STUDY ON PERFORMANCE OF FLEXIBLE HIGHWAY PAVEMENTS Rokade S a *, Agarwal P K b and Shrivastava R c

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1 Research Article STUDY ON PERFORMANCE OF FLEXIBLE HIGHWAY PAVEMENTS Rokade S a *, Agarwal P K b and Shrivastava R c Address for Correspondence a Assistant Professor, Department of Civil Engineering, Maulana Azad National Institute of Technology (MANIT), Bhopal MP INDIA b Associate Professor, Department of Civil Engineering, Maulana Azad National Institute of Technology (MANIT), Bhopal MP INDIA c Director, National Institute of Technology Jamshedpur r_sid@rediffmail.com, pka9@yahoo.com, rajnishshrivastava@yahoo.com ABSTRACT The evaluation of riding quality of pavement involves a study of the functional behaviour of a stretch of road pavement in its entirety. For a functional behaviour or performance analysis, information is needed on the history of riding quality of the pavement stretch. In condition survey, pavement surface condition is measured at a given time. The riding quality of a pavement can be measured by a Bump Integrator which qualifies in to physical terms, the overall surface condition of the pavement. It is necessary for the pavement maintenance engineer to evaluate functional condition of a pavement surface from time to time. Unevenness is normally measured with response type measuring equipment, which is relatively fast and inexpensive. The towed fifth wheel Bump Integrator is one such instrument. The unevenness measured by these devices is generally expressed in terms of cumulative humps and depressions (mm/km) or slope variance. In the structural evaluation of flexible pavement the pavement deflection is measured by the Benkelman Beam. It is possible to measure the rebound and residual deflections of the pavement structure. While the rebound deflection is one related to pavement performance, the residual deflection may be due to non recoverable deflection of the pavement or because of the influence of the deflection bowl on the front legs of the beam. Rebound deflection is used for overlay design. The objective of the present study is to carry out the various studies to evaluate the performance (in service behavior) of flexible National Highways and State Highway near Bhopal. A detailed pavement condition survey is done on 4 National Highways and 1 State Highway and the road condition is evaluated both functionally and structurally. KEYWORDS: Functional evaluation, Structural evaluation, pavement performance, road roughness INTRODUCTION Rapid industrialisation and urban growth has led to increased traffic and excessive usage of the roads. Due to heavy traffic wheel loads of commercial vehicles, all the components of the pavement structure get disturbed and deteriorate. The deterioration accumulates with the passage of time and results in failure of pavement structure. The failure is of structural type if the pavement fails to carry design loads. It is of functional type if it does not give a smooth riding surface, which in turn increases vehicle operating costs and consequently overall transportation costs. The existing road network is under severe strain due to traffic growth, overloading of vehicles and the Government s past negligence to provide the needed funds for road maintenance. A broad assessment shows that over 50 percent of state highway

2 (SH) and major district road (MDR) network has poor riding quality. Losses due to poor condition of these roads would be around Rs crore per annum besides their premature failure resulting in huge rehabilitation and reconstruction costs implying infusion of avoidable plan funds at accelerated intervals. Originally, a pavement s relative ability to serve traffic was determined quite subjectively by visual inspection and experience. However, experience is difficult to transfer from one person to another, and individual decisions made from similar data are often inconsistent. In the late 1950s, systems of objective measurement (such as roughness meters, deflection and skid test equipment) began to appear that could quantify a pavement s condition and performance. The performance evaluation of a road can cover many aspects including evaluation of road surface condition, assessment of traffic safety on road surface, rideability of the road surface and structural adequacy of road pavement structure. Thus, the following characteristics of road surface are generally used to evaluate the performance of roads. Condition of the road surface (Surface distresses) Skid resistance (Traffic Safety) Rideability of the road surface. Pavement (Structural Adequacy) The objective of the present study is to carry out the various studies to evaluate the performance (in service behavior) of flexible National Highway and State Highway near Bhopal. A detailed pavement condition survey is done on 4 National Highways and 1 State Highway and the road condition was evaluated both functionally and structurally. The scope of the present study includes the evaluation of the following aspects: Traffic Volume Survey and Analysis to assess the present traffic on the road. Road Surface Condition Survey on the basis of Visual Rating. Roughness Measurements with Bump Integrator. Structural Evaluation of the Pavement with Benkelman Beam. Existing Pavement Crust and Sub grade Characteristics. MATERIALS AND METHODS Pavement Evaluation One of the most important functions of a pavement engineer is the evaluation of inservice pavements. It is necessary for them to know the condition of pavement surface with reference to the riding quality and to fix suitable failure criteria to establish maintenance and priority programs. The evaluation of riding quality of pavement involves a study of the functional behaviour

