Pavement Deterioration ‘A Case Study On National Highway 8b
Section Rajkot-Bamanbore (Km 185/0-
Km 216/8)’Rushikesh P. Dangar
PGStudent Civil Engineering Department,Birla Vishvakarma
Mahavidyalaya,
VallabhVidyanagar, [email protected]
DR. L.B.ZalaCivil Engineering Department,
B.V.M. Engg. College,VallabhVidyanagar, Gujarat
[email protected]
DR. F.S.UmrigarPrincipal,
B.V.M. Engg. College,VallabhVidyanagar, Gujarat
[email protected]
Abstract—Pavements are complex structures involving many
variables, such as materials, construction methods, loads,
environment, maintenance, and economics. Thus, various technical
and economic factors must be well understood to design, build
pavements, and to maintain better pavements. Moreover, the problems
relating to pavement maintenance are still complex due to the
dynamic nature of road pavements where elements of the pavement are
constantly changing, being added or removed. These elements
deteriorate with time and therefore to be maintained in good
condition requires substantial expenditure.The paper analyze the
condition survey of the NH 8-B (Section Rajkot-Bamnabore (km
185/0-km 216/8)). It gives an idea about problem of pavement
deterioration and pavement condition at present.
Keywords- pavement; deterioration; maintenance;
dynamicnature
I. INTRODUCTION
Pavements are complex structures involving many variables, such
as materials, construction methods, loads, environment,maintenance,
and economics. Thus, various technical and economic factors must be
well understood to design, build pavements, and to maintain better
pavements. Moreover, the problems relating to pavement maintenance
are still complex due to the dynamic nature of road pavements where
elements of the pavement are constantly changing, being added or
removed. These elements deteriorate with time and therefore to be
maintained in good condition requires substantial expenditure.
II. LITERATURE REVIEWA highway pavement is a structure
consisting of
superimposed layers of processed materials above the natural
soil sub-grade, whose primary function is to distribute the applied
vehicle loads to the sub-grade. The pavement structure should be
able to provide a surface of acceptable riding quality, adequate
skid resistance, favorable light reflecting
characteristics, and low noise pollution. The ultimate aim is to
ensure that the transmitted stresses due to wheel load are
sufficiently reduced, so that they will not exceed bearing capacity
of the sub-grade. Two types of pavements are generally recognized
as serving this purpose, namely flexible pavements and rigid
pavement. Improper design of pavements leads to early failure of
pavements affecting the riding quality.Pavement deterioration is
due to traffic and environmental factors.
The exact way in which a pavement deteriorates is of great
importance to a maintenance engineer to work out the maintenance
strategy.
The pavement deterioration usually is not the result of poor
design and construction but also it is caused by
The inevitable wear and tear that occurs over years.
Variation in climate.
Increasing multi axles vehicles and heavy traffic.
The types of deterioration in flexible pavement are grouped as
under four categories
a. Surface defects- which include fatty surface, smooth surface,
streaking surface and hungry surfaces
b. Cracks- which include hair line cracks, alligator cracks,
longitudinal cracks, edge cracks, shrinkage cracks and reflection
cracks
c. Deformation- which include slippage, rutting, corrugation,
shoving, shallow depression and settlements and upheavals
d. Disintegration- which include stripping, loss of aggregate,
ravelling, pot holes and edge braking.
In each case of pavement deterioration, the causes of
deterioration will be first determined. It will be possible to
provide suitable maintenance measures which will not only correct
the damage but also prevent the deterioration. In many
13-14 May 2011 B.V.M. Engineering College,
V.V.Nagar,Gujarat,India
National Conference on Recent Trends in Engineering &
Technology
situations lack of proper drainage is the principle cause for
stripping, loss of material from the pavement and shoulder,
weakening of the pavement layers and subgrade etc resulting in the
failure of the pavement. In such cases the cause should be
completely eliminated before taking any maintenance measure.
The main pavement deficiency was the aggregate base, which in
some locations was much less than the original pavement
recommendations. Water migrated into the base causing the compacted
clay subgrade to become wet with a corresponding reduction in shear
strength.
