Hardik R Solanki DP 2 PDF

A Report on
IMPROVEMENT OF PAVEMENT SECTION BETWEEN

UDALPUR CROSSING TO SEVALIYA – THASHRA ROAD
By
Solanki Hardik Rajeshbhai

[Enrollment Number: 160900713016]
Under the guidance of

Prof. P. M. Shah
HOD Civil Department
Government Polytechnic, Godhra - 389001.
A Thesis Submitted to
Gujarat Technological University in Partial Fulfillment of the Requirements for
The Master of Engineering Degree in Civil (Transportation) Engineering
Fabruary 2018
Tatva Institute of Technological Studies,
Near Karna Pump, Modasa-Shamlaji Road, Modasa-383315.
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ACKNOWLEDGEMENT
I would like to express my sincere gratitude to Prof. P. M. SHAH and Dr. H.
R. VARIA for initial spark and subsequent valuable guidance in my research
work. His teaching has helped me in formatting the strategy and methodology
for my thesis report work. His prolonged contact with me during the
formulation of my thesis report helped to achieve the required result in a
pragmatic and presentable manner.
I am very grateful to express sincere thanks to Dr. H. R. VARIA, Principal,

Tatva Institute of Technological Studies, Modasa, for his valuable suggestions,
remarks and guidance and Prof. J. R. Puwar (Campus Director) and Prof.
Yunus Zaz, Head of Civil Engineering Department, Tatva Institute of
Technological Studies, Modasa for giving me an opportunity to undertake this
thesis for study.
I am thankful to my friends Gosai Viral , Rathod Harsh , Makwana Vishal ,

Pandya Rahul , Panchal Jatin , Bhoya Bhavin for their helping hands in my
project.
I am thankful to My Parents & My Family for their unconditional love,

understanding and moral support they rendered me throughout my life. Today,
whatever I have achieved it would not have been possible without them.
Sincere regards from
Solanki Hardik R.
(160900713016)
VII
Index
CONTENTS
Title page I
Certificate II
Compliance Certificate III
Paper Publication Certificate IV
Declaration of Originality VI
Dadication Page VII
Acknowledgement VIII
Table of content IX
List of figure XII
List of table XIII
List of abbreviation XIV
Abstract XV
Chapter 1: Introduction
1.1 General 1
1.1.1 Indian Road Network 3
1.1.2 Gujarat Road Network 6
1.2 Deficiencies of Present Road Network
1.2.1 Growing Road Transport Demand 7
1.2.2 Volume Constraints 8
1.2.3 Lower Quality of Roads 8
1.2.4 Increased Traffic and Axle Loads 9
1.2.5 Insufficient Road Length 9
1.2.6 Deficiencies in Maintenance Management
Practice 10
1.3 Purpose of Highway Improvement 11
1.4 Benefits of Maintenance 12
1.4.1 Benefits of sustained access 13
1.5 Deteriorating Highway Access to urban area 13
1.6 Problem Statement 14
Gujarat Technological University, Ahmedabad Page VIII

Index
1.7 Aim of study 15

1.8 Objectives of study 15
1.9 Scope of study 15
1.10 Structure of report 16
1.11 Summary 16
Chapter 2: Review of Literature
2.1 General 17
2.2 Pavement Management and Maintenance Strategies
Studies 17
2.3 Road user Maintenance Strategies 19
2.4 Studies conducted CRRI 21
2.5 Pavement Improvement & Management System
Studies in Abroad 22
2.6 Pavement Performance studies 23
2.7 Types of Maintenance 23
2.7.1 Routine Maintenance 24
2.7.2 Periodic Maintenance 25
2.7.3 Emergency Maintenance 25
2.8 Methods for measuring Travel time and delay studies 26
2.9 Summary 29
Chapter 3: Methodology
3.1 General 30
3.2 Terminology 30
3.3 Data Collection in study area 34
3.3.1 Reconnaissance survey 34
3.3.2 Condition Survey 34
3.3.3 Traffic Survey 34
3.3.4 Pavement surface condition study 35
3.3.5 Axle load Survey 35
3.3.6 Bankelman Beam Deflection 36
3.4 Methodology of Progress 37
Gujarat Technological University, Ahmedabad Page IX

Index
3.5 Methodology Flow Chart 38

3.6 Summary 38
Chapter 4: Study Area & Data Collection
4.1 General 39
4.2 Road In Panchmahal & Kheda district are selected
As study area 39
4.3 Data Collection 41
4.3.1 Traffic Volume Count 41
4.3.2 Pavement Visual inspection survey 47
4.3.3 Road surface characteristics 54
4.3.4 MSA At Present 56
4.3.5 MSA At Future 57
4.4 Summary 57
Chapter 5: Pavement Serviceability Index
5.1 Pavement Serviceability Index (PSI) 58
Chapter 6: Conclusion 61
References 62
Annexure 64
Review Card
Paper Publication Certificate
Turnitin Digital Recept
Turnitin Percentage Report
Gujarat Technological University, Ahmedabad Page X

Index
List of Figure
1.1 Project Map of National Highway Development Programme (2017) 5

1.2 Relationship between Investments in Road Development and
Socio-Economic Benefits. 13
2.1 Illustration of moving observer method 27
3.1 Benkelman Beam Instrument 36
3.2 Methodology Flow Chart 38
4.1 Map of India 40
4.2 Map of Gujarat 40
4.3 Map of Panchmahal District 40
4.4 Map of Kheda District 40
4.5 Route Map of Study area 41
4.6 Route Map of Study Area (Satellite) 41
4.7 Volume of Vehicle 43
4.8 PCU Analysis 44
4.9 PCU Analysis of Commercial and Non Commercial Vehicle 45
4.10 CVPD Analysis 46
4.11 Traffic Volume Count At Udalpur Crossing 46
4.12 Traffic Volume Count At Thashra 46
4.13 Visual Inspection Survey 47
4.14 Map Creaking 49
4.15 Surface Unevenness 49
4.16 Pothole 50
4.17 Alligator Cracks 50
4.18 Surface Upheave 51
4.19 Longitudinal Cracks 51
4.20 Road surface characteristics at Udalpur crossing 55
4.21 Pothole at 3.800 km Chainage 55
4.22 Fatigue Crack at 5.600 km Chainage 55
4.23 Rutting at 4.200 km Chainage 56
Gujarat Technological University, Ahmedabad Page XI

Index
List of Table
1.1 Present Road Network of India (2017) 4

1.2 Present Road network of Gujarat (2017) 7
1.3 Growth of Vehicles during Last 60 Years 8
1.4 Total Road Length, Surfaced Road Length and National
Highways Road Length (in thousand km). 10
4.1 Study area Detail 39
4.2 PCU Values for Rural/Urban Condition (IRC: SP-41:1994) 41
4.3 Traffic Volume Count At Udalpur Crossing 42
4.4 Traffic Volume Count At. Thashra 42
4.5 Number of Total Vehicle of 3 days on Pavement Section 43
4.6 Total PCU of Vehicle 44
4.7 Total CVPD 45
4.8 Visual Inspection survey of study 48
4.9 Measurement of Pavement surface damage on road Link 51
5.1 Pavement Distress based rating for highways 58
5.2 Weightage factor as per IRC 82-2015 59
5.3 Final Rating Value of Road Link between 3.5 km to 4.5 km 59
5.4 Final Rating Value of road link between 5.0 km to 6.0 km 60
Gujarat Technological University, Ahmedabad Page XII

Index
List of Abbreviation
R&B Road and Building department
PMS Pavement Management System
IRI International Roughness Index
MPI Maintenance Priority Index
VOC Vehicle Operating Costs
NHAI National Highways Authority of India
PCI Pavement Condition Indexes
HDM Highway Development and Management
AASTHO American Association of state Highway & Transport official
MORT&H Ministry of Road Transport & Highway
Gujarat Technological University, Ahmedabad Page XIII

Abstract
Abstract
Highway pavements are deteriorating fast due to lack of timely maintenance, leading
to higher vehicle operating costs, increasing number of accidents etc. Thus, timely
maintenance of the highway pavement is essential. Because, once pavements start to
deteriorate; they deteriorate rapidly beyond the point where maintenance is effective.
Thus, there is an urgent need to develop a strategy for maintenance of pavement in a
huge highway network. Priority of various maintenance activities to be carried out on
pavement sections. Maintenance priority of the pavement is based on importance of
the road sections, present road conditions, and future road conditions. In this study, a
strategy for maintenance of highway pavement is proposed. In this study consists of
detailed analysis of all aspects of pavement condition resulting in the identification of
specific problems and their causes. The data type required for analysis range from
simple data such as pavement design features and pavement geometrics, to detailed
data obtained from destructive testing and non-destructive testing Firstly, failure
patterns are classified between Udalpur crossing to sevaliya thashra highway in
existing pavement by visual inspection. Secondly, Visual maintenance and structural
maintenance are studied. For structural maintenance, stress and deflection of Udalpur
crossing to sevaliya, thashra Highway are determined by using the various methods.
Gujarat Technological University, Ahmedabad Page XIV

Introduction
Chapter 1
Introduction
1.1 General
The importance of roads in connecting the urban areas of India to form the national
market and economy cannot be overstated. Connectivity provided by roads is perhaps
the single most important determinant for the well-being and the quality of life of
people living in an urban area. The efficiency of the innumerable government
programs aimed at urban development, employment generation, and local
industrialization is, to a large extent, determined by the connectivity provided by
roads. There is a considerable body of evidence that demonstrates the links between
urban road Development and improvement in the quality of life in India.
The continued extension and improvement of the road network does however create
new and growing challenges in terms of an increasing maintenance burden. In order to
sustain the benefits of the investments made in improving roads, there is a need to
boost capacity in terms of providing adequate maintenance. After all, the expected
benefits in terms of social and economic development will only materialize if the
good transport infrastructure is maintained over time. When road networks mature as
a result of reaching the desired coverage of the rural & urban population, more
emphasis needs to be placed on the maintenance of already existing infrastructure
assets. This implies that a growing portion of funding and technical and managerial
capacity need to be allocated to protecting the investments made earlier in building
the road network.
The main objective of this study is to develop a strategy to select the most appropriate
activities to be carried out at pavement sections of a highway network considering
their maintenance. By providing appropriate maintenance treatment at appropriate
time, the rate of deterioration can be deferred to a great extent and this will reduce the
maintenance cost of roads. If timely maintenance is not provided, the reconstruction
will become unavoidable. Therefore pavement maintenance is one of the most
important components of the entire road system. There are different type of distresses
can occur on the pavement like cracks, rutting, potholes, shallow depressions, hungry
Surfaces etc. Pavement deterioration causes for accidents on roads and which will
Gujarat Technological University, Ahmedabad Page - 1 -

Introduction
increase the loss of life and properties. Once pavements start to deteriorate; they
deteriorate rapidly beyond the point where maintenance is effective. Thus, timely
maintenance of the highway pavement is essential. The maintenance process involves
the assessment of present conditions of road, judgment of the problem and adopting
the most relevant maintenance there is an urgent need to develop a strategy for
maintenance of pavement in a huge highway network. The maintenance activity may
be depends on several factors such as present condition of road i.e. quantity and
quality of deterioration, increasing rate of deterioration, importance of the selected
road, traffic load on the selected road etc. Maintenance of the pavement is based on
importance of the road sections, present road conditions, and future road conditions.
The methodology proposed in this study is illustrated with the help of example of
some hypothetical highway network consisting. Analysis results indicated that the
proposed strategy is considered to be more rational, innovative & logical. Some
strategies for maintenance of urban roads are also presented in this study.
It has been established routine maintenance standards such as crack sealing every
year, seal coat every four years etc., but the main problem is how to establish the
major maintenance programs under restricted budget.
The study indicated that within the next 20 years the highway network will deteriorate
to an extent that 60% of the roads will reach the stage of functional failure unless
better management techniques are applied to select the best timing for maintenance
application. It will be needed to reconstruct the existing road networks. The study
indicated that if timing of maintenance has been controlled and preventive
maintenance has been performed, The main objective of this study was set to
investigate the effect of defining pavement maintenance on the economic cost of
maintenance under the prevailing conditions of the Udalpur crossing to sevaliya
thashra road network and to determine the critical timing of preventive maintenance
for different pavement types. The area of Udalpur crossing to sevaliya thashra road
network was selected to perform this analysis. However, the analysis tools were
designed to suit other areas and environments.
Pavement evaluation is an integral part of the Pavement Management System (PMS).

