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ACKNOWLEDGEMENTS

The Central Road Research Institute (CRRI), New Delhi, would like to place on
record its sincere thanks to the Orai Bhognipur Infrastructure Limited (OBIL), New
Delhi for sponsoring this study. Sincere thanks are due to the various officials of
Project implementation Unit (PIU), (NHAI), for the co-operation and assistance
extended to CRRI team during field investigations including providing of needed data
and information. Special thanks are due to the following NHAI & OBIL officials:

Sh. Naveen Mishra Project Director, PIU, Kanpur


Sh. R. Mahesh Project Manager, OBIL
Sh. K. K. Pachauri Sr. Engineer
Sh. Venkat Rao Store Incharge
Sh. Prabhakar T.G. Asstt. Engineer
Sh. J.S.Bhadoria Revenue Consultant
Sh. Jatin Arora HR & Admn.
Sh. Manish Pandey Engineer (Electrical)
Sh. D. N. Tiwari PRO

Independent Engineers staff and maintenance crew positioned at project site


deserve our appreciation for their assistance during the conduct of field works.

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FOREWORD

The bold initiatives and massive programmes on road infrastructure development


undertaken by the Government of India during tile last about ten years like National
Highways Development Project(NHDP), Improvement of Riding Quality Programme
(IRQP), Pradhan Mantn Gram Sadak YOJana (PMGSY) and construction of
Expressways and Orai Bhognipur-Barah es etc., deserve to be applauded and
fully appreciated. In this series, 'Four laning of Orai Bhognipur section of NH 25 as
part of East-West corridor has been developed to meet the ever increasing
transportation demands on one of the busiest and heavily trafficked road section.

However, the four-lane divided carriageway, which was completed about 5 years
back, started showing signs of pre-mature distress, particularly in the form of
rutting.

The present investigations, carried out by CRRI at the instance of OBIL, was
undertaken with a, view to identifying and assessing the probable causes of
distress(es) developed on the road and suggesting remedial measures needed to
arrest further deterioration and/or progression thereof. The investigations cover
both functional and structural evaluation of the road stretch, in a comprehensive
manner to understand the. Mechanism of distresses developed on mostly Orai to
Bhognipur carriageway of the highway.

It is expected that the findings, brought out- in the report, in terms of identifying the
probable causes of distress and suitable remedial measures recommended will
help Concessionaire in improving the current condition of several sections of the
highway, which are not performing satisfactorily at the moment.

Director,
Central Road Research Institute
New Oelhi-11 0 020

Date:

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1.0 INTRODUCTION

1.1 Background

Globalisation, liberalisation and opening up of the Indian economy in last about


one decade or so has caused phenomenal and unprecedented growth in road
transport traffic during this period. In addition, increased length of road network
and improved road infrastructure developed in the country in the recent past has
resulted in significant increase in the growth of traffic in terms of number of
vehicles. Four laning of the existing two-Ianed National Highways is being taken
in a big way for augmenting the capacity of existing road network. These efforts
have yielded positive results, both for passenger and goods traffic currently
being handled by arterial roads, in terms of increased travel speed and reduced
travel time. Due to its rank as the fourth largest economy in the world,
infrastructural facilities in India are yet to match the international and world class
standards because of ever increasing and continued transportation demand,
especially by heavy commercial vehicles. The situation is that even the
improved facilities created/being created at huge capital costs are falling short of
requirements and are severely overstressed.

Consequently, some of the sections of National Highways recently developed


are deteriorating faster than expected primarily due to the excessive axle loads
carried by trucks traffic coupled with the environmental/climatic factors. National
Highways Authority of India (NHAI) is seriously concerned with the deterioration
and development of pre-mature distress taking place on some of its road
sections which require systematic, scientific and technical solutions in order to
plan and provide remedial/rehabilitation measures on priority basis to improve
upon the condition of such road sections.

1.2. Appraisal of the Project Road

National Highway No.25 (NH-25) is one of the major highway connecting Jhansi
to Kanpur. Enroute, the highway passes through many important cities/places of
historical, tourist, and commercial interest, that are Orai Kalpi Bhognipur and
Pukhrayan. The section of highway from OraiBhognipur is NH-25 and after
Bhognipur, it is merging with NH-2 and the remaining section of the project
highway i.e. Bhognipur-Barah section is on NH 2. The entire project highway
has been constructed as a flexible pavement, and is a 'Toll Road' awarded to
concessionaire namely Orai Bhognipur Infrastructure Limited (OBIL). It is one of
the prestigious and important road construction projects executed by NHAI in
recent times with a number of grade separators, underpasses and service roads
around populated areas (towns/villages) on either side of the highway. Each of
the two carriageways generally has two lane with paved shoulders. Orai
Bhognipur-Barah is about 63.8 km length and was opened to traffic during the
year 2009. Majority of the heavy trucks traffic once entering into the Orai
Bhognipur, traverse upto Bhognipur and after Bhognipur these heavy trucks
divert to Etawah on NH-2. It becomes absolutely essential for the road
authorities that the Orai Bhognipur-Barah road be adequately maintained and
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efficiently operated since it is a toll road and travelling public would want to get
value for their money. Also, frequent maintenance and repair works will cause
closureIdiversion of traffic on the road stretch which is practically difficult and
undesirable and may not be possible without causing great inconvenience to the
road users. Figure 1.1 shows the location map of Orai Bhognipur-Barah
sections of NH-25. OraiBhognipur section developed distress sometime 2-3
years back after the road was opened to traffic. Since then the pavement has
deteriorated severely and has started showing signs of pre-mature
distress/failure, especially in the form of excessive rutting coupled with cracks
and deformation.

Project Manager , Orai Bhognipur Infrastructure Ltd. (OBIL), Orai, vide letter
NO. OBIL/BOT/ORAI/2013/322 dated 9th November, 2013 requested Central
Road Research Institute (CRRI), New Delhi to undertake the investigations
towards determining the probable causes of development of excessive rutting
and cracking on affected road sections having considerable length of Orai
Bhognipur section and to suggest needed remedial/rehabilitation measures for
rectification 'of these defects. CRRI accepted the assignment vide its letter No.
CRRI/PED/OBIL/2013-14 dated 26th December. 2013. Subsequently, a team
from CRRI carried out detailed investigations in March, 2014 on various affected
road sections of Orai Bhognipur-Barah which included both field studies and
laboratory evaluation, viz., assessment of current pavement surface condition,
pavement's structural thickness, traffic volume and axle loads surveys,
roughness measurements and Benkelman Beam deflection measurements. In
addition, materials used for construction of road in various layers of the
pavement structure were also retrieved from the test pits for determining their
properties in the laboratory.

The findings and recommendations presented in the report have been brought
out based on the data/results obtained through extensive field and laboratory
investigations carried out and their interpretation/ interrelationship.

1.3. Structure of the Report

The structure of the report is as described below:

Section 2 contains the overall objectives of the study and lists out the various
tasks/activities undertaken within the scope of present study.

Section 3 of the report describes, in detail, the various activities/ surveys


undertaken during the course of field investigations viz., assessment of
pavement surface condition (visual observations), structural and functional
evaluation, retrieval of road construction materials from different layers in the
test pits, including the methodology adopted for conducting these tasks/surveys.

Section 4 of the report presents laboratory evaluation done on different road


building materials covering the subgrade soils, granular sub-base (GSB),
granular base course (Wet Mix Macadam), binder course (Dense Bituminous
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Macadam), and Bituminous Concrete.

Analysis of data done to compute/process the raw data in order to derive the
output/results is presented in Section 5 of the report.

Section 6 discusses the salient data/results and key observations made based
on the field studies and laboratory investigations carried out.

Probable causes of distress/defects encountered on the road sections are


discussed in Section 7.

Section 8 of the report recommends needed remedial/rehabilitation measures to


correct the defects in order to improve the condition of affected sections of the
road.

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2.0 SCOPE AND OBJECTIVES OF THE STUDY

The following are the major objectives of the study:

To evaluate/investigate the affected/ distressed sections of Orai


Bhognipur-Barah by covering materials quality in the pavement structure,
construction quality achieved in respect of the constituent layers, and
structural and functional evaluation of pavement, towards identifying the
probable causes of distress(rutting) and other defects developed.

