BACKGROUND

Recent Policy initiatives of Govt. of India regarding ports have yielded results and
there has been an improvement in terms of total cargo handled at major ports.
Infrastructural facilities are yet to match the demands due to upsurge of cargo
magnitudes and the existing facilities are falling short and are overstressed.
Consequently, the port roads, among others, are deteriorating fast under heavy loads
coupled with environmental and climatic factors. New Mangalore Port Trust(NMPT) is
concerned with the fast deterioration of its roads which are needed to be rehabilitated
on a priority basis to improve the vital infrastructural facility.
The Chief Engineer (Civil), New Mangalore Port Trust (NMPT), Mangalore, vide his
fax letter of 10th November, 2004 had approached Central Road Research Institute
(CRRI), New Delhi with a request to investigate/ examine the existing NMPT roads
and provide expert opinion/suggestions for strengthening of these roads.
In
response, a preliminary site visit was undertaken by CRRI to take stock of the current
situation and to plan necessary field investigations. Accordingly, two scientists made
a short visit to NMPT in 3rd week of December, 2004 to facilitate planning of future
course of action. As a result of the visit, NMPT entrusted a more detailed investigation
to CRRI for working out the required rehabilitation measures vide letter
No.11/5/TI/CDN-1/2004-TS dated 10.02.2005
CRRI accepted to take up the above said work vide its letter No. PEM/NMPT/2004-05,
dated 15th February 2005. Subsequently, in March 2005, a team from CRRI carried
out the detailed investigations for various roads under NMPT network which included
current pavement condition assessment, pavements structural thickness, traffic
volume and axle load surveys and Benkelman Beam deflection measurements. In
addition, materials used for road construction in the various layers of the pavement
structure were also retrieved from the test pits for determining their properties in the
laboratory.
NMPT desired that some interim recommendation as temporary measures for
improving the present condition of different roads be also suggested by CRRI to avoid
the very poor condition of roads likely to occur during monsoon, Interim
recommendations submitted to NMPT are given in Annexure-I of the report. It was
further decided that more firm, durable and permanent recommendations can be given
in the final report. Based on the site visit and preliminary results, a report containing
observations/ interim recommendations was submitted to Chief Engineer, (Civil) New
Mangalore Port Trust (NMPT) , Mangalore, vide letter No. PEM/NMPT/2004-05, dated
April 29, 2005.
This report is the detailed report brought out based on the extensive field and
laboratory investigations carried out and analysis of data/results.

1.

INTRODUCTION

1.1

General

Ports are a key component of infrastructure whose performance metrics have

improved considerably over years.

Indian coastline has 12 major ports handling

about 75 percent of Indias port traffic and 184 other(intermediate and minor) ports
serving the remaining traffic.

Among the major ports, again 75 percent are situated

on the west coastline itself, of which New Mangalore Port is one. There has been a
steady increase in the total cargo being handled by major ports and there is an
impressive growth of container traffic. The main form of traffic consist of dry and liquid
bulk, general cargo, containerized cargo and iron ore.
New Mangalore Port is is a deep-sea, all-weather port and is midway between two
major ports; Mormugao and Cochin.

The port has been conceived, designed,

executed and maintained entirely by the Indian engineering talent and skills.

It was

initiated as a harbour project in 1962 and has given Mangalore the status Gateway of
Karnataka.

The port has a vast hinterland covering almost the whole of Karnataka

and part of Kerala and Andhra Pradesh. It is served by railway lines with adequate
storage space & facilities and is well connected on the national network through
Konkan Railway.

Also, NH-17 passes adjacent to the port making it directly

accessible by road as well. Spread over a land of more than 2000 acres, the port
facilities provided are to face the growing challenges and emerging needs of the
present day.

The port is well equipped to handle bulk, liquid chemicals, hazardous

cargoes, crude, ore and containers etc.

The total length of road network with NMPT is about 30 km which facilitates the
movement of land cargo carriers like trucks and stalkers.

In addition to the roads, the

stock yards in NMPT also have pavements which need remedial solutions.
road network and layout plan is shown in Figure.1.1.
network,

From the existing

The
road

seven roads and the container yard(overflow shed) were selected for

detailed investigations as suggested by NMPT.

Fig . 1.1. Layout Plan and Road Network of New Mangalore Port Trust (NMPT)

1.2

Objectives and Scope of the Study

The major objectives of the project are summarised below:

(i)

To inspect NMPT roads and identify some roads in consultation with NMPT
officials for detailed investigation to enable to suggest/recommend needed
remedial/corrective measures for improvement of existing roads at NMPT
area.

(ii)

To suggest interim remedial measures for improvement and strengthening

of road network..

(iii)

To suggest long-term rehabilitation measures including both flexible and

rigid pavement options along with their technical merits.

To meet the above stated objectives, the scope of work under the detailed
investigations included the following activities/tasks:
1.

Benkelman Beam Deflection measurements (as per IRC: 81-1997) on selected

roads and yard area.

Axle load surveys (using static weigh pads) at one location on random sampling
basis for commercial vehicles for 24 hours continuously.

3.

Classified traffic volume surveys (manual counts) for 48 hours continuously at

one location.

4.

Pavement surface condition survey by visual observations

5.

Test pit observations on the selected roads and yard under study area.

6.

Collection of samples of road construction materials from the test pits, for each
layer of the pavement structure, for laboratory evaluation.

7.

Laboratory evaluation of materials, collected from test pits, to determine their

properties / characteristics.

8.

Analysis of data for design of rehabilitation measures

9.

Recommendations for needed remedial measures.

4

1.3.

Contents of the Report

The structure of the report in the subsequent sections is as described below:

Section 2 of the report describes, in detail, the various activities/ surveys

undertaken during the field investigation viz evaluation of pavement
condition and road construction materials, traffic volume and axle load
surveys- including the methodology adopted for conducting these tasks.

Section 3 of the report presents laboratory evaluation of materials viz.

subgrade soil, granular base course (Water Bound Macadam), binder
course (Semi Dense Bituminous Concrete, Built Up Spray Grout,
Bituminous Concrete and Bituminous Macadam)

Section 4 of the report presents the analysis and discussion on salient

results and key observations obtained from field and laboratory
investigations carried out are also presented in this section.