Because of the thin aggregate base, the pavement section could
not sustain the traffic loads, resulting in alligator cracks,
rutting and, in some cases, complete disintegration of the
pavement. It was also observed that water was flowing through the
aggregate base. For inclined pavements with a permeable aggregate
base constructed on top of a clay subgrade, theoretical analysis
indicates that the majority of water will flow through the base
material instead of into the subgrade.
Common damage due to heave of the compacted clay subgrade are
cracks in the asphalt concrete that are parallel to the curbs and
gutters.
Once cracked, the asphalt pavement allows for further
infiltration of water, accelerating the heave process. Besides this
crack pattern, there can be a variety of heave and crack patterns
in pavements on expansive clay subgrade.
Another effect of moisture infiltration into the compacted clay
subgrade is a reduction in the shear strength of the soil. Moisture
causes a softening of the compacted clay. The process involves a
reduction in negative pore pressures, which results in a loss of
effective shear strength. This makes the subgrade weaker and more
susceptible to pavement deterioration, such as alligator cracking
and rutting. One way to understand the detrimental effects of a
clay subgrade is to study actual cases of pavement
deterioration.
III. NH8B (Bamanbore-Rajkot-Porbandar) Study Section
Importance of National Highway-8b
(Bamanbore-Rajkot-Porbandar)
National highway 8B is a part of east – west corridor project of
NHDP. East – West corridor project is for connecting the Silchar
from East region of India to Porbandar West region of India.
National highway 8B connects the Porbandar-Rajkot-Bamanbore and
from Bamanbore its further connect to National highway 8A and this
National highway 8A further connect to National highway 8 which is
a part of a Golden Quadrilateral. Which connect the Delhi (capital
of India) to Mumbai.
Porbandar is a coastal city in the state of Gujarat. It has
large industries like Surahstra Chemical Limited (Birla VXL
Limited), Surahstra (Hathi) Cement Limited etc. And it is best
known for being the birthplace of Mahatma Gandhi (father of nation)
and Sudama (Friend of Lord Krishna).
Rajkot is the 4th largest city in the state of Gujarat. Rajkot
district is located in the south-west region of the state of
Gujarat. Rajkot is ranked 22nd in The world's fastest growing
cities and urban areas from 2006 to 2020. Transportation is the
backbone to the development of urban areas. Trade and Industry
fast developing in the Rajkot city.
Good connectivity is far important for the development of urban
as well as rural area.
IV. PAVEMENT CONDITION ASSESSMENT
The pavement condition is assessed based on visual observation
and measurement of pavement deteriorates at site. The condition
classification as per IRC:81-1997 is given in table. The pavement
condition observed at site is provided in table- II salient
features and table III crust thickness.
TABLE I. CRITERIA FOR CLASSIFICATION OF PAVEMENTSECTIONS
Classification Pavement condition
Good No cracking, rutting less than 10 mm
Fair No cracking or cracking confined to single crack in the
wheel track with rutting between 10 mm
and 20 mm
Poor Extensive cracking and / or rutting greater than 20 mm.
Sections with cracking exceeding 20 %
shall b e treated as failed.
TABLE II. SALIENT FEATURE OF NH 8-B
1Right of Way or Land
width45.72 mt
2 Formation width 26.00 mt
3 Carriage way width2* 7.00 mt (four lane) +
2*1.50 mt (side shoulder)
4 Type of surface Bituminous surface
5 Temperature
Summer: Min: 24°C, Max:42°C
Winter: Min: 10°C, Max:24°C
6Average annual rain
fall 500mm
TABLE III. CRUST THICKENESS OF NH 8 B
Km(Up-lane)
185-189
189-207
207-214
214-216/8
Km
(down-lane)
185-216/8
Thickness in mm
675 715 630 750 Thickness in
mm
630
The traffic on National Highway-8B as an average of 7 days count
is given here. The traffic observed on NH-8B in the year 2009 was
18163 CV per day and that in year 2010 was 22198 CV per day.
13-14 May 2011 B.V.M. Engineering College,
V.V.Nagar,Gujarat,India
National Conference on Recent Trends in Engineering &
Technology
exploration revealing that the subgrade have clayey sand and
that the main deficiency is the aggregate base, which in somecases
are much less than the original pavement recommendations. The
pavement deterioration probably starts when moisture migrates into
the clay subgrade. Once the clay subgrade becomes wet, its shear
strength is reduced and because of the thin aggregate base, the
pavement sectioncannot sustain the traffic loads, causing the
deterioration. It has been also observed that water flows through
the base material. The base consisted of a granular material placed
on top of a clay subgrade.Specific conclusions can be drawn as
under based on observation.1. Pot holes are observed throughout the
length of section.