Suggest remedial/rehabilitation measures based on the data/results


emerging out of the investigations conducted for the purpose.

To meet the above stated objectives, the scope of work included both field
studies and laboratory evaluation, which comprise the following activities/tasks:

i. Assessment of pavement surface condition through visual observations

ii. Benkelman beam deflection measurements, (as per IRC: 81-1997), on


selected/ representative sections of the Orai Bhognipur-Barah highway.

iii. Classified traffic counts survey (manual counts) for 48 hours continuously, at
4 location.

iv. Axle loads survey (using Weigh in Motion system), at Two locations for 24
hours continuously, for Commercial Vehicles (including LCV also), covering
primarily the heavy commercial vehicles.

v. Evaluation of test pits (3 Nos.) taken on distressed locations for collecting the
samples of road construction materials from each constituent layers of the
pavement structure.

vi. Extraction of cores of bituminous mixes for checking the quality of bituminous
layers.

vii. Laboratory evaluations of materials and mixes collected from test pits to
determine their properties I characteristics.

viii. Analysis of data/results for design of rehabilitation measures

ix. Based on the data/results obtained through laboratory and field evaluations,
recommend needed remedial/rehabilitation measures to arrest the progression
of rutting and other defects towards improving the condition of affected sections
of the highway.

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3.0 FIELD INVESTIGATIONS

3.1 General

A pavement structure generally deteriorates with passage of time over its


service/design life due to a combination of many influencing factors. However, when
the traffic loads are excessive than anticipated, the pavement structure becomes
unsound/ inadequate, with rate of deterioration rapidly increasing. In addition, the
delayed/ unattended/ deferred maintenance also results into early development of
distress and consequently the failure of structure, which, majority of time, gets finally
manifested into functional failure as well.

Highway authorities are currently confronted with the enormous task to plan and
allocate budgets for maintenance works within the funds constraints in order to
provide a minimum/acceptable level of serviceability. Pavement evaluation thus
becomes essential and facilitates gathering of the requisite technical data and
informations required for determining the causes of distress, if any, and then plan for
needed corrective maintenance measures for upkeep of the pavements. One of the
most important aspect of the pavement evaluation is the determination of present
day traffic condition and in-situ characteristics of materials in the existing pavement,
so as to find out the structural adequacy of roads. This information enables
engineers to identify priorities and schedule maintenance and rehabilitation (M&R)
strategies which also helps in cost estimation of the maintenance activities as well.

There are two major groups for conducting pavement evaluation viz. (i) Structural
evaluation and (ij) Functional evaluation. Pavement evaluation involves a thorough
study of various factors such as subgrade support, pavement composition and its
thickness, traffic volume and 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. These studies, therefore, investigate
the structural adequacy of pavements and other technical requirements for providing
the safe and comfortable traffic operations. It is pertinent to mention here that haevy
distress on the pavement in the form of rutting is observed on the section from Orai
to Bhognipur on NH-25 and precisely from Jholupur (15 km from Orai) to Bhognipur.

A variety of field investigations were done under the project primarily to determine
the structural adequacy/capacity of the existing pavement and to find out the types,
extent and seventy of distress/defects so as to suggest remedial measures needed
to arrest the progression of distress towards improving the condition of Orai
Bhognipur-Barah. The investigations also covered carrying out the functional
evaluation of pavement surface. The following field activities/surveys were
undertaken with a view to assess the current condition of pavement.

i. Assessment of pavement surface condition based on visual observations


ii. Test pit observations
iii. Coring of bituminous mixes
iv. Structural evaluation by Benkelman beam deflection measurements

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v. Traffic volume survey
vi. Axle loads survey
vii. Transverse placement of heavy commercial vehicles

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

3.2 Assessment of Pavement Surface Condition

Pavement Surface Condition survey, carried out to make an assessment of the


surface distress/defects, is an important part of any pavement evaluation activity.
Surface distress is a measure or indicator of the structural and resulting functional
state of a pavement section and is generally given prime importance by the Highway
Engineers. Physical distress is identified by the type, severity and extent of various
distress modes affecting the pavement performance and its service life, In order to
get an overall idea of the general condition of carriageways in general, and
pavement surface in particular, the surface condition of the road stretch in question
was inspected by the two experienced Highway Engineers by driving in a vehicle at
a slow speed (say 10-15 kmph) and surface defects assessed visually. It was
observed that significant amount of distress in the form of rutting, shoving/upheaval
and cracks was found to be occurring at many locations, especially on Bhognipur
Bound carriageway (Up direction ) of the OraiBhognipur-Barah. Some cracking on
the pavement surface, at isolated locations, was also encountered. Tables 3.1
present assessment of various surface distress, observed on km-wise basis for
Bhognipur bound carriageway. There is very liitle distress on isolated locations on
Orai bound carriageway. The data gathered through condition assessment made
was used in selecting the specific locations for test pitting.

Table 3.1 Visual Assessment of Pavement Surface Condition-Bhognipur Bound


Carriageway

Chainage Total surface distress by visual assessment of Pavement Condition


surface condition rating on 5
point Scale
Cracking % Pot Holes Rutting % Rut Depth Total %
% (mm)
220-221 3-5 0 8-10 20-30 11-15
221-222 3-5 0 8-10 20-30 11-15
222-223 3-5 0 8-10 25-30 11-15
223-224 4-5 0 4-7 25-30 8-12
224-225 4-6 0 8-10 25-30 12-16
225-226 4-6 0 8-10 25-30 12-16
226-227 3-5 0 5-6 20-50 8-11
227-228 3-5 0 8-10 20-30 11-15
228-229 3-5 0 8-10 25-30 11-15
229-230 3-5 0 8-10 23-30 11-15
230-231 3-5 0 8-10 30-40 11-15
231-232 3-5 0 8-10 35-40 11-15
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232-233 3-5 0 8-10 25-30 11-15
233-234 4.5 0 5-7 25-30 9-12
234-235 3-5 0 8-10 20-30 11-15
235-236 7-8 0 14-16 20-35 21-24
236-237 5-7 2 8-12 50-70 13-19
237-238 4-6 1 10-12 40-70 14-18
238-239 9-11 2 16-20 50-80 25-31
239-240 4-6 0 14-16 50-80 18-22
240-241 4-6 0 14-16 40-70 18-22
241-242 5-7 0 12-14 40-70 17-21
242-243 4-6 0 14-16 40-70 18-22
243-244 5-7 0 10-12 40-70 15-19
245-246 5-7 0 14-16 40-75 19-23
246-247 4-6 0 14-16 35-70 18-22
247-248 3-5 0 12-14 45-70 15-19
248-249 8-10 2 18-20 45-70 26-30
249-250 7-9 2 18-20 45-70 25-29
250-251 3-5 0 15-17 40-70 18-22
251-252 4-6 0 8-10 35-55 12-16
252-253 3-5 0 14-15 35-50 17-20
253-254 5-7 0 14-16 15-20 19-23
254-255 4-6 0 9-11 20-30 13-17
421-422 4-6 0 5-7 20-30 9-13
422-423 4-6 0 5-7 20-30 9-13
423-424 4-6 0 5-7 20-30 9-13
424-425 4-6 00 5-7 25-35 9-13
425-426 4-6 0 4-6 25-35 8-12
426-427 4-6 0 5-7 20-30 9-13
427-428 4-6 0 4-6 15-25 8-12
428-429 4-6 0 4-6 15-25 8-12
429-430 4-6 0 5-7 10-20 9-13
430-431 4-6 0 6-8 10-20 10-14
431-432 4-6 0 5-8 15-20 9-14
432-433 4-6 0 4-7 15-20 8-13
433-434 3-5 00 6-8 10-25 9-13
434-435 3-5 0 4-5 10-20 7-10
435-436 5-7 0 4-6 10-15 9-13
436-437 3-5 0 5-7 10-15 8-12
437-438 4-6 0 6-8 10-15 10-14
438-439 4-6 0 6-8 10-15 10-14
439-440 4-6 0 6-8 10-15 10-14
440-441 4-6 0 8-9 10-20 12-15
441-442 5-7 0 6-8 10-20 11-15
442-443 5-7 0 5-7 10-15 10-14
443-444 5-7 0 6-8 10-20 11-15
444-445 4-6 0 6-8 10-20 10-14
445-446 4-6 0 6-8 10-20 10-14
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446-447 4-6 0 6-8 10-15 10-14
447-448 4-6 0 6-8 10-15 10-14
448-449 2-4 0 4-7 10-15 6-11

Generally the Orai Bound Carriageway is in good condition except there is very little
sign of distress in Orai Bound Carriageway at isolated locations near median cut. It
was reported by OBIL offices that this type of isolated little distress is due to the
occasional movement of heavy traffic of Bhognipur bound carriageway on the Orai
bound carriagwway for sometime in case of traffic Jam or due to some other activity.