Evaluating functional condition of existing, in-service pavements constitutes annually
a major part of the maintenance and rehabilitation activities undertaken by State

Introduction
Highway Agencies. The functional condition of the pavements changes with passage
of time due to the combined effects of its structural adequacy, composition and
loading characteristics of traffic, environment conditions and the maintenance inputs
provided. The process of accumulation of damage is called deterioration and the
failure of pavement is said to have reached at the limiting stage of serviceability level.
The physical sign of internal damage, for example cracking, rutting, potholes etc. are
known as distress, which are the indicators of the pavement condition. Pavement
visual condition surveys are used for the measurement of pavement distresses.
Pavement condition index and pavement roughness are used as indices for
representing pavement functional condition. Roughness has been universally accepted
as a measure of functional condition of a pavement. The riding quality of the road
pavement, major indicator of its service performance, was determined using the
international roughness index (IRI).
1.1.1 Indian Road Network
A well-developed road network provides savings in vehicle operating costs as well as

Faster, comfortable journeys. The fuel consumption is also reduced along with the
safer travel. There are benefits to trade especially in movement of perishable
materials. Hence the maintenance costs are also reduced. A Better all-round
development of areas also takes place. Thus, India relies heavily on roads to move
freight in the most cost-efficient and effective manner.
Road transport has been acknowledged as the primary requirement for the
development of basic infrastructure such as agriculture, industries, and power sector
leading to overall economic growth of the country. Roads are an enormous national
investment and require maintenance to keep them in satisfactory condition and ensure
safe passage at an appropriate speed and with low road user costs. Without timely
maintenance, roads deteriorate considerably, leading to higher vehicle operating costs
(VOC), increased number of accidents and reduced reliability of transport services.
When the maintenance work can no longer be delayed, it will often involve extensive
rehabilitation, and even reconstruction, costing many times more than timely
maintenance treatment carried out earlier. Late or inadequate maintenance will
increase the ultimate repair costs, road user costs and inconvenience to road users, and
reduce safety. Road maintenance is therefore an essential function and should be

Introduction
carried out on a timely basis. The importance of preserving an adequate condition of

the road network is widely recognized. Although, developing and maintaining a good
road network is not an easy task. It requires meticulous planning, enormous funds,
challenging construction techniques, strict quality control and other related aspects. In
today's economic environment of constrained budgets, as the existing road
infrastructure has aged, a more systematic approach towards determining maintenance
and rehabilitation needs is necessary. Road networks need to be managed now and not
just maintained. India owns the second largest network of roads in the world, next
only to USA. For a vast country like India, having an area of 3.3 million sq. km., with
population density of over 300-persons/sq. km, the importance of an adequate road
transportation system is quite obvious.
Table 1.1: Present Road Network of India
Sr. No. Classification Length (km)

1. Expressway 200
2. National Highways 96,261
3. State Highways 1,31,899
4. Major District Roads 4,67,763
5. Rural and other Roads 26,50,000
Total Length 33,46,123
[Source: NHAI @ 2017]

Introduction
Figure 1.1: Project Map of National Highway Development Programme

[NHAI @2017]

Introduction
1.1.2. Gujarat Road Network
Gujarat state is one of the most prosperous states in Western India and having a good
transportation infrastructure with an extensive road network. The Road & Buildings
Department (RBD) of Gujarat government is primarily responsible for construction
and maintenance of roads including state highways and panchayat roads in Gujarat.
This department is operating through 6 wings geographical spread across the state in
33 districts. There are 1 national Expressway, 17 national highways and more than
300 state highways in Gujarat
The state highways are arterial routes of a state, linking district headquarters and
important towns within the state and connecting them with national highways or
highways of the neighbouring states.
Gujarat is one of the versatile and dynamic states in India. The state has established
itself on stronger economic foundation. Over the last decade the name of “Gujarat”
has emerged synonymous with progress and vibrancy. Government of Gujarat through
Roads and Buildings Department (R&B) is thriving to deliver better than the best road
infrastructure for the communities.
Gujarat roads, managed by R&B, are known as one of the best in the country. R&B is
successfully managing its road assets through various flagship programs of
Government of Gujarat, besides multilateral funding and Public Private Participation.
The state appreciating need of sustenance of its economic growth, endorses that the
infrastructure is one of the key and further its enhanced quality is a great value
addition.
The state has total 18066 villages, out of these villages, 17856 villages are connected
with “pucca” roads. Hence, 98.84% villages are connected by “pucca” roads. Out of
these 17856 villages are connected with asphalt surfaced roads where as 387 villages
are connected WBM surface road. The average Road length per one lac population is
146.50 km. and Road length per 100 sq. km. in Gujarat State. [Source: R & B
Department].

Introduction
Table1.2: Present Road Network of Gujarat
SI. No. Type of Road Length (in km)

1. Expressways 93
2. National Highways 3229
3. State Highways 18556
4 Major District Road 20261
5. Other District Road 10493
6. Village Road 21119
Total Length 73751
[Source: R & B Department]
1.2 Deficiencies of Present Road Network

1.2.1 Growing Road Transport Demand
The growth of road traffic in India in the post-independence era has been quite
unprecedented. While the vehicle population has grown from just 3 lakh in 1951 to
about 450 lakh now, the quantum of goods being carried by road transport has
undergone an incredible increase from 600 lakh tones to 40,000 lakh tones at
present. Table 1.3 gives the growth in number of vehicles over the last 60 years.
Also, the share of road transport in passenger movement and freight movement has
increased by 20% to 85% and 20% to 70% respectively, during the last 60 years.
When one observes the shares of the two principal modes, i.e. railways and road
transport, there has been a considerable shift in passenger and freight traffic carried
by road transport in comparison to rail transport over the last 60 years, as given in
Table.

Introduction
Table 1.3 Growths of Vehicles during Last 60 Years
Year Total No. of Vehicles Commercial Vehicles

(in thousands) (in thousands)
1951 306 116
1961 665 225
1971 1865 437
1981 5391 716
1991 21374 1687
1995 30295 2217
1997 37231 2748
2000 48393 3240
2017 11000 7500
[Source: MORT&H, and NHAI]
1.2.2 Volume Constraints

The entire road network is facing serious capacity constraints. National Highways
comprise only 2% of the total road length in the country, but carry 40% of total road
based traffic. Nearly 15% of the National Highway length is still single lane. The
position is still worse with respect to State Highways, which comprise 6% of the total
road length but about 75% of the length is still single lane. For smooth, efficient and
safe movement of traffic, the minimum pavement required is a two-lane pavement,
one lane for each direction of traffic. Thus, frequent deceleration and acceleration
become necessary. Such speed changes result in increased fuel consumption and
increased wear and tear of vehicles, leading to high vehicle operating costs (VOC).
1.2.3. Lower Quality of Roads

In spite of having such a vast network of roads, the quality of roads largely remains
poor, so much so that more than half of the roads are still devoid of any kind of
paving. The existing road network has aged, leading to appearance of numerous kinds
of distresses viz. cracking, ravelling and potholing on road surface. These distresses,
under the combined action of moving traffic and environmental factors have been
continuously growing in extent and severity, in the absence of timely upkeep and

Introduction
maintenance. Over 50 percent of the National and State Highways and a higher
percentage of other categories of roads are in very bad condition. About 85% of the
National and State Highways are not structurally adequate to carry the permissible
standard axle load of 10.2 tones. [MORT&H]
1.2.4. Increased Traffic and Axle Loads

Traffic on the Indian roads, in terms of volume and axle loads, is increasing at an
alarming rate, with the annual growth rate estimated to be of the order of about 10%
[MORT&H]. This phenomenal growth in vehicle population and road usage has put a
tremendous strain on the existing road network. There has been considerable increase
in the axle loads carried by freight vehicles, but the regulations governing the axle
weight limitations have not been changed significantly for last many years, with
consequent negative effect on pavements in terms of fatigue and accelerated
deterioration. The present spectrum of axle loads plying on the Indian roads shows
that as against a prescribed legal limit of 10.2 tones axle load, commercial vehicles
with much higher axle loads, even to the extent of 18-22 tones are plying on these
roads. According to Road Damage Formula‟, pavement that can last for 10 years
without overloading will last only for 6.5 years, if there is 10 percent overloading on
an average. With 30 percent overloading, the same pavement will last only for 3.5
years. This situation has led to a much faster rate of pavement deterioration, which
calls for timely additional maintenance inputs, not planned otherwise, for preserving
and keeping up the roads to the minimum acceptable level of service.
1.2.5 Insufficient Road Length

The country at present has only about one and a half million kms of motorable roads
for as many as 45 million vehicles. Table 1.4 gives the growth in total road length,
surfaced road length and National Highways road length during the last 60 years.
With the continuing all round industrial and agricultural development and a clear shift
in favour of road transport, the demand has been rapidly increasing for additional road
lengths, which are also structurally and functionally adequate. About 30% of India's 5,
76,000 villages are still without a road link. There are a large number of missing links
in the National Highway Grid, required to be plugged as a matter of highest priority
for the smooth flow of traffic.

