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Design of Rigid Road pavement for Ainachiwadi Village in Patan Tahsil

Article  in  International Journal of Engineering Research · January 2016

DOI: 10.17950/ijer/v5i1/058

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 International Journal of Engineering Research ISSN:2319-6890(online),2347-5013(print)
Volume No.5, Issue Special 1 pp : 242-246 8 & 9 Jan 2016

Design of Rigid Road pavement for Ainachiwadi Village in Patan Tahsil

T. S. Bagwan, S. V. Shinde, Amarsinh B. Landage
Civil Engineering Department, Govt. College of Engineering, Karad M.S. India
[email protected], [email protected], [email protected]

Abstract—Rigid pavements, though costly in initial investment, Required provision for Concrete Pavements
are cheap in long run because of low maintenance costs. There Despite the above facts, long time research and high level well
are various merits in the use of rigid pavements (Concrete wishers concrete roads are still only 2% in the country. Every
pavements) are summarized below. Bitumen is derived from year, there are many seminars in the country which give
petroleum crude, which is in short supply globally and the emphasis over the use of Concrete roads. In PMGSY also, a
price of which has been rising steeply. India imports nearly separate code has been issued to design the concrete roads. But
70% of the petroleum crude. The demand for bitumen in the the percentage of concrete roads is less than 2% in this Yojana
coming years is likely to grow steeply, far outstripping the also. First of all it is to be understood why concrete roads fall?
availability. Hence it will be in India's interest to explore 1. Concrete required even days curing. At least for one
alternative binders. Cement is available in sufficient quantity day, nothing should ply over the pavement. But in actual,
in India, and its availability in the future is also assured. Thus people feel that it wastage of their time. So like on bituminous
cement concrete roads should be the obvious choice in future pavements, they start playing the vehicles over concrete
road programmes. Besides the easy available of cement, pavements also.
concrete roads have a long life and are practically 2. Some researchers have proposed thin bituminous
maintenance-free. Another major advantage of concrete roads section without using steel in it. Such sections may suit thin
is the savings in fuel by commercial vehicles to an extent of 14- lanes where only scooters or cars are plying but on rural roads or
20%. The fuel savings themselves can support a large highways, where there is no control over loading, these concrete
programme of concreting. Cement concrete roads save a roads are bound to fail.
substantial quantity of stone aggregates and this factor must be 3. Concrete roads cannot be compared with concrete
considered when a choice pavement is made, Concrete roads beams, columns or slabs where sufficient curing time is
can withstand extreme weather conditions – wide ranging available and the load over that comes after gaining sufficient
temperatures, heavy rainfall and water logging. Though strength.
cement concrete roads may cost slightly more than a flexible So considering the above facts it can be concluded that Concrete
pavement initially, they are economical when whole-life- roads should not flagged as cheaper roads. Rather they should be
costing is considered. Reduction in the cost of concrete announced as good roads. If one has sufficient funds and he
pavements can be brought about by developing semi-self- traffic can be diverted for sufficient time only then, concrete
compacting concrete techniques and the use of closely spaced roads will go on failing and blame will go to the technology
thin joints. Research and development R&D efforts should be rather than construction deficiencies.
initiated in this area
Design Calculation for Rigid Pavement for Ainachivadi road
Keywords—Rigid Pavement, Design Wheel Road, Thickness. The traffic volume for Ainachiwadi road is 38 vehicle/day
calculated in table 1 of previous chapter and C.B.R value is 3.76
Introduction know. Using these value designed rigid pavement.
The housing Over past fifty years, a large proportion of India’s
villages remain unconnected by all -weather road. Renewed Design wheel load
efforts can be made to overcome this deficiency. The Indian The legal axle load in India being 102KN, the pavement may be
Roads Congress has recently brought out a Manual for Rural designed for a wheel load of 51KN. However, for link roads
Roads (IRC: SP: 20-2002), which gives details of planning, serving isolated village the traffic consist of agricultural tractors
design and construction rural roads. It is observed that rural and trailers and light commercial vehicles only, a design wheel
roads have a very low volume of traffic, consisting mostly of load of 30KN may be considered. Therefore provide wheel load
rural transport vehicles like, agricultural tractors/trailers, for case study road is 30KN. (IRC: SP: 62 - 2004)
Concrete pavements offer an alternative to flexible pavements K value:
especially where the soil strength is poor, the aggregates are From table 1of part-I the K value corresponding
costly and drainage conditions are bad (as in portions of the C.B.R.3.76 is 33.32×10-3 N/mm2/mm (IRC: SP: 62 - 2004)
roads passing through village and water – logged areas). The Table 1 Approximate K Value Corresponding To CBR
choice depends on these factors and the life – cycle cost. Values (IRC SP 62 2002)
Concrete pavements may be conventional screed– compacted Soaked CBR % 2 3 4 5 7 10 15 20 50
pavements. Roller Compacted Concrete Pavements (RCCP) or
Interlocking Concrete Pavements (ICP). K value N/mm2 / 21 28 35 42 48 54 62 69 140
mm x 10–3