3 of a stretch of road pavement in its entire reach. For a functional behaviour or performance analysis, information is needed on the history of riding quality of the pavement stretch. Until a measure of pavement serviceability was developed after the AASHO road test, little attention was paid to the evaluation of pavement performance and the pavement was either considered satisfactory or unsatisfactory. The idea of relative performance was not adequately developed. There are two general types of pavement condition indices: one type of index (type 1) represents raw data for only one pavement condition parameter (e.g. distress, roughness, deflection, skid resistance, etc.). The other type of index represents a combination of more than one pavement condition parameter. The method consists of combining all or some of the rating so as to constitute a global (or serviceability) index representing the pavement condition. The AASHO Road Test, , and researchers associated with it, made an enormous contribution to the technology base of pavement management using pavement evaluation. Flexible Pavement Riding Quality Concepts Pavement roughness is generally defined as an expression of irregularities in the pavement surface that adversely affect the ride quality of a vehicle (and thus the user). Roughness is an important pavement characteristic because it affects not only ride quality but also vehicle delay costs, fuel consumption and maintenance costs. The World Bank found road roughness to be a primary factor in the analyses and trade-offs involving road quality vs. user cost (UMTRI, 1998). Roughness is also referred to as "smoothness" although both terms refer to the same pavement qualities. Need for Evaluation of Riding Quality One of the most important functions of a pavement engineer is the evaluation of inservice pavements. It is necessary for them to know the condition of pavement surface with reference to the riding quality and to fix suitable failure criteria to establish maintenance and priority programs. The evaluation of riding quality of pavement involves a study of the functional behaviour of a stretch of road pavement in its entirety. For a functional behaviour or performance analysis, information is needed on the history of riding quality of the pavement stretch. Until a measure of pavement serviceability was developed after the AASHO road test, little attention was paid to the evaluation of pavement performance and the pavement was either considered satisfactory or unsatisfactory. The idea of relative performance was not adequately developed. In condition survey, pavement surface condition is measured at a given time. The assessment of riding quality is

4 considered to be the most important component of pavement surface condition. This type of survey is not concerned with evaluating the structural strength of pavement and generally no attempt is made to determine the reason for the evenness or any other type of pavement condition. The major objectives of undulations/unevenness measurements of road pavements are as follows: i) To determine whether the pavement surface is acceptable even from the point of view of riding quality for motor vehicles ii) To measure the unevenness of various stretches of the road system periodically and to maintain the record to decide priority for improvement of road surface conditions or riding quality from the point of view of the road users. iii) To decide the type of pavement surface treatment to improve the riding quality to the desired level. The responsibility of the highway Engineer is to provide road profile as free as possible from necessary undulations. However, as Millard and Lister have pointed out, unless a cash value is put on riding comfort this leads to an open ended financial commitment. Clearly the cost involved specifically in obtaining a satisfactory surface profile must be limited to a few percent of the cost of laying the pavement. Unevenness/ Roughness of Flexible Pavements The riding quality of a pavement can be measured by a Bump Integrator which qualifies in to physical terms, the overall surface condition of the pavement. It is thus a very useful tool in the hands of a maintenance engineer.it is necessary for the pavement maintenance engineer to evaluate functional condition of a pavement surface from time to time. The functional requirements of a pavement surface from user s point of view are to provide safe, comfortable and fast movement of the vehicles at reasonably low vehicle operation cost. Unevenness is normally measured with response type measuring equipment, which is relatively fast and inexpensive. The towed fifth wheel Bump Integrator is one such instrument. The unevenness measured by these devices is generally expressed in terms of cumulative humps and depressions (mm/km) or slope variance. The work carried out as a part of the Road User Cost Study has revealed that, for every 100 mm/km increase in roughness, the speeds reduces by 1.5 to 2.5 km/hr. Predicting the trends of unevenness progression over the life cycle of a road pavement is undoubtedly the most critical of the various pavement performance predictions. Since, the vehicle operation cost components for a road on a given alignment depends to a large degree on