Size ranging from 50*70 mm2 to 700*450 mm2
2. Transverse cracks are observed at initial stretch only.3.
There are 4 major CD works.4. The pavement condition from chain age
185/000 – 196/000
km is poor to good, Chainage 196/000 – 210/000 is good and
remaining is fair to good.
RECOMMENDATION
Chainage 185/000 – 196/000 required to be evaluated for
non-destructive test for strength evaluation, i.e. Benkelman Beam
Test for rebound deflection measurement recommended for overlay
design.
Pictures taken at condition survey on National Highway 8-B
(Section Rajkot-Bamanbore, km 185-216/8)
[PICTURES DO NOT SHOW ALL CONDITIONS THAT MIGHT BE FOUND.]
REFERENCES[1] Ministry of Shipping, Road Transport &
Highways “Specification for
Road and Bridge Works” (Fourth Revision) by Indian Road
Congress, New Delhi, 2001
[2] Dr. L. R. Kadyali and Dr. N. B. Lal, Principles and
Practices of Highway Engineering, Khanna Publishers, Delhi-6.
[3] S. K. Khanna and C. E. G. Justo “Highway Engineering”, 1963,
(Eighth Edition), Nem Chand & Bros, Roorkee.
[4] IRC:82-1982 Code of Practice for Maintenance of Bituminous
Surfaces of Highways, Reprint March’99, by Indian Road Congress,
New Delhi.
[5] IRC:SP:19-2001 Manual For Survey Investigation And
Preparation Of Road Projects.(First Revision Dec-2001) by Indian
Road Congress, New Delhi.
[6] IRC:81-1997 Guideline for strengthening of flexible road
pavements using Benkelman beam deflection technique, (First
Revision) by Indian Road Congress, New Delhi.
[7] The world Bank 1988, 'Road Deterioration and Maintenance
Effects, Models for Planning and Management', The World Bank,
Paterson, Washington, DC.
[8] Highway Research Board, National advisory committee HRB
specification 616 (1962), Publication No.1061, Washington, DC.
[9] http://www.nhai.org (National Highways Authority of
India
13-14 May 2011 B.V.M. Engineering College,
V.V.Nagar,Gujarat,India
National Conference on Recent Trends in Engineering &
Technology
Pavement Deterioration ‘A Case Study On National Highway 8b
Section Rajkot-Bamanbore (Km 185/0-Km 216/8)’
Rushikesh P. Dangar
PGStudent Civil Engineering Department,
Birla Vishvakarma Mahavidyalaya,VallabhVidyanagar, Gujarat
[email protected]
DR. L.B.Zala
Civil Engineering Department,
B.V.M. Engg. College,
VallabhVidyanagar, Gujarat
[email protected]
DR. F.S.Umrigar
Principal,
B.V.M. Engg. College,
VallabhVidyanagar, Gujarat
[email protected]
Abstract—Pavements are complex structures involving many
variables, such as materials, construction methods, loads,
environment, maintenance, and economics. Thus, various technical
and economic factors must be well understood to design, build
pavements, and to maintain better pavements. Moreover, the problems
relating to pavement maintenance are still complex due to the
dynamic nature of road pavements where elements of the pavement are
constantly changing, being added or removed. These elements
deteriorate with time and therefore to be maintained in good
condition requires substantial expenditure.
The paper analyze the condition survey of the NH 8-B (Section
Rajkot-Bamnabore (km 185/0-km 216/8)). It gives an idea about
problem of pavement deterioration and pavement condition at
present.
Keywords- pavement; deterioration; maintenance; dynamic
nature
I. Introduction
Pavements are complex structures involving many variables, such
as materials, construction methods, loads, environment,
maintenance, and economics. Thus, various technical and economic
factors must be well understood to design, build pavements, and to
maintain better pavements. Moreover, the problems relating to
pavement maintenance are still complex due to the dynamic nature of
road pavements where elements of the pavement are constantly
changing, being added or removed. These elements deteriorate with
time and therefore to be maintained in good condition requires
substantial expenditure.