Photo 3.1 presents the general view of Orai Bhognipur-Barah section. Photos 3.2
and 3.3 show the rutting in inner lane. Photos 3.4, 3.5 and 3.5 show View of
Highway showing Loaded truck parked in outer lane and the typical
defects/distresses observed on the road.

Photo 3.1 General View of Highway showing rutting in one carriageway

Photo 3.2 View of Highway showing rutting in inner lane

Photo 3.3 Another view of Highway showing severe rutting in inner lane

Photo 3.4 View of Highway showing Loaded truck parked in outer lane

Photo 3.5 Another View of Highway showing Loaded truck parked in outer lane

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Photo 3.6: Another View of Highway showing Loaded truck parked in outer lane
As can be seen from these photographs, the predominant distress types found on
the OraiBhognipur-Barah is severe rutting, shoving, upheaval and moderate
cracking particularly in the central portion and on the inner lane of Bhognipur bound
carriageway. There is negligible distress on the Orai bound carriageway except on
the approaches of new Kalpi Bridge that may be due to movement of Bhognipur
bound heavy traffic on Orai bound carriageway to cross river in case of traffic jam.

3.3 Test Pit Observations

Based upon the assessment of pavement surface condition made in terms of the
type, extent and seventy of different defects etc., the most affected/distressed
sections were identified first and specific locations for test pitting were then decided
so as to cover various representative conditions prevailing on the road stretch. The
test pits were positioned two on the inner lane and one on outer lane. A total of three
test pits, measuring about 1.2 m x 1.2 m, in size were dug open upto the subgrade
level at three different representative locations. The details of test pit locations are
given in Table 3.2.

Best efforts were made to excavate the test pits right upto the top of subgrade level
to examine the quality of constituent materials and mixes including the earthwork
used for construction of road. In-situ Field densities of subgrade soils, granular sub
base (GSB) and granular base course (Wet Mix Macadam) were determined by
sand replacement method, using a sand pouring, cylinder of specified diameter, as
per IS standard testing procedure. As regards field densities of Dense Bituminous
Macadam (DBM) and Bituminous Concrete (BC) mixes, a number of cores of these
mixes, from different locations, in addition to the materials (chunks) collected from
various test pits, were sampled for the purpose of detailed laboratory evaluation. The
thicknesses of each constituent pavement layers were measured at 4 to 6 locations
in each of the three test pits and average value found.

Table 3.2 Details of Test pit Locations

Test Pit No. Location (Km.) Carriageway Lane


1 252.200 Bhognipur bound Inner
2 238.900 Bhognipur bound Outer
3 247.650 Bhognipur bound Inner

Table 3.3 gives the details of pavement crust composition, observed layer wise, at all
the three test pits considered under this project.

Table 3.3 Pavement Crust Composition

Test Pit No. Observed Layer Thickness (mm) Total


Bituminous Layers Granular Base Granular Sub- Structural
BC DBM base (GSB) Thickness
(Two Layers) (Two Layers) (Two Layers) (mm)
11
1 52 163 254 232 701
2 55 165 242 235 697
3 48 167 227 248 690
As per 50 165 250 230 695
Contract
Specification
Notes: BC: Bituminous Concrete; DBM : Dense Bituminous Macadam
WMM: Wet Mix Macadam ; GSB: Granular Sub-base

Its various materials/mixes used for construction of road viz. bituminous mixes,
granular materials (WMM and GSB) and subgrade soil samples, were retrieved from
each of the three test pits for detailed evaluation in CRRI laboratory.

Photos 3.6 (a) and (b) show the excavation of test pits in progress, both using
hydraulic hammer and manually through engagement of labours respectively. Photo
3.7 & 3.8 show the typical view of a test pit excavated at Km. 252.200 (Bhognipur
bound carriageway).

Photos 3.7 Excavation of test pits in progress using hydraulic hammer

Photos 3.8 Excavation of test pits in progress by labours

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3.4 Benkelman Beam Deflection Measurements

Benkelman Beam rebound deflection measurements (a non- destructive method)


were carried out at selected locations, on the road stretch under investigation, to
assess its current structural condition, The pavement surface deflections were
measured at 11 points in one km, staggered at 100 m interval, using a standard 2-
axle loaded truck having a rear axle load of 8.16 tonnes with tyre pressure of 5.6
kg/cm2, on each of the two carriageways. Photo 3.9 shows Benkelman beam
deflection tests in progress. A typical layout plan showing the locations of deflection
points taken, covering both carriageways, in one km section, is shown in Figure 3.2.
The measurements were taken as per CGRA procedure laid down in IRC : 81-1997.
The observed data on deflections was recorded in a standard proforma. The
pavement temperatures were also measured at regular intervals by a hand held
electronic thermometer for the purpose of applying correction factors to the
measured deflections on account of pavement temperature. Results of subqrade
soils evaluated for the samples collected: from the test pits were applied to
determine the correction factors for subgrade moisture content. The soil samples
were oven dried in the laboratory for finding out the subgrade moisture content. The
analysis of measured deflections data and the characteristics deflection values
computed after applying the needed correction factors are discussed in Section 5.0.

Photo 3.9: Benkelman Beam Deflection Tests in Progress

3.5 Coring of Bituminous Mixes (Surfacing and Binder Course)

The layers of BItuminous Concrete (BC) as wearing course and that of Dense
Bituminous Macadam (DBM) as binder course were examined by coring from the
pavement to get samples of these mixes for evaluating their properties in the
laboratory. A number of cores of bituminous mixes (both DBM and BC), of 100 mm
diameter, were taken out using a core cutting machine at 25 different locations. The
details of core retrieved are given in Table 3.4. Cores of DBM and BC mixes were
separated out in the laboratory by slicing for detailed characterization. Photo 3.9
show the machine used for extracting the cores of bituminous mixes and Photo
show some of the typical cores of bituminous mixes extracted from OBIL section.

Table 3.4 Details of Bituminous cores extracted

Chainage Carriage lane Total


Core DBM DBM
(Km.) way BC Thickness of
No. (T) (B)
Core
1 220.100 LHS Outer 50 70 70 190
LHS
2 222.350 Inner 57 78 65 200
LHS
3 225.100 Inner 60 60 123 243
LHS
4 227.700 Outer 60 75 60 195

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LHS Inner
5 231.000 63 50 65 178
LHS Inner
6 233.100 60 55 75 190
LHS Outer
7 238.050 58 60 70 188
LHS Outer
8 238.350 55 60 72 187
LHS Outer
9 238.800 58 58 70 186
LHS Outer
10 248.100 45 80 68 193
LHS
11 248.450 Inner 60 58 70 188
LHS
12 248.700 Outer 60 60 70 190
LHS Outer
13 249.200 80 100 180
LHS Outer
14 250.300 50 65 75 190
LHS Inner
15 251.300 63 110 55 228
LHS Inner
16 253.010 50 65 65 180
LHS Inner
17 426.800 47 60 65 172
LHS Inner
18 429.450 50 65 120 235
LHS Inner
19 432.400 50 93 60 203
LHS Inner
20 439.800 50 70 82 202
Inner
21 253.300 RHS 42 78 60 180
RHS
22 248.750 Outer 50 70 95 215
RHS Inner
23 245.450 55 58 70 183
RHS Inner
24 239.400 65 67 45 177
RHS Inner
25 238.400 35 75 70 180

Notes: LHS means Orai to Bhognipur Section : RHS means Bhognipur to Orai
Section

3.6 Traffic Volume Survey

Traffic volume data on the highway was collected at four location by covering all
categories of motorized vehicles. The data was collected manually under the direct
supervision of CRRI team by engaging the trained enumerators who recorded
vehicle counts in a prescribed proforma devised for the purpose. The traffic volume
surveys were carried out for 48 hours continuously during 3rd march to 6th March,
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2014 in both directions (i.e Orai bound traffic and Bhognipur bound traffic). The traffic
survey in progress is shown in Photo 3.10.

