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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 DR. L.B.Zala
PGStudent Civil Engineering Department, Civil Engineering Department,
Birla Vishvakarma Mahavidyalaya, B.V.M. Engg. College,
VallabhVidyanagar, Gujarat VallabhVidyanagar, Gujarat
lbzala@yahoo.co.in
rushi88@yahoo.com

DR. F.S.Umrigar
Principal,
B.V.M. Engg. College,
VallabhVidyanagar, Gujarat
bvm_princi@yahoo.com

Abstract—Pavements are complex structures involving many characteristics, and low noise pollution. The ultimate aim is to
variables, such as materials, construction methods, loads, ensure that the transmitted stresses due to wheel load are
environment, maintenance, and economics. Thus, various sufficiently reduced, so that they will not exceed bearing
technical and economic factors must be well understood to capacity of the sub-grade. Two types of pavements are
design, build pavements, and to maintain better pavements.
generally recognized as serving this purpose, namely flexible
Moreover, the problems relating to pavement maintenance are
still complex due to the dynamic nature of road pavements where pavements and rigid pavement. Improper design of pavements
elements of the pavement are constantly changing, being added leads to early failure of pavements affecting the riding quality.
or removed. These elements deteriorate with time and therefore Pavement deterioration is due to traffic and environmental
to be maintained in good condition requires substantial factors.
expenditure.
The paper analyze the condition survey of the NH 8-B (Section The exact way in which a pavement deteriorates is of great
Rajkot-Bamnabore (km 185/0-km 216/8)). It gives an idea about importance to a maintenance engineer to work out the
problem of pavement deterioration and pavement condition at maintenance strategy.
present.
The pavement deterioration usually is not the result of poor
Keywords- pavement; deterioration; maintenance; dynamic design and construction but also it is caused by
nature
 The inevitable wear and tear that occurs over years.
I. INTRODUCTION  Variation in climate.
Pavements are complex structures involving many variables,  Increasing multi axles vehicles and heavy traffic.
such as materials, construction methods, loads, environment,
maintenance, and economics. Thus, various technical and The types of deterioration in flexible pavement are grouped
economic factors must be well understood to design, build as under four categories
pavements, and to maintain better pavements. Moreover, the
a. Surface defects- which include fatty surface, smooth
problems relating to pavement maintenance are still complex
surface, streaking surface and hungry surfaces
due to the dynamic nature of road pavements where elements
b. Cracks- which include hair line cracks, alligator
of the pavement are constantly changing, being added or
cracks, longitudinal cracks, edge cracks, shrinkage
removed. These elements deteriorate with time and therefore
cracks and reflection cracks
to be maintained in good condition requires substantial
c. Deformation- which include slippage, rutting,
expenditure.
corrugation, shoving, shallow depression and
II. LITERATURE REVIEW
settlements and upheavals
A highway pavement is a structure consisting of
d. Disintegration- which include stripping, loss of
superimposed layers of processed materials above the natural
aggregate, ravelling, pot holes and edge braking.
soil sub-grade, whose primary function is to distribute the In each case of pavement deterioration, the causes of
applied vehicle loads to the sub-grade. The pavement structure deterioration will be first determined. It will be possible to
should be able to provide a surface of acceptable riding quality, provide suitable maintenance measures which will not only
adequate skid resistance, favorable light reflecting 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 backbone to the development of urban areas. Trade and
stripping, loss of material from the pavement and shoulder, Industry fast developing in the Rajkot city.
weakening of the pavement layers and subgrade etc resulting in
the failure of the pavement. In such cases the cause should be Good connectivity is far important for the development of
completely eliminated before taking any maintenance measure. urban as well as rural area.