5 unevenness, which has been proved in the Kenya study on the cost of operation of vehicles, the optimum timing of maintenance interventions and economic benefits accruing from them depend greatly on the prediction of unevenness progression. The study of pavement unevenness is important from the following aspects. To judge the quality of construction To assess the need for renewal of pavement surfacing To create a healthy competition in road construction industry to provide better riding comfort To create good public relations as the road users will judge the quality of construction mainly from the riding qualities of a pavement To work out the economic losses in terms of increased road user costs due to poor road surface condition and to convince the legislators about economic justification of maintenance and rehabilitation measures and better types of highway surfacing In view of the above discussions it is very essential to measure qualitatively the surface unevenness in the following two cases: i) Soon after the construction of each of the new pavement layers, as one of the essential quality control checks before approving the work. ii) At suitable intervals to evaluate the surface condition of existing pavement as a routine maintenance management step before the maximum permissible terminal values of undulations are reached. RESULTS AND DISCUSSIONS Description of the study area In this Pavement Performance Study (PPS) 4 National Highways and 1 State Highway was chosen near Bhopal, the details about each road section is as follows: (1) National Highway (NH-3) Agra- Bombay Road The salient features of the Road Section are: 1. Length of the Section of the Road: 5.0 Km 2. Type of Pavement: Bituminous 3. No. of lanes: 2 lanes 4. Divided/Undivided: Undivided 5. Type of Shoulder: Hard Shoulder 6. Drainage System: Longitudinal Drain on either side, Transverse drain 7. Surrounding Environment: Rural 8. Type of traffic: Mixed traffic (Mainly Commercial Vehicles) 9. Present Traffic Intensity: 7,220 CVPD (Seven Days 24 hour Traffic Volume Count) 10. Average Speed: 100 Km/ hr. 11. Annual Rainfall: 110 cm 12. Details of Existing Crust Granular Sub Base = 350 mm WBM Base = 425 mm Dense Bituminous Macadam=120 mm Bituminous Concrete = 40 mm

