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 Email: 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
(SH) and major district road (MDR) network has poor riding quality. Losses due to poor condition of these roads would be around Rs. 6000 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
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, 1958-61, 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
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
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
(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)
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.
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:81-1997 Name of the road: National Highway (NH-3) Agra- Bombay Road Average Rainfall:1160 mm Lane: Left Moisture Content of soil: 11.25 % Air Temperature (Start): 28.5 o C Air Temperature (End): 29 o C Seasonal/ Moisture Correction Factor: 1.075 Sr. No. Test Point Dial Gauge s Rebound mm Pavement Temperature o C Temperature Correction Corrected (with Temp. & MCF) mm Initial Interm ediate Final 1 250 0 8 8 0.160 28 0.070 0.247 2 500 0 2 2 0.040 28 0.070 0.118 3 750 0 6 6 0.120 28 0.070 0.204 4 1000 0 10 12 0.240 28 0.070 0.333 5 1250 0 29 35 0.875 28 0.070 1.015 6 1500 0 28 28 0.560 28 0.070 0.677 7 1750 0 22 25 0.587 28 0.070 0.707 8 2000 0 12 14 0.280 28 0.070 0.376 9 2250 0 30 33 0.747 28 0.070 0.879 10 2500 0 23 23 0.460 28 0.070 0.570 11 2750 0 15 16 0.320 28 0.070 0.418 12 3000 0 24 26 0.520 28 0.070 0.632 13 3250 0 18 18 0.360 28 0.070 0.459 14 3500 0 15 16 0.320 28 0.070 0.415 15 3750 0 18 18 0.360 28 0.070 0.457 16 4000 0 5 6 0.120 28 0.070 0.198 17 4250 0 0 0 0.000 28 0.070 0.068 18 4500 0 4 5 0.100 28 0.070 0.174 19 4750 0 40 45 1.046 28 0.070 1.189 20 5000 0 5 5 0.100 28 0.070 0.172
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:81-1997 Name of the road: National Highway (NH-3) Agra- Bombay Road Average Rainfall:1160 mm Lane: Right Moisture Content of soil: 11.25 % Air Temperature (Start): 27 o C Air Temperature (End): 28.5 o C Seasonal/ Moisture Correction Factor: 1.075 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 1 250 0 4 4 0.080 27 0.080 0.172 2 500 0 5 9 0.296 27 0.080 0.406 3 750 0 3 7 0.256 27 0.080 0.364 4 1000 0 17 21 0.536 27 0.080 0.666 5 1250 0 21 22 0.440 27 0.080 0.564 6 1500 0 28 29 0.580 27 0.080 0.715 7 1750 0 23 28 0.706 27 0.080 0.852 8 2000 0 25 25 0.500 27 0.080 0.632 9 2250 0 24 25 0.500 27 0.080 0.633 10 2500 0 24 28 0.676 26 0.090 0.824 11 2750 0 20 25 0.646 26 0.090 0.792 12 3000 0 18 18 0.360 26 0.090 0.486 13 3250 0 19 24 0.626 26 0.090 0.772 14 3500 0 12 12 0.240 26 0.090 0.359 15 3750 0 12 12 0.240 26 0.090 0.360 16 4000 0 10 12 0.240 26 0.090 0.361 17 4250 0 5 8 0.247 26 0.090 0.370 18 4500 0 16 22 0.615 26 0.090 0.766 19 4750 0 14 18 0.476 26 0.090 0.619 20 5000 0 13 15 0.300 25 0.100 0.430 Average (Right + left lane) 0.511 Standard Deviation 0.260 Characteristic 1.030 Overlay Thickness in mm 134.55