The main pavement deficiency was the aggregate base, IV. PAVEMENT CONDITION ASSESSMENT
which in some locations was much less than the original The pavement condition is assessed based on visual
pavement recommendations. Water migrated into the base observation and measurement of pavement deteriorates at site.
causing the compacted clay subgrade to become wet with a The condition classification as per IRC:81-1997 is given in
corresponding reduction in shear strength. table. The pavement condition observed at site is provided in
Because of the thin aggregate base, the pavement section table- II salient features and table III crust thickness.
could not sustain the traffic loads, resulting in alligator cracks,
rutting and, in some cases, complete disintegration of the TABLE I. CRITERIA FOR CLASSIFICATION OF PAVEMENT
pavement. It was also observed that water was flowing through SECTIONS
the aggregate base. For inclined pavements with a permeable
aggregate base constructed on top of a clay subgrade,
Classification Pavement condition
theoretical analysis indicates that the majority of water will
flow through the base material instead of into the subgrade.
Good No cracking, rutting less than 10 mm
Common damage due to heave of the compacted clay
No cracking or cracking confined to single crack
subgrade are cracks in the asphalt concrete that are parallel to Fair in the wheel track with rutting between 10 mm
the curbs and gutters. and 20 mm
Extensive cracking and / or rutting greater than
Once cracked, the asphalt pavement allows for further Poor 20 mm. Sections with cracking exceeding 20 %
infiltration of water, accelerating the heave process. Besides shall b e treated as failed.
this crack pattern, there can be a variety of heave and crack
patterns in pavements on expansive clay subgrade.
TABLE II. SALIENT FEATURE OF NH 8-B
Another effect of moisture infiltration into the compacted
clay subgrade is a reduction in the shear strength of the soil. Right of Way or Land 45.72 mt
1
width
Moisture causes a softening of the compacted clay. The process
involves a reduction in negative pore pressures, which results 2 Formation width 26.00 mt
in a loss of effective shear strength. This makes the subgrade
weaker and more susceptible to pavement deterioration, such 2* 7.00 mt (four lane) +
3 Carriage way width 2*1.50 mt (side
as alligator cracking and rutting. One way to understand the shoulder)
detrimental effects of a clay subgrade is to study actual cases of
4 Type of surface Bituminous surface
pavement deterioration.
III. NH8B (Bamanbore-Rajkot-Porbandar) Study Section Summer: Min: 24°C,
Max:42°C
5 Temperature
Importance of National Highway-8b (Bamanbore-Rajkot- Winter: Min: 10°C,
Porbandar) Max:24°C
National highway 8B is a part of east – west corridor Average annual rain
6 500mm
fall
project of NHDP. East – West corridor project is for
connecting the Silchar from East region of India to Porbandar
TABLE III. CRUST THICKENESS OF NH 8 B
West region of India. National highway 8B connects the
Porbandar-Rajkot-Bamanbore and from Bamanbore its further Km(Up- 185- 189- 207- 214- Km 185-
connect to National highway 8A and this National highway 8A lane) 189 207 214 216/8 216/8
(down
further connect to National highway 8 which is a part of a -lane)
Golden Quadrilateral. Which connect the Delhi (capital of
India) to Mumbai.
Thickne 675 715 630 750 Thick 630
Porbandar is a coastal city in the state of Gujarat. It has ss in ness in
large industries like Surahstra Chemical Limited (Birla VXL mm mm
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). The traffic on National Highway-8B as an average of 7
Rajkot is the 4th largest city in the state of Gujarat. Rajkot days count is given here. The traffic observed on NH-8B in
district is located in the south-west region of the state of the year 2009 was 18163 CV per day and that in year 2010
Gujarat. Rajkot is ranked 22nd in The world's fastest growing was 22198 CV per day.
cities and urban areas from 2006 to 2020. Transportation is the