Section 5 of the report presents the rehabilitation recommendations

Section 6 of the report presents concluding remarks

The Annexures I to V contain interim recommendations given earlier,

deflection data for various roads, rehabilitation design with rigid
pavement option, design for areas with heavy and predominant crane
movement and drainage aspects.

2.

FIELD INVESTIGATIONS

2.1

General

A number of field tests and surveys were undertaken with a view to evaluate the
present condition of roads and to determine the quality of road construction materials
used in construction of various pavements layers, which included bituminous, granular
and sub-grade. The field investigations were done to determine the structural
adequacy of the existing pavement, to find out the nature and extent of distress and to
recommend appropriate measures for its rehabilitation. The various field studies that
were undertaken during the course of field visits are:

Pavement condition assessment

Structural evaluation by Benkelman Beam Deflection measurements

Test pit observations

Traffic volume study

Axle load surveys

The detailed methodology adopted for carrying out the above activities in the field is
presented in the following sub-sections.
2.2

Pavement Condition Assessment

Pavement condition survey carried out for an assessment of surface distress is a vital
part of a road evaluation activity. Surface distress is a measure or indicator of the
structural and resulting functional state of a pavement section and is generally given
the prime importance by Highway Engineers. Physical distress is identified by the
type, severity and extent of various distress modes or types. The following information
assists the authorities in determining the causes of pavement deterioration and hence,
in selecting feasible and appropriate Maintenance & Rehabilitation (M&R) alternatives:
Type:

It is determined by similar mechanism of occurrence and similar visual

appearance. Certain distresses are pavement type dependent.

Severity: There can be a variety of severity conditions for different distress types.
Though they are mostly subjective, they are useful in decision making.
Extent:

It is the quantity of each type of distress that has affected the pavement.
6

The surface distresses/defects are broadly classified under three major modes, viz.,:
(i)

Fracture (Cracks)

(ii)

Disintegration (Ravelling)

(iii)

Deformation (Rutting, Shoving)

2.2.1. Approach Adopted for the Present Study

The visual condition survey method was undertaken and during the survey, the
following items of distress were visually recorded km wise in terms of percentage of
the pavement surface area.

Cracking

Ravelling

Pot holes

Edge breaks

The pavement condition of the roads identified for detailed evaluation under the
project were assessed based on visual observations. The data was recorded by
observing the different forms of distress. The general condition of shoulders and
surface/side drainage were also recorded.
length is varying from good to fair.

In general the surface condition of entire

The main distress is observed in the form of

cracks, settlements, undulations, raveling, and patch work and on an average, the
total distress is to the extent of 10-25% all the roads put together.

The summary of

road condition assessment is given in Table 2.1

2.3

Structural Evaluation by Benkelman Beam Deflection Measurements

The desirable characteristics of any evaluation method are that it should preferably be
simple, reliable, accurate, quick and cheap. Furthermore it should provide rational
data for use in design methods and should generally be applicable independent of
type of pavement structure, soil condition and climate. Various types of evaluation
methods are

Table2.1.

Visual Assessment of Pavement Surface Condition of NMPT Roads

Road/Area

Total Surface Distress by Visual Observation( As a percent of pavement surface)

Cracking Ravelling Potholes

Patch Bleeding Depression/ Edge Shoving

work
Settlement
Break

Total
Surface
Distress

Visual
Rating *
(5-Point Scale)

Drainage Shoulder
Condition Condition

Container Yard

6-8

1-2

2-3

9-13

Poor

Cross Road

6-8

12-15

1-2

19-25

Poor

Poor

K K Gate Road

5-7

1-2

1-2

1-2

0-1

8-14

Fair

Fair

New Approach Road

5-7

1-2

3-5

1-2

10-16

Fair

Fair

15-18

2-3

0-1

6-8

3-4

0-1

26-35

Fair

Poor

30 m Road

N.D

N.D

N.D

N.D

N.D

N.D

N.D

N.D

N.D

Fair

Bykampadi Road *

3-5

0-1

3-6

Fair

Fair

MeenaKalya Road *

1-2

0-1

0-1

1-2

0-1

4-10

River Bamk Road *

2-3

Note : *5-Point Scale : 1-Poor, 2-Fair, 3-Good,

4-Very Good,

5-Excellent

Fair

Fair

N.D: Not Distinct being always covered by fine ore/dust

currently being used, each with its own advantages as well as drawbacks with respect
to some of the requirements mentioned above.
The test methods for structural evaluation may be classified into two broad groups, viz.,
i. Destructive Testing
ii. Non-destructive Testing
Non-destructive Testing (NDT) methods are preferred over destructive testing since the
structure's integrity is not disturbed at the test location. Most of the non-destructive test
methods

resort to measurement of

pavement

surface deflection or rebound

deflection under the application of a specified load. The deflection method is used as a
criterion since the determination of such deflections is relatively simple. A pavement is
regarded as having insufficient strength if the deflection measured under a test load
exceeds a pre-determined value related to the traffic expected.

In case where the

structure has to be strengthened the observed deflection serves as the basis for
determining the thickness of the overlay to be applied.
Of the various equipment used for the purpose, Benkelman Beam is the most
commonly used, as the measurements are through non-destructive, simple, cheaper
and easy method. The method provides an indication of the overall structural condition
of the pavement

under the test conditions. However, to complement the data and

collect material samples for laboratory evaluation, minimum destructive studies through
test pit were also conducted as discussed in further Sections. The schematic view of a
Benkelman Beam deflection equipment is shown in Figure 2.1.

The Benkelman Beam deflections were measured at 21 points in each kilometer,

staggered at 50 meter interval in both directions with truck having rear axle load of 8.16
tonnes and tyre pressure of 5.6 kg/cm2. The measurements were taken as per CGRA
procedure laid down in IRC: 81-1997. The typical layout plan of deflection points for the
two lane (the present case), for one km. stretch is shown in Figure 2.2.