Introduction
1.2.6 Deficiencies in Maintenance Management Practices

The current engineering practice in India is to design pavements and select
maintenance and rehabilitation alternatives based on subjective judgment and
engineering experience of the road engineers only. Even, if the engineer responsible
for making decisions has a significant experience base to draw up the maintenance
strategies, there are inadequate analytical tools available for use by the highway
agencies to assist the practicing highway engineers in selecting the best strategy based
upon economics of 'life cycle cost'. Implementation of rational methodologies is
constrained by many factors, including relatively low level of human resources and
the lack of institutional and technical capacity to adopt existing comprehensive
decision-making models.
Table 1.4 Total Road Length, Surfaced Road Length and National
Highways Road Length (in thousand km).
Year Total Road Surfaced Road National Highway

Length Length Length
1951 397 156 198.11
1986 1736 824 320.88
1991 2327 1090 336.50
1992 2462 1136 336.86
1993 2678 1263 339.16
1994 2955 1338 342.49
1995 3057 1379 342.62
1996 3123 1409 345.08
1999 3259 1517 520.10
2002 3315 1558 581.12
[Source: MORT&H]

Introduction
1.3 Purpose of Highway Improvement

The basic objective of Highway Improvement is implicat in the word itself. It is done
to ensure that the Highway that has been constructed, or improved, is to the extent
possible kept in its original condition. The Highway requires maintenance as they are
subjected to traffic and the forces of weather and movement of heavy quarry vehicles.
Even with the highest possible quality of construction, maintenance is essential to get
optimum service from the Highway structure during its design life. By applying
preventive maintenance, the deterioration of the road and its components can be
slowed down, thus postponing the need for costly investments in rehabilitation and
securing the planned design life. The Indian Roads Congress defines road
maintenance as “routine work performed to upgrade pavement, shoulders and other
facilities provided for Highway users, as nearly as possible in their constructed
conditions under normal conditions of traffic and forces of nature”. Maintenance is
“essential to get optimum service from the pavement structure during its life period.”
The pace of deterioration largely depends on the quality of initial construction,

pavement and surface materials, and drainage measures, levels of traffic and weather
conditions. Bitumen surfaces may have a marginally longer life without maintenance
but are more expensive to rebuild. It should also be noted that for Highway where
traffic is more and the pavement condition are structurally and vision critical, then the
critical maintenance interventions are often related to maintaining the drainage
system, Pavement surface. Contrary to common perceptions, the maintenance
priorities on Highway are often related to off-carriageway (and crossroad) structures
and not so much to Pavement surfaces.
Maintenance ensures that the road remains serviceable throughout its design life.
Maintenance is important because it:
 Reduces the rate of deterioration, thereby safeguarding previous Investments

in construction and rehabilitation,
 Lowers the cost of operating vehicles on the road by providing a Smooth 
Running surface,
 Improves safety of road users, improves the reliability of the road allowing it
to remain open for traffic on a continuous basis and thus contributes to more
reliable transport services, and

Introduction
 Sustains social and economic benefits of improved road access.
The first purpose is primarily in the interest of the responsible government authorities.
Road agencies need to protect their investments made in improving the Highway,
thereby maintaining high service levels for the road users. The last four are of interest
to vehicle operators and the inhabitants of the area serviced by the Pavement. It is
important to make a clear distinction between Improvement and repair works.
Effective maintenance is clearly time linked and is carried out before major damages
take place. This involves activities relating to supervision and monitoring of the
Highway assets even while they are still in good condition. It also requires that road
authorities are sufficiently responsive and capable of taking action when required - as
opposed to responding with repairs when major damages have taken place or
Highway access has finally been cut off.
Timely and regular maintenance requires securing sufficient funding before repairs
and maintenance become an urgent matter. The most effective maintenance is
achieved when an organization is capable and prepared to carry out appropriate
interventions at an early stage of deterioration and thus limit the extent of damages.
This implies that the responsible authority is furnished with the necessary human and
financial resources to effectively manage all facets of the maintenance works.
1.4 Benefits of Improvement

Highway is the links in transport networks and thus forms a link in terms of
providing access for people & goods transportation. Permanent or seasonal absence of
road connectivity acts as a crucial factor in terms of denying urban communities
access to basic services and economic opportunities. The social and economic impacts
of Highway are well established. State governments often attach a high priority to
Highway improvements. Good access provides the opportunity for improving Speedy
transportation and increased employment opportunities, thereby contributing to the
alleviation of poverty. Investments in Highway can therefore be justified from both a
socio-economic and a poverty reduction point of view. Never the less whatever
benefits they provide are short lived if they are not maintained.

Introduction
1.4.1 Benefits of sustained access

 Owners of vehicles incur lower operation costs and slower depreciation Of
their vehicles,
 Reduces the cost of operating public transport services,
 Users of public transport benefit from reduced travel times, lower fares, Higher
frequencies, more regularity of services and better comfort,
 Improves the business environment for Urban and local entrepreneurs,
 Communities as a whole can maintain social and economic ties to the Outside
world,
1.5 Deteriorating Highway access to urban area

Highway are important in order to provide the opportunity to realize the potentials of
Speedy transportation of people and goods vehicle for business and comfort travelling
purpose to satisfy other social and economic needs. If This Highway is not properly
maintained, access deteriorates and these activities are negatively affected. Chart
below shows the relationship between investments in Highway development and
socio-economic benefits.
Figure1.2: Relationship between Investments in Road Development

and Socio-Economic Benefits.
Benefits start emerging when a region receives first time road access, as goods,
services and facilities become increasingly accessible. Communities enjoy the
benefits from improved access and become increasingly frustrated if the connecting
road deteriorates and improvements in their living standards are compromised. Poorly

Introduction
maintained Highway incurred high transport costs, High vehicle maintenance cost,
High time consumed for Transportation. After a few years, roads without
Improvement become impossible to year round traffic. Initially, the deterioration of
the roads only leads to increasing transport costs marginally. At some point however,
traffic conditions, traffic composition and traffic patterns change as the road becomes
increasingly non trafficable and the cost of transportation rises drastically. It indicates
that the initial investments in providing first time access generate the fastest increase
in socio-economic benefits, followed by investments that provide all year access.
A lack of maintenance also affects people’s life in social terms. Once roads become
non trafficable, people have limited access to Transportation. It also becomes more
difficult for service providers to reach communities, Transportation. The negative
social impacts have significant long term economic consequences. Accessibility and
transport services are linked and an important correlation is the one between Highway
and Urban transport services. Transport is a facilitating mechanism and as a result
access to social and economic goods and services declines.
When Highway deteriorates managing public transport becomes more expensive and
transport operators eventually decide to stop their transportation and goods
movement for public transport & business. Transport is a facilitating mechanism and
as a result access to social and economic goods and services declines.
1.6 problem statement

 The Udalpur Sevaliya Thashra section of Godhra Dakor road is one of the
busiest links on the state highway no 12 the stretch has very heavy traffic
volume especially commercial vehicle and loaded trucks. Due to presence of
quarry industry around sevaliya is responsible for heavy traffic of overloaded
trucks with quarry material
 The road is a non-toll road while NH 47 is passing adjacent to the road which
is a toll road so some of the traffic is diverted on the selected road section
which ads extra amount of traffic on the road stretch.
 The design and construction of the road was done to sustain standard load
heavy and overloaded traffic is mainly responsible for deterioration of road
condition. Banka leman beam deflection method (BBD) or some other method
is required for design of road pavement.

Introduction
 To deal with this problem detailed study and road inspection survey is
required to find out causes of road deterioration
1.7 Aim of the study

The main aim of the study is to suggest Improvement measures of Pavement section
Between Udalpur crossing to sevaliya, Thashra Highway
1.8Objectives of the study
 To get the overview of existing traffic flow, surface condition, geometry etc.
 To analyse existing road condition to find out possible causes of road stretch
deterioration
 To prepare a maintenance strategy of the selected pavement section.
 To Prepare the Overlay design for the improvement of the pavement section.
 
1.9 Scope of the study
 This study is limited to 19.5 Km Stretch of Gujarat state highway No. 12

Form Udalpur crossing to sevaliya Thashra.
 This study aims to ascertain road condition by conducting different field
surveys and analysing the data. 
 Suggest improvement with respect to structural condition of highway to
reduce the accident potential, increase socio-economic development and
proper utilization of fund.

Introduction
1.10 Structure of the report

This report is organized to Development of strategy for Improvement of Pavement
Section between Udalpur crossing to sevaliya, Thashra Highway.
First chapter introduces background of the study carried and outlines the needs of
study, Problem statement, and aim of study, objectives and scope of the study. It
further covers the structure of report.
Literature review on various terminologies related to pavement Improvement system

and previous researches are part of the Second chapter.
Develop a methodology of Development strategy for Improvement of pavement

section Between Udalpur crossing to sevaliya thashra Highway by giving Structural
condition, traffic condition, surface roughness index, etc. Figure shows stages
involved in this study.
1.11 Summary
This chapter contains introduction, needs, aim of the study, objectives of the study,
scope of the study, and Problem statement.

Review of Literature
Chapter 2
2.1 General
In this chapter In order to achieve a clear knowledge in the field of pavement
performance and modelling techniques, a literature review was performed. Large
numbers of studies have been conducted globally for developing pavement
Improvement & performance models.
2.2 Pavement Management and Maintenance strategies

Studies
Anderson (1994) have represented PMS in Australia, like in other countries across the
world, is managed at the district and state level, only. It was developed as in-house
software to serve as a decision support tool for the road asset maintenance policy and
strategy at the state and district levels. Other states use commercially available
software for this purpose. All states use pavement data collection systems. Data
gathered includes, but is not limited to roughness, rutting, strength, texture, cracking;
skid resistance and seal coat age.
Tiwari (1997) has represents that the concept of “serviceability” of roads and its
evolution through time is widely accepted by pavement engineers and professionals as
a way to evaluate road quality and conditions. Both the Present Serviceability Index
(PSI) and International Roughness Index (IRI) can be used as indicators of road riding
quality and serviceability. The objective of the study was to develop realistic models
for estimating PSI for asphalt pavement sections located in the urban city of Noida,
near Delhi, the capital of India. The PSI model was developed as a function of the
pavement age. An attempt was made to calibrate the American Association of State
Highway & Transportation Officials (AASHTO) equation for PSI and determine the
suitability of this equation in Indian pavement conditions for selected urban roads.
The developed models were also validated. Based on the developed PSI model, the
maintenance alternatives have been suggested for the urban road sections in the study
area.
Gujarat Technological University, Ahmedabad Page 17

Minu P K at. Al (2014) have developed a Maintenance Priority Index (MPI) for the
sections of the State Highway (SH-1) using certain factors affecting pavement
maintenance. The factors considered in this study were pavement condition, riding
quality, traffic characteristics, land use characteristics and characteristic deflection of
the pavement. A relationship between pavement roughness and distress parameters
like area of ravelling, cracked area etc. also developed. The pavement distress data
was collected on SH stretching. Roughness survey was conducted using Bump
integrator and Benkelman beam was used for the measurement of deflections in the
pavement. Pavement Condition Indexes (PCI) for section was determined. The
relation between pavement distress and pavement roughness was modelled using
Multiple Linear Regression (MLR) analysis. The models were significant as the
forecasting errors were within the limits. Detailed pavement evaluation surveys were
conducted. The main distresses identified on the roads were ravelling, potholes and
cracking. Pavement Condition Index for selected road stretches was calculated.
Multiple linear regression models were developed for pavement roughness in each
section in the study stretch.
Independent variables selected for the models were found to be statistically

significant. The developed models were validated and the performance was evaluating
Maintenance priority index was developed by composite index method. The factors
affecting maintenance considered in the study were traffic volume, pavement
roughness, pavement deflection; land use, pavement condition etc.
Patel ET. Al. (2016) Developed study represents a concept of "dynamic passenger car
unit' ('DPCU'), appropriate for the heterogeneous traffic on Indian roads, and shows
that the PCU factor for a vehicle type is not a static factor as it is usually assumed.
Various relationships will be developed between speed-flow. By using three different
methods of estimating PCU, PCU value of different category of vehicles should be
found. This PCU factor is the ratio of the projected rectangular area of the vehicle
type to the speed of the vehicle type, with respect to car. Factors influencing PCU
value are classified volume of vehicles and Average speed .PCU values of different
types of vehicles is determined on Urban Road by different methods and suggest the
reliable method.