II. LITERATURE REVIEW
A highway pavement is a structure consisting of superimposed
layers of processed materials above the natural soil sub-grade,
whose primary function is to distribute the applied vehicle loads
to the sub-grade. The pavement structure should be able to provide
a surface of acceptable riding quality, adequate skid resistance,
favorable light reflecting characteristics, and low noise
pollution. The ultimate aim is to ensure that the transmitted
stresses due to wheel load are sufficiently reduced, so that they
will not exceed bearing capacity of the sub-grade. Two types of
pavements are generally recognized as serving this purpose, namely
flexible pavements and rigid pavement. Improper design of pavements
leads to early failure of pavements affecting the riding quality.
Pavement deterioration is due to traffic and environmental
factors.
The exact way in which a pavement deteriorates is of great
importance to a maintenance engineer to work out the maintenance
strategy.
The pavement deterioration usually is not the result of poor
design and construction but also it is caused by
· The inevitable wear and tear that occurs over years.
· Variation in climate.
· Increasing multi axles vehicles and heavy traffic.
The types of deterioration in flexible pavement are grouped as
under four categories
a. Surface defects- which include fatty surface, smooth surface,
streaking surface and hungry surfaces
b. Cracks- which include hair line cracks, alligator cracks,
longitudinal cracks, edge cracks, shrinkage cracks and reflection
cracks
c. Deformation- which include slippage, rutting, corrugation,
shoving, shallow depression and settlements and upheavals
d. Disintegration- which include stripping, loss of aggregate,
ravelling, pot holes and edge braking.
In each case of pavement deterioration, the causes of
deterioration will be first determined. It will be possible to
provide suitable maintenance measures which will not only correct
the damage but also prevent the deterioration. In many situations
lack of proper drainage is the principle cause for stripping, loss
of material from the pavement and shoulder, weakening of the
pavement layers and subgrade etc resulting in the failure of the
pavement. In such cases the cause should be completely eliminated
before taking any maintenance measure.
The main pavement deficiency was the aggregate base, which in
some locations was much less than the original pavement
recommendations. Water migrated into the base causing the compacted
clay subgrade to become wet with a corresponding reduction in shear
strength.
Because of the thin aggregate base, the pavement section could
not sustain the traffic loads, resulting in alligator cracks,
rutting and, in some cases, complete disintegration of the
pavement. It was also observed that water was flowing through the
aggregate base. For inclined pavements with a permeable aggregate
base constructed on top of a clay subgrade, theoretical analysis
indicates that the majority of water will flow through the base
material instead of into the subgrade.
Common damage due to heave of the compacted clay subgrade are
cracks in the asphalt concrete that are parallel to the curbs and
gutters.
Once cracked, the asphalt pavement allows for further
infiltration of water, accelerating the heave process. Besides this
crack pattern, there can be a variety of heave and crack patterns
in pavements on expansive clay subgrade.
Another effect of moisture infiltration into the compacted clay
subgrade is a reduction in the shear strength of the soil. Moisture
causes a softening of the compacted clay. The process involves a
reduction in negative pore pressures, which results in a loss of
effective shear strength. This makes the subgrade weaker and more
susceptible to pavement deterioration, such as alligator cracking
and rutting. One way to understand the detrimental effects of a
clay subgrade is to study actual cases of pavement
deterioration.
III. NH8B (Bamanbore-Rajkot-Porbandar) Study Section
Importance of National Highway-8b
(Bamanbore-Rajkot-Porbandar)
National highway 8B is a part of east – west corridor project of
NHDP. East – West corridor project is for connecting the Silchar
from East region of India to Porbandar West region of India.
National highway 8B connects the Porbandar-Rajkot-Bamanbore and
from Bamanbore its further connect to National highway 8A and this
National highway 8A further connect to National highway 8 which is
a part of a Golden Quadrilateral. Which connect the Delhi (capital
of India) to Mumbai.
