Project report file on construction of flexible pavement by Harshit Prakash Garg

i
A
PROJECT REPORT
on
CONSTRUCTION OF FLEXIBLE PAVEMENT
By
Anurag Mishra (1406800023)
Harshit Prakash Garg (1406800044)
Ankit Kumar Panchal (1406800019)
Aniket Kumar Sirohi (1406800018)
Agam Dahiya (1406800010)
Amit Ranjan (1406800017)
Gaurav Jainer (1406800042)
Ashwani Kumar (1406800027)
Jayant (1406800050)
Submitted to the Department of Civil Engineering
in Partial Fulfillment of the Requirements
for the Degree of
Bachelor of Technology
in
Civil Engineering
Meerut Institute of Engineering and Technology
Meerut-250005
DR. A.P.J.ABDUL KALAM TECHNICAL UNIVERSITY, LUCKNOW
APRIL-2018

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TABLE OF CONTENTS
CONTENTS PAGE NO
CERTIFICATE iv
DECLARATION v
ACKNOWLEDGEMENT vi
ABSTRACT vii
LIST OF ABBREVIATIONS viii
CHAPTER 1 1
1.1. INTRODUCTION 1
1.2. TYPES OF PAVEMENTS 1
1.3. SCOPE & APPLICABILITY 3
CHAPTER 2 (CROSS-SECTION OF A FLEXIBLE PAVEMENT) 4
2.1. TYPES OF COATS 4
2.2. DIFFERENT COURSES OF LAYERS 5
CHAPTER 3 (SURVEYING & LEVELING) 7
3.1. SITE LOCATION 7
3.2. TOPOGRAPHIC SURVEY 8
CHAPTER 4 (IMPORTANT TESTS) 11
4.1. GENERAL 11
4.2. TESTS 11
CHAPTER 5 (PROPOSED METHOLOGY) 19
5.1. SUITABILITY OF USING CBR TEST 19
CHAPTER 6 (DESIGN APPROACH & CRITERIA) 20
6.1. DESIGN APPROACH & CRITERIA 20

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6.2. DESIGN WHEEL LOAD 23
6.3. PAVEMENT DESIGN 24
6.4. IRC METHOD OF DESIGN 24
6.4. DESIGN TRAFFIC 25
CHAPTER 7 (ESTIMATION AND COSTING) 28
7.1. ESTIMATION 28
7.2. COST ESTIMATION 29
7.3. TABLE OF ESTIMATION AND COSTING 30
CHAPTER 8 (FAILURES OF FLEXIBLE PAVEMENT) 33
8.1. ALLIGATOR CRACKING 33
8.2. TYPES OF FAILURES 34
CHAPTER 9 (PLANT OVERVIEW) 42
9.1. TYPES OF PLANT 42
CHAPTER 10 (MACHINES) 44
10.1. MACHINERIES USED 44
10.2. SOME OTHER MACHINES 48
CONCLUSION 49
REFRENCES 50

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CERTIFICATE
This is to certify that project report entitled “Construction of Flexible Pavement” which is
submitted by Anurag Mishra, Harshit Prakash Garg, Ankit Kumar Panchal, Aniket Kumar
Sirohi, Agam Dahiya, Amit Ranjan, Gaurav Jainer, Ashwani Kumar and Jayant in partial
fulfillment of the requirement for the award of degree of Bachelor of Technology in Civil
Engineering from MEEERUT INSTITUTE OF ENGINEERING AND TECHNOLOGY
under A.K.T.U. Technical University, Lucknow is a record of the candidate own work carried
out by him under our supervision. The matter embodied in this thesis is original and has not been
submitted for the award of any other degree.
H.O.D. SUPERVISOR
Mr. RAJEEV KUMAR Mr. NAUSHER KHAN
CIVIL DEPARTMENT ASST. PROFESSOR

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DECLARATION
We hereby declare that this submission is our own work and that, to the best of our knowledge
and belief, it contains no material previously published or written by another person nor material
which to a substantial extent has been accepted for the award of any other degree or diploma of
the university or other institute of higher learning, except where due acknowledgment has been
made in the text.
NAME OF STUDENT ROLL NUMBER SIGNATURE
Anurag Mishra 1406800023 ………………
Harshit Prakash Garg 1406800044 ………………
Ankit Kumar Panchal 1406800019 ………………
Aniket Kumar Sirohi 1406800018 ………………
Agam Dahiya 1406800010 ………………
Amit Ranjan 1406800017 ………………
Gaurav Jainer 1406800042 ………………
Ashwani Kumar 1406800027 ………………
Jayant 1406800050 ………………

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ACKNOWLEDGEMENT
It gives us a great sense of pleasure to present the report of the B. Tech Project undertaken
during B.Tech. Final Year. We owe special debt of gratitude to Mr. Nausher Khan Asst.
Professor of Department of Civil Engineering, Meerut Institute of Engineering and Technology,
Meerut for their constant support and guidance throughout the course of our work. Their
sincerity, thoroughness and perseverance have been a constant source of inspiration for us. It is
only their cognizant efforts that our endeavors have seen light of the day.
We also do not like to miss the opportunity to acknowledge the contribution of all faculty
members of the department for their kind assistance and cooperation during the development of
our project. Last but not the least, we acknowledge our friends for their contribution in the
completion of the project.
We feel elated to extend our floral guidance to Mr. Rajeev Kumar, Head of Department of
Civil Engineering, for his encouragement all the way during analysis of the project. His
annotations, insinuations and criticism are the key behind the successful completion of doing the
thesis and for providing us all the required facilities.

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ABSTRACT
The satisfactory performance of the pavement will result in higher savings in terms of vehicle
operating costs and travel time, which has a bearing on the overall economic feasibility of the
project. A thorough analysis of the existing pavement is greatly required at this point of time, as
an excessive amount of vehicle loads is passing through the project site and it is unknown
whether or not the road pavement might sustain its structural integrity. The critical line of equal
costs on the plane of CBR versus msa is also identified. This is a swing line which delineates the
economic feasibility of two types of pavements.
It has been found that the pressure vs settlement curve; pressure vs nodal stress curve ; pressure
vs element stress curve are linear for small pressure range and then it become nonlinear. More
nonlinearity is seen at higher pressure. Hence material nonlinearity must be considered while
analysing and designing flexible pavements. This total work includes collection of data analysis
of various flexible and rigid pavement designs and their estimation procedure are very much
useful to the engineer who deals with highways and road construction techniques.