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 International Journal of Engineering Research ISSN:2319-6890(online),2347-5013(print)
Volume No.5, Issue Special 1 pp : 242-246 8 & 9 Jan 2016

Step 1: Design Charts (Fig 1of part-I) give ready – to – use design charts
The first Sub-base: for calculations of load stress in the edge and of rigid pavement
Where the traffic is light and pavement is designed for a wheel slabs for a wheel load of 30 KN.(IRC: SP: 62-2004)
load of 30KN, the thickness of the sub base may be reduced to For K= 40×10-3 N/mm3
75 mm. The WBM and granular sub – base surface is finished Where,
smoothly. Provide a 75 mm thick W.B.M. course K=0.04 N/mm3, Thickness =150mm (from fig 1of part-I)
Effective K value: When the above type of sub – case is Edge load stress = 5.1MPa
provided, the effective k value may be taken as 20% more than
the k value of the sub – grade. Temperature stress
Sub base is provided, K value can be increased by 20% (IRC: SP M.H. = Δt =17.30C, for 150 mm thickness
62-2004) Ainachiwadi road is of single lane so, in single lane road there is
Effective K value= 1.2×33.32×10-3 no need of longitudinal joint
= 39.98×10-3N/mm3 Assuming contraction joint spacing of 3.75m and 3.75m width,
= 40×10-3N/mm3 the radius of relative stiffness of ‘l’ is as under.
L=3750mm, B=3750mm, l=radius of relative
Concrete strength:
Since, concrete pavement fail due to bending stresses, it is stiffness= Eh3/12(1-u2) k]
necessary that their design is based on the flexural strength of Where, E=3×104N/mm2, h=150mm, µ=0.15mm, K=40×10-3
concrete. Where there are no facilities for determining the N/mm2/mm,
flexural strength the mix design may be carried out using the l=701.61mm
compressive strength values and the following relationship. L/l =3750/701.61=5.34, L/l =3750/701.61=5.34
ff – 07 √ fc…………………..(IRC: SP 62-2004) For L/l=5.34, Bradbury's coefficient=C=0.788 When C=0788
Where, and =17.30c Using chart (fig 2) (IRC:SP:62-2004)
ff = flexural strength, N/mm2 σte= 2.04MPa
fc = characteristic compressive strength values, N/mm2. OR
If the flexural strength observed from laboratory tests is
higher than the value given in the above formula, the same is σte= c =2.04MPa
used. (IRC: SP 62-2004) Total stress= Edge load stress +Temperature stress
For rural roads, it is suggested that the 90 – day strength =5.1+2.04
be used for design instead of 28 day strength as the traffic
=7.14MPa flexural strength (4.6MPa)........ (Hence unsafe)
develops only after the lapse of a period of time. The 90 day
Total stress is greater than 4.6MPa Hence thickness 150mm
flexural strength may be taken as 1.20 times the 28 – day
assumed is unsafe.
flexural strength or as determined from laboratory tests. Heavy
traffic should not be allowed for 90 days.
Adopt 28 days compressive strength 30MPa
28 days flexural strength fc =0.7 Fc] =3.834 MPa(IRC: SP 62-
2004)
90 days flexural strength = 1.2 × 3.834
= 4.6 MPa
Thickness
Critical Stress Condition: Concrete pavements in service are
subjected to stresses due to variety of factors, acting
simultaneously. The factors commonly considered for design of
pavement thickness are traffic loads and temperature variations,
as the two are additive. The effects of smaller magnitude would
ordinarily relieve the temperature effects to some extent and are
not normally considered critical thickness design. His purpose of
analysis, three different regions is recognized in a pavement slab
corner, edge and interior – which react differently from one
another to the effect of temperature differentials, as load
application.