Porbandar is a coastal city in the state of Gujarat. It has
large industries like Surahstra Chemical Limited (Birla VXL
Limited), Surahstra (Hathi) Cement Limited etc. And it is best
known for being the birthplace of Mahatma Gandhi (father of
nation) and Sudama (Friend of Lord
Krishna).
Rajkot is the 4th largest city in the state of Gujarat.
Rajkot district is located in the south-west region of the state of
Gujarat. Rajkot is ranked 22nd in The world's fastest growing
cities and urban areas from 2006 to 2020. Transportation is the
backbone to the development of urban areas. Trade and Industry fast
developing in the Rajkot city.
Good connectivity is far important for the development of urban
as well as rural area.
IV. PAVEMENT CONDITION ASSESSMENT
The pavement condition is assessed based on visual observation
and measurement of pavement deteriorates at site. The condition
classification as per IRC:81-1997 is given in table. The pavement
condition observed at site is provided in table- II salient
features and table III crust thickness.
TABLE I. CRITERIA FOR CLASSIFICATION OF PAVEMENT SECTIONS
Classification
Pavement condition
Good
No cracking, rutting less than 10 mm
Fair
No cracking or cracking confined to single crack in the wheel
track with rutting between 10 mm and 20 mm
Poor
Extensive cracking and / or rutting greater than 20 mm. Sections
with cracking exceeding 20 % shall b e treated as failed.
TABLE II. SALIENT FEATURE OF NH 8-B
1
Right of Way or Land width
45.72 mt
2
Formation width
26.00 mt
3
Carriage way width
2* 7.00 mt (four lane) + 2*1.50 mt (side shoulder)
4
Type of surface
Bituminous surface
5
Temperature
Summer: Min: 24°C, Max:42°C
Winter: Min: 10°C, Max:24°C
6
Average annual rain fall
500mm
TABLE III. CRUST THICKENESS OF NH 8 B
Km(Up-lane)
185-189
189-207
207-214
214-216/8
Km
(down-lane)
185-216/8
Thickness in mm
675
715
630
750
Thickness in mm
630
The traffic on National Highway-8B as an average of 7 days count
is given here. The traffic observed on NH-8B in the year 2009 was
18163 CV per day and that in year 2010 was 22198 CV per day.
∴Traffic growth rate on this road is 22.21% as far as Commercial
Vehicle (CV) per day is concern.
The condition survey observations are coded as Surface defects:
A, Crack types: B, Deformation: C and Disintegration: D, are
provided in table IV and observations of conditions are recorded in
table V.
TABLE IV. MEASUREMENT FOR CONDITION SURVEY
Surface Defects (A)
Crack type
(B)
Deformation
(C)
Disintegration
(D)
1.Smooth surface
1.Hairline crack
1.Ruts
1.Ravelling
2.Hungry surface
2.Alligator crack
2.Settlement
2.Pot holes
3.Longitudinal crack
4.Edge crack
5.Shrinkage cracks
6.Transverse cracks
TABLE V. CONDITION SURVEY ON NH 8-B
KM (UP-Lane)
Chainage
Defects
CD work detail
Condition
185-186
185/2
B-6(6mt), B-2
Over Bridge
(2*23.175 c/c)
Fair
186-187
186/1,
186/7,
186/9
Bridge portion A-1, B-6 (6.2mt), C-2, B-2
Lalpari river bridge
(5*21.92 c/c)
Poor
187-188
187/2
187/5
Bridge joint B-6 (1mt), B-1
Fair
188-189
188/1
D-2 (32*20*3), (26*18*4), (19*10*2.5),
A-2
Poor
189-190
189/2
C-2,
D-2 (19*25*1.5)
(3*2.30 c/c)
Fair
190-191
190/4
D-1,
D-2 (32*24*3.3)
Fair
191-192
191/1
-
(3*1.60)
Good
192-193
192/2
-
(1*4.75)
Good
193-194
A-1, B-2
D-2 (13*19*2.3)
Fair
194-195
194/1
-
(1*1.70)
Good
195-196
195/3
B-1, D-2 (70*45*1.9) (55*30*0.8)
Fair
196-
197
196/1
-
(2*1.35)
Good
197-198
197/1
-
(2*1.25)
Good
198-199
198/1
-
(1*1.60)
Good
199-200
199/1
-
(3*6.90 c/c)
Good
200-201
D-2 (5*7*2.5)
-
Good
201-202
201/1,