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ABBREVIATION
AADT Annual Average Daily Traffic
AASHTO American Association of State Highway and
Transportation Officials
ADT Average Daily Traffic
BC Bituminous Concrete
BM Bituminous Macadam
CBR California Bearing Ratio
DBM Dense Bituminous Macadam
DoR Department of Roads
EM Elastic Modulus
EF Equivalent Factor
ESA Equivalent Standard Axles
FHWA Federal Highway Administration
GB Granular Base
GSB Granular Sub Base
IRC Indian Road Congress
MPa Mega Pascal
MSA Million Standard Axles
ORN Overseas Road Notes
PC Premix Carpet
SDBC Semi-Dense Bituminous Concrete
SSRBW Standard Specification for Road and Bridge Works
TRB Transportation Research Board
TRL Transportation Research Laboratory
VDF Vehicle Damage Factor
WBM Water Bound Macadam

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LIST OF FIGURES
S. NO. CONTENT PAGE NO
1. Flexible Pavement 2
2. Rigid Pavement 2
3. Cross-Section of Flexible Pavement 4
4. Site Location 7
5. Auto Level 9
6. Vibratory Sieve Shaker 12
7. Bitumen Extractor 13
8. CBR Mould 16
9. CBR Test Apparatus 17
10.Graph of Penetration and Load by CBR Test 18
11.Structural Elements of Road 21
12.Axle configuration 23
13.Equivalent Single Wheel Load (ESWL) 23
14.Flexible Pavement Thickness Graph 27
15.Longitudinal Cracks 34
16.Fatigue Crack 35
17.Transverse Cracks 35
18.Reflection Crack 36
19.Block Cracks 36
20.Edge Crack 37
21.Rutting 37
22.Corrugation 38

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23.Shoving 38
24.Depressions 38
25.Overlay Bump 39
26.Declamations 39
27.Pot Holes 40
28.Patching 40
29.Pumping 41
30.Bleeding and Flushing 41
31.Back Hoe Loader 45
32.Paver Machine 46
33.Vibratory Roller 48
34. Bitumen Sprayer 48

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LIST OF TABLES
S. NO. CONTENT PAGE NO
1. Survey by Auto Level 10
2. Sieve Analysis 12
3. Observation And Calculations of Maximum Dry Density Test 15
4. Observations of CBR Test 17
5. Equivalent Standard Axles 22
6. Schedule of Rates 30

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CHAPTER-1
INTRODUCTION
1.1. INTRODUCTION
A road surface or pavement is the durable surface material laid down on an area intended
to sustain vehicular or foot traffic, such as a road or walkway. In the past, gravel road
surfaces, cobblestone and granite setts were extensively used, but these surfaces have
mostly been replaced by asphalt or concrete laid on a compacted base course. Road
surfaces are frequently marked to guide traffic. Today, permeable paving methods are
beginning to be used for low-impact roadways and walkways.
1.2. TYPES OF PAVEMENT
1.2.1. Flexible Pavements
Flexible pavement can be defined as the one consisting of a mixture of asphaltic or
bituminous material and aggregates placed on a bed of compacted granular material of
appropriate quality in layers over the subgrade. Water bound macadam roads and stabilized
soil roads with or without asphaltic toppings are examples of flexible pavements. The
design of flexible pavement is based on the principle that for a load of any magnitude, the
intensity of a load diminishes as the load is transmitted downwards from the surface by
virtue of spreading over an increasingly larger area, by carrying it deep enough into the
ground through successive layers of granular material. Thus for flexible pavement, there
can be grading in the quality of materials used, the materials with high degree of strength is
used at or near the surface. Thus the strength of subgrade primarily influences the thickness
of the flexible pavement.

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Fig 1. Flexible Pavement
1.2.2. Rigid Pavements
A rigid pavement is constructed from cement concrete or reinforced concrete slabs.
Grouted concrete roads are in the category of semi-rigid pavements. The design of rigid
pavement is based on providing a structural cement concrete slab of sufficient strength to
resists the loads from traffic. The rigid pavement has rigidity and high modulus of
elasticity to distribute the load over a relatively wide area of soil. Minor variations in
subgrade strength have little influence on the structural capacity of a rigid pavement. In the
design of a rigid pavement, the flexural strength of concrete is the major factor and not the
strength of subgrade. Due to this property of pavement, when the subgrade deflects beneath
the rigid pavement, the concrete slab is able to bridge over the localized failures and areas
of inadequate support from subgrade because of slab action.
Fig 2. Rigid Pavement

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1.3. SCOPE & APPLICABILITY
This manual will apply to design of flexible pavements for National Highways and Feeder
Roads. Furthermore, this manual could be followed for the design of Arterial and Sub
arterial roads of the urban road categories. For the purpose of guidelines, flexible
pavements are considered to include the pavements which have bituminous surfacing and
granular base and sub-base courses conforming to Standard Specifications for Road and
bridges Works published by the Department of Roads in 2001. These guidelines apply to
new pavements. The manual may require revision from time to time in the light of future
experience and development in the field. The principal users of this manual are the
Pavement Design Engineers from government or their agents (i.e. Consultants).
The design procedures incorporated in this document are based on the IRC 37-2001
guidelines, American Association of State Highway and Transportation Officials
(AASHTO) Guide for Design of Pavement Structures, Transportation Research Board
(TRB), Federal Highway Administration (FHWA) publications, Pavement Structural
Design’ of the Austroads Guide to Pavement Technology (Austroads, 2008) and Road
Note 31 (TRL, UK).

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CHAPTER-2
CROSS-SECTION OF A FLEXIBLE PAVEMENT
Typical layers of a conventional flexible pavement includes seal coat, surface course, tack
coat, binder course, prime coat, base course, sub-base course, compacted sub-grade, and
natural sub-grade.
Fig 3. Cross-Section of Flexible Pavement
2.1. TYPES OF COATS
2.1.1. Seal Coat
The seal coat has to be provided which is a thin surface treatment used to water-proof the
surface and to provide skid resistance.
2.1.2. Tack Coat
Tack coat has to be provided between two layers of binder course. It coat is very light
application of asphalt, usually asphalt emulsion diluted with water. It must be thin,
uniformly cover the entire surface, and set very fast.

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2.1.3. Prime Coat
Prime coat provides bonding between two layers which penetrates into the layer below,
plugs the voids, and forms a water tight surface. That’s why both prime coat and tack coat
has to be provided. They both have different functions.
It is an application of low viscous cutback bitumen to an absorbent surface like granular
bases on which binder layer is placed.
2.2. DIFFERENT COURSES OF LAYERS
2.2.1. Surface Course
Surface course is the layer directly in contact with traffic loads and generally contains
superior quality materials. They have to be constructed with dense graded asphalt concrete
(AC). The functions and requirements of this layer are:
It provides characteristics such as friction, smoothness, drainage, etc. Also it will prevent
the entrance of excessive quantities of surface water into the underlying are, sub-base and
sub-grade.
It must be though to resist the distortion under traffic and provide a smooth and skid-
resistant riding surface, it must be water proof to protect the entire base and sub-grade from
the weakening effect of water.
As per our design, combined thickness of base and surfacing should be 30 cm.
2.2.2. Binder Course
The binder course having aggregates less than asphalt has to be used as it doesn’t require
quality as high as the surface course, so replacing a part of surface course by the binder
course results in more economical design. This layer provides the bulk of the asphalt
concrete structure. Its chief purpose is to distribute load to the base course.