Try a thickness Fig 1 Edge Load Stress For Wheel Load Of 30 KN

A) Try a thickness of 150 mm: (Proposed)
B) Try a thickness of 200 mm
Edge load stress:
Edge load stress:

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 International Journal of Engineering Research ISSN:2319-6890(online),2347-5013(print)
Volume No.5, Issue Special 1 pp : 242-246 8 & 9 Jan 2016

K value = 33.32×10-3 Cost Estimate and Rate Analysis for Rigid Road
Effective K value = 1.2×33.32×10-3 construction
=39.98×10-3N/mm3 Table 2 Lead Charge Statement
=40×10-3N/mm3 Deduct
For K= 40×10-3 N/mm3and thickness 200m from fig.1 edge Total
Sr. Initial lead initial lead Net lead
Material lead
load stress is3.1MPa no.
(km)
charges charges of charges(3-4)
5km
Temperature stress: 1 2 3 4 5
M.H. =190C, for 200 mm thickness 1 Cement 20 216.68 120.18 141.50
In single lane road there is no need of longitudinal joint. 2 Sand 45 665.05 168.25 496.80
Assuming contraction joint spacing of 3.75m and 3.75m width, 3 Aggregate 50 729.38 168.25 561.13
the radius of Relative stiffness of ‘l’ is as under.
L=3750mm, B=3750mm, l=radius of relative stiffness, Table 3 Measurement Sheet
Item No L (m) B (m) D(m) Quantity (m3)
= Eh3/12(1-u2)k] 1 2 3 4 5 6
Where, E=3×104N/mm2, h=200mm, µ=0.15mm, K=35.62×10- M-20 1 1020 3 0.20 612
3 N/mm2/mm, l=870.57mm
L/l =3750/870.61=4.31, L/l =3750/870.31=4.31 Rate analysis for P.C.C (proposed)
For L/l=4.31, Bradbury's coefficient=C=0.457 Rate for completed item including labor charges is Rs 4081 per
Using chart (fig. 2) (IRC: SP: 62-2004) cubic meter (as per D.S.R) considering initial lead 5km
Add extra lead charges as below for M20.
When, C=0.457 and =190c
1) Aggregate 0.82×516.13 =460.13
σte=1.3MPa
2) Sand 0.41×496.80 =203.69
OR
3) Cement 0.345×141.50 =48.82
Total =4793.64
σte= c = σ te= 0.457 Add 10.5% for hilly area = 503.33
σte=1.30MPa Total =5296.97
Total stress= Edge load stress +Temperature stress Add 1% labor welfare = 52.97
=3.1+1.30 Total =5349.94per m3
=4.4MPa flexural strength (4.6MPa)........ (Hence safe)
Total stress is less than 4.6MPa Hence thickness 200mm Table 4 Abstract Sheet
assumed is safe. Item of Total Amount
Sr. no Rate per m3 Quantity(m3)
work (Rs) (3×4)
1 2 3 4 5
1 M-20 5349.94 612 32,74,163.28
Say 32,74.200

for rigid pavement design accept PCC course all other work like
earth work, Road Furniture, Hume Pipes C. D. Work 1000 dia,
2 Row, 1 Nos, Ch–0/495 km, Hume Pipes C. D. Work 1000 dia,
1 Row, 3 Nos, Ch–0/390, 0/440, 0/630 km etc. are same.
detailed estimation are given below.