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:81-1997 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: 1.027 Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Temperature o C Temperature Correction Corrected (with Temp. & MCF) mm 1 250 0 26 31 0.766 32 0.03 0.869 2 500 0 19 29 0.871 32 0.03 0.979 3 750 0 20 25 0.646 32 0.03 0.750 4 1000 0 23 25 0.500 32 0.03 0.603 5 1250 0 27 30 0.687 32 0.03 0.797 6 1500 0 33 43 1.151 32 0.03 1.276 7 1750 0 40 44 0.996 32 0.03 1.120 8 2000 0 34 42 1.073 32 0.03 1.200 9 2250 0 21 31 0.911 32 0.03 1.036 10 2500 0 12 17 0.486 30 0.05 0.602 11 2750 0 9 18 0.622 30 0.05 0.742 12 3000 0 19 25 0.675 30 0.05 0.796 13 3250 0 10 15 0.446 30 0.05 0.560 14 3500 0 13 17 0.456 30 0.05 0.572 15 3750 0 19 22 0.527 30 0.05 0.644 16 4000 0 23 31 0.853 30 0.05 0.979 17 4250 0 18 20 0.400 30 0.05 0.514 18 4500 0 22 25 0.587 30 0.05 0.706 19 4750 0 16 26 0.811 30 0.05 0.936 20 5000 0 14 15 0.300 30 0.05 0.411
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:81-1997 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: 1.027 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 1 250 0 28 32 0.756 34 0.01 0.849 2 500 0 30 32 0.640 34 0.01 0.727 3 750 0 12 20 0.633 34 0.01 0.717 4 1000 0 28 32 0.756 34 0.01 0.842 5 1250 0 30 34 0.796 34 0.01 0.881 6 1500 0 12 15 0.387 34 0.01 0.458 7 1750 0 55 61 1.395 34 0.01 1.491 8 2000 0 38 41 0.907 34 0.01 0.988 9 2250 0 20 23 0.547 34 0.01 0.616 10 2500 0 8 17 0.602 34.5 0.015 0.670 11 2750 0 20 24 0.596 34.5 0.015 0.665 12 3000 0 14 15 0.300 34.5 0.015 0.362 13 3250 0 12 15 0.387 34.5 0.015 0.452 14 3500 0 6 13 0.464 34.5 0.015 0.532 15 3750 0 18 19 0.380 34.5 0.015 0.447 16 4000 0 34 36 0.720 34.5 0.015 0.797 17 4250 0 12 14 0.280 34.5 0.015 0.346 18 4500 0 24 34 0.971 34.5 0.015 1.057 19 4750 0 17 20 0.487 34.5 0.015 0.561 20 5000 0 16 17 0.340 34.5 0.015 0.411 Average (Right + left lane) 0.749 Standard Deviation 0.263 Characteristic 1.275 Overlay Thickness in terms of BM mm 167.53
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:81-1997 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: 1.008 Sr. No. Test Point Dial Gauge s Rebound Pavement Tempe rature o C Temperature Correction Corrected (with Temp. & MCF) mm Initial Interm ediate Final 1 250 0 9 9 0.180 35 0.0 0.242 2 500 0 15 16 0.320 35 0.0 0.388 3 750 0 25 25 0.500 35 0.0 0.573 4 1000 0 27 27 0.540 35 0.0 0.618 5 1250 0 20 20 0.400 35 0.0 0.482 6 1500 0 29 29 1.580 35 0.0 0.668 7 1750 0 31 39 1.013 35 0.0 1.108 8 2000 0 22 23 0.460 35 0.0 0.556 9 2250 0 20 20 0.400 35 0.0 0.500 10 2500 0 14 14 0.280 36 0.01 0.383 11 2750 0 23 23 0.460 36 0.01 0.562 12 3000 0 18 18 0.360 36 0.01 0.460 13 3250 0 31 32 0.640 36 0.01 0.740 14 3500 0 70 74 1.596 36 0.01 1.702 15 3750 0 16 16 0.320 36 0.01 0.413 16 4000 0 31 31 0.620 36 0.01 0.714 17 4250 0 27 30 0.687 36 0.01 0.779 18 4500 0 49 49 0.980 36 0.01 1.073 19 4750 0 28 30 0.600 36 0.01 0.687 20 5000 0 26 26 0.520 36 0.01 0.605