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2.2.3. Base Course
The base course is the layer of material immediately beneath the surface of binder course
and it provides additional load distribution and contributes to the sub-surface drainage. It
may be composed of crushed stone, crushed slag, and other untreated or stabilized
materials.
2.2.4.Sub-Base Course
The Sub-base course is the layer of material which has to be provided beneath the base
course and its primary functions are to provide structural support, improve drainage, and
reduce the intrusion of fines from the sub-grade in the pavement structure. As per our
design 20 cm thick sub base course has to be provided.
2.2.5. Sub-Grade
The top soil sub-grade is a layer of natural soil prepared to receive the stresses from the
layers above. It is essential that at no time soil sub-grade is overstressed. It should be
compacted to the desirable density, near the optimum moisture.

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CHAPTER-3
SURVEYING & LEVELLING
3.1 SITE LOCATION
Fig 4. Site Location
 Total Length of Road = 750 meter
 Road width= 3.7 meter

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Road connectivity is a key component of development by promoting access to economic
and social services and thereby generating increased agricultural incomes and productive
employment. The project road is a link road to all the buildings of MIET, MEERUT
campus. This road directly connects all the possible ways of the campus which provides a
smooth passage to all belongings of the campus.
3.2 TOPOGRAPHIC SURVEY
3.2.1 General
Survey was done and temporary bench marks were established. Levels for cross section
have been taken at every 10 m intervals at various locations. Road plans & L-Sections have
been developed on AutoCAD.
3.2.2 Traversing
Traverse survey was done, chain survey starting coordinate was assumed and according to
the coordinates of other reference temporary bench mark was established.
3.2.3 Leveling
All leveling for establishing Benchmark are carried out having accuracy ± 5 mm/km. We
started the work by assuming arbitrary level, as no GTS benchmark was available on the
nearby location of the road.
Leveling work is carried over using a technical instrument named AUTO LEVEL by
taking an initial bench mark of 224.34 meter from the standard railway mean sea level of
Meerut Railway Station.
3.2.3.1 Auto Level
An auto level is similar to the dumpy level, with its telescope fixed to the tribrach. For
more precise leveling of the instrument a spirit level is attached to the telescope. It is used
to measure the reduced level of any plane.

9
An automatic level, self- leveling level or builder's auto level includes an internal
compensator mechanism (a swinging prism) that, when set close to level, automatically
removes any remaining variation from level. This reduces the need to set the instrument
truly level, as with a dumpy or tilting level. Self- leveling instruments are the preferred
instrument on building sites, construction and surveying due to ease of use and rapid setup
time.
Fig 5. Auto Level
Using the formula
Height of the Instrument = Back Sight + Reduced Level
i.e. HI = BS + RL
Bench Mark = 224.34 m

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S.
No.
Back
Sight
Intermediate
Site
Fore Sight Reduced
Level
Remark
1. 0.908 HI=224.34+.908
2. 1.39 223.858 HI=225.248
3. 1.39 223.858
4. 1.402 1.36 CP 1 (HI=225.742)
5. 1.418 224.324
6. 1.485 224.257
7. 1.618 224.124
8. 1.53 1.405 CP 2 (HI=225.87)
9. 1.713 224.157
10. 1.523 1.257 CP 3 (HI=225.863)
11. 1.67 224.193
12. 1.296 1.42 CP 4 (HI=225.636)
13. 1.187 224.449
14. 1.386 1.46 CP 5 (HI=225.726)
15. 1.313 224.413
16. 1.475 224.251
17. 1.48 224.246
18. 1.412 1.421 CP 6 (HI=225.752)
19. 1.420 224.332
20. 1.326 1.462 CP 7 (HI=225.666)
21. 1.32 224.346
22. 1.46 1.445 CP 8 (HI=225.8)
23. 1.42 224.38
24. 1.448 1.46 CP 9 (HI=225.788)
25. 1.50 224.288
26. 1.48 1.46 CP 10 (HI=225.82)
27. 1.20 224.62
28. 1.165 1.581 CP11 (HI=225.505)
29. 0.86 224.645
30. 0.74 224.765
Table 1. Survey by Auto Level

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CHAPTER-4
IMPORTANT TESTS
4.1. GENERAL
After selection of the final centre line of the road investigation for soil and other materials
require for construction are carried out in respect of the likely sources and the availability
and suitability of materials. The characteristics of the materials can be qualitatively
determined by appropriate testing procedures, the result of which supplement knowledge
of the material gained from visual inspection and a study of the geological/geophysical
environment.
4.2. TESTS
There are several types of tests which are being performed for identifying the properties of
soil, bitumen etc. Some tests are performed on the site and some are performed in the
laboratory. Some of the important tests are described below
1. Sieve Analysis
2. Bitumen Test
3. Maximum Dry Density Test
4. CBR Test
4.2.1. Sieve Analysis
 In this method we determine the density of the aggregate.
 In this there are different sizes of sieves.
 The material passes through these sieves and we calculate the % weight passing
through these sieves, and we compare these values with JMF Value.
 First of all we take a sample about 10 kg.

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 Now we pass the sample from different sieves.
 After passing each sieve we find the retained weight, % weight retained, cumulative
weight retained and percentage passing of aggregates.
Table 2. Sieve Analysis
Fig 6. Vibratory Sieve Shaker
S.
NO.
SIEVE SIZE
(MM)
WT.
RET.
% WT.
RET.
CUM. %
WT. RET.
% WT.
PASSING
1. 19.5 0 0 0 100
2. 13.2 .350 3.681 3.681 96.319
3. 9.5 2.056 21.628 25.309 74.691
4. 4.75 3.954 41.594 66.903 33.097
5. 2.36 1.496 15.737 82.64 17.36
6. 1.18 1.65 17.357 99.997 0.003
Total 9.506

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4.2.2. Bitumen Test
 Object
In this test we determine the bitumen content present in the bitumen concrete mixture.
 Apparatus
Bitumen extractor machine
 Requirements
Filter paper, petrol/diesel, aggregate - bitumen mixture.
 Procedure
1. First of all we are weighing the weight of empty bowl.
2. Now we weight the empty bowl and sample.
3. Now we calculate the sample weight.
4. Now we add some petrol in the sample and stir until the aggregate shows its
initial appearance before mix with bitumen.
5. Now we fit the bowl in the machine and we rotate the bowl.
6. The bitumen comes out from mixture now we weighing the sample.
7. The loss in weight is the bitumen content.
Fig 7. Bitumen Extractor