Table 5 Cost Estimate for Rigid Road Construction

(Proposed)
Sub Estimate Amount
a) Earthwork Rs. 8,59,457.00
b) PCC M20 Rs. 32,74.200
d) Road Furniture Rs.28,401.00
e) Hume Pipes C. D. Work 1000 dia,
Rs. 1,24,805.00
2 Row, 1 Nos, Ch–0/495 km
f) Hume Pipes C. D. Work 1000 dia,
Rs.1,87,207.50
1 Row, 3 Nos, Ch–0/390, 0/440, 0/630 km
g) RCC Gutter at crossing Rs.34,561.00
h) Add for Surveying Chages 10,000/–/
Rs.10,200.00
Km. x 1.20 km
i) Bhumipujan and Opening Ceremony
Rs.10,000.00
Lump sum
Fig 2 Design Chart for Calculation of Temperature Stress Total Rs. 45,46,863
Say total Rs. 45,46,900
(Proposed)

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 International Journal of Engineering Research ISSN:2319-6890(online),2347-5013(print)
Volume No.5, Issue Special 1 pp : 242-246 8 & 9 Jan 2016

Cost Estimate for Road Maintenance of rigid pavement is Table 7 Maintenance Cost Estimation of Ainachiwadi
negligible as compare to flexible pavement this includes clearing For Rigid Road Pavement of 11 to 20 Years
the loose soil, maintenance of drains includes erosion, repair, Ordinary
Periodical Maintenance Total
cleaning, white wash of the two coats on parapet walls and tree Year renewal and renewal Amount in
Maintenance
after 2 years after 5 years Rs.
trucks etc. life of rigid pavement is long. So doesn’t calculate. 11 15,874 - - 15,873
12 17,761 - - 17,461
Maintenance Cost Estimate for Rigid Road Construction 13 19,207 - - 19,207
A semi-rigid and rigid/roller compacted concrete pavements 14 21,127 - - 21,127
(RCCP) pavement normally does not require any major 15 23,240 - 26,456 49,696
16 25,565 - - 25,565
maintenance, except maintenance of joints and riding surface 17 28,121 - - 28,121
only, when it is meticulously designed and constructed with 18 30,933 - - 30,933
precision for the designed traffic .It is essential to examine the 19 34,027 - - 34,026
reasons for appearance of cracks, before any available repair 20 37,429 - 42,608 80,037
measure is adopted. The condition of a pavement structure must
be known, prior to attempting its repairs or maintenance. To Table 8 Maintenance Cost Estimation of Ainachivadi
know the condition of pavement structure, it is necessary to For Rigid Road Pavement of 21 to 30 Years
carry out its structural and functional evaluation to examine the Periodical
Maintenance
various factors, which contribute to its failure or distress. There Ordinary renewal Total Amount
Year and renewal
Maintenance after 2 in Rs.
may be different types of distress in cement concrete pavements. years
after 5 years
These distresses contribute many types of cracking, e.g., corner 21 45,289 - - 45,289
