BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIGHAT

SECTION FROM KM. 17.300 TO KM. 182.00 OF NH-52 IN THE STATE OF ASSAM
UNDER SARDP-NE PHASE-A ON EPC MODE.

EPC Contractor:

Pavement Design Report

Feb 2022

Design Consultants:

Nivedita Consultants
Transys Consulting Pvt. Ltd.
B – 98, Sector – A, Sanik
NM-8, ViharFloor,
Ground Colony, Nandanagar,
Sona Kunraghat,
Tower, Old DLF Gorakhpur
Market, Gurgaon –
– 122001,
273008 (UP) Phone: +91-0124-4054562; email: nivcons@gmail.com
Haryana, email: info@transys.in; www.transys.in
BALANCE WOK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM KM.
17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-NE
PHASE-A ON EPC MODE.
Pavement Design Report - Contents

1.0 Introduction .............................................................................................................................. 2

2.0 Scope for Pavement Design ....................................................................................................... 2

3.0 Summary of Proposed Pavement Design .................................................................................... 2

4.0 Design of Flexible Pavement for New Carriageway .................................................................... 3

4.1 Design Life................................................................................................................................ 3

4.2 Flexible Pavement Design ......................................................................................................... 3

4.2.1 General...................................................................................................................................... 3

4.2.2 Allowable strains ....................................................................................................................... 4

4.2.3 Strain at critical locations from IITPAVE software ..................................................................... 5

4.2.4 Proposed pavement design ........................................................................................................ 6

List of Tables:

Table 5.1 - Resilient Modulus & Poisson’s Ratio Of Pavement Materials ............................... 4

Table 5.2 - Pavement Design For Main Carriageway ..................................................................... 6

Table 5.3 - IIT Pave Output For Main Carriageway ....................................................................... 7

Table 5.4 - Crust Thickness .................................................................................................................... 7

Table 5.5 - Pavement Design For Main Carriageway ..................................................................... 6

Table 5.6 - IIT Pave Output For Main Carriageway ....................................................................... 7

Table 5.7 - Crust Thickness .................................................................................................................... 7

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 BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

Pavement Design Report

1.0 Introduction
The NHIDCL of India is an executive agency for the development of National Highways
in India and as a part of this endeavor, the Authority has decided to undertake the
development of Four Laining of Dolabari to Jamugurihat section from Km. 17.300 of
NH-37A to Km. 182.000 of NH-52 in the state of Assam under SARDP-NE Phase-A on
EPC Mode.

Sri Babul Nath has been awarded the project through Competitive Bidding. Sri Babul
Nath has appointed “Nivedita Consultants.” as design consultants for providing necessary
technical support.

This report highlights the “Pavement Designs” undertaken for the project highway in
greater details.

2.0 Scope for Pavement Design

As per section 5 of schedule B, the scope of pavement improvement for the project road
includes:
a) Pavement design shall be carried out in accordance with IRC: 37-2012.
b) A minimum traffic of 75.5 MSA is to be adopted.
c) The existing road shall be reconstructed as flexible pavement and the pavement shall
be designed for a design period of 15 Years.

In accordance with the above requirements specified in schedule B, widening of existing

carriageway is designed as flexible pavement. Reconstruction is also designed as flexible
pavement as per clause 5.4 of CA and shall be reconstructed from subgrade.
3.0 Summary of Proposed Pavement Design
The design of flexible pavement for widening of existing carriageway has been carried out
in accordance with IRC-37:2012 (Tentative guidelines for the design of Flexible Pavements). The
detailed methodology is given in the following sections and the summary of the proposed
design is given below.

The design shall involve consideration of the following input variables:

1. Design Traffic & Axle load spectrum

2. Effective CBR of subgrade
A design traffic of 75.5 MSA and an effective CBR of 12% is adopted for arriving at the
pavement thickness for Main carriageway and a traffic of 10 MSA is considered for

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 BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

service road. The proposed crust composition based on the results of are given below for
flexible pavements.