13-14 May 2011 B.V.M. Engineering College, V.V.Nagar,Gujarat,India


National Conference on Recent Trends in Engineering & Technology

Traffic growth rate on this road is 22.21% as far as


Commercial Vehicle (CV) per day is concern. 197- 197/1
- (2*1.25) Good
198
The condition survey observations are coded as Surface
198- 198/1
defects: A, Crack types: B, Deformation: C and 199
- (1*1.60) Good
Disintegration: D, are provided in table IV and observations of
conditions are recorded in table V. 199- 199/1 Good
- (3*6.90 c/c)
200
TABLE IV. MEASUREMENT FOR CONDITION SURVEY
D-2
200- Good
(5*7*2.5) -
Surface Crack type Deformation Disintegration 201
Defects
(A) (B) (C) (D) 201- 201/1, (2*2.28 c/c)
D-2 Good
202 201/2 (1*1.95)
1.Smooth (3*2.65*2)
1.Hairline crack 1.Ruts 1.Ravelling
surface Patch work
2.Hungry 202- shown not
2.Alligator crack 2.Settlement 2.Pot holes Fair
surface 203 202/2 proper, (3*4.75 c/c)
3.Longitudinal D-1(602)
crack
4.Edge crack 203- 203/1 - Good
(3*2.65 c/c)
204
5.Shrinkage
cracks
6.Transverse 204- 204/2 Good
- (4*6.38 c/c)
205
cracks
TABLE V. CONDITION SURVEY ON NH 8-B 205- Good
- -
206
KM River Beti
CD work
(UP- Chainage Defects Condition 206- 206/1 (machhu) Good
detail -
Lane) 207 (8*17.37 c/c)
Over Bridge
185- B-6(6mt), 207- Good
185/2 (2*23.175 - -
186 B-2 Fair 208
c/c)
Bridge 208- Good
186/1, Lalpari river - -
186- portion A-1, 209
186/7, bridge
187 B-6 (6.2mt), Poor
186/9 (5*21.92 c/c)
C-2, B-2 209- 209/2 Good
187/2 Bridge joint D-1 (30 m2) -
210
187- 187/5 B-6 (1mt), Fair
188 B-1 C-2 (10*3.2 Banaiyo
D-2 210- 210/1
mt2) Bridge(4*16.0 Fair
(32*20*3), 211
c/c)
188- 188/1 (26*18*4),
Poor
189 (19*10*2.5), 211- 211/4 D-2 Fair
A-2 -
212 (18*35*1.8)
C-2,
189- 189/2 D-2 212- 212/1 D-2 Fair
(3*2.30 c/c) Fair -
190 (19*25*1.5) 213 (15*25*1.5)
D-1, Major C-2
190- 190/4 D-2 213- 213/3 Approx
Fair - Poor
191 (32*24*3.3) 214 Area
(25*4.5mt)
191- 191/1 214- Good
- (3*1.60) Good - -
192 215
192- 192/2 - 215- (3*2.0 c/c)
(1*4.75) Good 215/9 - Good
193 216 (1*2.50)
A-1, B-2 216- Good
193- D-2 - -
Fair 216/8
194 (13*19*2.3)
194- 194/1 VI. CONCLUSION
195 - (1*1.70) Good
This paper describes the pavement deterioration at NH 8B
B-1, D-2
195- 195/3 (70*45*1.9) section Rajkot – Bamanbore (185/0 – 216/8). Pavement
Fair
196 (55*30*0.8) damage includes cracks, pot-holes, settlement and
disintegration as given in above table and visually it can be
196- 196/1 shown by pictures given at below. It is thus concluded that the
- (2*1.35) Good
197
damage is mostly due to heavy traffic and subsurface

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 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 [PICTURES DO NOT SHOW ALL CONDITIONS THAT MIGHT BE FOUND.]
top of a clay subgrade.
Specific conclusions can be drawn as under based on REFERENCES
observation. [1] Ministry of Shipping, Road Transport & Highways “Specification for
Road and Bridge Works” (Fourth Revision) by Indian Road Congress,
1. Pot holes are observed throughout the length of section. New Delhi, 2001
Size ranging from 50*70 mm2 to 700*450 mm2 [2] Dr. L. R. Kadyali and Dr. N. B. Lal, Principles and Practices of
2. Transverse cracks are observed at initial stretch only. Highway Engineering, Khanna Publishers, Delhi-6.
3. There are 4 major CD works. [3] S. K. Khanna and C. E. G. Justo “Highway Engineering”, 1963, (Eighth
4. The pavement condition from chain age 185/000 – 196/000 Edition), Nem Chand & Bros, Roorkee.
km is poor to good, Chainage 196/000 – 210/000 is good [4] IRC:82-1982 Code of Practice for Maintenance of Bituminous Surfaces
and remaining is fair to good. of Highways, Reprint March’99, by Indian Road Congress, New Delhi.
[5] IRC:SP:19-2001 Manual For Survey Investigation And Preparation Of
RECOMMENDATION Road Projects.(First Revision Dec-2001) by Indian Road Congress, New
Delhi.
Chainage 185/000 – 196/000 required to be evaluated for [6] IRC:81-1997 Guideline for strengthening of flexible road pavements
non-destructive test for strength evaluation, i.e. Benkelman using Benkelman beam deflection technique, (First Revision) by Indian
Beam Test for rebound deflection measurement recommended Road Congress, New Delhi.
for overlay design. [7] The world Bank 1988, 'Road Deterioration and Maintenance Effects,
Models for Planning and Management', The World Bank, Paterson,
Pictures taken at condition survey on National Highway 8-B (Section Washington, DC.
Rajkot-Bamanbore, km 185-216/8) [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

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