cracking, longitudinal, transversal cracking, shrinkage cracking 22 49,818 - - 49,818
and elastic cracking. Warping of slabs, scaling and spelling of 23 54,800 - - 54,800
joints. In case of RCCP and semi rigid materials, there are very 24 60,280 - - 60,280
25 66,308 - 68,620 1,34,928
less quantity of shrinkage cracking as very less quantity of water
26 72,939 - - 72,939
is required for the construction of both the pavements. 27 80,233 - - 80,233
For the calculation of maintenance of rigid pavement 28 88,256 - - 88,256
and values are calculated and tabulated in Table 6, 7and 8. There 29 97,082 - - 97,082
are two type maintenance Ordinary repairs (Annual) and 30 1,06,790 - 1,10,514 2,17,304
Maintenance& renewal (5 yearly). From the Table 9.10 Ordinary
repairs (Annual) for rigid pavement is Rs.6000 per year per km Life Cycle Cost Analysis for Rigid Pavement
so for Ainachivadi road it is Rs.6120 and Maintenance& The life cycle cost includes the cost of construction and
renewal (5 yearly) is Rs.10000per year per km so Ainachivadi maintenance of the road for a specified period. Thus the
road it is Rs.10000×1.02=10200. Due inflection in every year construction cost from Table 10.5 and maintenance cost taken
money value increases, so to calculated it by formula(ref.18) from the Table 10.6, 10.7 and 10.8 for the chosen period of life,
and tabulated in Table 6, 7 and 8 as below. together gives the life cycle cost. Therefore, it is useful to
examine the life cycle cost of an alternative rather than the initial
Fv = Pv (1+K)n cost of construction alone. For the life cycle cost analysis present
Where, worth method is used, using formula (ref.18) calculation are
Fv = Future value in ‘n’ years done as below. After that cash flow diagram for that value is
Pv = Amount today (Present Value) prepared in fig.10.3.
K = Interest Rate per year, here K is 10%
N = Number of years for which compounding is done Pv =Fv n
Where,
Table 6 Maintenance Cost Estimation of Ainachiwadi for Fv = Future value in ‘n’ years
Rigid Road Pavement of 1to 10 Years Pv = Amount today (Present Value)
Periodical k = Interest Rate per year, here K is 10%
Maintenance Total
Ordinary renewal n = Number of years for which compounding is done
Year and renewal Amount
Maintenance after 2
after 5 years in Rs.
years
1 6,120 - - 6,120 (Pv)5= 45,28,800[ 0 + 6,120[ 1 +6,732[ 2
2 6,732 - - 6,732
3 7,405 - - 7405
4 8,146 - - 8,146 +7,4058,146[ 3
5 8,960 - 10,200 19,160
6 9,856 - - 98,56 +93,553[ 4 + 1, 24,435[ 5
7 10,842 - - 10,842
8 11,926 - - 11,926 (Pv)5= 45,62,951
9 13,119 - - 13,119
10 14,430 - 16,427 30,857