2.3 Road user maintenance strategies
Medina (1999) cited a portion of the Pavement Policy for Highways that defines
pavement management as, “a set of tools or methods that can aid decision-makers in
finding cost-effective strategies for providing and maintaining pavements in a
serviceable condition” The pavement management system must address methods,
schedules, and budgets associated with achieving the goals. The three main
components of a pavement management system are data collection, data analysis, and
implementation. One approach to pavement management is shown schematically. The
data collection component is summarized in a database which includes the inventory,
condition evaluation, and maintenance strategies. The analysis portion of the
Pavement Management Structure requires the synthesis of the pavement condition
assessment, which is determined from the condition evaluation and the maintenance
strategies, along with global concerns related to the network. Based on the results of
the network need, one can prioritize the work and develop a work plan, which is, of
course, constrained by budgets. Once projects have been selected that are high on the
priority list and feasible within the budget, they are implemented.
Naidu ET. Al. (2004) represents the study of an attempt to select optimum
maintenance strategies and to develop maintenance management plan based on
economics of life cycle costs using HDM-4 and he selected Inner Ring Road of New
Delhi for the study. The effect of different maintenance budget allocation on road
network conditions has been analysed. Mechanical strategies shall be judged based
upon economic analysis considering various existing alternatives/treatments available.
HDM-4 has emerged as a very powerful tool for developing various aspects of PMS
such as predicting the pavement deterioration, programming of maintenance and
rehabilitation works and carrying out lifecycle cost analysis and cost optimization.
The study observed that poor resource allocation for maintenance of roads may be due
to the poor decision making which is mainly to non-availability of analytical tools to
strengthen their decisions. It is also shown that subjective budgeting process could be
replaced by rational, economic, need based budgeting approach in which budget are
based on life cycle road costs. Project and programmer analysis is very useful in
establishing the economic viability of pavement maintenance and rehabilitation
alternatives and to evolve the work programmer against budget constraints.

Chaudhary & Agarwal (2013) has represent the two stage maintenance strategy is
proposed. In stage I, it is proposed to determine priority of highway sections. In Stage
II, priority of various maintenance activities to be carried out on various sections will
be determined. Maintenance priority of the pavement is based on importance of the
road sections, present road conditions, and future road conditions. Therefore, it is
expected that this study will be useful for maintenance of huge highway network in
India and thus will be useful for preserving huge asset of pavement infrastructure.
Jain et al. (2013) considered the study which consisted of one Expressway and
National Highway. Expressway had been divided into five subsections and NH had
been divided into 8 sub sections so divided were quite homogeneous within
themselves as far as climatic and geometric conditions are considered but very
considerably from each other in traffic characteristics and pavement surface
conditions input data for the study was defined as the ‘Multilane Highway Network
‘and ‘Multilane Vehicle Fleet ‘Database files which included various parameters. The
total traffic in terms of Annual Average Daily Traffic (AADT), initial Composition of
Various vehicles for selected pavement sections had been used for the analysis in
HDM-4. Functional evaluation was based on collection of road data pertinent to
surface distress like crack area, pothole area with depth, ravelled area, rut depth,
surface roughness. The type and extent of distress developed at the surface were
observed, based on visual condition survey. The first alternative was the basic routine
maintenance for crack, pothole and ravel patching. It was considered as the Base
Alternative/Routine Maintenance for the analysis.
DR. Htwa, Khang (2014) has represents the classification on failures and its patterns.
Pyay-Aunglan-Koepin portion (mile 183/0 to 253/0) is chosen as the case study.
Firstly, failure patterns are classified between every five miles in existing pavement
by visual inspection. Secondly, Visual maintenance and structural maintenance are
studied. For structural maintenance, stress and deflection of Magway-Yangon
Highway are determined by using the method of Soil Mechanic of Three Layered
System. The required overlay thickness is evaluated in accordance with Indian Road
Congress formula. According to this evaluation, it is found that resurfacing or routine
maintenance is needed in almost portions. Within the study area, it is needed to be
overlaid in the four portions. The maximum bituminous overlay thickness is 6 in and

minimum is 4.5 in. Moreover, the maximum granular overlay thickness is 12in and
the minimum is 9 in.
Modi ET. Al. (2017) developed Over loading commercial trucks in India is a serious
problem. Traffic load is dominant function on flexible pavement design because the
main function of pavement is to resist traffic load. Some roads are not designed for
carry heavy load. In functional behaviour visual observed by measuring cracking,
rutting, potholes, revelling, patching in deterioration pavement. Traffic volume count
is required for calculate the load on road. In the structural evaluation of flexible
pavement the pavement deflection is measured by the Benkelman beam. The
objective of the present study to evaluate the sub-grade soil parameter, traffic volume,
requirement of overlay design for future traffic conditions.
2.4 Studies conducted CRRI
Shah ET. al. (2013) represents their study Maintenance and rehabilitation of these
pavements to the desired level of serviceability is one of the challenging problems
faced by pavement engineers and administration in the highway sector. The
evaluation of pavement performance using pavement condition indicators is a basic
component of any Pavement Management System. Various indicators like Pavement
Condition Index (PCI), Present Serviceability Rating (PSR), Roughness Index (RI),
etc. have been commonly used to assign a maintenance strategy for the existing
pavements. The present paper is an effort in the similar direction, to develop a
combined Overall Pavement Condition Index (OPCI) for the selected network of
Noida urban roads.
The study area consists of 10 urban road sections constituting 29.92 km of Noida city.
The methodology includes identification of urban road sections, pavement distress
data collection, development of individual distress index and finally developing a
combined OPCI for the network. The four performance indices viz. Pavement
Condition Distress Index (PCIDistress), Pavement Condition Roughness Index
(PCIRoughness), Pavement Condition Structural Capacity Index (PCIStructure) and
Pavement Condition Skid Resistance Index (PCISkid) are developed individually.
Then all these indices are combined together to form an OPCI giving importance of
each indicator. The proposed index is expected to be a good indicative of

pavement condition and performance. The developed OPCI was used to select the
maintenance strategy for the pavement section.
Dr. Long Hoang Nguyen (2017) developed PSI (Present serviceability index) is a
general index determined by AASHTO experiment based on roughness, crack
proportion, pavement area proportion in need of repair. It is typical for the quality of
operating, using the pavement at the time of evaluation. IRI reflects the pavement
roughness, commonly collected by using specialized equipment in direct or indirect
measurement. The determination of the correlation between IRI and PSI will help to
make the quality evaluation of asphalt concrete pavement faster, reduce related costs
and efforts in collecting, analysing and treating, determining the status of pavement
damage. The article presents the outcome of the research on the correlation between
the international roughness index (IRI) and the present serviceability index (PSI) of
the pavement based on the experimental data collected using the ARRB - Australia's
specialized and modern equipment (Hawkeye) in a number of asphalt concrete
pavement national highway routes in the Northern Vietnam. The research outcomes
show the close correlation between IRI and PSI with R2 ranging from 0.8542 to
0.9405 (with significance rate α= 5%) and an adjusted coefficient (k =1) in the
correlation equation shall be recommended in accordance with Vietnam’s
construction and operation conditions.
2.5 Pavement Improvement & Management System

Studies in Abroad
Burger (1994) has represented a survey In Germany the design of a new, complete
pavement Improvement & management system is under way. Major components are
already operational. Meanwhile, data on road conditions have been collected with
high-speed monitoring systems over the national road network, including the
Autobahn. The data is assembled according to evenness, skid resistance, and surface
damage and subsequently classified via a special grading system. By applying special
algorithms, a service value, a structural value, and an overall condition value are
being developed. The results of the survey are then presented in lists, route section
graphs, and network graphs with different colours indicating where specific target,
warning, and threshold values are exceeded. By means of continuous feedback, the
information collected is used to improve and adjust the system's components and the
plausibility of the output. There is an agreement that for an effective PMS application,

repeated automated network monitoring is necessary. To minimize necessary

monitoring and evaluation efforts, the use of multifunctional automated monitoring
systems is used to collect all necessary data during a single pass.
Liu (2006) has developed Pavement management system in china .Over1, 900,000 km
roads had been constructed in China, among them 40,000 km roads were
expressways, another 15,000 expressways would have been constructed by 2010(liu
2006).By 2020, a national highway network would be completed with 85,000
expressways. Clearly, China needed a pavement management plan to address past and
future pavements. In 1984, China initialized and developed a PMS and since its
introduction significant progress, in terms of pavement management, has been made.
The implementation of this PMS has not gone so well, due to less focus and
acceptance. Most transportation departments in China are more focused on road
construction.
Patel & Lad (2015) represent their study on highways, pavements, bridges, parking
garages and other exposed structures are becoming functionally obsolete or
deteriorating due to repeated application of vehicular loads and due to the effect of
climatic parameters. Non-destructive structural evaluation of pavements is an
important part of the pavement management. In the structural evaluation of flexible
pavement the pavement deflection is measured by the Benkelman Beam. Rebound
deflection is used for overlay design. A detailed pavement condition survey is done on
State Highway 158 (Waghodiya crossing to Limda) and the road condition is
evaluated structurally. The present study is evaluates the overlay thickness for State
Highway 158 Waghodiya crossing to Limda.
2.6 Pavement Performance studies
Edward et al. (1995) derived Pavement roughness prediction models are generally
simplifications of the actual relationships because of the complexity associated with
the interaction between the various factors the affect deterioration. Models for
roughness progression for flexible pavements using simplified incremental algorithms
with actual field data of primarily variables are presented. The field data used is
obtained for flexible pavements with lateritic gravel bases and sub bases with surface
treatment as wearing course in Ghana, West Africa. The data covered major primary
and secondary highways carrying a wide spectrum of traffic loading the results

indicate that environmental factors and structural capacity have significant influence
on roughness progression. The strength of the pavement has a greater influence then
the traffic loading on roughness progression, other factors remaining the same.
Restoring the structural capacity of flexible pavements through timely maintenance
intervention may help arrest the rate of deterioration. Direct transferability of models
between different environmental, physical and operating conditions has its limitations
and is not advisable.
2.7 Types of Maintenance

The effective organization of maintenance is based upon the concept of damage
control. With timely interventions based on regular inspections of the road network,
works are planned and carried out at an early stage to counter the detrimental effects
of traffic and weather. Maintenance work is classified according to its timing or
frequency as well as the scale or complexity of activities. Although emphasis is
always on preventive measures, there will still be damages that cannot be prevented.
Minor repairs are therefore part and parcel of the regular maintenance activities.
Before rectifying a defect, the underlying cause of the problem should be identified.
In many cases therefore the corrective activity alone may not be enough; the
underlying cause must also be dealt with.
2.7.1 Routine Maintenance

Routine maintenance activities are usually small-scale, widely dispersed, and often
performed using manual labour. The need for routine maintenance can to a large
degree be forecasted. Routine maintenance activities are further defined as either
cyclic or reactive, although the distinction between these terms is not always very
clear. Cyclic activities are performed at predetermined intervals throughout the year
purely as a preventive measure because of events we know will occur (e.g. cleaning
drains before and during seasonal rainfall), and are scheduled at fixed times during the
year. Reactive activities are performed in response to a triggering condition that
requires action before the problem gets out of hand (e.g. blocked culvert, crack
sealing and pothole patching)

2.7.2 Periodic maintenance

Periodic maintenance is a major overhead of the road typically carried out after a
period of 5 to 10 years, depending on traffic levels, pavement type and geographical
and weather conditions. The work involved is normally larger and require more
equipment and specialist skills. As a result, this work is considerably more costly than
routine works. The most common periodic maintenance activities include renewal of
road surface and major repairs of structures. Periodic maintenance is planned in cycles
covering several years, thereby describing when individual roads in the network are
due for such a treatment.
2.7.3 Emergency maintenance

Emergency maintenance responds to occasional, unforeseen events such as landslides,
washouts, large trees or debris on the road and broken drainage structures. Emergency
maintenance can be categorized into (I) temporary restoration works, re-opening safe
passage on the road, and (ii) permanent restoration, securing the stability of the road
and reinstating all its components to its former (or a better) condition.
Maintenance activities are also categorized based on where the works are located:
 Off-carriageway works consist of maintaining shoulders and drains, clearing of

CD structures, removal of debris, cutting of grass and bushes. The works also
include minor repairs to drainage and other structures in the roadside area,
maintenance of road signs and pavement markings, side slopes and all surface
areas within the road reserve. Off-carriageway maintenance is normally a routine
activity.

