1. The design was based on AASHTO guidelines, which provide a framework for designing pavements that can
withstand expected traffic loads and environmental conditions.

2. The collected Aggregate and Bitumen samples were tested for various parameters such as gradation, specific
gravity, ductility and solubility to ensure the quality and suitability of materials for pavement construction and
their test results are satisfactory for the flexible pavement design.

3. The thickness of the surface course, base course, and subbase course layers were calculated to be 8 inches, 6
inches, and 4 inches, respectively, which were determined to be appropriate for the site and expected traffic loads.

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 RECOMMENDATIONS

1. Conduct additional testing and surveying to gather more data on the site-specific conditions, including soil
properties, climate conditions, and traffic patterns, to refine the pavement design.

2. Explore new pavement design methods, such as mechanistic-empirical (M-E) design, which considers the
pavement structure, traffic loads, and environmental factors in a more comprehensive manner.

3. Study the long-term performance of the designed pavement, including its durability, roughness, and safety,
through field measurements and pavement condition assessments.

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Thank You