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 Calculations
Weight of empty bowl = 1.156 kg
Empty bowl + sample weight = 1.710 kg
Total sample weight = 0.554 kg
Bowl weight + sample weight after extraction = 1.674 kg
Sample weight after extraction = 1.674 - 1.156 = 0.518 kg
Difference = Total sample w eight – sample weight after extraction
Difference = 0.554 – 0.518 = 0.036 kg
% of bitumen =
𝐷𝐼𝑓𝑓𝑒𝑟𝑒𝑛𝑐𝑒
𝑇𝑜𝑡𝑎𝑙 𝑆𝑎𝑚𝑝𝑙𝑒 𝑊𝑒𝑖𝑔ℎ𝑡
× 100
% of bitumen =
0.036
0.554
× 100
= 6.498 %
 Result
The % of bitumen in the sample = 6.498%
4.2.2.1. Some Properties of Bitumen
 Bitumen is a sticky, black, and highly viscous liquid or semi-solid form of
petroleum.
 It may be found in natural deposits or may be a refined product, and is classed as a
pitch. Before the 20th century, the term asphalt was also used.
 The primary use (70%) of asphalt is in road construction, where it is used as the
glue or binder mixed with aggregate particles to create asphalt concrete.
 Its other main uses are for bituminous waterproofing products, including production
of roofing felt and for sealing flat roofs.

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 It consist chiefly high molecular weight hydrocarbons derived from distillation of
petroleum or natural asphalt.
 It is a semi-solid hydrocarbon product produced by removing the lighter fractions
(such as liquid petroleum gas, petrol and diesel) from heavy crude oil during the
refining process.
 Bitumen is often confused with Tar. Although bitumen and are similarly black and
sticky, they are distinctly different substances in origin, chemical composition and
in their properties.
 Tars are resides from the destructive distillation of organic substances such as coal,
wood, or petroleum.
4.2.3. Maximum Dry Density Test
Maximum dry density (MDD) corresponding optimum moisture content (OMC)
were determined using standard compaction method and modified method in
accordance with IS:10074:1987 , BIS 270 (Part-VIII)
Calculation
Diameter of mould = 10 cm
Height of mould = 12.7 cm
Volume of mould = 1000 cc
Sample (Kg)
Weight of empty mould + base plate (W1) 5.390
Weight of compacted soil + base plate (W2) 7.453
Bulk unit weight of compacted soil (Y gm/cc) 2.068
Water content (w %) 12.04
Dry unit weight (Yd gm/cc) 1.77
Table 3. Observation And Calculations of Maximum Dry Density Test
Result: Bulk unit weight of compacted soil (Y) = 2.068 gm/cc
Dry unit weight (Yd) =1.77 gm/cc

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4.2.4. CBR Test
4.2.4.1. Definition
It is the ratio of force per unit area required to penetrate a soil mass with standard circular
piston at the rate of 1.25 mm/min. to that required for the corresponding penetration of a
standard material.
C. B. R. =
Test Load
Standard Load
× 100
The same samples were further tested for CBR using Static Compaction with 56 blows by
standard rammer of 2.6 kg. In 1928 California Division of State Highways developed CBR
method for pavement design the majority of design curves developed later are based on the
original curves proposed by O.J. Porter. One of the chief advantages of this method is the
Simplicity of the test procedure.
The CBR tests were conducted by California State Highways Department on existing
pavement surfaces including sub base, sub grade and base course .Based on the extensive
test data collected on pavements, an empirical design chart was prepared correlating the
CBR values and pavement thickness.
Fig 8. CBR Mould

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Fig 9. CBR Test Apparatus
4.2.4.2. Observations and Calculations
S. No. Penetration (mm) Load (kg)
1 1.25 29.14
2 2.5 40.14
3 3.75 48.12
4 5.0 55.12
5 6.25 62.37
6 7.50 65.53
7 8.62 67.41
Table 4. Observations of CBR Test

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CALCULATIONS
CBR at 2.5mm penetration =
40.14
1370
× 100
=2.93%
CBR at 5.0mm penetration =
55.12
2055
× 100
=2.68%
So, value of CBR = 2.93%
GRAPH
Fig 10. Graph of Penetration and Load by CBR Test
0
10
20
30
40
50
60
70
80
0 2 4 6 8 10
Load(kg)
Penetration(mm)
Figure Penetartion vs. Load
(55.12)
(40.14)

19
CHAPTER-5
PROPOSED METHODOLOGY
To meet the above mentioned objectives of the present study, following steps are adopted:
1. We have used California Bearing Ratio Method for designing the Flexible Pavement.
With the help of this method we have found the thickness of pavement.
2. The Codes for designing of flexible pavement used are IRC 37:2001 – (Guidelines for
the Design of Flexible), IS: 20:2007.
3. The instruments used are Auto level, Prismatic Compass for survey work.
4. The Height of Instrument Method is used for leveling purpose of the ground surface.
5. The cross sections, L sections of flexible pavement & layout are made in AutoCAD.
6. The rates of different materials are taken as per the Schedule of Rates (SOR 2012).
7. Mid Sectional Area Method is used for Estimating the earthwork.
5.1. SUITABILITY OF USING CALIFORNIA BEARING
RATIO TEST TO PREDICT RESILIENT MODULUS
Resilient modulus (M) of sub grade is a very important factor in airport and highway
pavement design and evaluation process. Typically, this factor is evaluated using simple
empirical relationships with CBR (California-bearing-ratio) values. This paper documents
the current state of the knowledge on the suitability of this empirica l approach. In addition,
the paper also documents the use of finite element analyses techniques to determine the
California Bearing Ratio. The stress-strain response of the various soils is simulated using
an elasto-plastic model. The constitutive model employed is the classical von Misses
strength criteria with linear elasticity assumed within the yield/strength surface. The finite
element techniques employed are verified against available field and laboratory test data.