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 International Journal of Engineering Research ISSN:2319-6890(online),2347-5013(print)
Volume No.5, Issue Special 1 pp : 242-246 8 & 9 Jan 2016

however suitable treatment as per need is provided to these

(Pv)10=45,62,951+9,856[ 6 + 10,842[ 7 materials.
The use of this locally available materialhas resulted in cost
+11,926[ 8 saving.
4) If road under case study is replaced by rigid pavement
+ 13,119[ 9 +30,857[ 10 i.e. cement concrete pavement is costly but if thought about long
life it is economical because low cost maintenance and utility is
(Pv)10= 45,97,102 more. Construction cost of flexible pavement is Rs. 23, 76,688
and construction cost of rigid pavement is Rs. 45, 28,800 so it is
concluded that initially concrete road required Rs. 21, 52,112
(Pv)15= 45,97,102+ 15,873[ 11 + 17,416[ 12
more. Life cycle cost analysis shows that after 20thyear rigid
pavement show economy and utility.Hence concrete roads can
+19,207[ 13
be considered if sufficient funds are available at the time of
construction.
+ 21,128[ 14 +49,696[ 15 5) Geotextile is one of new materials used in road
(Pv)15= 46,31,254
construction. With help of geotextiles road pavement
performance can be improved. It is used in road construction as
(Pv)20= 46,31,254+25,565[ 16 + 28,121[ 17 a separator between two layers of pavement to resist intrusion of
water from one to another. It is also used as good reinforcement
+30,933[ 18
material in embankment and slope; it is also useful in erosion
control
+ 34,026[ 19 +80,037[ 20
References
(Pv)20= 46,65,405 i. Duggal A.K. &PuriV.P.Laboratory Manual in "Highway Engineering”,
New Age International Pvt. Ltd., Delhi 1991
ii. “Indian Population census2001 Booklet”, By Government of India.
(Pv)25=46,65,405+45,289[ 21 + 49,818[ 22 iii. IRC: SP: 20: 2002-"Rural Road Manual", INDIAN ROAD CONGRESS,
NEW DELHI, (2002).
iv. IRC: SP: 62-2004-Guidelines forthe Design of Rigid Pavements for Low
+54,800[ 23 Volume Roads. Published by THE INDIAN ROAD CONGRESS 2004 NEW
DELHI.
v. IRC: SP: 20: 2004-"Rural Road Manual", INDIAN ROAD CONGRESS,
+ 60,280[ 24 +1,34,928[ 25
NEW DELHI, (2004).
vi. IRC: SP: 72-2007-Guidelines For The Design Of Flexible Pavements For
(Pv)25= 47,02,338
Low Volume Rural Roads. Published by THE INDIAN ROAD CONGRESS
2007, NEW DELHI.
vii. IRC,“ Guidelines For The Design Of Flexible Pavement ”
(Pv)30=47,02,338+72,939[ 26 + 80,233[ 27 ,IRC:37,1970,Indian Road Congress.
viii. IRC: SP: 59-2002-Guidelines for Use of Geotextiles in Rural Road
Pavements and Associated Works.Published by THE INDIAN ROAD
+88,256[ 28 CONGRESS 2002,NEW DELHI.
ix. IRC: SP: 20-1997-“Manual on route location, design, construction and
maintenance of rural roads”.
+ 97,082[ 29 +2, 17,304[ 30 x. IRC: 73-1980-“Guidelines for Curve Design”
xi. 11. ISI, “Method of test for soil”, IS: 2720, 1964-66 Indian Standard
(Pv)30= 47,39,217 Institution.
xii. 12. ISI “Indian Standard Methods for testing Tar and Bitumen, IS: 1202-
1209, Indian Standard Institution.
Conclusions xiii. 13. Khanna S.K. & Justo C.E.G., "Highway Material & Testing", Namchand
1) Ainachiwadi road project is constructed in & Brothers, Roorkee (2008).
mountainous terrain. Alignment of road follows cart track. The xiv. Khanna S.K. & Justo C.E.G., "Highway Engineering", Namchand&
Brothers, Roorkee (2008).
soaked CBR value of sub grade soil along the alignment is 3.76 xv. Koerner, Robeert M., “Designing with Geosynthetics” Fourth edition,
and traffic census are carried out gives CVPD as 24 vehicles per Published by Prentice Hall, Delhi, 2001.
day. Due to the mountainous terrain, seven horizontal curves and xvi. Kumar Praveen, Mehndiratta H.C. and Kumar Anant, "Economic Analysisof
one vertical (parabolic) curve is provided for the road. Rural RoadConstruction under PMGSY" Indian Highways, Indian Roads
Congress, Vol 133, No. 8 August 2005, pp 21-33.
2) Ruling design speed of 25km/hr is considered for xvii. PrabhakatKatare ,New Delhi Director (Projects) & Chief Quality
geometric design. Accordingly roadway width of 6.0m and CoordinatorMay, 2007 National Rural Road Development Agency Quality
carriageway of 3.0m is provided. In Ainachiwadi region rainfall Assurance HandBook, For Rural Roads.
intensity is 1500mm and it is a mountainous terrain so cross xviii. Prasanna Chandra “Project Planning, Analysis, Selection, Implementation
and Review” Fourth Edition, Published by Tata McGraw-Hill Company
drainage structures i.e. four pipe culverts are provided. Ltd.1995 pp.163-170
3) Locally available marginal materials murum and laterite
are used in construction of sub-base courses and shoulders

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