6 (2) National Highway (NH-12) Jaipur- Jabalpur Road The salient features of the Road Section are: 1. Length of the Section of the Road: 5.0 Km 2. Type of Pavement: Bituminous 3. No. of lanes: 2 lanes 4. Divided/Undivided: Undivided 5. Type of Shoulder: Hard Shoulder 6. Drainage System: Longitudinal Drain on either side 7. Surrounding Environment: Rural 8. Type of traffic: Mixed traffic (Mainly Commercial Vehicles) 9. Present Traffic Intensity: 6955 CVPD (Seven Days 24 hour Traffic Volume Count) 10. Average Speed: 100 Km/ hr. 11. Average Annual Rainfall: 110 cm 12. Details of Existing Crust Granular Sub Base = 250 mm WBM Base = 400 mm Dense Bituminous Macadam=110 mm Bituminous Concrete = 40 mm (3) National Highway (NH-86) Bhopal- Sagar Road The salient features of the Road Section are: 1. Length of the Section of the Road: 5.0 Km 2. Type of Pavement: Bituminous 3. No. of lanes: 4 lanes 4. Divided/Undivided: Undivided 5. Type of Shoulder: Hard Shoulder 6. Drainage System: Longitudinal Drain on either side, No Proper transverse drains 7. Surrounding Environment: Rural 8. Type of traffic: Mixed traffic (Mainly Commercial Vehicles) 9. Present Traffic Intensity: 7,115 CVPD (Seven Days 24 hour Traffic Volume Count) 10. Average Speed: 100 Km/ hr. 11. Average Annual Rainfall: 110 cm 12. Details of Existing Crust Granular Sub Base = 250 mm WBM Base = 425 mm Dense Bituminous Macadam =100 mm Bituminous Concrete = 40 mm (4) National Highway (NH-69) Bhopal (Obdullaganj) - Nagpur Road The salient features of the Road Section are: 1. Length of the Section of the Road: 5.0 Km 2. Type of Pavement: Bituminous 3. No. of lanes: 2 lanes 4. Divided/Undivided: Undivided 5. Type of Shoulder: Hard Shoulder 6. Drainage System: Longitudinal Drain on either side 7. Surrounding Environment: Rural 8. Type of traffic: Mixed traffic (Mainly Commercial Vehicles) 9. Present Traffic Intensity: 6,800 CVPD (Seven Days 24 hour Traffic Volume Count)

7 10. Average Speed: 100 Km/ hr. 11. Average Annual Rainfall: 110 cm 12. Details of Existing Crust Granular Sub Base = 300 mm WBM Base = 425 mm Dense Bituminous Macadam =100 mm Bituminous Concrete = 40 mm (5) State Highway (SH-23) Bhopal- Sironj Road The salient features of the Road Section are: 1. Length of the Section of the Road: 5.0 Km 2. Type of Pavement: Bituminous 3. No. of lanes: 2 lanes 4. Divided/Undivided: Undivided 5. Type of Shoulder: Hard Shoulder 6. Drainage System: No proper Drainage system 7. Surrounding Environment: Rural 8. Type of traffic: Mixed traffic (Mainly Commercial Vehicles) 9. Present Traffic Intensity: 5,852 CVPD (Seven Days 24 hour Traffic Volume Count) 10. Average Speed: 80 Km/ hr. 11. Average Annual Rainfall: 110 cm 12. Details of Existing Crust Granular Sub Base = 230 mm WBM Base = 325 mm Bituminous Macadam =75 mm Semi Dense Bituminous Concrete = 30 mm PAVEMENT PERFORMANCE DATA Structural Evaluation of Pavement by Benkelman Beam Basic Principles of Method: Performance of flexible pavements is closely related to the elastic deflection of pavement under the wheel loads. The deformation or elastic deflection under a given load depends upon subgrade soil type, its moisture content and compaction, the thickness and quality of pavement courses, drainage conditions, pavement surface temperature etc. Pavement deflection is measured by the Benkelman Beam which consists of a slender beam 3.66m long pivoted at a distance of 2.44m from the tip. By suitably placing the probe between the dual wheels of the loaded truck, it is possible to measure the rebound and residual deflections of the pavement structure. While the rebound deflection is one related to pavement performance, the residual deflection may be due to non recoverable deflection of the pavement or because of the influence of the deflection bowl on the front legs of the beam. Rebound deflection is used for overlay design. The Tables 1 to 10 shows the evaluation of overlay thickness for existing flexible pavements by Benkelman Beam technique for both the left and the right lanes for NH-3, NH-12, NH-86, NH-69 and SH- 23.