20
CHAPTER- 6
DESIGN APPROACH AND CRITERIA
6.1. DESIGN APPROACH AND CRITERIA
The design of flexible road pavements is generally thought to be a specialist activity that
can only be undertaken by consultants experienced in this type of design. Part of the reason
for this may be that foreign consultants engaged on the design of road pavements in Nepal
have tended to use design standards from their respective countries, or other international
standards with which they are familiar.
However, the design approaches and criteria for a country should be defined on the basis of
local conditions i.e. climatic socio-economic and technological development and so on. In
this way, intensive research activities should have conducted by the concerned authorities.
The flexible pavements has been modeled as a three layer structure and stresses and strains
at critical locations have been computed using the linear elastic model. To give proper
consideration to the aspects of performance, the following three types of pavement distress
resulting from repeated (cyclic) application of traffic loads are considered:
 Vertical compressive strain at the top of the sub-grade which can cause sub-grade
deformation resulting in permanent deformation at the pavement surface.
 Horizontal tensile strain or stress at the bottom of the bituminous layer which can
cause fracture of the bituminous layer.
 Pavement deformation within the bituminous layer.

21
Fig11. Structural Elements of Road
The permanent deformation within the bituminous layer can be controlled by meeting the
mix design requirements as per the Standards Specifications for Road and Bridge Works
(Do R, 2001). The thickness of granular and bituminous layers are selected by using the
analytical design approach so that strains at the critical points are within the allowable
limits. For calculating tensile strains at the bottom of the bituminous layer, the stiffness of
dense bituminous macadam (DBM) layer with 60/70 bitumen has been used in the
analysis. The relationships used for allowable vertical sub-grade strain and allowable
tensile stain at the bottom of bituminous layer along with elastic moduli of different
pavement materials and relationships for assessing the elastic moduli of sub-grade,
granular and base layers.
Best on the performance of existing design and using analytical approach, simple design
charts and a catalogue of pavement design have been added for the use of engineers. The
Pavement design are given for sub-grade CBR value ranging from 2 percent to 10 percent
and design traffic from 1 msa to 150 msa for an average annual pavement temperature of
35 0C. The layer thickness obtained from the analysis has been slightly modified to adapt
the designs to stage construction. Using the following simple input parameters, appropriate
design could be chosen for given traffic and sub-grade soil strength:
a) Design traffic in terms of cumulative number of standard axles
b) CBR values of Sub-grade

22
The primary function of pavement is to distribute the concentrated loads so that the
supporting capacity of the sub-grade soil is not exceeded. With this purpose in view, the
road structure has been composed of a number of layers, properly treated, compacted and
place one above the other. Some of these layers at times may be combined. In general, the
structure of a road will constitute of:
1. The Sub Grade
2. The Sub Base
3. The base
4. Surface course
6.1.1. Sub grade Strength or bearing capacity
It is measured using the CBR test, typically CBR 2-3 for clays and 15% or greater for
sandy soils. Used directly in the empirical design procedure.
6.1.2. Pavement Material Characteristics
Need to know what materials are available. The generally used Type 2.1 for top 150mm
with Type 2.3 below. For deep pavements, may also have a deep layer of CBR15 material
6.1.3. Design Traffic Loading
The Standard Axle loading is defined as an axle with dual tyres loaded to 80kN (8.2
tonne).
Vehicle Type Number of ESAs For Max Legal Loading
2 Axle Rigid 2.2
3 Axle Rigid 2.5
3 Axle Articulated 3.3
4 Axle Rigid 3.6
4 Axle Articulated (Spread Tandem) 4.2
5 Axle Articulated (Spread Tandem) 4.4
Table5. Equivalent Standard Axles

23
6.2. DESIGN WHEEL LOAD
6.2.1. Max. Wheel load - It is used to determine the depth of the pavement required
to ensure that the sub grade soil does not fail.
6.2.2. Contact pressure - It determines the contact area and the contact pressure
between the wheel and the pavement surface. For simplicity elliptical contact
area is consider to be circular.
6.2.3. Axle configuration - the axle configuration is important to know the way in
which the load is applied on the pavement surface.
Fig12. Axle Configuration
6.2.4. Equivalent single wheel load (ESWL)
Fig13. Equivalent Single Wheel Load (ESWL)

24
6.3. PAVEMENT DESIGN
a) General
Considering the sub grade strength, projected traffic and the design life, the flexible
pavement design for low volume PMGSY roads has been carried out as per guidelines of
IRC: 37-2001
b) Pavement Design Approach
 Design Life: A design life of 10 years will be considered for the purpose of
pavement design of Flexible pavements.
 Design Traffic: The commercial vehicle per day (CVPD) is presented in design.
 Determination of pavement thickness from the graph: Thickness of pavement is
determined by first calculating the traffic in terms of MSA and also the CBR of the
soil. Taking reference to both the quantities the pavement thickness and its
composition is determined accordingly.
 Flexible Pavement composition: The designed pavement thickness and
composition will be calculated by Pavement design catalog of IRC: 37 – 2001.
Top layer of WBM will be treated with bituminous surface. The details of
pavement design are given above
 Embankment Design: As such there is no any place where embankment is .00 m
high.
Hence, design of embankment is not carried out.
6.4. IRC METHOD OF DESIGN OF FLEXIBLE PAVEMENTS
(IRC: 37-2012)
6.4.1. IRC:37-1970
 Based on California Bearing Ratio (CBR) of sub grade.
 Traffic in terms of commercial vehicles (more than 3 tonn laden weight).
6.4.2. IRC:37-1984
 Based on California Bearing Ratio (CBR) of sub grade

25
 Design traffic was considered in terms of cumulative number of equivalent standard
axle load of 80 kN in millions of standard axles (msa)
 Design charts were provided for traffic up to 30 msa using an empirical approach.
6.4.3. IRC:37-2001
 Based on Mechanistic-Empirical method
 Pavements were required to be designed for traffic as high as 150 msa.
 The limiting rutting is recommended as 20 mm in 20 percent of the length for
design traffic.
6.4.4. IRC:37-2012
 Based on Mechanistic-Empirical method
 The limiting rutting is recommended as 20 mm in 20 percent of the length for
design traffic up to 30 msa and 10 percent of the length for the design traffic
beyond.
6.4.5. Guidelines for Design by IRC: 37: 2012
6.5. DESIGN TRAFFIC
 The recommended method considers design traffic in terms of the cumulative
number of standard axles (80 kN) to be carried by the pavement during the design
life.
 Only the number of commercial vehicles having gross vehicle weight of 30 kN or
more and their axle loading is considered for the purpose of design of pavement.
 Assessment of the present day average traffic should be based on seven-day-24-
hour count made in accordance with IRC: 9-1972 "Traffic Census on Non-Urban
Roads".
The design traffic is considered in terms of the cumulative number of standard axles (in the
lane carrying maximum traffic) to be carried during the design life of the road. This can be
computed using the following equation:

26
𝐍 =
[ 𝟑𝟔𝟓 × {( 𝟏 + 𝐫) 𝐧
− 𝟏} × 𝐀 × 𝐃 × 𝐅]
𝐫
Where,
N = Cumulative number of Standard axles to be catered in the design in
terms of use.
A = Initial traffic in the year of completion of construction in terms of the
number of commercial vehicles per day.
D = Lane distribution factor
F = Vehicle damage factor
r = Annual growth rate of commercial vehicles
n = Design life in years
6.5.1. Calculations
𝐍 =
[ 𝟑𝟔𝟓 × {( 𝟏 + 𝐫) 𝐧
− 𝟏} × 𝐀 × 𝐃 × 𝐅]
𝐫
𝐍 =
[ 𝟑𝟔𝟓 × {( 𝟏 + 𝟎. 𝟎𝟐) 𝟏𝟎
− 𝟏} × 𝟏𝟎𝟎 × 𝟎. 𝟕𝟓 × 𝟑. 𝟓]
𝟎. 𝟎𝟐
= 1.05 msa
6.5.2. Design Data
1. According to the test results, the C.B.R. value of the sub grade soil is
found to be =2.93 %
2. Traffic Vehicle per Day is assumed to be 100 CVPD.
3. Traffic growth rate, to be taken as 2%.
4. Vehicle Damage Factor, for plain terrain = 3.5
5. Design Life = 10 Years.
6. Distribution Factor = 0.75
7. Single Lane Road.

27
Fig14. Flexible Pavement Thickness Graph According to CBR Value
So, the Flexible Pavement thickness according to IRC 37-2012 for 1.05msa and CBR
value upto 3% is 635mm.

28
CHAPTER- 7
Estimation And Costing
7.1. ESTIMATION
An estimate is a calculation of the quantities of various items of work, and the expenses
likely to be incurred there on. The total of these probable expenses to be incurred on the
work is known as estimated cost of the work. The estimated cost of a work is a close
approximation of its actual cost.
Cost Estimate in our project:
Cost Estimate of project has been arrived on the following
basis:
 Estimation of item wise quantities
 Analysis of Rates
7.1.1. Estimation of Quantities
All the relevant road and structure work Items will be identified as per survey, design and
drawings. Following major item of works considered are given below:
 Site clearance, dismantling and earthwork
 Pavement works (GSB, WBM, Bituminous layers)
 Drainage and protective works
 Road safety and furniture
 Maintenance works

29
a. Abstract of Cost
Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert
works and Carriage etc.
The volume of earthwork, its quantity and the detailed estimate of the project is
enclosed in the report. Following are the details of the estimate:
b. Analysis of Rates
1. General
Rates for various items of works of the project have been derived from the
“Schedule of Rates w.e.f. 01.05.2012 for Road works, Culvert works &
Carriage etc.
2. Basic Rate of Material
The rates, given in the SOR inclusive of basic rate, lead and all other necessary
operations required to execute the item, has been taken.
7.2. COST ESTIMATION
i) General
Cost Estimate of project has been arrived on the following basis
 Selection of items of work
 Estimation of item wise quantities
 Analysis of rates
ii) Estimation of Quantities
All the relevant road and structure work Items will be identified as per survey,
design and drawings. Following major item of works considered are given below:

30
 Site clearance, dismantling and earthwork
 Pavement works (GSB, WBM, Bituminous layers)
 Drainage and protective works
 Utility relocation
 Road safety and furniture
 Maintenance works
Quantity of earthwork will be derived from the proposed cross section drawings. The
details are provided chainage wise .The Useful soil obtained from roadway excavation
shall be used for construction of embankment and shall be paid as per relevant item given
in SOR.
iii) Abstract of Cost
Unit rates will be derived by using the “Schedule of Rates for Road
Works, Culvert works and Carriage etc.
7.3. TABLE OF ESTIMATION AND COSTING
S.
No.
Particulars L
(m)
B
(m)
H
(m)
Qty Unit Rate
(Rs)
Amount
(Rs)
1. Sub grade
Lime Stabilization for
Improving Sub grade
(Laying and spreading
available soil in the sub grade
on a prepared surface
pulverizing mixing the spread
soil placed with rotator with
3% slaked lime having
minimum content of 70% of
750 4.5 0.33
5
1130.6
25
cum 157 177,508.125

31
CaO, grading with motor
grader and compacting with
the road roller at OMC to the
desired density to form a
layer of improved sub grade)
2. Granular Sub-Base with
Coarse Graded Material
(Construction of granular sub
base by providing coarse
material, spreading in uniform
layers with mortar grader on
prepared surface, mixing by
mix in place method with
rotavator at OMC, and
compacting with vibratory
roller to achieve the desired
density, complete as per
clause 401)
750 4.5 0.22
5
759.37
5
cum 719 545,990.625
3. Base coarse Bituminous
Macadam
(Providing and laying
bituminous binder,
transported to the site, laid
over a previously prepared
surface with paver finished to
the required grade, level and
alignment enrolled as per
clause 501.6 & 501.7 to
achieve the desired
compaction)
For grading (40 mm
nominal size) bitumen
750 3.7 0.05 138.75 cum 799 110,861.25

32
content 3.4%
4. Surface coarse Bituminous
Macadam
(Providing and laying
bituminous macadam using
crushed aggregate of
specified grading premixed
with bituminous binder,
transported to site, laid over a
previously prepared surface
with paver finisher to the
required grade, level and
alignment enrolled as per
clause 501.6 &501.7 to
achieve the desired
compaction)
For grading (19 mm
nominal size) bitumen
content 3.5%
750 3.7 0.02
5
69.375 cum 6808 472,305
Total Cost Rs
13,06,665 /-
Table 6. Schedule of Rates

33
CHAPTER- 8
FAILURES OF FLEXIBLE PAVEMENT
Different types of failure encountered in flexible pavements are as follow:
1. Alligator cracking or Map cracking (Fatigue)
2. Consolidation of pavement layers (Rutting)
3. Shear failure cracking
4. Longitudinal cracking
5. Frost heaving
6. Lack of binding to the lower course
7. Reflection cracking
8. Formation of waves and corrugation
9. Bleeding
10. Pumping
8.1. ALLIGATOR CRACKING OR MAP CRACKING (Fatigue)
Followings are the primary causes of this type of failure:
 Relative movement of pavement layer material
 Repeated application of heavy wheel loads
 Swelling or shrinkage of sub grade or other layers due to moisture variation
Alligator cracks are also called as map cracking. This is a fatigue failure caused in the
asphalt concrete. A series of interconnected cracks are observed due to such distress.
The tensile stress is maximum at the asphalt surface (base). This is the position where the
cracks are formed, i.e. the area with maximum tensile stress. A parallel of longitudinal
cracks will propagate with time and reaches the surface.