Fig. 2.1 A View of Benkelman Beam Deflection Equipment

The data was recorded on a standard Proforma. The air and pavement temperatures
were measured by a hand held radar temperature gun.

For determining the sub-

grade moisture content, soil samples were collected from test pits. The samples were
oven dried in the laboratory for finding out the subgrade moisture content. Necessary
corrections for temperature and moisture were applied as per IRC: 81-1997 to calculate
the characteristics rebound deflection.
For each road section, all the values were averaged out to get the mean deflection, (X),
and the standard deviation () was calculated. The characteristic rebound deflection
DC was worked out as per the guidelines given in IRC: 81: 1997
Data on measured deflection, pavement temperatures, corrected rebound deflection
and characteristic rebound deflection for all the 7 roads is given inTable A.Ii.1 to A.II.8
of Annexure-II .

10

Fig. 2.2. Location of Deflection Measurement Points in One km Segment

11

2.4

Test Pit Observations

Depending upon the distress data, locations for test pits were identified in the entire
reach to cover different range of road conditions, varying from very good to very poor.
These pits were dug in order to find out the crust composition of existing pavement
structure, subgrade compaction level and to collect subgrade soil samples for further
laboratory investigations, test pits measuring
carriageway, were dug.

1m x 1m in size, one on each of the

The thicknesses of different layers were noted down and

subgrade samples were collected for laboratory evaluation. Table 2.2 shows the details
of observed pavement crust composition in both the test pits. Photos 2.11 to 2.5 show
the crust details of the two pits which were dug on the, respectively.

Photo 2.1. Surface layer being excavated

Photo 2.2 Bituminous Layers Removed

12

Photo 2.3. A View of A Fully Dug Out Test Pit

Photo 2.4. Another View of Test Pit with Dug Out Materials

Photo 2. 5. Another Test Pit Showing In-Situ Layers and Materials

13

Table 2.2 Crust Composition of Different Roads

Test

Name of the oad/Area

Pit No.

Average Measured Thickness (mm)

Soling/OSM

Moorum WBM Old BT/BM BUSG

Total Thickness of
SDBC

BC

Crust (mm)

Container Yard

180

420

120

40

760

Cross Road

200

250

220

20

50

40

780

K K Gate Road

220

120

100

95

105

60

60

760

New Approach Road

300

200

120

70

110

40

840

MDL(Mangalore Yard)

The pit could not be completed even after two days efforts due to very hard crust

River Bank Road

200

OSM- Over Size Material

350

WBM- Water Bound Macadam

DBM- Dense Bituminous Macadam

BC- Bituminous Concrete

60

BUSG-Built Up Spray Grout

BT: Bituminous

40

650

SDBC- Semi Dense Bituminous Concrete

The pits measuring about 1m X 1 m were dug open upto subgrade level, to study the
condition of all pavement layers. Field density of sub-base layer, and subgrade soil was
determined by sand replacement method and the thickness of each constituent layer
was measured atleast at 6 locations in the test pit and average values were recorded.
The condition of surface on the pit location and surroundings were also noted.
2.5

Traffic Volume Studies

Traffic volume data was collected by covering all categories of vehicles including nonmotorized traffic at one location. The data was collected by employing trained field
personnel who recorded counts in a prescribed proforma. The traffic volume surveys
were carried out for 48 hours continuously.
The survey covered counting of different category of vehicles viz., light vehicles and
commercial vehicles like trucks, buses, LCV (goods) etc. and was conducted under the
direct supervision of CRRI staff. The location of traffic count points was near L&T Area
on KK Gate- Main Gate Road.

The data on classified volume counts, for both

directions of traffic, is given in Table 2.3

Table 2.3. Traffic Volume Counts Details in NMPT
Vehicle Type

KK Gate to Main Gate(UP) Main Gate to KK Gate(DN)

Number
%
Number
%
LCV
3
2
2-Axle Trucks
730
26
691
27
Multi-Axle Trucks
1916
69
1727
67
Loader
21
1
20
1
Total of Commercial Vehicles
2670
96
2440
95
Tractor/Tractor Trolleys
1
Pick-up Vans & Tempos
3
1
Cars/Jeeps
55
2
57
2
Two Wheelers
50
2
77
3
Total(All Vehicles)
2778
100
2576
100
Note: The percentage indicated is in terms of particular vehicle category to total of all vehicles

The total number of only commercial vehicles from both the directions is considered for
rehabilitation design

2.6 Axle Load Surveys

To assess the actual loads carried by trucks and the damage caused to the roads by
heavy traffic, especially by heavy commercial vehicles, axle load surveys were
conducted. This data was required to work out the thickness of additional structural
layers that may be required for the strengthening/rehabilitation of the road.
The surveys were conducted covering mainly heavy commercial vehicles. The weighing
was done for traffic in both directions using portable static electronic wheel weigh pads,
spread over a continuous period of 24 hours and identifying each vehicle type by a
specific code. The vehicle codes adopted for the axle load survey is given in Figure 2.3.
The front as well as rear wheel weights were measured by the equipment carefully, and
recorded in the proforma. A total of 701commercial vehicles were counted during 24
hrs traffic census for Location as indicated in Table 2.4
Table 2.4

Number of Commercial Vehicles Counted and Weighed during Axle

Load Surveys

Vehicle Type of Vehicle

No.

of

Vehicles No.of Vehicles Counted in 24

Code

Weighed in 24 Hrs

Hrs(Average from 48 Hrs. count)

2 Axle Trucks

172

1421

Multi Axle Trucks

529

3643

701

5064

Total Vehicles Weighed

16

Figure 2.3: Vehicle Codes Adopted for Axle Load Survey

Fig.2.3. Vehicle Codes adopted in the Axle Load Survey

17

3.