Flexible pavement composition for New Main carriageway (75.5 MSA) (Chainage
From Km. 27.500 to Km. 36.110):
Subgrade (CBR 12%) - 500 mm
Granular Sub Base (GSB) - 200 mm
Wet mix macadam (WMM) - 250 mm
Dense Bituminous Macadam (DBM) - 100 mm
Bituminous Concrete (BC) - 50 mm

Flexible pavement composition for New Main carriageway (75.5 MSA) (Chainage
From Km. 17.300 to Km. 25.552):
Subgrade (CBR 12%) - 500 mm
Granular Sub Base (GSB) - 100 mm
CT Granular Sub Base (CTGSB) - 100 mm
Wet mix macadam (WMM) - 200 mm
Dense Bituminous Macadam (DBM) - 75 mm
Bituminous Concrete (BC) - 50 mm
Flexible pavement composition for Service Road (10 MSA) (For entire Project
Length):
Subgrade (CBR 12%) - 500 mm
Granular Sub Base (GSB) - 150 mm
Wet mix macadam (WMM) - 100 mm
Dense Bituminous Macadam (DBM) - 50 mm
Bituminous Concrete (BC) - 30 mm

4.0 Design of Flexible Pavement for New Carriageway

4.1 Design Life
As per IRC SP: 84-2014, the following design life has been adopted for different layers.
For BT Layers : 15 Years
For Base/Sub-base Layers : 15 Years
4.2 Flexible Pavement Design

4.2.1 General

For the given traffic volume, which is expected in the design life, there can be large
number of combinations for the pavement depending on the availability of materials. A
strong subgrade and a strong base along with fatigue and rut resistant bituminous layers
are very important for a good performing pavement.

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 BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

With every load repetition, flexible pavements are subjected to compression/tension at

different layers. Fatigue and rutting, induced by traffic repetitions, are generally the main
modes of pavement failures. The tensile strain at the bottom of the bituminous layer, and
the compressive strain on the subgrade are generally considered to be indicative
parameters for fatigue and rutting failures respectively. The pavement crust is to be such
that the tensile strain at the bottom of the bituminous layer and compressive strain on the
top of subgrade are to be less than the allowable strains. In case of cement treated
base/sub base construction, the tensile stress at the bottom of cement treated layer is to
be such that, the cumulative fatigue damage is less than 1.

Allowable strains for the expected traffic are calculated using the fatigue and rutting
models given IRC 37:2012 (Equation 6.1 to 6.5). With the assumed pavement crust, the
strains at critical locations are calculated using IITPAVE software. The adequacy of the
design is checked by comparing these strains with allowable strains as predicted by the
fatigue and rutting models. A satisfactory pavement design is achieved through iterative
process by varying layer thickness/ pavement layer materials.

The various parameters governing the design are given below.

Table 5.1 - Resilient Modulus & Poisson’s Ratio of Pavement Materials

Layer Resilient Modulus (Mpa) Remarks
0.64
Subgrade MRSUB = 17.6 x (CBR) Equation 5.2 of IRC:37-
2012
Unbound granular layer MRGSB = 0.2 x h0.45 x MRSUB Equation 7.1 of IRC:37-
(GSB+WMM) 2012
CTGSB 600 IRC: 37-2012 - p.no. 11
Bituminous Layer (VG40) 3000 IRC: 37-2012 - p.no. 23
Bituminous Layer (VG30) 1700 IRC: 37-2012 - p.no. 23

Poisson's Ratio (μ) of subgrade : 0.35

Poisson's Ratio (μ) of GSB/WMM : 0.35
Poisson's Ratio (μ) of CTGSB : 0.25
Poisson's Ratio (μ) of BT layers : 0.35

4.2.2 Allowable strains

Fatigue Model
As per equation 6.1, & 6.3 IRC: 37-2012 fatigue life in number of standard axles is given
below:
MSA < 20, 80 % Reliability

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 BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

MSA > 20, 90 % Reliability

Where,
Nf : Fatigue life in number of standard axles
MR : Resilient modulus of the bituminous layer
Va : Volume of air voids
Vb : Volume of bitumen
εt : Allowable horizontal tensile strain at the bottom of the BT

Rutting Model

As per equation 6.5, IRC: 37-2012 rut life in number of standard axles is given below:
MSA < 30, 80 % Reliability
MSA > 30, 90 % Reliability
Where,
N : Number of cumulative standard axles
εv : Allowable vertical compressive strain on subgrade

4.2.3 Strain at critical locations from IITPAVE software

The strains at the following 3 critical locations are computed from IITPAVE software
with the various material properties given above like resilient modulus, Poisson's ratio,
layer thickness etc.
At the bottom of BT layer - Centre of wheel assembly
At the bottom of BT layer - Centre of wheel

At the top of subgrade - Centre of wheel assembly

The various input parameters considered are given below:
Wheel load - 20 KN
Tyre Pressure - 0.56 MPa
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 BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

Wheel Assembly - Dual

Average Annual pavement temperature - 350C

The adequacy of the assumed thickness is checked by comparing the strains computed
with IITPAVE software with allowable strains as predicted by the fatigue and rutting
models. A satisfactory pavement design is achieved through iterative process by varying
layer thickness/ pavement layer materials.