 On-Carriageway works relate to road pavement and surface repairs. This work
mainly consists of maintaining a good running surface on the road, free from any
obstructions and damage and with the necessary camber or cross-fall to secure
proper surface drainage.






2.8 Methods for measuring Travel time and delay studies
1. floating Car Method:

Floating car data are positions of vehicles traversing city streets throughout the
day. In this method the driver tries to float in the traffic stream passing as many
vehicles as pass the test car. If the test vehicle overtakes as many vehicles as the
test vehicle is passed by, the test vehicles should, with sufficient number of runs,
approach the median speed of the traffic movement on the route. In such a test
vehicle, one passenger acts as observer while another records duration of delays
and the actual elapsed time of passing control points along the route from start to
finish of the run.
2. Average Speed Method:
In this method the driver is instructed to travel at a speed that is judge to the
representative of the speed of all traffic at the time.
3. Moving-vehicle method:
In this method, the observer moves in the traffic stream and makes a round trip on
a test section. The observer starts at section, drives the car in a particular direction
say eastward to another section, turns the vehicle around drives in the opposite
direction say westward toward the previous section again. Let, the time in
minutes it takes to travel east (from X-X to Y-Y) is ta, the time in minutes it takes
to travel west (from Y-Y to X-X) is two, the number of vehicles traveling east in
the opposite lane while the test car is traveling west be ma, the number of
vehicles that overtake the test car while it is traveling west be move, and the
number of vehicles that the test car passes while it is traveling west from be
move.

Figure 2.1: Illustration of moving observer method
The volume (qi) in the westbound direction can then be obtained from the expression
and
The average travel time in the westbound direction is obtained from
4. Maximum-car method:
In this procedure, the driver is asked to drive as fast as is safely practical in the
traffic stream without ever exceeding the design speed of the facility.
5. Elevated Observer method:
In urban areas, it is sometime possible to station observers in high buildings or

other elevated points from which a considerable length of route may be observed.
These investigator select vehicle at random and record; time, location and causes-
of-delay. The drawback is that it is sometime difficult to secure suitable points for
observation throughout the length of the route to be studied.

6. License Plate Method:
When the amount of turning off and on the route is not great and only over all
speed value are to be secured, the license-plate method of speed study may be
satisfactorily employed. Investigator stationed at control point along the route
enters, on a time control basis, the license-plate numbers of passing vehicles.
These are compared from point to point along the route, and the difference in
time values, through use of synchronized watches, is computed. This method
requires careful and time-consuming office work and does not show locations,
causes, frequency, or duration of delay. Four basic methods of collecting and
processing license plates normally considered are:
1. Manual: collecting license plates via pen and paper or audio tape recorders
and manually entering license plates and arrival times into a computer.
2. Portable Computer: collecting license plates in the field using portable
computers that automatically provide an arrival time stamp.
3. Video with Manual Transcription: collecting license plates in the field
using video cameras or camcorders and manually transcribing license plates
using human observers.
4. Video with Character Recognition: collecting license plates in the field
using video, and then automatically transcribing license plates and arrival
times into a computer using computerized license plate character recognition.
7. Photographic Method:
This method is primarily a research tool; it is useful in studies of

interrelationship of several factors such as spacing, speeds, lane usage,
acceleration rates, merging and crossing manoeuvres, and delays at intersections.
This method is applicable to a short test section only.

8. Interview Method:
This method may be useful where a large amount of material is needed in a

minimum of time and at little expense for field observation. Usually the
employees of a farm or establishment are asked to record their travel time to and
from work on a particular day.
9. Highway Capacity Manual 2000 or (Cycle- based method):
This method is applicable to all under saturated signalized intersections. For over-
saturated conditions, queue build up normally makes the method impractical. The
method described here is applicable to situations in which the average maximum
queue per cycle is no more than about 20 to 25 veh/ln. When queues are long or
the demand to capacity ratio is near 1.0, care must be taken to continue the
vehicle-in-queue count past the end of the arrival count period, vehicles that
arrived during the survey period until all of them have exited the intersection.as
detailed below. This requirement is for consistency with the analytic delay
equation used in the chapter text. Method does not directly measure delay during
deceleration and during a portion of acceleration, which are very difficult to
measure without sophisticated tracking equipment. However, this method has
been shown to yield a reasonable estimate of control delay.
2.9 Summary
This chapter includes general information of pavement Improvement & management
system, development of strategy for road, Pavement performance studies,
prioritization of road for improvement are carried out.

Methodology
Chapter 3
Methodology
3.1 General
In previous chapter extensive literature review carried out to achieve the study
objective was described in detail. The present chapter elaborate methodology to be
adopted for data collection, data analysis and subsequent recommendation for the
improvement of the selected Pavement.
3.3 Terminology
Cold In-Place Recycling (CIR)
A process in which a portion of an existing bituminous pavement is pulverized or

milled, the reclaimed material is mixed with new binder and, in some instances, virgin
aggregates. The resultant blend is placed as a base for a subsequent overlay.
Emulsified asphalt is especially suited for cold in-place recycling. Although not
necessarily required, a softening agent may be used along with the emulsified asphalt.
Cold Milling
A process of removing pavement material from the surface of the pavement either
to prepare the surface (by removing rutting and surface irregularities) to receive
overlays, to restore pavement cross slopes and profile, or to re-establish the
pavement’s surface friction characteristics.
Corrective Maintenance
Maintenance that is performed once a deficiency occurs in the pavement
Crack Filling
The placement of materials into non-working cracks to substantially reduce

infiltration of water and to reinforce the adjacent pavement. Working cracks are
defined as those that experience significant horizontal movements, generally greater
than about 2 mm (0.1 in.). Crack filling should be distinguished from crack sealing.

Methodology
Crack Sealing
A maintenance procedure that involves placement of specialized materials into

working cracks using unique configurations to reduce the intrusion of incompressible
into the crack and to prevent intrusion of water into the underlying pavement layers.
Working cracks are defined as those that experience significant horizontal
movements, generally greater than about 2 mm (0.1 in.).
Emulsified Asphalt
An emulsion of asphalt cement and water, which contains a small amount of an

emulsifying agent. Emulsified asphalt droplets, which are suspended in water, may be
either the anionic (negative charge) or cationic (positive charge) type, depending upon
the emulsifying agent.
Fog Seal
A light application of slow setting asphalt emulsion diluted with water. It is used to
renew old asphalt surfaces and to seal small cracks and surface voids.
Hot Mix Asphalt (HMA)
A high quality, thoroughly controlled hot mixture of asphalt cement and well-graded,
high quality aggregate thoroughly compacted into a uniform dense mass.
Inflation Rate
The rate of increase in the general price levels usually caused by an increase in the
volume of money and credit relative to available goods. The inflation rate is also
reflective of the rate of decline in the general purchasing power of a currency.
Initial Costs
All costs associated with the initial design and construction of a facility, placement of
a treatment, or any other activity with a cost component.
International Roughness Index (IRI)
A ratio of the accumulated suspension motion to the distance travelled obtained from
a mathematical model of a standard quarter car traversing a measured profile at a

Methodology
speed of 80 km/h (50 mph). Expressed in units of meters per kilometre (inches per
mile), the IRI summarizes the longitudinal surface profile in the wheel-path.
Micro surfacing
A mixture of polymer modified asphalt emulsion, mineral aggregate, mineral filler,

water, and other additives, properly proportioned, mixed and spread on a paved
surface.
Pavement Preservation
The sum of all activities undertaken to provide and maintain serviceable roadways.
This includes corrective maintenance and preventive maintenance, as well as minor
rehabilitation projects.
Pavement Preventive Maintenance
Planned strategy of cost-effective treatments to an existing roadway system and its

appurtenances that preserves the system, retards future deterioration, and maintains or
improves the functional condition of the system.
Pavement Reconstruction
Construction of the equivalent of a new pavement structure which usually involves

complete removal and replacement of the existing pavement structure including new
and/or recycled materials.
Pavement Rehabilitation
Work undertaken to extend the service life of an existing pavement. This includes the
restoration, placing an overlay, and/or other work required to return an existing
roadway to a condition of structural and functional adequacy.
Pavement Serviceability Index (PSI)
A subjective rating of the pavement condition made by a group of individuals riding

over the pavement.

Methodology
Periodic Costs
Costs associated with rehabilitation activities that must be applied periodically over
the life of the facility.
Recycling Agents
Organic materials with chemical and physical characteristics selected to address

binder deficiencies and to restore aged asphalt material to desired specifications.
Rejuvenating Agent
Similar to recycling agents in material composition, these products are

added to existing aged or oxidized HMA pavements in order to restore flexibility and
retard cracking.
Sand Seal
An application of asphalt material covered with fine aggregate. It may be used to

improve the skid resistance of slippery pavements and to seal against air and water
intrusion.
Spalling
The result of water entering brick, concrete or natural stone and forcing the surface to
peel, pop out or flake off. This is caused by salt in water pushing outward from the
inside. Eventually, spalling can cause crumbling and destruction of a structure.
Stone Mastic Asphalt Overlay
An overlay course consisting of a mix of asphalt cement, stabilizer material, mineral

filler, and gap-graded aggregate. The gap-graded aggregate is similar to an open-
graded material but is not quite as open.
Surface Texture
The characteristics of the pavement surface that contribute to both surface friction and
noise.

Methodology
User Costs
Costs that are incurred by highway users traveling on the facility and the excess
costs incurred by those who cannot use the facility because of either agency or self-
imposed detour requirements. User costs typically are comprised of vehicle operating
costs (VOC), accident costs, and user delay.
3.3 Data Collection Methods in the Study Area

3.3.1 Reconnaissance survey
Detailed reconnaissance survey can be conducted to obtain the following information
 Classified volume studies

 Road inventory survey
 Road inspection survey
 Functional survey
Collect data in the future during the reconnaissance survey include road geometry,
L/S, C/S, CD Works details etc.
Data can be collected road inventory, carriageway width, number of curves, visual
carriageway condition
3.3.2condition survey
Detail condition survey will be conducted to collect the information regarding the
type of road surface, rut depth, crack type and extent, pot holes, ravelling, shoulder
failure etc. Inventory and condition data culvert and bridge will also be collect.
3.3.3 Traffic survey
Traffic volume count survey will be carried out for the Udalpur crossing to sevaliya
thashra Highway by manually traffic volume count method. Manual counts require
simply counting of every vehicle seen to pass fix point on road.