LABORATORY EVALUATION OF MATERIALS

3.1

General

The laboratory investigations are carried out primarily for assessment of overall
construction quality. Laboratory evaluation of quality of materials collected from various
test pits, includes mechanical, engineering and physico-chemical characteristics. In
order to evaluate different characteristics of various road building materials used during
construction of study stretches a number of relevant tests on subgrade soils,
aggregates, bituminous mixes and washed aggregates extracted from the bituminous
mixes were carried out. Location of test pits dug on different road stretches with details
of samples collected from each test pit for detailed laboratory evaluation in Institutes
laboratory are given in section 2 . The results derived out of these laboratory
investigations are presented and discussed in the following sub-sections.
3.2

Properties of Subgrade Soil

All the samples of subgrade soil collected from various test pits were evaluated in the
Institutes laboratory for determining their properties as stated below:
Properties evaluated
Grain size analysis
Atterberg limits
Compaction characteristics
Moisture content
CBR

Method of test
IS: 2720 (part IV) 1985
IS: 2720 (part V) 1985
IS: 2720 (part VII) 1980
IS: 2720 (part II) 1973
IS: 2720 (part XVI) 1987

The results of the grain size analysis of subgrade sample are presented in Table 3.1
.For CBR, moulds were filled at field dry density and field moisture content and tested
after soaking in water for four days. The results are presented in Table 3.2

Sieve Size in
mm/
Pit No:1
Pit No:2
Pit No:3
Pit No:4
Pit No:6

Table 3.1 Grain Size Analysis of Subgrade Soils

% Passing
20
10
4.75
2.36
425
100
100
99
98
47
100
98
93
89
40
100
100
98
95
39
100
100
99
96
40
100
77
48
50
45

18

75
6
8
13
5
18

Pit
No:

1
2
3
4
6

Table 3.2 Compaction and Strength Characteristics of Subgrade Soils

Liquid Plastic Plasticity Maximum Optimum Field
Field
CBR Relative
Limit Limit Index
Dry
Moisture Dry
CompaMoisture (%)
Density Content Density Content
ction (%)
(gm/cc) (%)
(gm/cc) (%)
Non Plastic
1.79
10.0
1.63
2.6
6.7 91.1
Non Plastic
1.87
9.5
1.83
5.1
9.5 97.9
Non Plastic
2.00
8.5
1.69
2.3
5.8 84.5
Non Plastic
1.85
9.0
1.81
2.6
9.2 97.8
Non Plastic
2.00
9.5
1.69
3.0
5.0 84.5

3.3 Properties of Moorum

The results of the grain size analysis of moorum samples are presented in Table 3.3
and t he other test results of moorum samples are presented in Table 3.4

Sieve Size in
mm/
Pit No:1
Pit No:2
Pit No:3
Pit No:4
Pit No:6

Table3.3 Grain Size Analysis of Moorum

% Passing
20
10
4.75
2.36
100
97
94
85
100
83
58
49
100
80
61
50
100
100
95
87
87
74
55
45

425
36
30
25
51
24

Table 3.4 Compaction and strength characteristics of Moorum

Pit Liquid Plastic Plasticity Maximum Optimum Field
Field
CBR
Index
Dry
No: Limit Limit
Moisture Dry
Moisture (%)
Density
Content
Density Content
(gm/cc)
(%)
(gm/cc) (%)
1
41
31
10
1.84
13.6
1.77
6.1
5.6
2
33
24
9
2.00
11.1
1.70
5.9
2.4
3
37
27
10
2.00
10.0
1.72
2.6
1.0
4
43
30
13
1.87
13.8
1.57
2.5
1.0
6
40
32
8
1.97
11.8
1.71
3.2
1.4
3.4

75
30
21
16
30
19

Relative
Compaction
(%)
96.2
89.0
86.0
84.0
86.8

Properties of Water Bound Macadam (WBM)

The construction of WBM consists of laying clean, crushed aggregates mechanically

interlocked by rolling and bonding together with screening and binding materials and
water laid on a properly prepared subbase, as per the specification requirements given
in MoRT&H / IRC/ Contract.. During the field study, a total of 6 test pits were dug open
19

upto subgrade level. The combined samples of all the grades of WBM materials were
collected from each test pit for detailed laboratory evaluation, since it is extremely
difficult to collect individual grades of WBM materials, because of their intermixing,
when test pits are dug manually. The following tests were conducted to check the
properties of materials used during construction.
Properties evaluated

Method of test

Grading

IS:2386 (part I) 1963

Aggregate Impact Value (AIV)

IS:2386 (part IV) 1963

Water Absorption (WA)

IS:2386 (part III) 1963
Filler quality (Atterbergs
limits of IS:2720 (part V) 1985
material passing 0.425 mm sieve)
The results of grain size analysis of WBM material is given in Table 3.5 below

Sieve Size
in mm/
Pit No:2
Pit No:3
Pit No:4

125
100
100
100

Table 3.5 Grain Size Analysis of WBM Materials

% Passing
Coarse Aggregate
Screening materials
90
63
45
22.4
13.2
11.2
5.6
180
92
76.9
48.7
4.7
100
95.3
78.8
13.6
100
94.3
68.2
16.9
100
93.1
76.5
8.7
100
92.2
56.9
5.1
100
95.1
79.8
8.1

The results of physical properties of aggregates(Aggregate Impact Value, water

absorption and atterberg limits of WBM filler material are given below in Table 3.6.

Pit
No
2
3
4
3.5

Liquid
Limit
33
29

Table 3.6 AIV, WA and PI of WBM Materials

Plastic Plasticity
Aggregate Impact Water Absorption
Limit
Index
value, %
(%)
25
8
21.9
0.98
NP
24.7
1.2
21
8
23.8
1.1

Characteristic of Bituminous Mixes (BM, BUSG, SDBC & BC)

The samples of bituminous mixes (BM, BUSG, SDBC & BC) were collected from each
test pit for detailed laboratory evaluation. The thickness of all these layers was noted
down in each test pit and individual samples of BM, BUSG, SDBC and BC mixes were
extracted from the pits to perform various tests in the laboratory. The various tests were
20

performed on constituent materials, which were used for production of these mixes (BM,
BUSG, SDBC and BC ) viz,. aggregates and bitumen. The details of these tests are
given as under:
Bituminous mixes
BM/SDBC/PMC mixes
Washed aggregates of
BM/SDBC mixes