8 Table 1: Structural Evaluation of Pavement by Benkelman Beam on (NH-3) on Left Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-3) Agra- Bombay Road Average Rainfall:1160 mm Lane: Left Moisture Content of soil: % Air Temperature (Start): 28.5 o C Air Temperature (End): 29 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Rebound mm Pavement Temperature o C Temperature Correction Corrected (with Temp. & MCF) mm Initial Interm ediate Final

9 Table 2: Structural Evaluation of Pavement by Benkelman Beam on (NH-3) on Right Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-3) Agra- Bombay Road Average Rainfall:1160 mm Lane: Right Moisture Content of soil: % Air Temperature (Start): 27 o C Air Temperature (End): 28.5 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Rebound mm Pavement Temperatu re o C Temperature Correction Corrected (with Temp. & MCF) mm Initial Interm Final ediate Average (Right + left lane) Standard Deviation Characteristic Overlay Thickness in mm

10 Table 3: Structural Evaluation of Pavement by Benkelman Beam on (NH-12) on Left Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-12) Jaipur- Jabalpur Road Average Rainfall:1110 mm Lane: Left Moisture Content of soil: 4.25 % Air Temperature (Start): 29 o C Air Temperature (End): 30.5 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Temperature o C Temperature Correction Corrected (with Temp. & MCF) mm

11 Table 4: Structural Evaluation of Pavement by Benkelman Beam on (NH-12) on Right Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-12) Jaipur- Jabalpur Road Average Rainfall:1110 mm Lane: Right Moisture Content of soil: 4.25 % Air Temperature (Start): 30 o C Air Temperature (End): 30.5 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Rebound Pavement Tempe rature o C Temperature Correction Corrected (with Temp. & MCF) mm Initial Inter Final mediat e Average (Right + left lane) Standard Deviation Characteristic Overlay Thickness in terms of BM mm

12 Table 5: Structural Evaluation of Pavement by Benkelman Beam on (NH-86) on Left Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-86) Bhopal- Sagar Road Average Rainfall:1140 mm Lane: Left Moisture Content of soil: 3.90 % Air Temperature (Start): 30 o C Air Temperature (End): 33 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Rebound Pavement Tempe rature o C Temperature Correction Corrected (with Temp. & MCF) mm Initial Interm ediate Final

13 Table 6: Structural Evaluation of Pavement by Benkelman Beam on (NH-86) on Right Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-86) Bhopal- Sagar Road Average Rainfall:1110 mm Lane: Right Moisture Content of soil: 3.90 % Air Temperature (Start): 32 o C Air Temperature (End): 30.5 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Tempera ture o C Temperature Correction Corrected (with Temp. & MCF) mm Average (Right + left lane) Standard Deviation Characteristic Overlay Thickness in terms of BM mm

14 Table 7: Structural Evaluation of Pavement by Benkelman Beam on (NH-69) on Left Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-69) Bhopal (Obdullaganj)- Nagpur Road Average Rainfall:1140 mm Lane: Left Moisture Content of soil: 2.98 % Air Temperature (Start): 32 o C Air Temperature (End): 29 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Deflectio n Pavemen t Tempera ture o C Temperature Correction Corrected (with Temp. & MCF) mm

15 Table 8: Structural Evaluation of Pavement by Benkelman Beam on (NH-69) on Right Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: National Highway (NH-69) Bhopal (Obdullaganj)- Nagpur Road Average Rainfall:1140 mm Lane: Right Moisture Content of soil: 2.98 % Air Temperature (Start): 28 o C Air Temperature (End): 32 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Temperature o C Temperature Correction Corrected (with Temp. & MCF) mm Average (Right + left lane) Standard Deviation Characteristic Overlay Thickness in terms of BM mm

16 Table 9: Structural Evaluation of Pavement by Benkelman Beam on (SH-23) on Left Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: State Highway (SH-23) Bhopal Sironj Road Average Rainfall:1110 mm Lane: Left Moisture Content of soil: 2.50 % Air Temperature (Start): 32 o C Air Temperature (End): 29 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Tempera ture o C Temperature Correction Corrected (with Temp. & MCF) mm