Photo 3.10 Manual Traffic Volume Counts in Progress

The survey covered counting of different categories of vehicles viz., Light


Commercial Vehicles (LC\/s), Light Passenger Vehicles (LPVs), Heavy Commercial
Vehicles like trucks, buses and multi-axle trucks etc. The data on classified traffic
counts, for both directions of traffic. is given below in Table 3.5. In present highway
section, there is a major diversion after Bhognipur towards Etawah on NH-2 through
which substantial no. of heavy commercial vehicles are going to Etawah and at the
same time some commercial vehicles coming from Etawah are also merging in
NH25 before Pukhrayan. Keeping this in view traffic volume counts was also done
on these two locations viz. at slip road towards Etawah and at Pukhrayan. The total
number of commercial vehicles only, in both directions of travel, has been
considered for rehabilitation design.

Table 3.5 Classified traffic volume for both directions of traffic

Vehicle Kanpur Bound Orai Bound at


Type Bhognipur
At Bhognipur Towards Etawah At Pukhrayan
on slip Road
Number % Number % Number % Number %
LCVs/LPVs 312 8.4 187 7.5 154 6.5 341 8.9

2-Axles 815 21.8 637 25.5 343 14.5 827 21.5


Trucks
Three Axles 1780 47.7 1247 49.9 1383 58.4 1952 50.7

Multi-Axle 665 17.8 389 15.6 362 15.3 581 15.1


Trucks
Buses 158 4.2 41 1.6 128 5.4 147 3.8

Total
(Commercial 3730 2501 2370 3848
Vehicles)

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Note: The percentage indicated is in terms of particular vehicle category to the total
number of all vehicles.

3.7 Axle Loads Survey


To assess the extent of actual loads carried by various types of heavy commercial
vehicles viz. trucks, buses and multi-axle trucks and the damage caused to the road
by axle loads of heavy commercial vehicles, axle loads survey were conducted. This
data was essential to work out the current traffic loads and the projected traffic loads
the road will be subjected to. Analysis of axle loads data was also done to determine
the Vehicle Damage Factors (VDFs) in order to compute the thickness of additional
structural layer(s) that would be required for strengthening/ rehabilitation of the road.

The axle loads survey was conducted, by covering mainly light commercial vehicles,
buses and heavy commercial vehicles. The survey was done for vehicles plying in
both directions, using weigh in motion (WIM) system which records weight and type
of vehicles. The survey was done for a continuous period of 24 hours. Photos 3.12
(a) and (b) show the axle loads survey being carried out. In this WIM system most
of the vehicles were weighed in both carriageways during 24 hrs, at the location of
traffic survey, as shown in Figure 3.5.

v.
3.8 Transverse Placement of Heavy Commercial Vehicles

Though the pavement structure across the main carriageway is designed on an


uniform basis, the usage patterns, by different vehicles particularly those of
commercial vehicles, on the carriaqeway width are often different. By repeated
applications and concentration of heavy loads on specified strips/paths, the structure
gets overstressed resulting into development of distress, particularly fatigue
(cracking) and permanent deformation (rutting).

The varying extent of concentration of traffic loads causes development of distress,


to varying degree, across the width of pavement. The overstressing of a particular
portion of the carriageway by frequently repeated heavy loads may lead into an
accelerated/premature distress/failure.

To study the transverse (lateral) placement of wheels of heavy vehicles, a limited

16
sample survey was carried out. The entire pavement width was divided into strips of
uniform width at 0.5m interval, which were then number marked and clearly painted
on the road as shown in Photo 3.11. A group of trained enumerators were employed
to see and record the actual strips used by the wheels of different commercial
vehicles passing the section of road, during the survey period. The cumulative
passing of vehicles on each strip was then calculated, as given in section 5.

Photo: 3.11 Pavement width divided into strips of 0.5m for lateral Placement of
Vehicle

17
4.0 LABORATORY EVALUATIONS

The laboratory evaluations, carried out under this study, included the determination
of mechanical and engineering characteristics of subgrade soils, aggregates and
bituminous mixes used for the construction of Orai Bhognipur-Barah section . In
order to evaluate different characteristics of these materials and mixes, relevant
tests on subgrade soil, aggregates, bituminous mixes, washed aggregates and
recovered bitumen etc. were carried out, as per standard procedures. The details
covering various laboratory tests done and results obtained for these materials and
mixes, are given in the following sub-sections.

4.1 Characteristics of Subgrade Soils

The subgrade soil samples, collected from three test pits, were evaluated in the
laboratory involving the following laboratory tests:

Tests Method of Test


Grain size analysis IS:2720(part-IV) : 1985
Atterbergs Limits IS:2720(part-V) : 1985
Compaction characteristics IS:2720(part-VIII) : 1980
Moisture content IS:2720(part-II) : 1973
California Bearing Ratio (CBR) IS:2720(part-XVI) : 1987

For CBR testing, moulds were prepared at Field Dry Density (FDD) and Field
Moisture Content (FMC) and these were tested after soaking in water for four days.
The laboratory results obtained for subgrade soils are presented in Table 4.1.

4.2 Characteristics of Granular Materials in Sub Base and Base Courses

The samples of coarse aggregates used in the granular sub-base and base courses
were collected from each test pits and evaluated in the laboratory for the following
tests:

Tests Method of Test


Grading IS:2386(part-I) : 1963
Compaction characteristics IS:2720(part-VIII) : 1980
Aggregate Impact Value IS:2386(part-IV) : 1963
Water absorption IS:2386(part-III) : 1963

18
Flakiness and Elongation Indicies IS:2386(part-I) : 1963

The laboratory test results for Granular Sub-base i.e. GSB (for both layers), are
given in Table 4.2. The laboratory test results for Wet Mix Macadam (WMM) used in
the base course (for both layers) are given in Table 4.3.

19
20
21
4.3 Characteristics of Bituminous Mixes

Samples (chunks) of bituminous mixes (both BC and the two layers of DBM)
collected from ail the five test pits and the cores of BC and DBM mixes extracted
were subjected to detailed laboratory testing. The combined cores extracted for BC
and two layers of DBM were sliced and separated out in the laboratory, using a
diamond cutter, for testing purpose, without disturbing their cylindrical shapes, The
following laboratory tests have been performed on cores of BC and DBM mixes.

Sample Property Method of Test


Cores Bulk Density ASTM: D 2726-96 a
Materials collected Extraction of Binder ASTM: D 2172-95
from test pit (chunks)
Washed Aggregates -Gradation ASTM: D 546-94
-Aggregate Impact Value (AIV) IS : 2386(Part-IV) :1963
-Water Absorption (WA) IS : 2386(Part-III) :1963
-Combined Flakiness and IS : 2386(Part-I) :1963
Elongation Indices

The results on thickness, density and relative compaction of DBM (both upper and
lower layers) obtained from the cores are given in Table 4.4. Similarly, the results on
thickness, density and relative compaction of Be layer obtained from cores are given
in Table 4.5. The results on mix gradation and bitumen content of DBM mixes (both
upper and lower layers) obtained from samples (chunks collected from all the three
test pits are given in Table 4.6. The properties of aggregates and bitumen content
used for production of DBM mixes (both upper and lower layers) are also given in
table 4.6 & 4.7

The results on mix gradation and bitumen content of BC mixes obtained from
samples (chunks) connected from all the three test pits are given in Table 4.8.