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:81-1997 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: 1.008 Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Tempera ture o C Temperature Correction Corrected (with Temp. & MCF) mm 1 250 0 17 20 0.487 34 0.01 0.572 2 500 0 21 27 0.715 34 0.01 0.796 3 750 0 23 27 0.656 34 0.01 0.733 4 1000 0 25 28 0.647 34 0.01 0.720 5 1250 0 27 33 0.835 34 0.01 0.904 6 1500 0 28 29 0.580 34 0.01 0.643 7 1750 0 24 28 1.676 34 0.01 0.736 8 2000 0 21 27 0.715 34 0.01 0.770 9 2250 0 23 23 0.460 34 0.01 0.508 10 2500 0 16 18 0.360 34 0.01 0.403 11 2750 0 14 17 0.427 34 0.01 0.472 12 3000 0 29 29 0.580 34 0.01 0.627 13 3250 0 35 39 0.896 34 0.01 0.947 14 3500 0 35 39 0.896 34 0.01 0.948 15 3750 0 43 45 0.900 34 0.01 0.953 16 4000 0 23 27 0.656 34 0.01 0.708 17 4250 0 37 43 1.035 34 0.01 1.090 18 4500 0 31 39 1.013 34 0.01 1.069 19 4750 0 32 34 0.680 34 0.01 0.735 20 5000 0 33 37 0.856 34 0.01 0.914 Average (Right + left lane) 0.712 Standard Deviation 0.268 Characteristic 1.249 Overlay Thickness in terms of BM mm 164.85
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:81-1997 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: 1.075 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 1 250 0 8 8 0.160 34 0.01 0.247 2 500 0 2 2 0.040 34 0.01 0.118 3 750 0 6 6 0.120 34 0.01 0.204 4 1000 0 12 12 0.240 34 0.01 0.333 5 1250 0 29 35 0.875 34 0.01 1.015 6 1500 0 28 28 0.560 34 0.01 0.677 7 1750 0 22 25 0.587 34 0.01 0.707 8 2000 0 12 14 0.280 34 0.01 0.376 9 2250 0 30 33 0.747 34 0.01 0.879 10 2500 0 23 23 0.460 32 0.01 0.570 11 2750 0 15 26 0.320 32 0.03 0.418 12 3000 0 24 26 0.520 32 0.03 0.632 13 3250 0 18 18 0.360 32 0.03 0.459 14 3500 0 15 16 0.320 32 0.03 0.415 15 3750 0 18 18 0.360 32 0.03 0.457 16 4000 0 5 6 0.120 32 0.03 0.198 17 4250 0 0 0 0.0 32 0.03 0.068 18 4500 0 4 5 0.100 32 0.03 0.174 19 4750 0 40 45 1.046 32 0.03 1.189 20 5000 0 5 5 0.100 32 0.03 0.172
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:81-1997 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: 1.075 Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Temperature o C Temperature Correction Corrected (with Temp. & MCF) mm 1 250 0 4 4 0.080 35 0.0 0.172 2 500 0 5 9 0.296 35 0.0 0.406 3 750 0 3 7 0.256 35 0.0 0.364 4 1000 0 17 21 0.536 35 0.0 0.666 5 1250 0 21 22 0.440 35 0.0 0.564 6 1500 0 28 29 0.580 35 0.0 0.715 7 1750 0 23 28 1.706 35 0.0 0.852 8 2000 0 25 25 0.500 35 0.0 0.632 9 2250 0 24 25 0.500 35 0.0 0.633 10 2500 0 24 28 0.676 35 0.0 0.824 11 2750 0 20 25 0.646 36 0.01 0.792 12 3000 0 18 18 0.360 36 0.01 0.486 13 3250 0 19 24 0.626 36 0.01 0.772 14 3500 0 12 12 0.240 36 0.01 0.359 15 3750 0 12 12 0.240 36 0.01 0.360 16 4000 0 10 12 0.240 36 0.01 0.361 17 4250 0 5 8 0.247 36 0.01 0.370 18 4500 0 16 22 0.615 36 0.01 0.766 19 4750 0 14 18 0.476 36 0.01 0.619 20 5000 0 13 15 0.300 36 0.01 0.430 Average (Right + left lane) 0.511 Standard Deviation 0.260 Characteristic 1.030 Overlay Thickness in terms of BM mm 134.55