Methodology
3.3.4 Pavement surface condition study

The surface condition of flexible pavement may be evaluated by unevenness, ruts,
patches and cracks. The pavement unevenness may be measured using unevenness
indicator, profilograph, profilometer or rough meter.
The pavement serviceability concept was introduced at the AASTHO Road Test for
comparing relative performance of various test section during periods. The present
serviceability of a pavement is related to a pre-determined scale by a panel of judges
sensitive to the wishes of motor vehicle users by actually riding over the pavement.
The present serviceability rating is the mean opinion of the members of the rating
panel and this is correlated with the physical measurements such as longitudinal and
transverse profile of the pavement, degree of cracking and patching etc. affecting
pavement serviceability. Mathematical models are evolved for determining
serviceability indices for predicting the road user’s serviceability rating of pavements
based on the physical measurements made on the pavement surface. Two equations
were formulated to give present serviceability Index values for flexible and rigid
pavements.
3.3.5 Axle load survey
Axle load survey is needed to generate data for pavement design. Portable weigh
bridges are very useful for this purpose. This survey shall be carried out along with
classified volume count survey. Number of days of survey will depend on project
location, the type of project and the intensity and expected variation in traffic. This
survey duration may vary between 24 hours and 3 days, but should be carried out at
least for one day at the traffic count stations on a random basis for commercial
vehicles. Buses may be omitted as their weight can be easily calculated and they do
not result in excessive overloads.
The period of conducting the survey should also be judiciously selected keeping in
view the movement of commodity/destination oriented dedicated type of commercial
vehicles. While finalizing the design Equivalent Standard Axle load, the following
should be considered.
(i) Past axle load spectrum in the region as well as on the road to the extent available.
(ii) Annual variation in commercial vehicles
(iii) Optimistic and pessimistic considerations of future generation of traffic
(iv) Generation of changing VDF factor during the project period.

Methodology
3.3.6 Benkelman Beam Deflection

This test procedure covers the determination of the rebound deflection of a pavement
under a standard wheel load and tyre pressure, with or without temperature
measurements.
Figure 3.1: Benkelman Beam Instrument

(a) A Benkelman beam to the Ministry of Works and Development pattern having the
dimensions shown on Figure. The beam must be fitted with a satisfactory locking
device designed to secure the beam when moving to a new site and a suitable
vibrator mounted at the pivot point. In sunny weather the beam may pass from
shade into sunshine as the vehicle moves away. Therefore a shield similar to that
described in Road Research Unit Newsletter No 49 should be used.
(b) A truck or trailer with an axle load of 8.20 ±0.15 tonnes equally distributed on
two dual tyre wheels operating at the inflation pressure necessary to give a tyre
contact area of 0.048 ± 0.0002 m2 . The tyres shall preferably be 10.00 x 20, 12
ply with tubes and rib treads.
(c) A tyre pressure gauge graduated in 20 Kpa divisions or smaller.

(d) A thermometer with a range of 0-6°C in 1°C divisions.
(e) A mandrel suitable for making a 100mm deep hole in the pavement for inserting
the thermometer. The diameter of the hole should be 13mm.
(f) A can containing either glycerol or oil for filling the thermometer hole.

Methodology
3.4 Methodology of Progress
The following steps outline the methodology used for the developing the cost
effective maintenance strategies for Udalpur crossing to sevaliya – thashra road
network by periodic evaluation of the pavements both structurally as well as
functionally :-
i. Identification of urban network for which the PMMS is to be developed.

ii. Preparation of an inventory of all the pavement sections such as section
length, carriageway width, shoulder width, Median.
iii. Collection of data related to characteristics of the vehicle fleet using the
urban network and also the collection of the traffic volume to ascertain the
traffic related characteristics of all the pavement sections.
iv. Collection of periodic pavement condition data in terms of various
pavement distresses such as cracking area, potholing area, rutting,
roughness, structural deflection using standard measures and equipment’s.
v. Calculation of the pavement serviceability index (PSI).
vi. Development of various maintenance strategies schedule by using
Benkelman beam deflection method (BBD) and suggesting the optimum
cost effective maintenance plan for the Udalpur crossing to sevaliya –
thashra highway.
vii. Calculation of service life of the pavement sections of the network.

Methodology
3.3 Methodology Flow Chart
Introduction
Problem Identification
Primary Data Methodology Secondary Data
 Traffic Volume Count  Details of

 Functional Characteristics alignment
of Road  Geometrics details
Study Area and Data
 Road Inventory Survey
Collection
 Benkelman Beam
Deflection
Data Analysis &  Present

serviceability
Interpretation
Index (PSI)
 Overlay Design
Results
Figure 3.2: Methodology Flow Chart
3.5 Summary
In this chapter methods of collecting information of road condition. Considering these
the formats and survey methods are selected for the proposed study. Next chapter
contains the description of selected study area and data collection

Study area & Data Collection
Chapter 4
Study Area & Data Collection
4.1 General
Panchmahal and kheda district are districts state of Gujarat in India that Panchmahal
comes lies at 220 45’ N, 730 40’ E In western zone in India. And Kheda comes lies at
220 45’ N, 720 45’ E in western zone in India. The panchmahal district is consists of
Godhra, Kalol, Halol, Shehera, Ghoghamba, Morva (hadaf), jambughoda etc. The
Kheda District is consists of Thashra, Dakar, Kapadvanj, Kathlal, Nadiad, Matar,
Kheda, Mehmedabad, Mahuda etc. In this study 12 km stretch of SH 12 is intersect in
panchmahal district and 8 km stretch of SH 12 is intersect in Kheda district.
4.2 Road in Panchmahal & Kheda district is selected as

study area
Table 4.1 study area Detail
SR NO Details Of Specification
1 Road link Length 19.50 Km

2 Number Of Lane 2 Lane
3 Carriageway Width 7.50m
4 Formation Width 10.50 m
5 Shoulder Type paved
6 Divided/Undivided Undivided

Figure 4.1 Map of Gujarat Figure 4.2 Map of India
Figure 4.3 Map of Panchmahal District Figure 4.4 Map of Kheda district

Figure 4.5 Study area Route Map Figure 4.6 Study areas Route Map
(Satellite)
4.3 Data collection
4.3.1 Traffic volume count

Traffic volume count survey was carried out for the links Udalpur crossing to
sevaliya. By manually traffic volume count method. Manual counts require simply
counting of every vehicle seen to pass at Start point of study area stretch and at end
point of study area stretch points on road.
PCU value for calculating Traffic volume flow is consider on IRC : SP -41:1994
Table 4.2 PCU values for Rural/Urban Condition (IRC : SP-41:1994)
Sr. No Category of Vehicles PCU value

1 Passenger car, tempo, auto-rikshaw and 1.00
tractor (without trailer)
2. Cycle , motor/scooter 0.50
3. Lorry, Bus and Tractor-trailer unit 3.00
4. Cycle-Rikshaw 1.50
5. Horse Driven vehicle 4.00
6. Bullock cart (Big) 8.00
7. Bullock cart(small) 6.00

Table 4.3 Traffic Volume Count At Udalpur Crossing
At Udalpur Crossing
Tractor
Car/ with Tipper/
Time Period 2W 3W Jeep Tempo/Lcv Std. Bus Truck trailer Cycle Dumper
15/11/2017 3079 945 1199 244 237 336 107 36 504
16/11/2017 3265 830 987 290 223 262 157 52 487
17/11/2017 2936 1027 1238 287 263 385 273 45 586
Table 4.4 Traffic Volume Count At Thashra
At Thashra
Tractor
Car/ with Tipper/
16/11/2017 3306 1169 1308 236 225 449 107 70 467
17/11/2017 3128 1236 1198 266 247 510 135 58 525
18/11/2017 3490 1017 1107 297 237 365 122 63 610

Table 4.5 Number Of Total vehicle of 3 days on pavement section
Number Of Total vehicle of 3 days on pavement section

Tractor
Car/ with Tipper/
16/11/2017
12 hr 6385 2114 2507 480 462 785 214 106 971
17/11/2017
12 hr 6393 2066 2185 556 470 772 292 110 1012
18/11/2017
12 hr 6426 2044 2345 584 500 750 395 108 1196
Total of 3 Days 19204 6424 7037 1620 1432 2307 901 324 3179
ADT of 3 Days 6402 2142 2346 540 478 769 301 108 1060
Tractor + Trailer Cycle

2% 1%
Volume of Vehicle
Tipper / Dumper
Std. Bus
Truck 8%
3%
5%
Tempo / LCV 2W
4% 45%
Car / Jeep
17%
3W
15%
Figure 4.7 Volume Of Vehicle

Table 4.6 Total PCU of Vehicle
Number of Total
No. Type of Vehicle Standard PCU of vehicle
vehicle PCU
1 2W 6402 0.5 3201
2 3W 2142 1 2142
3 Car/ Jeep 2346 1 2346
4 Tempo/LCV 540 1 540
5 Std. Bus 478 3 1434
6 Truck 769 3 2307
7 Tractor with trailer 301 3 903
8 Cycle 108 0.5 54
9 Tipper / Dumper 1060 3 3180
Total PCU of Vehicles 16107
PCU Analysis
Cycle
2W
0% Tipper / Dumper 20%
20%
Tractor with
trailer 3W
6% 13%
Truck
14%
Car/ Jeep
Std. Bus
15%
9%
Tempo/LCV
3%
Figure 4.8 PCU Analysis

PCU analysis of commercial and non

commercial vehicle
Commercial
vehicle
Non Commercial
43%
vehicle
57%
Figure 4.9 PCU analysis of commercial and Non commercial Vehicle
Table 4.7 Total CVPD
No. Type of Vehicle Number of vehicle
1 Tempo/LCV 540
2 Truck 769
3 Tractor with trailer 301
4 Tipper / Dumper 1060
C.V.P.D. 2670

CVPD Analysis
Tempo/LCV
20%
Tipper / Dumper
40%
Truck
29%
Tractor with
trailer
11%
Figure 4.10 CVPD Analysis
Survey Photographs
Figure 4.11: Traffic Volume Count at Udalpur Crossing
Figure 4.12: Traffic Volume Count at Thashra

Figure 4.13 visual Inspection Survey
4.3.2 Pavement Visual inspection survey

Data on pavement surface condition collected for a road provides a preliminary
insight about the pavement’s construction quality and its likely performance on long
term basis. It also assists in making an assessment about the user’s comfort in terms
of safety as well as in establishing Maintenance and rehabilitation (M & R) strategies.
The basic measurements in evaluating the pavement surface condition are to
determine the level of existing surface distress, based on the visual inspection of
pavement surface. Uses of such data are primarily based on the engineering
experience and judgement.
Pavement surface condition surveys are generally conducted by any one of the
following two methods:
I. Walk survey
II. Drive survey
In a walk survey, a team of experienced highway engineers walks along the road
inspects the road condition and marks visual observations on the types of distress
developed and their extent/magnitude. The actual measurements may also be carried
out on a representative and relatively shorter stretch.
In a drive survey, the term travels along the road in a vehicle at a slow speed (say 10
to 20 km/hr.) and records the surface condition by visual observations. The data is
recorded at convenient interval, say a kilometre. By noting down the distress in each
kilometre.