22
Table 4.4 Laboratory Test Results on Thickness and Density of DBM (Cores)

Sr. Location Carriage- Thickness Density (gm/cc) Relative


No. (Km.) way (mm) Compaction
Top Bottom Top Bottom Top Bottom
1 220.100 LHS 70 70 2.420 2.416 103.31 103.15
LHS
2 222.350
78 65 2.416 2.390 103.16 102.06
LHS
3 225.100
60 123 2.401 2.391 102.51 102.10
LHS
4 227.700
75 60 2.399 2.394 102.43 102.22
LHS
5 231.000
50 65 2.404 2.372 102.66 101.26
LHS
6 233.100
55 75 2.372 2.351 101.28 100.39
LHS
7 238.050 60 70 2.370 2.387 101.20 101.91
LHS
8 238.350 60 72 2.395 2.398 102.26 102.37
LHS
9 238.800 58 70 2.379 2.393 101.60 102.19
LHS
10 248.100 80 68 2.414 2.418 103.09 103.25
LHS
11 248.450 58 70 2.367 2.389 101.07 101.99
LHS
12 248.700 60 70 2.391 2.399 102.08 102.44
LHS
13 249.200 100 #VALUE! 2.389 #VALUE! 102.02
LHS
14 250.300 65 75 2.415 2.423 103.14 103.44
LHS
15 251.300 110 55 2.421 2.360 103.39 100.76
LHS
16 253.010 65 65 2.455 2.441 104.81 104.22
LHS
17 426.800 60 65 2.342 2.351 99.98 100.40
LHS
18 429.450 65 120 2.440 2.455 104.20 104.84
LHS
19 432.400 93 60 2.431 2.408 103.80 102.81
LHS
20 439.800 70 82 2.409 2.397 102.85 102.36
21 253.300 RHS 78 60 2.453 2.442 104.75 104.28
RHS
22 248.750 70 95 2.375 2.363 101.39 100.91
23 245.450
RHS
2.408 2.377 102.83 101.51
58 70
24 239.400
RHS
2.345 2.395 100.12 102.27
67 45
25 238.400
RHS
2.409 2.403 102.87 102.60
75 70
As per contract 160 2.342

23
specification
As per MoSRTH Min. 98

24
Table -4.5: Laboratory Test Results on Thickness and Density of BC (Cores)

Sr. Location Carriage- Thickness Density Relative


No. (Km.) way (mm) (gm/cc) Compaction
1 220.100 LHS 50 2.400 101.34
LHS
2 222.350 57 2.346 99.09
LHS
3 225.100 60 2.346 99.09
LHS
4 227.700 60 2.351 99.29
LHS
5 231.000 63 2.423 102.31
LHS
6 233.100 60 2.376 100.35
LHS
7 238.050 58 2.372 100.17
LHS
8 238.350 55 2.392 101.03
LHS
9 238.800 58 2.365 99.88
LHS
10 248.100 45 2.422 102.26
LHS
11 248.450 60 2.376 100.33
LHS
12 248.700 60 2.361 99.69
LHS
13 249.200 80 2.435 102.82
LHS
14 250.300 50 2.401 101.41
LHS
15 251.300 63 2.307 97.40
LHS
16 253.010 50 2.403 101.49
LHS
17 426.800 47 2.316 97.86
LHS
18 429.450 50 2.306 97.39
LHS
19 432.400 50 2.319 97.93
LHS
20 439.800 50 2.385 100.71
21 253.300 RHS 42 2.407 101.64
RHS
22 248.750 50 2.363 99.80
23 245.450
RHS
98.03
55 2.321
24 239.400
RHS
98.46
65 2.332
25 238.400
RHS
102.47
35 2.427
As per contract specification 50 2.368
As Per MoSRTH Min. 98

25
Table 4.6 Test Results of Aggregates and Bitumen Content for DBM (Bottom)
Mixes Chunk from Test pits)

Percent Passing by weight, I.S. sieve (mm)


Binder
Pit AIV FI+EI
content WA (%)
No. 37.5 26.5 19 13.2 4.75 2.36 0.300 0.075 (%) (%)
(%)

1 4.58 100 97 77 54 44 33 10 5 12.5 0.4 36.1


2 4.52 100 94 72 62 46 37 12 4 13.1 0.4 35.4
3 4.55 100 94 72 61 43 34 14 5 12.7 0.4 36.7
Std. 90- 71-95 56- 38- 28- 721 28
100 <27 <2 <30
limit 4.566 100 80 54 42

Table 4.7 Test Results of Aggregates and Bitumen Content for DBM (Top)
Mixes (Chunk from Test pits)

Percent Passing by weight, I.S. sieve (mm)


Binder
Pit AIV
contt. WA % FI+EI%
no. 37.5 26.5 19 13.2 4.75 2.36 0.300 0.075 %
(%)

1 5.04 100 94 73 66 48 38 15 5 12.5 0.4 36.1


2 5.06 100 94 74 65 43 33 12 5 13.1 0.4 35.4
3 5.02 100 95 76 65 43 33 12 5 12.7 0.4 36.7
Std. 90- 71- 56- 38- 28- 721 28
100 <30 <2 <30
limit 4.56 100 95 80 54 42

Table 4.8 Test Results of Aggregates and Bitumen Content for BC Mixes
(Chunk from Test pits)

Percent Passing by weight, I.S. sieve (mm)


Bind
Pit er AIV WA FI+E
no. cont. 0.30 0.15 0.07 % % I%
26.5 19 13.2 9.5 4.75 2.36 1.18 .600
(%) 0 0 5

1 5.48 100 96 81 71 55 42 28 23 14 8 5 12.3 0.38 38.3


2 5.75 100 91 82 74 57 43 28 22 14 8 4 12.8 0.4 34.9
3 5.57 100 91 82 74 57 43 28 22 14 8 4 13.1 0.38 37.6
Std 79- 59- 52- 35- 28- 20- 15- 10 5
56 100 28 <24 <2 <30
limit 100 79 72 55 44 34 27 20 13

Bold figures indicate non-compliance of specifications

26
5.0 DATA ANALYSIS

5.1 Characteristic Deflection

The rebound deflections measured in the field by using Benkelman beam method
are required to be corrected to get the standard/corrected deflections. This is done to
find out the characteristic deflection value of the road section as a whole. For each of
the selected road sections, where the deflection measurements were taken, the
rebound deflection values were obtained, by combining both outer and inner lane's
deflections data, after applying the necessary correction factors (both for
temperature and moisture), as per IRC: 81-1997. These were then averaged out to
get the mean rebound deflection (D). Subsequently, the standard deviation () value
was also calculated and the characteristic rebound deflection (Dc) values, for each
sections, were worked out as (Dc= D + 2 ), as per IRC: 81-1997. The detailed data
including the computations done are given in Tables A.1 to A.6 of the Annexure. The
characteristic deflection values for various sections considered under the study for
deflection measurements are given below in Table 5.1.

Table 5.1 Characteristic Deflection on Selected Road Sections

Section Carriageway NH Chainage Characteristic Remarks


No. No. (Km.) Deflection
(mm)
1 Pavement in Fair
LHS 25 220-221 1.25
condition
2 Pavement in Fair
LHS 25 227-228 1.23
condition
3 LHS 25 235-236 1.06 Significantly Rutting
4 LHS 25 238-240 1.12 Significantly Rutting
5 LHS 25 248.5-249.5 0.75 Significantly Rutting
6 LHS 25 252.1-253.2 1.03 Significantly Rutting
7 RHS 25 248-247 0.85 Good condition
8 RHS 25 235-234 0.63 Good condition
9 LHS 2 426-427 0.55 Good condition

5.2 Classified Traffic Volume

The various types of vehicles plying on a road make it a mixed traffic condition.
While number of vehicles in each category, their dimensions and travel speed
determine the carrying capacity of a road, the number of commercial vehicles and
the loads carried by them affects its structural and functional conditions. It is,
therefore, essential to know the composition of traffic flow and loading spectrum in
each direction of travel to fully understand the mechanism of structural and
functional characteristics of the road. The number of vehicles in each category
(direction wise) are given earlier in table 3.5. From the taffic volume it is clear that
the heavy traffic which is entering (at Jolupur) into Orai_bhognipur section, a
majority of heavy traffic is diverted into NH-2 (using 35 km stretch of NH-25) before
Barah Toll Plaza, thereby avoiding both Toll Plaza at Ata (Near Orai) and at Barah
27
(after Pukhrayan).

5.3. Vehicle Damage Factors

It is a well established fact that significant damage to the pavement structure is


caused by heavy commercial vehicles (HCVs) that carry goods (loads). Vehicle
damage factor (VDF) is defined as the equivalent number of standard axles per
commercial vehicle and helps to quantify the damage caused to pavements by
different axle loads. It is a multiplier which is used to convert the number of
commercial vehicles of different axle loads having different axle configurations to tile
number of standard axle load repetitions. The VDF varies with the vehicle's axle
configuration, axle loading, terrain, type of road and from region to region. The VDF
is arrived at from the axle load data collected through field surveys on a road section
so as to cover various influencing factors, such as traffic mix, commodities carried,
time of the year, terrain, road condition and degree of enforcement etc. The
equivalency factors and damaging power of different axle loads, both for single axle
and tandem axle, are given in IRC-37 -2001 (Annexure-2).