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:81-1997 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: 1.008 Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Tempera ture o C Temperature Correction Corrected (with Temp. & MCF) mm 1 250 0 37 39 0.780 36 0.01 0.877 2 500 0 27 40 0.687 36 0.01 0.782 3 750 0 41 42 0.840 36 0.01 0.935 4 1000 0 48 48 0.960 36 0.01 1.055 5 1250 0 40 41 0.820 36 0.01 0.913 6 1500 0 30 31 0.620 36 0.01 0.710 7 1750 0 45 45 0.900 36 0.01 0.991 8 2000 0 29 29 0.580 36 0.01 0.668 9 2250 0 40 41 0.820 36 0.01 0.908 10 2500 0 26 26 0.520 36 0.01 0.605 11 2750 0 46 46 0.920 34 0.01 1.010 12 3000 0 30 30 0.600 34 0.01 0.689 13 3250 0 40 40 0.800 34 0.01 0.893 14 3500 0 30 31 0.620 34 0.01 0.714 15 3750 0 39 40 0.800 34 0.01 0.897 16 4000 0 28 28 0.560 34 0.01 0.657 17 4250 0 35 35 0.700 34 0.01 0.800 18 4500 0 27 27 0.540 34 0.01 0.641 19 4750 0 35 36 0.720 34 0.01 0.825 20 5000 0 32 34 0.680 34 0.01 0.786
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:81-1997 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: 1.008 Sr. No. Test Point Dial Gauge s Initial Interm ediate Final Rebound Pavement Tempera ture o C Temperature Correction Corrected (with Temp. & MCF) mm 1 250 0 34 37 0.827 38 0.03 0.915 2 500 0 30 31 0.620 38 0.03 0.706 3 750 0 34 34 0.680 38 0.03 0.766 4 1000 0 46 49 1.067 38 0.03 1.156 5 1250 0 36 36 0.720 38 0.03 0.806 6 1500 0 35 36 0.720 38 0.03 0.806 7 1750 0 36 37 0.740 38 0.03 0.827 8 2000 0 40 43 0.947 38 0.03 1.036 9 2250 0 29 30 0.600 38 0.03 0.685 10 2500 0 39 42 0.927 38 0.03 1.015 11 2750 0 31 33 0.660 36 0.01 0.746 12 3000 0 44 45 0.900 36 0.01 0.988 13 3250 0 33 34 0.680 36 0.01 0.766 14 3500 0 38 39 0.780 36 0.01 0.867 15 3750 0 27 27 0.540 36 0.01 0.625 16 4000 0 30 33 0.747 36 0.01 0.834 17 4250 0 26 28 0.560 36 0.01 0.645 18 4500 0 34 34 0.680 36 0.01 0.766 19 4750 0 35 38 0.847 36 0.01 0.935 20 5000 0 31 31 0.620 36 0.01 0.706 Average (Right + left lane) 0.824 Standard Deviation 0.135 Characteristic 1.094 Overlay Thickness in terms of BM mm 144.16
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/ 2000-2500 2500-3500 3500-4000 Over 4000 SDBC Premix Bituminous 2500-4500 4500-5500 5500-6500 Over 6500 Carpet/ MSS Surface Dressing 4000-5000 5000-6500 6500-7500 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 1 100 96 458 460 2410.5 Good 2 200 101 450 460 2581.1 Average 3 300 100 452 460 2544.2 Average 4 400 105 455 460 2653.8 Average 5 500 105 456 460 2648 Average 6 600 108 457 460 2717 Average 7 700 111 458 460 2787 Average 8 800 108 459 460 2705 Average 9 900 100 460 460 2500 Average 10 1000 101 459 460 2530 Average