In view of the time constraints, visual condition survey for the project road was
conducted manly by driving in a vehicle at slow speed of about 10 to 20 km/hr. The
type of distress and their extent, as observed on kilometre wise basis, in Up and Down
directions of the project road was found to be almost same. The typical surface
condition in terms of surface defects observed at a few selected locations, in carriage
ways, is illustrated in figure 4.18 to 4.23.
Table 4.8: Visual Inspection Survey of Study Area
Pavement Condition
Chainage
Bad /
(KM) Excellent Very Good Good Average
Deteriorate
0–1     
1–2     
2–3     
3–4     
4–5     
5–6     
6–7     
7–8     
8–9     
9 – 10     
10 – 11     
11 – 12     
12 – 13     
13 – 14     
14 – 15     
15 – 16     
16 – 17     
17 – 18     
18 – 19     
19 – 19.5     

Figure 4.14: Map cracking (chainage 8.600 km )
Figure 4.15: Surface Unevenness (Chainage 2.800 km)

Figure 4.16: Potholes (Chainage 1.200 km)
Figure 4.17: Aligator Cracks (Chainage 10.700 km)

Figure4.18: Surface up heave Figure 4.19: Longitudinal crack
(Chainage 17.200 km) (Chainage 13.700 km )
Table 4.9 : Measurement of pavement surface damage on road link
Chainage in depth in Length in Width in

No. Type
Km. Cm Metre Metre
1 2.517 Pothole 5.5 1.35 0.40
2 2.528 Pothole 6.3 1.42 0.48
3 2.562 Pothole 5.0 1.70 0.25
4 2.570 Ruting 4 10.00 7.50
5 2.586 Ruting 6 12.50 1.80
6 2.597 Futigue crack 4 8.15 1.35
7 2.610 Pothole 3.50 2.10 0.52
8 2.623 Pothole 4.20 0.80 0.25
9 2.647 Ruting 4 5.00 1.10
10 2.673 Futigue crack 5 3.80 0.10
11 2.682 Pothole 5.20 1.50 2.25
12 2.688 Pothole 4.20 1.20 0.85
13 2.705 Pothole 2.50 1.85 0.48
14 2.707 Pothole 7.80 2.50 1.80
15 2.738 Pothole 6.50 3.00 2.50
16 2.778 Pothole 2.40 1.20 0.35
17 2.787 Ruting 5 6.20 1.70
18 2.793 Ruting 4 11.50 6.50
19 2.822 Ruting 6 16.00 7.50
20 2.839 Futigue crack 8 11.00 6.00
21 2.845 Pothole 3.80 1.20 0.35
22 2.864 Pothole 3.20 1.45 0.38
23 2.890 Futigue crack 5 5.50 0.20


No. Type
Km. Cm Metre Metre
24 2.893 Ruting 8 5.00 1.90
25 2.917 Pothole 4.20 0.80 0.35
26 2.927 Pothole 6.30 1.10 0.53
27 2.987 Pothole 2.10 1.85 0.45
28 2.994 Pothole 4.60 1.35 0.60
29 3.013 Pothole 3.50 1.05 0.32
30 3.019 Pothole 2.50 1.45 0.50
31 3.032 Pothole 6.00 1.30 0.28
32 3.054 Futigue crack 8 4.20 1.25
33 3.057 Ruting 6 7.80 1.10
34 3.069 Pothole 7.20 1.15 0.40
35 3.084 Pothole 5 1.10 1.90
36 3.096 Pothole 5 0.70 0.25
37 3.130 Futigue crack 6 6.00 12.00
38 3.142 Pothole 5 2.80 3.15
39 3.167 Ruting 8 9.50 2.70
40 3.193 Pothole 7 1.30 0.35
41 3.202 Ruting 6 7.80 0.80
42 3.218 Pothole 3.20 1.50 2.30
43 3.233 Ruting 7 40.50 3.50
44 3.257 Futigue crack 4 14.00 0.20
45 3.283 Pothole 6 1.90 0.70
46 3.285 Futigue crack 5 11.50 1.20
47 3.327 Futigue crack 6 6.70 2.25
48 3.336 Futigue crack 5 8.50 1.65
49 3.352 Futigue crack 6 1.85 2.30
50 3.357 Futigue crack 8 5.60 1.25
51 3.363 Futigue crack 5 14.60 1.70
52 3.377 Futigue crack 7 22.00 1.30
53 3.386 Pothole 2.80 1.60 0.35
54 3.394 Pothole 3.50 1.20 0.45
55 3.407 Ruting 5.50 32.00 2.15
56 3.432 Ruting 6 25.00 3.30
57 3.447 Pothole 6.50 0.35 0.30
58 3.454 Pothole 4.20 1.90 2.15
59 3.476 Pothole 7.00 1.55 0.90
60 3.483 Pothole 4.00 1.30 1.80
61 3.498 Ruting 6 4.65 1.15
62 5.012 Pothole 5.00 1.30 0.40
63 5.023 Ruting 5 2.50 1.10
64 5.048 Pothole 5.00 0.90 0.60
65 5.067 Pothole 7.50 3.10 2.05
66 5.081 Pothole 6.50 1.15 0.45
67 5.086 Pothole 2.30 2.15 0.30


No. Type
Km. Cm Metre Metre
68 5.117 Pothole 4.50 0.50 0.25
69 5.131 Pothole 5.50 2.40 0.35
70 5.167 Futigue crack 9.30 47.00 1.10
71 5.191 Pothole 8.00 3.60 1.40
72 5.199 Pothole 7.00 0.80 1.70
73 5.213 Futigue crack 5 2.50 1.30
74 5.235 Futigue crack 7.50 4.70 0.50
75 5.258 Ruting 6 9.50 3.50
76 5.273 Ruting 4 2.50 3.70
77 5.286 Ruting 6 7.90 4.70
78 5.294 Pothole 6.50 1.35 0.35
79 5.309 Pothole 7.00 3.40 2.10
80 5.320 Pothole 5.00 1.00 1.00
81 5.347 Pothole 7.00 5.50 2.60
82 5.352 Pothole 3.50 0.40 1.00
83 5.366 Pothole 7.00 5.50 2.60
84 5.372 Pothole 3.50 0.40 1.00
85 5.383 Pothole 5.00 2.70 1.30
86 5.386 Futigue crack 4 10.40 1.70
87 5.394 Futigue crack 8 30 1.50
88 5.408 Pothole 5.00 1.80 0.40
89 5.415 Futigue crack 6 7.50 2.30
90 5.434 Ruting 6 12 1.50
91 5.448 Pothole 4.50 2.50 1.20
92 5.473 Pothole 5.00 6.50 1.90
93 5.478 Pothole 5.00 1.75 0.30
94 5.515 Pothole 6.00 1.70 0.50
95 5.528 Pothole 7.50 2.20 1.50
96 5.544 Futigue crack 7 13.50 1.70
97 5.568 Futigue crack 6.50 1.30 0.45
98 5.581 Ruting 5 7.20 2.60
99 5.590 Ruting 6 9.50 1.75
100 5.613 Pothole 3.20 0.80 1.45
101 5.641 Pothole 2.50 1.10 1.85
102 5.653 Futigue crack 5 14.75 2.00
103 5.657 Pothole 6.50 1.50 0.50
104 5.673 Pothole 5.20 1.40 0.35
105 5.686 Futigue crack 4 20.50 3.90
106 5.688 Futigue crack 5 28.30 2.95
107 5.714 Futigue crack 6 19.20 3.20
108 5.719 Ruting 5.50 3.25 5.60
109 5.752 Pothole 4.50 0.70 0.30
110 5.763 Pothole 7.00 1.35 0.45
111 5.769 Futigue crack 4 10.55 2.40


No. Type
Km. Cm Metre Metre
112 5.781 Pothole 2.50 0.30 0.25
113 5.819 Futigue crack 9 3.10 1.05
114 5.827 Futigue crack 6 6.70 4.40
115 5.834 Pothole 2.00 0.25 3.25
116 5.848 Futigue crack 5 25.70 3.50
117 5.862 Pothole 1.50 2.80 0.70
118 5.872 Pothole 5.50 0.95 1.15
119 5.921 Pothole 2.50 1.70 0.45
120 5.942 Pothole 6.00 1.25 0.50
121 5.954 Pothole 7.00 0.30 0.40
122 5.962 Pothole 7.00 0.65 1.65
123 5.978 Ruting 5 2.50 3.80
124 5.992 Pothole 6.00 1.20 0.35
4.3.3 Road Surface Characteristics

Pavement surface characteristics are a vital, yet often overlooked component of
highway roadway pavement structure (Pierce et al. 2010). While physically
representing only a tiny percentage of the total pavement structure, the top 0.5 in (13
mm) or less of the pavement surface has a tremendous impact on the safety and
comfort of the highway users. Durable pavements that are built and maintained to
have good surface friction, surface drainage, smoothness, and visibility typically
exhibit fewer crashes and improved ride ability.
Pavement surface characteristics include both physical attributes and dynamic

attributes (Pierce et al. 2010). Physical attributes represent the stand-alone physical
features of the pavement surface, such as transverse and longitudinal profile, surface
texture, and porosity. Dynamic attributes represent the dynamic interaction properties
that occur as a result of a vehicle traversing over the pavement surface. They include
friction, hydroplaning potential, splash/spray, smoothness, tire-pavement noise, as
well as several other ancillary characteristics(e.g., rolling resistance, tire wear, light
reflectance/luminance).
The current pavement condition of the selected road link extensively surveyed and
photographs of the pavement condition was captured; Fig.4.24 to 4.27 is presented to
show present pavement condition of Udalpur crossing to Thashra junction road link.

The physical measurement of the pavement distress was undertaken at various

locations from chainage km 0.00 to 19.5.
Figure 4.20: Road Surface Characteristics at Udalpur Crossing
Figure 4.21: Pothole at 3.800 km Figure 4.22 Fatigue Crack at 5.600 km
Chainage Chainage

Figure 4.23: Rutting at 4.200 km Chainage
Calculation of MSA (Million standard Axle) in present condition
The design of the traffic is considered from the cumulative number of commercial
vehicles per day, the design life in the year, vehicle damage factor and the growth of
traffic. The equation of calculating the Million Standard Axle as IRC: 81-1997 is,
365 × A[(1 + r)x − 1)]
Ns = ×F
r
Where,
Ns = The cumulative number of standard axle to be catered for in the design
A = Initial traffic in year of completion of construction in term of the number
of Commercial Vehicles per day
F = Vehicle damage factor
x = Design life in year
r = Annual growth rate of commercial vehicles in decimal
The traffic in the year of completion is estimated using following formula :
A = P (1+r) x
Where,
P = Number of commercial vehicles as per last count

x = Number of years between the last count and the year of completion
Construction
Here, completion period of construction work is 1 year considered,
A = 2670 (1+0.07)1
A = 2857 com. veh.
Now,
365 × 2857 [(1 + 0.07)10 − 1)]
Ns = × 4.5
0.07
Ns = 64.83 msa
4.7 Calculation of MSA (Million Standard Axle) for future condition

Traffic growth rate as per IRC: 108-1996,
Traffic growth rate = 1.8976 x Rate of growth of GDP
Where, 1.8976 is elastic coefficient of traffic growth.
Traffic growth rate 2017-2027 = 1.8976 x 8
= 15.18 per cent
MSA at future for designing 10 year road
365 × A[(1 + r)x − 1)]
Ns = ×F
r
365 × 2857 [(1 + 0.1518)10 − 1)]

Ns = × 4.5
0.1518
Ns = 96.12 msa.
4.8 Summary
This chapter includes brief discussion about road link between Udalpur crossing to
Sevaliya thashra junction. This chapter includes selected road link map and geometric
details of selected link and also included adopt method with its data collection and
data analysis.