17 Table 10: Structural Evaluation of Pavement by Benkelman Beam on (SH-23) on Right Lane Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam IRC: Name of the road: State Highway (SH-23) Bhopal Sironj Road Average Rainfall:1110 mm Lane: Right Moisture Content of soil: 2.50 % Air Temperature (Start): 36 o C Air Temperature (End): 31 o C Seasonal/ Moisture Correction Factor: Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Tempera ture o C Temperature Correction Corrected (with Temp. & MCF) mm Average (Right + left lane) Standard Deviation Characteristic Overlay Thickness in terms of BM mm

18 Determination of Riding Quality A newly constructed road gives a smooth ride. As the pavement is subjected to traffic, damage occurs which is reflected in deformation of the pavement and consequently the riding quality of the road deteriorates. Therefore the quality of the ride, as measured by road roughness, is a measure of the roads deterioration with time. Riding quality also affects vehicle operating cost. The levels of roughness which are taken to indicate the need for maintenance, interventions vary a great deal and are particularly influenced by the form of construction. The riding quality may conveniently be measured by a towed Bump Integrator. A similar device can be attached to the rear axle of a suitable vehicle. In order to give reliable results, however this type of equipment must be carefully calibrated and must be operated at as uniform a speed as possible. The values in (mm/km) recommended by the Ministry of Road Transport and Highways for roads with different types of surfaces are given in Table 11. The Tables 12 to 16 shows the Roughness Index values for NH-3, NH-12, NH-86, NH-69 and SH-23. The condition of the road section is ascertained accordingly as good, average, poor and very poor. Table 11: Recommended Roughness Values for Roads in India in (mm/km) Surface Type Good Average Poor Very Poor Bituminous Concrete/ Over 4000 SDBC Premix Bituminous Over 6500 Carpet/ MSS Surface Dressing Over 7500 Table 12: Roughness Index Values for National Highway (NH-3) Agra- Bombay Road S. No. Test Point Bumps (B) Wheel Revolution Obtained W) Wheel Revolution per Km Roughness Index (R.I.) (mm/km) Condition of Road Good Average Average Average Average Average Average Average Average Average

19 Continue from previous page Average Good Good Good Good Good Good Good Good Good Average Average Average Average Average Average Average Average Average Average Average Average Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Good Good Good Good Good Good Good

20 Table 13: Roughness Index Values for National Highway (NH-12) Jaipur-Jabalpur Road S. No. Test Point Bumps (B) Wheel Revolution Wheel Revolution Roughness Index (R.I.) Condition of Road Obtained (W) per Km (mm/km) Average Average Average Average Average Average Poor Poor Poor Poor Poor Poor Poor Poor Good Good Good Good Good Good Average Average Average Average Average Average Average Average Very Poor Very Poor Very Poor Average Average

21 Continue from previous page Poor Poor Poor Poor Good Good Good Good Good Good Good Good Good Good Poor Good Good Table 14: Roughness Index Values for National Highway (NH-86) Bhopal-Sagar Road S. No. Test Point Bumps (B) Wheel Wheel Roughness Condition of Revolution Revolution Index (R.I.) Road Obtained (W) per Km (mm/km) Good Average Average Average Average Average Average Average Average Average Average Good Good Good Good

22 Continue from previous page Good Good Good Good Good Average Average Average Average Average Average Average Average Average Average Average Average Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Good Good Good Good Good Good Good

23 Table 15: Roughness Index Values for National Highway (NH-69) Bhopal (Obdulaganj)- Nagpur Road S. No. Test Point Bumps (B) Wheel Revolution Obtained (W) Wheel Revolution per Km Roughness Index (R.I.) (mm/km) Condition of Road Good Average Average Average Average Average Average Average Average Average Average Good Good Good Good Good Good Good Good Good Average Average Average Average Average Average Average Average Average Average Average Average Poor