34
Repeated loading and stress concentration will help the individual cracks to get connected.
These will resemble as a chicken wire or similar to the alligator skin. This is termed as the
alligator cracking. It is also known as the crocodile cracking.
These crackings are observed only in areas that have repeated traffic loading. Alligator
cracking is one of the major structural distress. This distress is later accompanied by
rutting.
Causes of Premature Failures
 Rutting due to high variation in ambient temperature
 Uncontrolled heavy axle loads
 Limitation of pavement design procedures to meet local environmental conditions
8.2. TYPES OF DISTRESSES/FAILURES AND DEFINITIONS
8.2.1. Longitudinal Cracking: Cracks that are approximately parallel to pavement
centerline and are not in the wheel path. Longitudinal cracks are non-load associated
cracks. Location within the lane (wheel path versus non-wheel path) is significant.
Longitudinal cracks in the wheel path are normally rated as Alligator ‘A 'cracking.
Fig15. Longitudinal Cracks

35
8.2.2. Fatigue Cracking: Cracks in asphalt layers that are caused by repeated traffic
loadings. The cracks indicate fatigue failure of the asphalt layer. When cracking is
characterized by interconnected cracks, the cracking pattern resembles that of an alligator’s
skin or chicken wire. Therefore, it is also referred to as alligator cracking.
Fig16. Fatigue Crack
8.2.3. Transverse Cracking: Cracks that are predominately perpendicular to pavement
centerline and are not located over Portland cement concrete joints. Thermal cracking is
typically in this category.
Fig17. Transverse Cracks

36
8.2.4. Reflection Cracking: Cracks in HMA overlay surfaces that occur over joints in
concrete or over cracks in HMA pavements.
Fig18. Reflection Crack
8.2.5. Block Cracking: Pattern of cracks that divides the pavement into approximately
rectangular pieces. Rectangular blocks range in size from approximately 0.1 square yard to 12
square yards.
Fig19. Block Cracks

37
8.2.6. Edge Cracking: Crescent-shaped cracks or fairly continuous cracks that intersect
the pavement edge and are located within 2 feet of the pavement edge, adjacent to the
unpaved shoulder. Includes longitudinal cracks outside of the wheel path and within 2 feet
of the pavement edge .
Fig20. Edge Crack
8.2.7. Rutting: Longitudinal surface depression that develops in the wheel paths of
flexible pavement under traffic. It may have associated transverse displacement.
Fig21. Rutting
8.2.8. Corrugation: Transverse undulations appear at regular intervals due to the
unstable surface course caused by stop-and-go traffic.

38
Fig22. Corrugation
8.2.9. Shoving: A longitudinal displacement of a localized area of the pavement surface.
It is generally caused by braking or accelerating vehicles, and is usually located on hills or
curves, or at intersections. It also may have vertical displacement.
Fig23. Shoving
8.2.10. Depression: Small, localized surface settlement that can cause a rough, even
hazardous ride to motorists.
Fig24. Depressions

39
8.2.11. Overlay Bumps: In newly overlaid pavements, bumps occur where cracks in old
pavements were recently filed. This problem is most prevalent on thin overlays.
Fig25. Overlay Bump
8.2.12. Delamination: Loss of a large area of pavement surface. Usually there is a clear
separation of the pavement surface from the layer below. Slippage cracking may often
occur as a result of poor bonding or adhesion between layers.
Fig26. Declamations

40
8.2.13. Pot Holes: Bowl-shaped holes of various sizes in the pavement surface. Minimum
plan dimension is 150 mm.
Fig27. Pot Holes
8.2.14. Patching: Portion of pavement surface, greater than 0.1 sq. meter, that has been
removed and replaced or additional material applied to the pavement after original
construction
Fig28. Patching

41
8.2.15. Pumping: Seeping or ejection of water and fines from beneath the pavement
through cracks.
Fig29. Pumping
8.2.16. Bleeding/Flushing: Excess bituminous binder occurring on the pavement surface.
May create a shiny, glass-like, reflective surface that may be tacky to the touch . Usually
found in the wheel paths.
Fig30. Bleeding and Flushing

42
CHAPTER- 9
PLANT OVERVIEW
9.1. TYPES OF PLANT
1. Batch Mix Plant
2. Drum Mix Plant
9.1.1. Drum Mix Plant: In Drum Mix Plant, There is a drum in which the material will
convey through the belt conveyer. In this LDO is use as a fuel. The temperature will
maintained from 135 to 150 C.
 In this plant different size aggregates are filled into the feeder.
 These aggregates are conveying through a belt conveyer which is called gathering
conveyer.
 After gathering conveyer the materials go to the slinger conveyer.
 After slinger conveyer to the drum.
 The mixing will be done in the drum.
 The bitumen, aggregates are mixed in the drum.
 The fuel is go to the drum through pumping, there is a blower which is used for
fire.
 The material comes out and go through load out conveyer to the hopper.
 After hopper it will load in the trucks.
9.1.1.1. Components of Drum Mix Plant
1. Water Pump: It is used in the exhauster to settle the pollutant particles
2. Gathering Conveyer: It gathers the different size of aggregates which convey
through the belt conveyer to the slinger conveyer. It is the starting conveying belt.

43
3. Slinger Conveyer: It is the middle conveying belt, which conveys the mixture of
different size of aggregate to the drum.
4. Drum: It is a cylinder in which material is mix with bitumen.
 The name of the plant is Drum Mix 50.
 The diameter of the drum is 1.13 to 1.22 meter.
 The length of drum is 6.2 meter.
 The capacity of this plant is 50 tone per hour
5. Load out Conveyer: It is the last conveyer belt through which the ready mixture is
load to the truck.
6. Exhauster: It is a chimney through which the smoke will exit.
7. Feeder: It is a vessel in which material is filling.
8. Bitumen Tank: It is a tank in which bitumen is filling and supply to the drum.
9. Temperature Gun: It is used to measure the temperature of the material.
 It is a gun from which a laser light (infra-red) will come.
 It measure the temperature from -32degree c to 530 degree c.
 It measure the temperature from 1 meter i.e. range is 1 meter.
 The material which is ready from the plant is send to the site through the trucks.
 The material is lying on the road with the help of paver machine.
 The compaction is done with the help of vibratory roller and simple roller.