4.2.4 Proposed pavement design

The proposed crust thickness, corresponding allowable strains from fatigue/rutting

models and computed strains from IITPAVE software are given below in Table 5.2.
Table 5.2 - Pavement design for Main carriageway
Design Period 15 Years
Design Traffic for Bituminous layers (MSA) 75.5
Design Traffic for Base and Sub-base layers(MSA) 75.5
Effective CBR of Subgrade 12
Grade of Bitumen VG40

Pavement Crust (mm)

Subgrade (mm) 500
Granular Subbase (GSB) 100
Cement Treated Sub-Base 100
Wet Mix Macadam (WMM) 200
Dense Bituminous Macadam (DBM) 75
Bituminous Concrete (BC) 50

Resilient Modulus in Mpa of

Subgrade 86.34
Granular Subbase (GSB) 263.02
Cement Treated Sub-Base 600.00
Wet Mix Macadam (WMM) 350.00
Bituminous Layers (DBM & BC) 3000.00

Poisson’s Ratio (μ) of

Subgrade 0.35
Granular Subbase (GSB) 0.35
Cement Treated Sub-Base 0.25
Wet Mix Macadam (WMM) 0.35
Bituminous Layers (DBM & BC) 0.35

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BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

Allowable Strains
Horizontal tensile strain at the bottom of DBM layer (εt) 186.95E-06
Vertical strain at top of subgrade (εv) 431.00E-06

Computed strains from IITPAVE software

Horizontal tensile strain at the bottom of DBM layer (εt) 162.40E -06
Vertical strain at top of subgrade (εv) 290.70E -06

The computed strains from IITPAVE software are less than the allowable strains from fatigue and rutting
models. Hence, adopted crust thickness is safe. The input data and output from IITPAVE software are given below:

Table 5.3 - IIT PAVE Output for Main Carriageway

Table 5.4 - Crust Thickness

Pavement Layer Thickness as
per Design
for Main
carriageway
Bituminous Concrete (BC) 50 mm
Dense Bituminous 75 mm
Macadam (DBM)
Wet mix macadam (WMM) 200 mm
Cement Treated Sub-Base 100 mm
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BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

Pavement Layer Thickness as

per Design
for Main
carriageway
Granular Sub Base (GSB) 100 mm

Table 5.5 - Pavement design for Main carriageway

Design Period 15 Years
Design Traffic for Bituminous layers (MSA) 10.0
Design Traffic for Base and Sub-base layers(MSA) 10.0
Effective CBR of Subgrade 12
Grade of Bitumen VG40

Pavement Crust (mm)

Subgrade (mm) 500
Granular Subbase (GSB) 150
Wet Mix Macadam (WMM) 100
Dense Bituminous Macadam (DBM) 50
Bituminous Concrete (BC) 40

Resilient Modulus in Mpa of

Subgrade 86.34
Granular Layer (GSB+WMM) 178.69
Wet Mix Macadam (WMM) 350.00
Bituminous Layers (DBM & BC) 3000.00

Poisson’s Ratio (μ) of

Subgrade 0.35
Granular Layer (GSB+WMM) 0.35
Bituminous Layers (DBM & BC) 0.35

Allowable Strains
Horizontal tensile strain at the bottom of DBM layer (εt) 314.35E-06
Vertical strain at top of subgrade (εv) 673.17E-06

Computed strains from IITPAVE software

Horizontal tensile strain at the bottom of DBM layer (εt) 251.40E -06

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BALANCE WORK OF FOUR LAINING OF DOLABARI TO JAMUGURIHAT SECTION FROM
KM. 17.300 OF NH-37A TO KM. 182.000 OF NH-52 IN THE STATE OF ASSAM UNDER SARDP-
NE PHASE-A ON EPC MODE.
Pavement Design Report

Vertical strain at top of subgrade (εv) 659.80E -06

The computed strains from IITPAVE software are less than the allowable strains from fatigue and rutting
models. Hence, adopted crust thickness is safe. The input data and output from IITPAVE software are given below:

Table 5.6 - IIT PAVE Output for Main Carriageway

Table 5.7 - Crust Thickness

Pavement Layer Thickness as
per Design
for Main
carriageway
Bituminous Concrete (BC) 40 mm
Dense Bituminous 50 mm
Macadam (DBM)
Wet mix macadam (WMM) 100 mm
Granular Sub Base (GSB) 150 mm