Continue from previous page.. 11 1100 99 455 460 2502 Average 12 1200 95 458 460 2385 Good 13 1300 96 459 460 2405 Good 14 1400 96 458 460 2410 Good 15 1500 97 450 460 2478 Good 16 1600 81 452 460 2060 Good 17 1700 84 455 460 2123 Good 18 1800 98 456 460 2471 Good 19 1900 86 462 460 2140 Good 20 2000 98 458 460 2460 Good 21 2100 105 455 460 2653 Average 22 2200 109 452 460 2773 Average 23 2300 110 453 460 2792 Average 24 2400 114 450 460 2913 Average 25 2500 115 452 460 2925 Average 26 2600 119 453 460 3020 Average 27 2700 124 455 460 3134 Average 28 2800 129 458 460 3239 Average 29 2900 125 450 460 3194 Average 30 3000 122 452 460 3103 Average 31 3100 134 454 460 3394 Average 32 3200 136 451 460 3467 Average 33 3300 139 453 460 3528 Poor 34 3400 141 452 460 3587 Poor 35 3500 142 451 460 3620 Poor 36 3600 144 455 460 3639 Poor 37 3700 148 456 460 3732 Poor 38 3800 144 459 460 3607 Poor 39 3900 147 457 460 3699 Poor 40 4000 155 455 460 3917 Poor 41 4100 154 453 460 3909 Poor 42 4200 150 455 460 3791 Poor 43 4300 149 457 460 3749 Poor 44 4400 98 456 460 2471 Good 45 4500 97 450 460 2478 Good 46 4600 95 453 460 2411 Good 47 4700 96 458 460 2410 Good 48 4800 87 420 460 2382 Good 49 4900 79 451 460 2014 Good 50 5000 73 449 460 1869 Good
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) 1 100 94 427 460 2531 Average 2 200 108 439 460 2829 Average 3 300 127 458 460 3188 Average 4 400 129 457 460 3246 Average 5 500 125 457 460 3145 Average 6 600 115 452 460 2925 Average 7 700 140 455 460 3538 Poor 8 800 145 451 460 3697 Poor 9 900 148 454 460 3748 Poor 10 1000 152 453 460 3858 Poor 11 1100 150 452 460 3816 Poor 12 1200 153 456 460 3858 Poor 13 1300 158 455 460 3993 Poor 14 1400 154 457 460 3875 Poor 15 1500 81 452 460 2060 Good 16 1600 97 450 460 2478 Good 17 1700 86 462 460 2140 Good 18 1800 98 456 460 2471 Good 19 1900 84 455 460 2123 Good 20 2000 98 458 460 2460 Good 21 2100 114 450 460 2913 Average 22 2200 109 452 460 2773 Average 23 2300 110 453 460 2792 Average 24 2400 105 455 460 2653 Average 25 2500 115 452 460 2925 Average 26 2600 119 453 460 3020 Average 27 2700 119 461 460 2968 Average 28 2800 114 453 460 2894 Average 29 2900 252 448 460 6468 Very Poor 30 3000 200 458 460 5021 Very Poor 31 3100 179 448 460 4594 Very Poor 32 3200 136 451 460 3467 Average 33 3300 127 458 460 3188 Average
Continue from previous page.. 34 3400 144 455 460 3639 Poor 35 3500 142 451 460 3620 Poor 36 3600 141 452 460 3587 Poor 37 3700 148 456 460 3732 Poor 38 3800 96 458 460 2410 Good 39 3900 97 460 460 2478 Good 40 4000 93 454 460 2355 Good 41 4100 95 453 460 2411 Good 42 4200 92 456 460 2320 Good 43 4300 87 420 460 2382 Good 44 4400 98 456 460 2471 Good 45 4500 97 450 460 2478 Good 46 4600 95 453 460 2411 Good 47 4700 79 451 460 2014 Good 48 4800 149 457 460 3749 Poor 49 4900 96 458 460 2410 Good 50 5000 81 452 460 2060 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) 1 100 96 458 460 2410.5 Good 2 200 101 450 460 2581.1 Average 3 300 100 452 460 2544.2 Average 4 400 105 455 460 2653.8 Average 5 500 105 456 460 2648 Average 6 600 108 457 460 2717 Average 7 700 111 458 460 2787 Average 8 800 108 459 460 2705 Average 9 900 100 460 460 2500 Average 10 1000 101 459 460 2530 Average 11 1100 99 455 460 2502 Average 12 1200 95 458 460 2385 Good 13 1300 96 459 460 2405 Good 14 1400 96 458 460 2410 Good 15 1500 97 450 460 2478 Good