Washed aggregates of
PMC mixes

Properties evaluated
Cold extraction
Gradation
Aggregate Impact Value
Water Absorption
Flakiness
and
Elongation
Indices (combined)
Aggregate Impact Value
Water Absorption
Flakiness
and
Elongation
Indices (combined)

Method of test
ASTM:D2172-95
ASTM:D546-94
IS:2386 (Part IV) 1963
IS:2386 (Part III) 1963
IS:2386 (Part I) 1963
IS:2386 (Part IV) 1963
IS:2386 (Part III) 1963
IS:2386 (Part I) 1963

The results of the grain size analysis are shown in Table 3.7 to 3.10 Table The results
of binder content and other physical properties of aggregates, used for production of
BM, BUSG, SDBC and BC are given in Tables 3.11 to 3.14, respectively.
Table 3.7 Grain Size Analysis of BM Mixes
% Passing
37.5
26.5
19
13.2
4.75
2.36
100
100
91
65
40
19
100
100
80
45
29
16
100
100
90
67
42
18
100
100
81
45
27
13

Sieve Size in
mm/
Pit No:2
Pit No:3
Pit No:4
Pit No:6

Sieve
Size in
mm
Pit No:1
Pit No:2
Pit No:3
Pit No:4

Sieve Size
in mm/
Pit No: 1
Pit No: 2
Pit No: 3
Pit No: 4

53
100
100
100
100

19
100
100
100
100

300
8
5
9
6

75
2
1
2
1

Table 3.8 Grain Size analysis of BUSG

% Passing
Coarse Aggregate
Key Aggregate
26.5
13.2
2.8
13.2
5.6
2.8
66
50
7
90
31
3
77
30
5
93
36
4
70
28
4
87
31
5
79
32
6
91
34
4
Table 3.9 Grain Size Analysis of SDBC Mixes
% Passing
600 300 150 75
13.2 9.5 4.75 2.36 1.18
92
93
95
94

81
87
90
87

75
80
88
82

66
76
83
71
21

57
68
78
65

38
33
43
33

20
27
38
28

11
10
12
11

3
5
7
4

Sieve Size in
mm/
Pit No: 3
Pit No: 6

Pit
No:
2
3
4
6

Table 3.10 Grain Size Analysis of BC Mixes

% Passing,
26.5

19

13.2

9.5

4.75

2.36

100
100

100
96

83
81

71
70

40
42

36
33

1.18 600 300 150 75

31
29

26
26

18
16

11
10

3
5

Table 3.11 Binder Content and Aggregate Properties of BM Mixes

Binder Content by wt of % Water
% Aggregate
Flakiness and
Mix (%)
Absorption
Impact Value
Elongation Index
(W/A)
(AIV) (%)
(FI+EI) %
3.0
1.1
21.3
38.6
4.0
1.1
21.0
36.7
3.3
1.1
23.0
37.0
3.9
1.2
22.2
38.4

Table3.12 Binder Content and Aggregate Properties of BUSG

Pit No Binder Content by wt of Mix Water Absorption (W/A)
Aggregate Impact
(%)
%
Value (AIV) %
1
3.1
1.2
23.2
2
2.8
1.3
24.5
3
3.6
1.1
21.7
4
3.0
1.4
22.3

Pit
No
1
2
3
4

Pit
No
3
6

Table 3.13 Binder Content and Aggregate Properties of SDBC Mixes

Binder Content
% Water
% Aggregate
% Flakiness and
by wt of Mix
Absorption (W/A) Impact Value (AIV) Elongation Index (FI+EI)
6.0
1.2
23.7
36.9
5.8
1.1
22.5
38.3
6.0
1.1
24.7
36.5
5.7
1.2
22.3
37.8

Table 3.14 Binder Content and

Binder Content Water Absorption
by wt of Mix
(W/A), %
4.98
1.0
4.86
0.9

Aggregate Properties of BC Mixes

Aggregate Impact
Flakiness and Elongation
Value (AIV), %
Index (FI+EI), %
20.0
36.8
22.3
37.9

The water absorption and aggregate Impact value are found within the permissible
limits, indicating the use of good quality stone aggregates.

22

ANALYSIS OF DATA AND DISCUSSION OF RESULTS

4.1.

General

A pavement structure, like any other civil Engineering structure, deteriorates with
passage of time over its service/design life. Due to excessive traffic loads than
anticipated and inadequate / unattended maintenance measures, the rate of
deterioration will be rapid which will result into early development of distress and
consequently failure of the structure finally resulting into functional failure as well.
Highway authorities are currently confronted with the enormous task of planning and
budgeting for maintenance of roads in order to provide a minimum / acceptable level of
serviceability.

Pavement evaluation becomes necessary to provide the requisite

technical data required for pavement maintenance planning. One of the most important
aspect of the pavement evaluation

is

the determination of structural adequacy to

meet the present traffic condition and in-situ characteristics of the materials in the
existing pavement.

This information enables engineers to identify, prioritise and

schedule roads that require rehabilitation as well as estimate costs.

There are two major groups for conducting pavement evaluation viz. (i) structural
evaluation and (ii) functional evaluation. Pavement evaluation involves a thorough study
of various factors such as subgrade support, pavement composition and its thickness,
traffic volume & loading and environmental conditions. The primary objective of
pavement evaluation is to asses as to whether and to what extent the pavement fulfils
the intended purpose so that the maintenance and strengthening jobs could be planned
and budgeted in time. The studies, therefore, investigate the structural adequacy of
pavements and other technical requirements for providing safe and comfortable traffic
operations.
The data/information obtained from studies undertaken within the scope of the project
were compiled, critically analysed and the inferences are discussed in the following
sections. These are very significant in deciding the rehabilitation strategies and their
cost components for the roads studied.