Present Serviceability Index
Chapter 5
Pavement Serviceability Index
5.1 Pavement Serviceability Index (PSI)
The pavement serviceability index (PSI) is based on the original AASTHO Road
Test PSR. Basically, the PSR was a ride quality rating that required a panel of
observers to actually ride in an automobile over the pavement in question. Since this
type of rating is not practical for large-scale pavement networks, a transition to a non-
panel based system was needed.
Measures of distress can be either subjective or objective. A simple example of a
subjective measurement may be rating of each type of defect based on visual
inspection on a scale of 0-5 as Very Poor, Poor, Fair, Good and Very Good as in PSR.
Older techniques, used teams of individuals who drove across every km of pavement
to be measured. The measurements were made using simple instruments and by visual
estimation. The rut depths were measured using straight edge and the area of
cracking; patching, ravelling, etc. were visually estimated. Based on the objective
measurements the Present Serviceability Index (PSI) could be obtained using the
AASHTO equation. The Old technique is used for measure the PSI of the road link.
The rating suggested by IRC 82-2015 in its guidelines for maintenance management
of highways is given in the table 5.1.
Table 5.1: Pavement Distress Based Rating for Highways

Pavement Distress Based Rating For Highways CODE: IRC:82-2015
DEFECTS RANGE OF DISTRESS
Cracking (%) >10 5-10 <5
Raveling (%) >10 1-10 <1
Pothole (%) >1 0.1-10 <0.1
Patching (%) >10 1-10 <1
Rut Depth >10 5-10 <5
Rating 1 1.1 – 2 2.1 – 3
Condition Poor Fair Good

This utility assigns the rating value to each individual parameter from 1, 1.1 to 2.0 and
2.1 to 3.0 which correspond to poor, fair and good condition of the road respectively.
After assigning the rating number to each parameter, an appropriate weightage (fixed)
is given (multiplier) to the rating value of each individual parameter, for calculation of
the Weighted Rating Value of each individual parameter.
For the calculation of the Weighted Rating Value of each individual parameter, the
following fixed weightages have been assigned as per IRC 82-2015, Appendix-4, is as
in table 5.2.
Table 5.2: Weightage Factor as per IRC 82-2015
Weightage (Fixed)
Sr. No. Parameter
(Multiplier Factor)
1 Cracking 1.00
2 Raveling 0.75
3 Pothole 0.50
4 Patching 0.75
5 Settlement 0.75
6 Shoving 1.00
7 Rut Depth 1.00
The Final Rating Value is calculated by taking the average of the Weighted Rating
Values of all parameter viz. cracking, Raveling, potholes, shoving, patching,
settlement and rut depth. Calculation of the condition of the road link is obtained from
the analysed data in the chapter 4 is as below.
Table 5.3: Final Rating Value of road link between 3.5 km to 4.5 km
RATING AS WEIGHTAGE
DISTRESS TYPE (%) WEIGHTAGE
PER TABLE 5.1 RATING VALUE
Fatigue Crack 3.49 1.1 1 1.10
Rutting 12.00 1 1 1.00
Potholes 0.68 1.5 0.5 0.75
FINAL RATING VALUE 0.95
CONDITION POOR

Table 5.4: Final Rating Value of road link between 5.0 km to 6.0 km
RATING AS WEIGHTAGE
DISTRESS TYPE (%) WEIGHTAGE
PER TABLE 5.1 RATING VALUE
Fatigue Crack 7.48 1.1 1 1.10
Rutting 12.00 1 1 1.00
Potholes 1.01 1.3 0.5 0.65
FINAL RATING VALUE 0.92
CONDITION POOR
From the final rating values of table 5.3 to 5.4 the road stretch pavement condition of
the three different stretches on the road link which is chainage of 2.5 km to 3.5 km &
5 km to 6 km have pavement condition is poor which is required maintenance and
overlay design.

Conclusion
Chapter 6
CONCLUSION
1. The Pavement Section of Udalpur Crossing to Sevaliya Thashra is not designed

for the over loading commercial Truck load.
2. Udalpur crossing to Sevaliya Thashra is one of the main inter connected road
which is highly overloaded CVPD and PCU/Day is more than the IRC
recommendation.
3. The pavement serviceability index of the selected stretches on the link is
observed as in poor condition, which exhibits presence of heavy commercial
vehicles on the selected link
4. The state highway no 12 has very heavy traffic volume especially commercial
vehicle and loaded trucks. Due to presence of quarry industry around sevaliya is
responsible for heavy traffic of overloaded trucks with quarry material
5. The road is a non-toll road while NH 47 is passing adjacent to the road which is
a toll road so some of the traffic is diverted on the selected road section which ads
extra amount of traffic on the road stretch which results in further deterioration of
the pavement.

References
References
1. ANDERSON, D., KOSKY, C., STEPHENS, G. & WALL, A.R. 1994.
“Implementation of VIC Roads Pavement Management Systems”. Transportation
Research Board, Washington DC 20001. USA.
2. Liu, W.2006“Pavement Management Systems in China”.
3. Medina, A., Flitch, G. W., and Zaniewski, J. P. (1999). “Geographic Information
Systems-based Pavement Management System: A Case Study,” Transportation
Research Record, 1652, TRB, National Research Council, Washington D.C., pp.
151- 157.
4. Minu P K (2014). “Development of pavement roughness model and maintenance
Priority Index for Kerala state highway I” (IJERT), ISSN: 2278-0181.
5. MORT&H, IRC 2001, “Report of the committee on norms for maintenance of
roads in India”, New Delhi.”
6. Narasimha V.L.,Sundararajan T.,Raja M., “Subjective rating technique –a tool for
prioritizing roads in a network for periodic maintenance‟ ‟Highway research
bulletin, Highway research board, Indian Road Congress, New Delhi,pp2-
14,Number 69,December 2003.
7. Pienaar, P.A., Visser, A.T., and Dlamini, L. (2001). “A Comparison of the HDM-
4 with the HDM-III on a Case Study in Swaziland”, Proceedings, Fifth
International Conference on Managing Pavements, Seattle, USA.
8. S.S.Naidu (2004), Dr.P.K.Nanda (2004), PawanKalla (2004),
K.Sitaramanjaneyulu (2004) “Pavement Maintenance Management System for
Urban Roads using software HDM-4 a Case Study
9. Prof. A.A.Patel1 Dhaval V. Lad (2015) Pavement Evaluation by Benkelman
Beam of State Highway Section (Waghodiya Crossing to Limda)
10. HNIN EI EI KHAING, DR. TIN TIN HTWE (2014) Study on Failures and
Maintenance of Flexible Pavement
11. Sandeep Chaudhary, Dr. P. K. Agarwal(May – Jun 2013) An Innovative
Strategy for Maintenance of Highway Pavement
12. D. H. Modi, Prof. P. M. Shah , Dr. H. R. Varia (November 2017)
Improvement of Road link between Ladvel Crossing to Pankhiya Junction

References
13. Patel Bindiya N Mayursinh Jadeja B Monicaba Vala (2016) Determination of

Dynamic PCUS of Different Types of Passenger Vehicles on urban Road: A
Case Study of Rajkot City
14. Dr. Long Hoang Nguyen (September 2017) Research on the Correlation
Between International Roughness Index (IRI) and Present Serviceability Index
(PSI), Recommendations on Evaluation Rates in Vietnam’s Conditions

Annexure
Annexure
Classified traffic volume count
Name of Approach :- Junction Name :- Direction :-

Time 2- 3- Car LCV Bus Truck Tractor N.M. Tipper /
Wheeler Whealer / Dumper
Trailer
Visual Inspection Survey of pavement
Pavement Condition
Chainage
Bad /
(KM) Excellent Very Good Good Average
Deteriorate
Physical Inspection Survey
Tatva Institute of Technological studies Modasa

Flexible Pavement Section
Name of auditor :- Chainage :-
Cracks Potholes Rutting
Sr
CHAINAGE Size (mt.) Size Depth Size (mt.) Depth (MM)
No
L B L B (mm) L B

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A Report on

IMPROVEMENT OF PAVEMENT SECTION BETWEEN

Solanki Hardik Rajeshbhai

Under the guidance of

Tatva Institute of Technological Studies,

Near Karna Pump, Modasa-Shamlaji Road, Modasa-383315.

I am very grateful to express sincere thanks to Dr. H. R. VARIA, Principal,

I am thankful to my friends Gosai Viral , Rathod Harsh , Makwana Vishal ,

I am thankful to My Parents & My Family for their unconditional love,

Gujarat Technological University, Ahmedabad Page VIII

1.7 Aim of study 15

Chapter 2: Review of Literature

Gujarat Technological University, Ahmedabad Page IX

3.5 Methodology Flow Chart 38

Chapter 4: Study Area & Data Collection

Chapter 5: Pavement Serviceability Index

5.1 Pavement Serviceability Index (PSI) 58

Paper Publication Certificate

Turnitin Digital Recept

Turnitin Percentage Report

Gujarat Technological University, Ahmedabad Page X

1.1 Project Map of National Highway Development Programme (2017) 5

Gujarat Technological University, Ahmedabad Page XI

1.1 Present Road Network of India (2017) 4

Gujarat Technological University, Ahmedabad Page XII

R&B Road and Building department

PMS Pavement Management System

IRI International Roughness Index

MPI Maintenance Priority Index

VOC Vehicle Operating Costs

NHAI National Highways Authority of India

PCI Pavement Condition Indexes

HDM Highway Development and Management

AASTHO American Association of state Highway & Transport official

MORT&H Ministry of Road Transport & Highway

Gujarat Technological University, Ahmedabad Page XIII

Gujarat Technological University, Ahmedabad Page XIV

Gujarat Technological University, Ahmedabad Page - 1 -

Pavement evaluation is an integral part of the Pavement Management System (PMS).

Gujarat Technological University, Ahmedabad Page - 2 -

1.1.1 Indian Road Network

A well-developed road network provides savings in vehicle operating costs as well as

Gujarat Technological University, Ahmedabad Page - 3 -

carried out on a timely basis. The importance of preserving an adequate condition of

Table 1.1: Present Road Network of India

Sr. No. Classification Length (km)

Gujarat Technological University, Ahmedabad Page - 4 -

Figure 1.1: Project Map of National Highway Development Programme

Gujarat Technological University, Ahmedabad Page - 5 -

1.1.2. Gujarat Road Network

Gujarat Technological University, Ahmedabad Page - 6 -

Table1.2: Present Road Network of Gujarat

SI. No. Type of Road Length (in km)

1.2 Deficiencies of Present Road Network

Gujarat Technological University, Ahmedabad Page - 7 -

Table 1.3 Growths of Vehicles during Last 60 Years

Year Total No. of Vehicles Commercial Vehicles

[Source: MORT&H, and NHAI]