201/2
D-2 (3*2.65*2)
(2*2.28 c/c)
(1*1.95)
Good
202-203
202/2
Patch work shown not proper,
D-1(602)
(3*4.75 c/c)
Fair
203-204
203/1
-
(3*2.65 c/c)
Good
204-205
204/2
-
(4*6.38 c/c)
Good
205-206
-
-
Good
206-207
206/1
-
River Beti (machhu)
(8*17.37 c/c)
Good
207-208
-
-
Good
208-209
-
-
Good
209-210
209/2
D-1 (30 m2)
-
Good
210-211
210/1
C-2 (10*3.2 mt2)
Banaiyo Bridge(4*16.0 c/c)
Fair
211-212
211/4
D-2 (18*35*1.8)
-
Fair
212-213
212/1
D-2 (15*25*1.5)
-
Fair
213-214
213/3
Major C-2 Approx Area (25*4.5mt)
-
Poor
214-215
-
-
Good
215-216
215/9
-
(3*2.0 c/c)
(1*2.50)
Good
216-216/8
-
-
Good
VI. CONCLUSION
This paper describes the pavement deterioration at NH 8B section
Rajkot – Bamanbore (185/0 – 216/8). Pavement damage includes
cracks, pot-holes, settlement and disintegration as given in above
table and visually it can be shown by pictures given at below. It
is thus concluded that the damage is mostly due to heavy traffic
and subsurface exploration revealing that the subgrade have clayey
sand and that the main deficiency is the aggregate base, which in
some cases are much less than the original pavement
recommendations. The pavement deterioration probably starts when
moisture migrates into the clay subgrade. Once the clay subgrade
becomes wet, its shear strength is reduced and because of the thin
aggregate base, the pavement section cannot sustain the traffic
loads, causing the deterioration. It has been also observed that
water flows through the base material. The base consisted of a
granular material placed on top of a clay subgrade.
Specific conclusions can be drawn as under based on
observation.
1. Pot holes are observed throughout the length of section. Size
ranging from 50*70 mm2 to 700*450 mm2
2. Transverse cracks are observed at initial stretch only.
3. There are 4 major CD works.
4. The pavement condition from chain age 185/000 – 196/000 km is
poor to good, Chainage 196/000 – 210/000 is good and remaining is
fair to good.
RECOMMENDATION
Chainage 185/000 – 196/000 required to be evaluated for
non-destructive test for strength evaluation, i.e. Benkelman Beam
Test for rebound deflection measurement recommended for overlay
design.
Pictures taken at condition survey on National Highway 8-B
(Section Rajkot-Bamanbore, km 185-216/8)
[Pictures do not show all conditions that might be found.]
References
[1] Ministry of Shipping, Road Transport & Highways
“Specification for Road and Bridge Works” (Fourth Revision) by
Indian Road Congress, New Delhi, 2001
[2] Dr. L. R. Kadyali and Dr. N. B. Lal, Principles and
Practices of Highway Engineering, Khanna Publishers, Delhi-6.
[3] S. K. Khanna and C. E. G. Justo “Highway Engineering”, 1963,
(Eighth Edition), Nem Chand & Bros, Roorkee.
[4] IRC:82-1982 Code of Practice for Maintenance of Bituminous
Surfaces of Highways, Reprint March’99, by Indian Road Congress,
New Delhi.
[5] IRC:SP:19-2001 Manual For Survey Investigation And
Preparation Of Road Projects.(First Revision Dec-2001) by Indian
Road Congress, New Delhi.
[6] IRC:81-1997 Guideline for strengthening of flexible road
pavements using Benkelman beam deflection technique, (First
Revision) by Indian Road Congress, New Delhi.
[7] The world Bank 1988, 'Road Deterioration and Maintenance
Effects, Models for Planning and Management', The World Bank,
Paterson, Washington, DC.
[8] Highway Research Board, National advisory committee HRB
specification 616 (1962), Publication No.1061, Washington, DC.
[9] http://www.nhai.org (National Highways Authority of
India