For any vehicle category, summation of damaging effect of all the vehicles in that
category divided by the total number of vehicles weighed in that category gives the
vehicle damage factor. VDF is computed as follows:

VDF = Total Damaging Effect


Number of Vehicles Weighed

VDFs were computed individually for different class of heavy commercial vehicles for
each directional traffic. Ultimately, a single VDF for the entire carriageway was
calculated, after combining the damaging effects of all types of heavy commercial
vehicles. Tile damaging effect determined in terms of equivalent standard axles per
vehicle (i.e. VDF), for different categories of heavy commercial vehicles, is presented
in Table 5.2. The Heavy traffic is overloaded, the damaging effect of which is in the
range of 26-36 for two Axles to Multi Axles of heavy Truck.

Table 5.2 Vehicle Damage factor for commercial vehicles on NH-25 (Orai
Bhognipur section)

S.No. Type of Vehicles VDF


1 LCV 0.97
2 Bus 1.09
3 Two Axles truck 26.59
28
4 Three Axle Truck 33.07
5 Multi Axle Trucks 36.93
6 Overall Weighted VDF of All Commercial Vehicles 28.8

Table 5.3 Vehicle damage factor (VDF) for commercial vehicles on NH-25 (Orai
Bhognipur section)
Type of Vehicles VDF
S.No.
1 LCV 0.94
2 Bus 1.04
3 Two Axles truck 5.74
4 Three Axle Truck 2.71
5 Multi Axle Trucks 6.60
6 Overall Weighted VDF of All Commercial Vehicles 4.2

29
5.4 Projected Design Traffic Loading

In order to examine the structural adequacy of existing pavement,


commensurating to the current and projected traffic loading, the informations
on composition of traffic using the road section, and the axle loads, carried
particularly by the heavy commercial vehicles, during its design life is needed.
For the analysis purpose, the data on directional traffic and axle loads,
collected during the field surveys, as stated in section 3, was used. In such
analysis, variation in axle loads is usually handled by converting the actual
axle loads to an Equivalent Standard Axle Load (ESAL). As explained earlier
in section 5.4. An equivalency is simply a convenient means for indexing the
wide spectrum of actual axle loads to one selected value, which is taken as 6.6
tonnes and 8.16 tonnes in respect of front and rear axle, respectively, for
sinqle axle truck; 15.1 tonnes for a tandem axle (8 tyres) and 22.9 tonnes for a
tridem axle. 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 axle load less than
standard axle load is therefore some fraction of equivalent standard axle load
(ESAL), whereas a load greater than the standard axle load is some multiple
of ESAL.
The design traffic in terms of Cumulative Standard Axles (CSA) 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 have been worked out for 5 years and 10 years design life, separately
assuming an annual growth rate of heavy commercial vehicles as 5%.

365 X {(l+r)n 1}
Ns = _____________ X A X D X F
r
where,

Ns: The cumulative number of standard axles to be catered for in the design
A : Initial traffic, in the year of completion of construction, in terms of the
number of commercial vehicles per day (CVPD), duly modified to account for
lane distribution.
R : Annual growth rate of commercial vehicles
n : design life (in years)
D: Lane distribution factor
F: Vehicle damage factor

The cumulative standard axles (in million standard axles, msa) computed over
a projected design life of 5 and 10 years, are given below in Table 5.3

Table 5.3 Computation of Cumulative Standard Axles


Carriageway CVPD VDF Estimated Cumulative Standard
Axles (millions)
30
5 yrs design 10Yrs Design
Orai-Bhognipur 3730 28.8 150 344
Bhognipur- Orai 3850 4.2 25 56
Bhognipur-Barah 2370 28 100 216

5.5 Transverse Placement of Heavy Commercial Vehicles

In order to assess the movement of heavy commercial vehicles across the


carriageway width, a sample survey was carried out, as explained earlier in
section 3. The observations made are compiled and presented as below:

Strip No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Distance (in 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0
m) from
median
Total No. of 197 424 80 63 42 18 64 205 12
passes
Percent of 18 38 7 6 4 2 6 19 1
Total Passes
Inference The maximum concentration/coverage of heavy commercial vehicles is found to be at
distances of 3 m, 3.5 m and 6.5 m from median

5.6 Rehabilitation Design

The structural adequacy of the pavement is generally worked out based on the
maximum characteristic rebound deflection values, which in this case are found
to be 1.25 mm and 0.85 mm on Bhognipur bound and Orai bound carriageways
respectively. For design traffic loading of standard axles projected for a ten (10)
years design life on Bhognipur bound carriageway, the overlay thickness has
been worked out for the projected/anticipated traffic loads on the next 10 years.

As can be seen in Tables A.1 to A.6 of Annexure, there is not much difference in
the characteristic deflection values for different road sections within Bhognipur
bound carriageway except for one section where the value is on lower side. As
regards the difference in the values of D on Orai bound carriageway, the
difference between two sections considered is comparatively large since the
distress on the pavement of this carriageway is still in the developing stage.
Hence, to maintain uniformity and ease of construction, the maximum
characteristic deflection value 1.25 been considered in case of each of the two
carriageways, to work out the overlay thicknesses, for the respective
carriageways. The recommended overlay thicknesses, for each of the six
sections considered, for 10 years design life are given below in Table 5.4.

Table 5.4: Recommended Overlay Thickness


Carriageway Traffic VDF Cumulative Chainage Dc Overlay Required
(CVPD) Standard (Km) (mm) Thickness Overlay
Axles (in terms Thickness
(MSA) of BM)
Orai- 3730 28.7 150 220-221 1.25 200 140

31
Bhognipur 227-228 1.23 200 140
(NH-25) 235-236 1.06 180 125
238-240 1.12 180 125
248- 249 0.75 160 110
252-253 1.03 180 140
Bhognipur- 248-247 0.85 40 30
3850 4.2 25
Orai (NH-25) 235-234 0.63 Nil NA
Bhognipur- 2370 28 100
426-427 0.55 Nil NA
Barah (NH-2)
Note: Recommended Overlay for Orai-Bhognipur= 90mm DBM+ 50mm SMA
Recommended Overlay for Bhognipur-Orai = 30 mm BC
Recommended Overlay for Bhognipur-Barah = 30 mm BC

Notes: CVPD= Commercial Vehicles per day; MSA= Million Standard Axles
Dc= Characteristic Deflection

32
6.0 DISCUSSIONS OF DATA AND RESULTS

The data/information obtained through field and laboratory studies undertaken within
the scope of is project were critically analysed and the inferences/conclusions drawn
therefrom are very significant in deciding upon the rehabilitation strategies. These are
further discussed in the following sub-sections.

6.1 Test Pits Evaluation

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 subgrade soil is overstressed. It
means that the compressive stresses transmitted onto the top of subgrade be kept
within the allowable limits 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 The requirements of overlay thickness have
been computed based on the characteristic deflections and projected traffic
loads in terms of Cumulative Standard Axles (CSAs), as per IRC:81-1997,
"Guidelines for Strengthening of Flexible Road Pavements Using Benkelman
Beam Deflection Techniques". Heavily loaded commercial vehicles, the types and
quality of granular materials used for subbase and base course are thus quite
significant and plays significant role in deriving good pavement performance. These
layers must have sufficient stiffness and should be able to withstand high
compressive and shear stresses, under severe traffic conditions. The inferior/poor
quality of materials used for construction of granular subbase and base, in addition to
the 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.