24 Continue from previous page Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Good Good Good Good Good Good Good Table 16: Roughness Index Values for State Highway (SH-23) Bhopal-Sironj Road S. No. Test Point Bumps (B) Wheel Wheel Roughness Condition of Revolution Revolution Index (R.I.) Road Obtained (W) per Km (mm/km) Good Average Average Average Average Average Average Average Average Average Average Good Good Good Good

25 Continue from previous page Good Good Good Good Good Average Average Average Average Average Average Average Average Average Average Average Average Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Poor Good Good Good Good Good Good Good

26 Table 17: The Results of Benkelman Beam Study Sr. No. Name of the Road Overlay Thickness in terms of Bituminous Macadam 1 NH NH NH NH SH CONCLUSIONS 1) The Traffic volume study (7 days count) indicate that in case of NH 3, NH 12, NH 69,NH 86 and SH 23, the traffic is of very high intensity and also heavy axle load vehicles (rear axle load more than 10.2 t ) ply on the roads. 2) The heavy axle loads on the road are leading to its premature failure and distresses like rutting, cracking, localized depressions etc. 3) The drainage system both longitudinal and transverse are inefficient and is not working properly especially for NH 3 and NH 86 leading to failures pertaining to improper drainage system, namely Pot holes, Stripping etc 4) The Benkelman beam study was conducted on all the five stretches and structural inadequacy was found in the sections of all the five stretches i.e. NH3, NH12, NH69, NH86 and SH23. 5) There is a need to go for measures such as an overlay on all the five stretches. The overlay thicknesses in terms of BM were found for all the stretches and are shown in Table 17. 6) The Roughness Index Values (RI) were found by Bump Integrator for all the five stretches for each 100 m section and the pavement surface condition was rated as Very Poor, Poor, Average and Good. 7) The present study is based on Pavement Condition Index (PCI) and involves a set of performance variables, such as Pavement Distresses and Pavement Condition Rating. 8) The results of subgrade analysis shows that in stretches where high PI value was observed there is a need for a drainage or blanket layer to enhance the drainage characteristics of the layered system. 9) The methodology and analytical tools presented in this study are based on the extensive field data base from in-service heavily trafficked highway pavements, hence can be adopted as reliable techniques to study the various applications of flexible pavement deterioration models in the maintenance management system for highway pavements in India. 10) The Pavement Performance Study will help in arriving at the most appropriate

27 maintenance and rehabilitation activity or remedial measures, suitable for a particular section of the road. REFERENCES 1. AASHTO, AASHTO guide for design of pavement structures, American Association of State Highway and Transportation Officials, Washington D.C, CRRI (Dec.2002), Evaluation of Delhi Roads for Maintenance and Rehabilitation Strategies, Final Report. 3. Haas, Ralph and Hudson, (1978). Pavement Management System, McGraw Hill,New York. 4. M. Satya Kumar & V.N Viju Kumar 2004, Development of a methodology for priority ranking of highway pavements for maintenance based on composite criteria, Nov Indian Highways. 5. Shahin M.Y., Pavement Management for Airports, Roads, and Parking lots, Chapman & Hall, New York, Haas, R., Hudson, W. R. and Zaniewski, J, Modern pavement management, Krieger Publishing company, Malabar, Florida USA Sood, V.K. Highway maintenance management system- An overview, proceeding ICORT 1995, Department of Civil Engineering, University of Roorkee, MORT&H, IRC 2001, Report of the committee on norms for maintenance of roads in India,New Delhi. 9. K. P. George and A. Raja Shekharan (1995) Future directions in pavement management, ICORT The Report of the Working Group on Roads ( ) for 11th Five Year Plan, Ministry of Shipping, Road Transport and Highways, April Rokade, S, Kishan D and M. Dohare, Evaluation of Pavement Based on Pavement Condition Indices: An Overview National Conference at NIT Raipur, February, 2008.