Continue from previous page.. 16 1600 81 452 460 2060 Good 17 1700 84 455 460 2123 Good 18 1800 98 456 460 2471 Good 19 1900 86 462 460 2140 Good 20 2000 98 458 460 2460 Good 21 2100 105 455 460 2653 Average 22 2200 109 452 460 2773 Average 23 2300 110 453 460 2792 Average 24 2400 114 450 460 2913 Average 25 2500 115 452 460 2925 Average 26 2600 119 453 460 3020 Average 27 2700 124 455 460 3134 Average 28 2800 129 458 460 3239 Average 29 2900 125 450 460 3194 Average 30 3000 122 452 460 3103 Average 31 3100 134 454 460 3394 Average 32 3200 136 451 460 3467 Average 33 3300 139 453 460 3528 Poor 34 3400 141 452 460 3587 Poor 35 3500 142 451 460 3620 Poor 36 3600 144 455 460 3639 Poor 37 3700 148 456 460 3732 Poor 38 3800 144 459 460 3607 Poor 39 3900 147 457 460 3699 Poor 40 4000 155 455 460 3917 Poor 41 4100 154 453 460 3909 Poor 42 4200 150 455 460 3791 Poor 43 4300 149 457 460 3749 Poor 44 4400 98 456 460 2471 Good 45 4500 97 450 460 2478 Good 46 4600 95 453 460 2411 Good 47 4700 96 458 460 2410 Good 48 4800 87 420 460 2382 Good 49 4900 79 451 460 2014 Good 50 5000 73 449 460 1869 Good
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 1 100 96 458 460 2410.5 Good 2 200 101 450 460 2581.1 Average 3 300 100 452 460 2544.2 Average 4 400 105 455 460 2653.8 Average 5 500 105 456 460 2648 Average 6 600 108 457 460 2717 Average 7 700 111 458 460 2787 Average 8 800 108 459 460 2705 Average 9 900 100 460 460 2500 Average 10 1000 101 459 460 2530 Average 11 1100 99 455 460 2502 Average 12 1200 95 458 460 2385 Good 13 1300 96 459 460 2405 Good 14 1400 96 458 460 2410 Good 15 1500 97 450 460 2478 Good 16 1600 81 452 460 2060 Good 17 1700 84 455 460 2123 Good 18 1800 98 456 460 2471 Good 19 1900 86 462 460 2140 Good 20 2000 98 458 460 2460 Good 21 2100 105 455 460 2653 Average 22 2200 109 452 460 2773 Average 23 2300 110 453 460 2792 Average 24 2400 114 450 460 2913 Average 25 2500 115 452 460 2925 Average 26 2600 119 453 460 3020 Average 27 2700 124 455 460 3134 Average 28 2800 129 458 460 3239 Average 29 2900 125 450 460 3194 Average 30 3000 122 452 460 3103 Average 31 3100 134 454 460 3394 Average 32 3200 136 451 460 3467 Average 33 3300 139 453 460 3528 Poor