23

4.2

Structural Evaluation of Pavement and Characteristic Deflection

The observed rebound deflection was applied with the required corrections and the
corrected characteristic deflection values were worked out for all the roads studied as
given in Tables 1 to 7 of Annexure II. The mean deflection values and standard
deviation values are used to calculate characteristic deflections. It can be seen from the
data given that there is much variation in deflection values among themselves and it is
observed that the lowest and highest characteristic deflection values are very extreme
at 0.48 mm(Cross Road) and 1.46mm(River Bank Road) respectively, while for other
roads are having these values from o.66 mm to 0.92 mm, indicating a structural
inadequacy.

However, keeping the other conditions in view and heavy commercial

traffic, especially the truck traffic being very high the rehabilitation measures required
may be almost same in terms of overlay.
4.3.

Test Pit Observation

The subgrade is, generally, constructed as a layer of 500mm thickness and is part of
earthwork constructed with natural (or imported) soil, prepared to receive the pavement
layers (materials) placed over it. The traffic loads on the pavement structure are
ultimately received by the soil subgrade for dispersion on to the earth mass. It is,
therefore, essential that at no times, the soil subgrade is overstressed. It means that the
pressure/stresses transmitted on the top of subgrade be kept within the allowable limit
so as not to cause excessive stress condition in order for it not to deform beyond the
elastic limit..
The granular layers are provided as an intra pavement drainage layer which also
contributes, as a structural layer, to the performance of a pavement through distribution
of stresses exerted by heavy/loaded commercial vehicles. The type and quality of
granular materials used for subbase and base course are thus quite significant and play
a very positive role in pavement performance. These layers must have sufficient
stiffness and should be able to withstand high compressive and shear stresses, under
the severe traffic conditions. The inferior/poor quality of materials used for construction
of granular subbase and base in addition to inadequate compaction of these layers
create significant problems in achieving desired performance of the pavement and
some times, are responsible for the failure/distress of the pavement structure.

24

Similarly, the properties of bituminous mixes used in surface course (binder course +
wearing course) are key to achieve good performance of a road. The reduced level of
compaction than desired/specified, cause early initiation and progression/development
of various forms of distress. Also, very high bulk densities are not desirable for
bituminous mixes which may cause brittleness of a mix. The higher or lower binder
content than the optimum/desired value (within the tolerance limits as given in the
MoRT&H specifications), as determined from the job mix formula, also contributes to the
poor performance of a road. In the present study, various properties of subgrade soil,
granular materials (WBM), bituminous mixes (BM, BUSG, SDBC and BC), aggregates
(extracted and recovered from the bituminous mixes) used for production of bituminous
mixes, were determined in the laboratory for stretches considered under the study to
check/verify the conformity of in-situ materials, to the standard/contract specifications..
The thickness of all the pavement layers/specifications were measured and materials
for each layer from all the pits collected for detailed evaluation in the laboratory. The
findings/observations, based on the data/results obtained through the field and
laboratory investigations, carried out under this study, with regard to construction quality
achieved and the thickness measured for all the pavement layers are discussed
separately in the following sub-sections:
4.3.1 Subgrade characteristics
From the data given in Table 3.2, it may be seen that, in general, relative compaction of
the soil subgrade is much below the minimum desired compaction level of 97 per cent in
three test pits. The soil, in general, is non plastic. The CBR of soil vary from 5.0 to 9.0
per cent. All these properties (relative compaction, soaked CBR, plasticity index and
high moisture content in soil subgrade) indicate that the soil used for construction of the
highway has poor strength and lower compaction level in test pits 1, 3 & 6. The poor
quality of subgrade (both in terms of strength and compaction level) is one of the main
reasons for the poor condition of these roads.
4.3.2 Granular Materials Characteristics
It is found that the sub-base (Moorum) encountered in the existing pavement structure
is found to be having more than 30% material which is passing 75 micron sieve
( indicating presence of heavy clay content) and is highly plastic in nature which would
require special consideration while recommending rehabilitation measures. Aggregate

25

impact value and water absorption of coarse aggregate in WBM layers are within limits
for all the study stretches.
4.3.3

Bituminous Construction

The different open graded/coarse graded bituminous base layers were not very distinct
by their appearance as observed through the test pits. Bituminous Macadam(BM) and
Built-Up Spray Grout(BUSG) were reportedly used for these open graded mixes while,
dense

mixes,

viz., Semi-Dense

Bituminous

Concrete(SDBC)

and

Bituminous

Concrete(BC) were employed for wearing /surfacing course.

4.3.3.1 Bituminous Macadam (BM)
The gradation of aggregates, in general, are meeting the specified requirements. The
physical properties of aggregates like aggregate impact value and water absorption are
also meeting the MoRTH specifications.

However, in general, the combined FI+EI

Indices for aggregates used in BM varies from 36.7 to 38.6 per cent as against the
permissible limit of 30 per cent. The analysis of results show that aggregates used for
construction of BM layer are of good quality.

In general, the binder content, as

determined in the Institutes laboratory meets the MoRT&H requirement.

4.3.3.2 Built Up Spray Grout(BUSG)
The gradation of coarse aggregates and key aggregates, in general, are on finer side.
The physical properties of aggregates like aggregate impact value, water absorption for
all the study stretches are meeting the MoRTH specification. The analysis of results
show that aggregates used for construction of BUSG layer are of good quality. In
general, the binder content, as determined in the Institutes laboratory meets the
MoRT&H requirement.
However, it may be observed that the BM/BUSG were not very distinct as could be seen
from test pits.
4.3.3.3 Sem-Dense Bituminous Concrete (SDBC)
The binder content, determined in Institutes laboratory is seen varying from 5.70 to 6.00
per cent by weight of mix. In general, the normal range of binder content in SDBC
26

varies from 5.0 to 6.0 per cent by weight of mix, depending upon the specific gravity of
aggregates. The water absorption and aggregate Impact value are found within the
permissible limits, indicating the use of good quality stone aggregates. However, the
combined FI+EI indices is higher against the requirement of 30 per cent.
4.3.3.4 Bituminous Concrete (BC)
The binder content, determined in Institutes laboratory is 4.86 and 4.98 per cent by
weight of mix. In general, the normal range of binder content in BC varies from 5.0 to
6.0 per cent by weight of mix, depending upon the specific gravity of aggregates. The
water absorption and aggregate Impact value are found within the permissible limits,
indicating the use of good quality stone aggregates. However, the combined FI+EI
indices is higher against the requirement of 30 per cent.
The laboratory results show that properties of aggregates used in SDBC and BC mixes
are very much within the acceptable limit barring the combined FI+EI, which does not
meet the specified requirement of 30 per cent.
The test pit observation and further laboratory evaluation of materials ( Tables 3.1 to
3.14) suggests that , though a considerable crust thickness is available, the layers,
especially bituminous, are not distinct.