44
CHAPTER- 10
MACHINES
10.1. MACHINERIES USED FOR THE PAVEMENT OF THE
ROAD
1. Back hoe loader
2. Pavers Machine
3. Vibratory Roller
4. Bitumen Sprayer
10.1.1. Back Hoe Loader: A backhoe loader, also called a loader backhoe, digger in
layman's terms, or colloquially shortened to backhoe within the industry, is a heavy
equipment vehicle that consists of a tractor like unit fitted with a loader-style shovel/bucket
on the front and a backhoe on the back. Due to its (relatively) small size and versatility,
backhoe loaders are very common in urban engineering and small construction projects
(such as building a small house, fixing urban roads, etc.) as well as developing countries.
This type of machine is similar to and derived from what is now known as a TLB (Tractor-
Loader-Backhoe), which is to say, an agricultural tractor fitted with a front loader and rear
backhoe attachment.
The true development of the backhoe actually began in 1947 by the inventors that started
the Wain-Roy Corporation of Hubbardston, Massachusetts. In 1947 Wain-Roy Corporation
developed and tested the first actual backhoes. In April 1948 Wain-Roy Corporation sold
the very first all hydraulic backhoes, mounted to a Ford Model 8N tractor.
Uses:
Backhoe loaders are very common and can be used for a wide variety of tasks:
construction, small demolitions, light transportation of building materials, powering

45
building equipment, digging holes/excavation, landscaping, breaking asphalt, and
paving roads. Often, the backhoe bucket can also be replaced with powered
attachments such as a breaker, grapple, auger, or a stump grinder. Enhanced
articulation of attachments can be achieved with intermediate attachments such as
the tilt rotator. Many backhoes feature quick coupler (quick-attach) mounting
systems and auxiliary hydraulic circuits for simplified attachment mounting,
increasing the machine's utilization on the job site. Some loader buckets have a
retractable bottom or "clamshell", enabling it to empty its load more quickly and
efficiently. Retractable-bottom loader buckets are also often used for grading and
scraping. The front assembly may be a removable attachment or permanently
mounted.
Because digging while on tires intrinsically causes the machine to rock, and the
swinging weight of the backhoe could cause the vehicle to tip, most backhoe
loaders use hydraulic outriggers or stabilizers at the rear when digging and lower
the loader bucket for additional stability. This means that the bucket must be raised
and the outriggers retracted when the vehicle needs to change positions, reducing
efficiency. For this reason many companies offer miniature tracked excavators,
which sacrifice the loader function and ability to be driven from site to site, for
increased digging efficiency.
Fig31. Back Hoe Loader

46
10.1.2. Paver Machine
I. A paver (paver finisher, asphalt finisher, paving machine) is a piece of construction
equipment used to lay asphalt on roads, bridges, parking lots and other such places.
It lays the asphalt flat and provides minor compaction before it is compacted by a
roller.
.
Fig32. Paver Machine
10.1.2.1. History
The asphalt paver was developed by Barber Greene Co., that originally
manufactured material handling systems. In 1929 the Chicago Testing Laboratory
approached them to use their material loaders to construct asphalt roads. This did
not result in a partnership but Barber Greene did develop a machine based on the
concrete pavers of the day that mixed and placed the concrete in a single process.
This setup did not prove as effective as desired and the processes were separated
and the modern paver was on its way. In 1933 the independent float screed was
invented and when combined with the tamper bar provided for uniform material

47
density and thickness. Harry Barber filed for a patent a "Machine for and process of
laying roads" on 10 April 1936 and received patent U.S. Patent 2,138,828 on 6
December 1938. The main features of the paver developed by Barber Greene Co.
have been incorporated into most pavers since, although improvements have been
made to control of the machine.
10.1.2.2. Operation
1. The asphalt is added from a dump truck or a material transfer unit into the paver's
hopper. The conveyor then carries the asphalt from the hopper to the auger. The
auger places a stockpile of material in front of the screed. The screed takes the
stockpile of material and spreads it over the width of the road and provides initial
compaction.
2. The paver should provide a smooth uniform surface behind the screed. In order to
provide a smooth surface a free floating screed is used. It is towed at the end of a
long arm which reduces the base topology effect on the final surface. The height of
the screed is controlled by a number of factors including the attack angle of the
screed, weight and vibration of the screed, the material head and the towing force.
3. To conform to the elevation changes for the final grade of the road modern pavers
use automatic screed controls, which generally control the screed's angle of attack
from information gathered from a grade sensor. Additional controls are used to
correct the slope, crown or superelevation of the finished pavement.
4. In order to provide a smooth surface the paver should proceed at a constant speed
and have a consistent stockpile of material in front of the screed. Increase in
material stockpile or paver speed will cause the screed to rise resulting in more
asphalt being placed therefore a thicker mat of asphalt and an uneven final surface.
Alternatively a decrease in material or a drop in speed will cause the screed to fall
and the mat to be thinner.
5. The need for constant speed and material supply is one of the reasons for using a
material transfer unit in combination with a paver. A material transfer unit allows
for constant material feed to the paver without contact, providing a better end

48
surface. When a dump truck is used to fill the hopper of the paver, it can make
contact with the paver or cause it to change speed and affect the screed height.
10.2. SOME OTHER MACHINES
Fig 33. Vibratory Roller
Fig34. Bitumen Sprayer

49
CHAPTER-11
CONCLUSION
The main observations and conclusions drawn are summarized below:
It can be concluded that there is a need of a connecting the campus buildings of Meerut
Institute of Engineering and Technology which serves the way of passage for those
belongings to institute providing the Flexible Pavement and the prosperity of our institute
will increase.
Our project naming “CONSTRUCTION OF FLEXIBLE PAVEMENT” consists of total
length 750m and road width 3.7m in Meerut Institute of Engineering and Technology. It
took about 2 months to complete the project including surveying, soil testing, estimating
and costing etc.
As per the traffic of the road and its loading conditions value of cumulative number of
standard axles (N) is 1.05 msa. Also the value from CBR test is 2.93%. So, the Flexible
Pavement thickness according to IRC 37-2012 for 1.05msa and CBR value upto 3% is
635mm. According to which the height of Sub Grade is 0.335m, Granular Sub Base is
0.225m, Base-coarse Bituminous Macadam is 0.05m and Surface-coarse Bituminous
Macadam is 0.025m.
The final cost for the road construction material will be about Rs 13,06,665 /- . The road
will have less maintenance as proper design considerations have been adopted by efficient
practical performance standards and suitable calculations as per defined in standard IRC
codes.

50
REFRENCES
1. IRC 37:2012 - Guidelines for the Design of Flexible
2. IS: 20:2007 Codes for the rural roads & standard designing of a
pavement.
3. Khanna & Justo, Highway Engineering Provisions & general data
obtained for soil tests, designing of flexible pavement & traffic survey
study.
4. B.N Dutta, Cost Estimation, Estimation procedures & format obtained
by this book.
5. K R Arora, Soil Mechanics & Foundation Engineering Soil tests &
their details are obtained.
6. B.C Punmia, Soil Mechanics, Soil tests & their applications are
preferred from this book.
7. www.wikipedia.org
8. www.civil.org
9. www.civilworks.org
10. www.nptel.co.in

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