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, causes early initiation and
progression/development of various forms of distresses. Also, very high bulk
densities and consequently reduced air voids are not at a" desirable for bituminous
mixes which may cause brittleness and deformation of these mixes. The inadequate
compaction of mix coupled with the higher or lower binder content than the
optimum/desired value (within the tolerance limits as given in MoSRT&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 (GSB and WMM), bituminous mixes (DBM and BC), aggregates
(extracted and recovered from the bituminous mixes) used for production of
bituminous mixes, were determined in the laboratory 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
33
the pits was 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 anb the thickness measured for all the pavement layers are
discussed in the following sub section

The following can be deduced from table 3.3

(i) The total thickness of GSB (two layers) found from the test pits varies from 232
mm to 248 mm against the specified thickness of 230 mm

(ii) The total thickness of WMM base (two layers) found from the test pits varies from
227 mm to 254 mm, against the specified thickness of 250 mm

(iii) The total thickness of DBM binder course )two layers) found from the test pits
varies from 163 mm to 167 mm, as against the specified thickness of 165 mm

(iv) The thickness of BC layer in the surfacing varies from 48 mm to 55 mm, as


against the specified thickness of 50 mm

(v) The total thickness of the pavement structure as found from the three test pits,
varies from 690 rnrn to 701 mm, against the total design thickness of 695 mm.

In general, it is observed that the bonding/adhesion between Bituminous Concrete


and Dense Bituminous Macadam layers is very good. Deep rutting and shoving of
bituminous mixes showed that rutting is limited to bituminous layers only.

6.2 Laboratory Test Results

6.2.1 Subgrade Soils

As can be seen from table 4.1, the compaction levels of the subgrade soil is in the
range of 96.5 to 97 as against the minimum requirement of 97. The field moisture
content is in the range of 7.9 to 10.2 percent, which is lower than the optimum
moisture content. The soil used in these cases is Having PI value 7. The soaked CBR
at field conditions varies from 5.3 to 5.8 as against the design subgrade CBR of 7(as
indicated in the Design Report, Submitted by the consultant to NHAI). However in
actual field test (during compaction) the independent consultant has found CBR in
the range of 5 to 10% at different locations. The soil is found to be of SM type in all
the cases.

6.2.2. Granular Sub-base (GSB)

As can be seen from table 4.2, the gradation of GSB in general, meets the
specification requirements except for a few fractions where it is out on a particular
sieve. The gradation on 75 micron sieve is towards lower limit (coarser side) in most
of the cases, and also the material passing 425 micron sieve is found to be non-
plastic, which is the requirement of GSB material. The compaction levels are in the
range of 105 to 106, as against the minimum specified requirement of 98. This
34
indicates that GSB layers are adequately compacted. The CBR value at field
condition varies from 38 to 40, as against the minimum specified requirement of 30.

6.2.3 Wet Mix Macadam (WMM) Base

As can be seen from table 4.3, the gradation of WMM, in general, meets the
specification requirements. The material passing 425 micron sieve is found to be non
plastic. The compaction levels are in the range of 99 to 105, as against the minimum
specified requirement of 98. The combined indices (FI + EI) are in the range of 32.8
to 34.7, as against the maximum requirement of 30. The aggregate impact and water
absorption values are, however, meeting the specified requirements indicating that
the aggregates used for WMM construction are of good quality.

6.2.4. Dense Bituminous Macadam (DBM)

As can be seen from table 4.4, the compaction levels of DBM vary from 99.98 to
105.4 percent as against the minimum specified requirement of 98 percent. As seen
from table 4.6, the binder content by weight of mix is found to be in the range of 4.52
to 4.58 as against the specified requirement of 4.26 to 4.86 (4.56 0.3) for DBM
(bottom) layer and the binder content by weight of mix is found to be in the range of
5.02 to 5.06 as against the specified requirement of 4.26 to 4.86 (4.56 0.3) for DBM
(Top) layer, The qradation of DBM samples (test Pits' chunks), In general, are
coarser on the larger sieves with respect to the specification requirements in most of
the cases except in some smaller sieves. The combined indices (FI+EI) are found to
be in the range of 35.4 to 36.7 percent, against the maximum specified requirement
of 30 percent. The aggregates impact and water absorption values are meeting the
specified requirements indicating the use of good quality aggregates for DBM works.

6.2.5. Bituminous Concrete (BC)

As seen from table 4.5, the compaction levels vary from 97.39 to 102.47, against the
minimum specified requirement of 98 percent. As seen from table 4.7, the gradation
of BC mix, in general, is on the finer side. The bitumen content varies from 5.48 to
5.75 percent, as against the specified requirement of 5.0 to 5.6 percent (5.3 0.3).
The combined indices (FI + EI) vary from 34.9 to 38.3, as against the maximum
specified requirement of 30. The aggregates impact and water absorption values are
meeting the specified requirements indicating the use of good quality materials for the
production of Bituminus mix.

6.3. Functional and Structural Condition of Pavement

6.3.1. Characteristic Deflection and Recommended Overlay

It can be seen from the data given in table 5.1 that there is a large variation amongst
characteristic deflection values between different road sections on the two
carriageways of the highway. it is observed that the lowest and highest characteristic
deflection values are 0.55 km (Bhognipur-Barah section, km 426-427) and
1.25mm(Orai-Bhognipur section, km 220-221 ) respectively, while for the remaining
sections, the values are ranging from 0.63 mm to 1.23 mm. The higher values of
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characteristic deflections indicate that the pavement is structurally inadequate based
on the assumption that a pavement with characteristic rebound deflection value of
less than 0.50 mm is normally considered to be structurally sound. It may also be
noted that the deflection values are high on Orai-Bhognipur section. Keeping in view
the large variations in characteristic deflection values and the traffic loads between
the two carriageways, the overlay thicknesses have been worked out, separately for
each of the two carriageways, and are given in table 5.4.

6.3.2 Assessment of Pavement Surface Conditlon


The pavement surface condition, as assessed based on visual surveys, is still
reasonably good on Orai bound carriageway except for some locations/sections
where some distresses in the form of light to moderate rutting, some cracking have
occurred. Bhognipur bound carriageway, on the other hand, has extensive rutting of
high severity and considerable cracked area on many stretches, affecting the riding
quality. The sections found to be having noticeable/significant defects based on the
total surface distress were identified. The highly affected sections in need of
immediate attention based on total surface distress including the extent and severity
of distress(rutting), unevenness and deflections etc were identified and are as given
in Table 6.1.

Table 6.1 Affected sections (Km wise) Identified for Rehabilitation Measures

Bhognipur Bound Carriageway, Orai Bound Carriageway


Chainage (Km) Chainage (Km)
Km. 236 to Km 255 on NH-25 Only approach portion of Bridge

6.3.4. Traffic Volume Data

Classified traffic volume data obtained from the field surveys, conducted by CRRI for
both directions of travel was analysed through the composition of traffic mixed in
nature having attention to heavy vehicles, It can be seen from the data given in table
3.5 that the number of trucks using the bye pass are more than any other type of
vehicles. For computing the number of equivalent standard axles, only trucks (2-axles
and multi-axles) and buses have been considered.

The results on vehicle counts show that the heavy commercial vehicles, which
significantly affect the performance of a road pavement, constitute the major portion
of the total traffic on Orai Bhognipur-Barah . Three axle trucks, Two-axle trucks and
Light Commercial Vehicles (LCVs) combined together constitute very high proportion
of traffic in both the directions.

6.3.5. Vehicle Damage Factors

The vehicle damage factors (VDFs), as can be seen from table 5.2 are 28.8 and 4.2
for Bhognipur bound and Orai bound carriageways respectively. The higher value
of VDF clearly indicates that a larqe number of heavy commercial vehicles using
Bhognipur bound carriageway are carrying axle loads, which are much in excess of

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the permissible/legal limits. The value of VDF is found to be much higher on
Bhognipur bound carriageway than the maximum value of 4.5 indicated in IRC:37-
2001. Obviously, the pavement structure is severely overstressed due to the
excessive traffic loads. The current VDF i.e. 28.8 is more than two times design VDF
i.e.11 that was taken during design of Pavements. The projected traffic loads,
considered in a design life of 10 years during the design stage are more or less over
by now, i.e., much before the expected time (design period). Hence, the rehabilitation
measures will need to be based on the actual VDF, especially for Bhognipur bound
carriageway, if the road pavement is to provide desired level of serviceability to the
travelling public.