It is found that the sub-base (Moorum)

encountered in the existing pavement structure is found to be having more than 30%
material which is passing 75 micron sieve( indicating presence of heavy clay content)
and is highly plastic in nature which would require special consideration while
recommending rehabilitation measures.

In addition, it is found that the relative

compaction of subgrade soil and the strength of in situ subgrade (in terms of soaked
CBR) is also very much inadequate/ poor for some of the roads. Also, there is no
specified drainage layer, like a GSB and these could be possibly due to old construction
and staged addition of layers. The subgrade compaction is inadequate by the specified
standards, which has been found in comparison with standard proctor compaction test
during laboratory evaluation. The gradation results of WBM material cannot specifically
indicate as to which grade the material is conforming. However, other values like AIV
and water absorption are within the specified limits.

27

The bituminous layer data is

indicative only and since layers couldnot be very distinctly separated out, the observed
results are tabulated as a collective information.
The rehabilitation, must therefore, focus at measures that avoid/minimise potential early
and accelerated pavement damage to various roads over their design life, keeping in
view the present/ in situ condition of subgrade and sub base layers, and ensure desired
pavement performance over the given design life.
4.4.

Traffic Volume Data

The classified traffic volume data for both directions were analysed. Though, the traffic
is a mixture of light and heavy vehicles, it can be seen from data given in Table 2.3
that, the number of trucks are more than any other vehicles. For calculating the number
of equivalent standard axles, trucks, buses and LCV (goods) are considered.

The

traffic composition is depicted in Figures 4.1 and 4.2..

Percentage wise distribution of traffic data

1%

3%

2% 0%

27%

Scooters/ Motor Cycle

Car / Jeep
Pick up-van
LCV
67%

2 Axles
Multi Axles
Loader

Fig.4.1. Composition of Traffic(From Main Gate to KK Gate)

28

Percentage wise distribution of traffic data

1% 2%

Scooters/ Motor Cycle

2% 0%

Car / Jeep
26%

Pick up-van
LCV
2 Axles
Multi Axles
Loader

69%

Fig. 4. Composition of Traffic( from KK Gate to Main Gate)

The traffic volume count results show that the heavy commercial vehicles which are
significant a factor towards the performance of a road pavement are constituting the
major portion of the total traffic on the study roads. 3-axle trucks and 2-axle trucks
combined with Light Commercial Vehicles(LCVs) form a very high proportion of traffic in
both the directions. Therefore, the rehabilitation measures are required to focus on the
structural supplement of pavements rather than their geometric improvements

4.5. Axle Load Data and Vehicle Damage Factor (VDF)

The vehicle damage factor (VDF) is a multiplier to convert the number of commercial
vehicles of different axle loads and axle configuration to number of standard axle load
repetitions. It is defined as equivalent number of standard axles per commercial vehicle
and helps to quantify the damage to pavements by different axle loads. The VDF varies
with the vehicle axle configuration, axle loading, terrain, type of road and from region to
region. The VDF is arrived at from axle load data collected through surveys on the road
29

section so as to cover various influencing factors, such as traffic mix, mode of

transportation, commodities carried, time of the year, terrain, road condition and degree
of enforcement. The equivalency factors and damaging power of different axle loads of
single axle and tandem axle are given in Annexure-2 of IRC-37-2001.
Summation of damaging effect of all the vehicle types divided by the total number of the
vehicles weighed gives the vehicle damage factor, computed as follows:
VDF = Total Damaging Effect
Number of Vehicles Weighed
VDF values were computed for different vehicle classes individually (Code 1 to 9) and a
single VDF for the road was calculated after combining damaging effect for all types of
commercial vehicles.
Average damaging effect determined in terms of equivalent standard axles for different
vehicle categories at location-I is presented in Table 4.1
Table 4.1 Average Damaging Effect of Different types of Vehicles
Vehicle Vehicle Type
Code

Vehicle
Damage
Factor (VDF)

03

2 Axle Truck (Rigid)

13.90

07

3 Axle Truck (Tandem Rear Axle)/Other HCVs

10.01

Overall VDF of the Road(by weighted average) =10.96 ~ 11

Figure 4.3 below presents graphically the VDF value obtained for 2 axle truck, 3 axle
truck and the weighted average VDF

30

13.9
14.0
10.01

10.96

12.0

10.0

8.0

6.0

4.0

2.0

0.0
2 AXLE TRUCK

3 AXLE TRUCK

Weighted Average

Fig 4.3. Values of VDF for Heavy Commercial Vehicles Weighed

4.6.

Projected Design Traffic Loading in Terms of Cumulative Standard Axles

For design purposes, variation in axle loads is usually handled by converting/ reducing
the actual axle load to an Equivalent Standard Axle Load (ESAL). An equivalency is
simply a convenient means for indexing the wide spectrum of actual loads to one
selected value, which is 8.2 tonnes for single axle load and 15.1 tonnes for tandem axle
(8 tyres) load. The relative damaging effect of different axle loads is determined based
on a characteristic relationship termed as the Fourth Power Law. The rule states that
the damaging power of an axle load increases roughly as the fourth power with the
increasing weight of the axle. Any single axle load less than 8200 kg is therefore some
fraction of equivalent single axle load (ESAL), whereas a load greater than single axle
load is some multiple of ESAL.

Similarly for tandem axles with 8 tyres assembly, the

rule states that the damaging power of tandem axle increases as the fourth power with
regard to the weight of the standard tandem axle, which is 15.1 tonnes.