Continue from previous page.. 34 3400 141 452 460 3587 Poor 35 3500 142 451 460 3620 Poor 36 3600 144 455 460 3639 Poor 37 3700 148 456 460 3732 Poor 38 3800 144 459 460 3607 Poor 39 3900 147 457 460 3699 Poor 40 4000 155 455 460 3917 Poor 41 4100 154 453 460 3909 Poor 42 4200 150 455 460 3791 Poor 43 4300 149 457 460 3749 Poor 44 4400 98 456 460 2471 Good 45 4500 97 450 460 2478 Good 46 4600 95 453 460 2411 Good 47 4700 96 458 460 2410 Good 48 4800 87 420 460 2382 Good 49 4900 79 451 460 2014 Good 50 5000 73 449 460 1869 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) 1 100 96 458 460 2410.5 Good 2 200 101 450 460 2581.1 Average 3 300 100 452 460 2544.2 Average 4 400 105 455 460 2653.8 Average 5 500 105 456 460 2648 Average 6 600 108 457 460 2717 Average 7 700 111 458 460 2787 Average 8 800 108 459 460 2705 Average 9 900 100 460 460 2500 Average 10 1000 101 459 460 2530 Average 11 1100 99 455 460 2502 Average 12 1200 95 458 460 2385 Good 13 1300 96 459 460 2405 Good 14 1400 96 458 460 2410 Good 15 1500 97 450 460 2478 Good
Continue from previous page.. 16 1600 81 452 460 2060 Good 17 1700 84 455 460 2123 Good 18 1800 98 456 460 2471 Good 19 1900 86 462 460 2140 Good 20 2000 98 458 460 2460 Good 21 2100 105 455 460 2653 Average 22 2200 109 452 460 2773 Average 23 2300 110 453 460 2792 Average 24 2400 114 450 460 2913 Average 25 2500 115 452 460 2925 Average 26 2600 119 453 460 3020 Average 27 2700 124 455 460 3134 Average 28 2800 129 458 460 3239 Average 29 2900 125 450 460 3194 Average 30 3000 122 452 460 3103 Average 31 3100 134 454 460 3394 Average 32 3200 136 451 460 3467 Average 33 3300 139 453 460 3528 Poor 34 3400 141 452 460 3587 Poor 35 3500 142 451 460 3620 Poor 36 3600 144 455 460 3639 Poor 37 3700 148 456 460 3732 Poor 38 3800 144 459 460 3607 Poor 39 3900 147 457 460 3699 Poor 40 4000 155 455 460 3917 Poor 41 4100 154 453 460 3909 Poor 42 4200 150 455 460 3791 Poor 43 4300 149 457 460 3749 Poor 44 4400 98 456 460 2471 Good 45 4500 97 450 460 2478 Good 46 4600 95 453 460 2411 Good 47 4700 96 458 460 2410 Good 48 4800 87 420 460 2382 Good 49 4900 79 451 460 2014 Good 50 5000 73 449 460 1869 Good
Table 17: The Results of Benkelman Beam Study Sr. No. Name of the Road Overlay Thickness in terms of Bituminous Macadam 1 NH 3 134.55 2 NH 12 167.53 3 NH 69 134.55 4 NH86 164.85 5 SH 23 144.16 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
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, 1986. 2. 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. 2004. Indian Highways. 5. Shahin M.Y., Pavement Management for Airports, Roads, and Parking lots, Chapman & Hall, New York, 1994 6. Haas, R., Hudson, W. R. and Zaniewski, J, Modern pavement management, Krieger Publishing company, Malabar, Florida USA 1994. 7. Sood, V.K. Highway maintenance management system- An overview, proceeding ICORT 1995, Department of Civil Engineering, University of Roorkee, 1995. 8. 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-95 10. The Report of the Working Group on Roads (2007-2012) for 11th Five Year Plan, Ministry of Shipping, Road Transport and Highways, April 2007. 11. Rokade, S, Kishan D and M. Dohare, Evaluation of Pavement Based on Pavement Condition Indices: An Overview National Conference at NIT Raipur, 15-16 February, 2008.