6.3.6. Transverse Placement of Vehicles

The information on repeated applications/placement of traffic, particularly those by


the loaded trucks, is very important from the point of assessing the pavement
performance. The results obtained through the survey, as described in section 5.6,
indicate that the concentration of heavy commercial vehicles on Bhognipur bound
carriageway is seen at distances of 3 m, 3.5 m, and 6. 5 m from the median, This will
further induce very high stresses over the specific strips leading to accelerated
damage to that portion of carriageway. The results obtained also support the actual
situation prevailing on the OraiBhognipur-Barah section in terms of concentration of
vehicles and the severe rutting and other defects developed on the specific strips of
the carriageway.

7.0 PROBABLE CAUSES OF DISTRESS

Based on the limited data/results obtained through field and laboratory studies
undertaken during the present study, the following appears to be indicative/ likely I
probable causes which might be responsible or may have contributed to the
development of different types of pre-mature distress/defects (primarily the rutting,
upheavals with some cracks), either individualty or in combination with each other.

1.The compaction levels of granular layers and the subgrade, are good. Indequate
compaction of lower layers is always considered to be a major factor responsible for
causing settlement of road under trafficking. The compaction levels of WMM base
and Granular Sub Base (GSB) layers, is more than specified hence the pavement's
structural strength is good, however the distress has occurred in bituminous layers.

2. During design of Pavements the granular layers were designed for 20 years design
life but the bituminous layers were designed for 10 yrs design life only. Moreover the
VDF on the Orai Bhognipur section has increased more than 2.5 times i.e. current
VDF is 28.8, which is very high and damaging pavement severly. On the Orai
Bhognipur section, there is a MDR merging at jolupur from where heavy traffic is
merging on the highway. It was observed that at sections from Km. 236 to Km. 239
and Km. 246 to Km 249 the trucks are parked in outer lane and leaving only inner
lane for movement of traffic which is also a major reason for severe rutting in inner
lane.

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3. Higher values of combined flakiness and elongation indices obtained for WMM,
DBM and be mixes may result into reduced fatigue life, increased deformation and
reduced structural strength etc. during the service life of pavement.

4. The soaked CBR of subgrade soil at field conditions (FDD and FMC) is
considerably low (5.3 to 5.8) as compared to the design CBR of 7. The structural
composition and thickness of different pavement layers is decided on the basis of
desiqn CBR, which should be achieved during execution. Reduced subqrade strength
will uitimately decrease the structural adequacy of pavement for the current and
projected traffic loads during the design period, which in the present case are too
excessive than anticipated.

5. Based on the laboratory and field data/results obtained during the investigations, it
does not appear likely that the distresses on the OraiBhognipur-Barah have
occurred only due to the inadequate quality of road building materials and
construction quality achieved which is not very critical in the present case
Results/findings obtained throuqh studies have indicated that there are combinations
of several factors like excessive overloading, concentric load repetitions etc which
have led to the development of permanent deformation(rutting) and other distresses.

6. It has been found that bituminous mixes (both DBM and BC) are more than
adequately compacted, have proper binder content with mix gradation on the finer
side. The voids analysis done indicate that the air voids are less than 3 with Voids
Filled with Bitumen(VFB) as high as 99, which is a clear indication that such mixes
are prone to ruttinq permanent deformation) at high temperatures and under heavy
traffic loads.

7. The shape of ruts(not wide enough) clearly demonstrates the fact that the
deformation is limited to only bituminous layers and that the lower layers may not have
been affected (deformed).

8. As is evident, most of the distresses including their extent and severity, have
occurred on Bhognipur bound carriageway in comparison to Orai bound carriageway.
Clearly the most potential culprit appears to be heavy axle loads and the extent of
excessive overloading by trucks plying on Bhognipur bound carriageway since the
quality of materials and the construction quality achieved is more or less similar in
both the carriageways.

9. Channelised movement of heavy trucks carrying excessive axle loads primarily on


the central portion and/or on the outer lane of carriageway, reduced stiffness of
bituminous mixes due to ageing/hardening, reduced air voids and increased percent
of voids filled with bitumen(VFB), extreme temperature conditions(very cold to very
hot) and finer bituminous mixes are the key reasons for development of rutting and
other distress types, especially on Bhognipur bound carriageway.

10. The result from lateral placement survey have clearly brought out that the
heaviest concentration of loaded trucks traffic is mostly on the inner lane and on the
outer lane of Delhi bound carriageway(at a distance of 3m, 3.5m, and 1m from
median) implying thereby that the overloaded trucks have contributed significantly to
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the development of severe rutting on the central portion and on the outer lane of the
carriageway which is also the actual scene.

11. It was not uncommon to find loaded multi-axle trucks carrying as high as 60
tonnes pay load (VDF as high as 33 for these type of vehicles) clearly establishing
the phenomenon of failure/rutting due to the excessive axle loads causing
inducement of excessive tensile stresses and strains than permissible within the
pavement layers(particularly the bituminous layers) which they will not be able to
resist

8.0 RECOMMENDATIONS

Based on the data/results and observations, the following recommendations are


made.

8.1 Recommendations on Rehabilitation

Keeping in view the surface condition of the existing pavement, traffic loads and
damaging factors which are differing significantly on the two carriageways of the Orai
Bhognipur-Barah , the corrective and rehabilitation measures would also differ.
These are given in the following sub-sections.

a) Bhognipur Bound Carriageway

Since this carriageway is severely distressed at many locations, the entire


carriageway is considered to be in very poor condition, which needs immediate
attention. The needed corrective measures are two fold; removal/milling of distressed
bituminous layers followed by an overly of required structural thickness.
The channelised rutting at several locations is found to be as deep as 100 mm which
is severely affecting the top wearing course of 50mm be and part of the DBM (say,
upto100mm). All such affected portions need to be marked/identified for applying
suitable treatments. It is recommended that the existing bituminous layers at the
affected portions shall be scarified and removed for a depth of not less than 100 mm.
Fresh DBM layers to a total of 190 mm (100mm of milled DBM+90mm as additionally
required structural overlay) shall then be laid, preferably in two layers
(100mm+90mm). The rest of the carriageway, after proper preparations like repairs of
surface defects and profile corrections, shall be provided with 90 mm DBM. The
entire carriageway shall then be covered with 50 mm Stone Matrix Asphalt.

b) Orai Bound Carriageway

Distress in the form of slight cracking, and rutting at very small isolated sections has
affected some locations, but not as severe as Bhognipur bound carriageway.
However, the surface shall be corrected/prepared by attending to the repair of
surface defects in advance and then apply a profile correction course as required.
The existing pavement surface shall then be overlaid with a layer of 30 mm BC on the
affected portions of the carriageway, as given in Table 5.4. No overlay is
recommended at this stage on the unaffected portions of the carriageway. A 30mm
thick BC layer may be provided once these sections also start showing distress.
39
Before providing the structural overlay on this carriageway. The existing road surface
shall be repaired by filling the cracks with appropriate type of sealant and
filling/patching of existing pot holes, ruts and settlements/undulations etc. The
existing surface will need to be checked for proper profile after repairs if needed, a
Profile Correction Course (PCC) using Dense Bituminous Macadam (DBM) may be
provided. No part of the actual structural overlay shall be allowed to be used as part
of the profile correction layer.

8.2 General Recommendations


The following corrective measures are essential before the actual rehabilitation
measures, as recommended above, are carried out

Bituminous Concrete mix shall be designed using modified bitumen, as per


MoSRT&H specifications

The cleaning of existing surface, application of tack coat and provision of adequate
camber/cross slope etc. shall be ensured, prior to overlay, as per the recommended
procedures indicated in MoSRT&H specifications.

Suitable drainage measures shall be taken to ensure proper drainage of the surface
and sub-surface water. Any leakage beneath the pavement structure shall be
checked to avoid leakage or movement of water within the body of pavement
structure which will weaken the structural strength of the pavement.

Adequate quality control/assurance measures shall be adopted during the execution


of works. Proper sealing of cracks and filling up of settlements/depressions,
wherever and whenever required, depending on the extent and severity of distress,
must be done, as soon as they occur, on urgent/priority basis to minimise further
progression of deterioration.
Temperature susceptibility of bituminous mix, which is responsible for causing rutting
under heavy axle loads can best be controlled by using modified bitumen. Therefore,
be shall be produced with modified binder and all constituent materials to be used
shall be strictly according to the specified qualities and quantities. It is desirable to
adopt the grading of DBM on slightly coarser side of the gradation curve.

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