31

The design traffic in terms of Cumulative Standard Axles is worked out by considering
the heavy commercial traffic and their damaging effects(VDF) as explained in the earlier
section, for a convenient design life duly accounting for the anticipated traffic growth.
In the present case, the cumulative standard axles are worked out for 5 years design
life, assuming an annual growth rate of 7.5% per year.
365 x A {(1+r)x 1}
Ns =

XF
r

Ns:
A:
r:
x:
F:

The cumulative number of standard axles to be catered for in the design

Initial traffic, in the year of completion of construction, in terms of the
number of commercial vehicles per day duly modified to account for lane
distribution.
Annual growth rate of commercial vehicles
Design life in years
Vehicle damage factor

The value of cumulative standard axles covering different categories of commercial

vehicles is projected to be about 90 million standard axles, over a rehabilitation design
life of 5 years, as given in Table 4.2

4.7

Overlay Design

The overlay thickness requirements have been calculated based on the characteristic
deflections and traffic (CSAs) as per IRC: 81 - 1997, Guidelines for Strengthening of
Flexible Road Pavements Using Benkelman Beam Deflection Techniques.
As seen in Tables 1 to 7 of Annexure 1, there is no much difference in characteristic
deflection value for each Km. in overall length of both the directional lanes. Hence, to
maintain uniformity in entire road length, characteristic deflection calculated considering
all the points in each of these roads have been considered to work out the overlay
thicknesses.
The details of overlay requirements for 5 years design life are worked out and
recommended, as below in Table 4.2.
32

Table 4.2: Recommendations for Overlay

Area/Road Name Traffic
(Commercial
Vehicle
Per day)

Characteristic
Deflection
(mm)

Overlay
Thickness
Requirement
(In terms of
Bituminous
Macadam)

Recommended
Overlay
thickness

Container Yard

0.66

80

50 DBM +25 BC

Cross Road

0.48

K K Gate Road

0.76

90

50 DBM + 25 BC#

New Approach Road

0.81

95

50 DBM + 25 BC

River Bamk Road *

1.46

185

100 DBM + 40 BC

30 m Road

0.92

120

50 DBM +40 BC

Bykampadi Road *

0.67

70

50 DBM +25 BC

MeenaKalya Road *

0.87

110

50 DBM +25 BC

5064

VDF

10.96

Design
Standard
axles
(Million
Standard
Axle)

No overlay Required

90

* Outside the Boundary of NMPT, but same traffic assumed

#
Actual requirement being less, the minimum thickness to be provided is given

33

5.

RECOMMENDATIONS ON REHABILITATION MEASURES

The various roads selected under the study and the container yard were subjected to
detailed field evaluations by way of conducting deflection measurements, test pitting and
surface condition assessment duly supplemented by traffic volume studies and axle load
surveys. The field data was used and rigorous analysis done. In addition, material
samples retrieved from different test pits of the existing pavement structure were
characterised in the laboratory.

Based on the results and observations, the

recommendations on rehabilitation are made.

It should be noted that interim

recommendations were made earlier in April, 2005, based on deflection data and
preliminary

tests done for materials in the laboratory.

measures are now

The following rehabilitation

recommended based on the complete data/information/results

obtained from the field as well as the laboratory.

5.1 Recommendations on Strengthening

Recommendations on strengthening of the existing pavements and areas wherein

considerable crane movements are involved are made in the following sections.
5..1.1 Strengthening of existing pavements
Further to the interim measures recommended earlier(Annexure I) as purely temporary
solutions, considering the structural adequacy of the existing roads, traffic loading and its
repetitions, and climatic and environmental conditions, it is now felt that NMPT roads
need to be

provided with cement concrete(CC) pavement. Consequently, the

rehabilitation design recommended for the existing pavement and their technical details
are given in Annexure III. The pavement design requirements duly consider the overall
present condition of all the roads investigated and are in conformity with the current
standards and specifications. For any further

aspects related to specifications and

construction etc., Section 600 of MOSRT&Hs Specifications for Road and Bridge
Works ( Fourth Revision) may be referred to.

34

5.1.2 Strengthening of paved area with heavy and predominant crane movements

The pavement structure subjected to heavy load stresses caused by crane movements
need special attention for rehabilitation measures.

In view of this requirement, a

different design has been worked out for these pavements which is given Annexure IV.
The pavement design recommended is with flexible pavement, since the handling of
containers in such areas may create stresses due to impact loading at times resulting in
breaking up of the surface layer.

In such

situations, the rehabilitation of cement

concrete(CC) pavement, if provided, becomes a

difficult task which is also

uneconomical and not feasible.

strengthening

Thus, providing

pavements with CC pavements in such areas is not justified.

of bituminous

Bituminous layers are,

therefore, recommended in these areas.

5.2 General Recommendations

The following corrective measures are essential before the actual rehabilitation
measures, as recommended above are carried out:
1.2.1 Before providing the structural overlay, the existing road surface shall be repaired
by filling the cracks , patching the pot holes ruts and settlements and undulations
etc.
1.2.2 In the area where flexible overlay is suggested, the existing surface, after repairs,
will have to be brought to proper profile by applying the Profile Correction Course.
(PCC) using Dense Bituminous Macdam (DBM). No part of the actual overlay
shall be allowed to be consumed by the surface irregularities/ profile.
1.2.3 Dense Bituminous mixes shall be designed using modified bitumen (PMB 40 or
CRMB 60) as per MoSRT&H, 2001 or other relevant specifications.

35

1.2.4 The cleaning of existing surface, application of tack coat and providing adequate
cross slope etc. shall be duly followed, as per the recommended procedures
indicated in MoSRT&H, 2001 specifications.
1.2.5 Suitable drainage measures shall be taken to ensure proper drainage of surface
and sub-surface water.

For sub-surface drainage of roads where open

longitudinal drains meant for draining surface runoff are ineffective due to any
reason, drainage measures as discussed in Annexure V may be adopted. Any
cross drainage/ utility services leading to leakage beneath the pavement structure
shall be checked to avoid leakage or movement of water within the body of the
pavement structure which may weaken the structural strength.
1.2.5 Appropriate quality control measures shall be adopted during execution of the
work.

36