MCP 2020.12.02 Wipl Ieng - 356

8-Laning of NH-1 from Mukarba Chowk at Km 15.500 in Delhi State to Panipat at Km 86.
000
in State of Haryana
M/S Welspun Infrafacility Pvt Ltd. Oct, 2020
INFRASTRUCTURE DESIGN CONSULTANTS (IDC) PVT. LTD.
Client:
Mukarba Chowk Panipat Toll Roads Pvt Ltd
Project: Project No.:

20004
“8-Laning of NH-1 from Mukarba Chowk at Km 15.500 in Delhi
State to Panipat at Km 86.000 in State of Haryana”
Title: Document Rev.:

Pavement Design Report (Revised) – PART-1 (Flexible No.: R4
pavement Design for MCW& SR, Rigid pavement for Toll plaza) MCP-01
This document is the property Infrastructure Design Consultants Pvt Ltd
and must not be passed on to any person or body not authorised by us to
receive it nor be copied or otherwise made use of either in full or in part
by such person or body without our prior permission in writing.
Notes:
1.
Revision Details:
R4 3/11/2020 For Approval DG GSK DCS

Sign
Init. Sign. Init. Init. Sign.
Rev Date Details .
. Prepared Checked Approved
Pavement Design Report (R3) Page 1

8-Laning of NH-1 from Mukarba Chowk at Km 15.500 in Delhi State to Panipat at Km 86.000
in State of Haryana

TABLE OF CONTENTS
1 Introduction .................................................................................................................................. 4
1.1 Project Appreciation ...................................................................................................................... 4
2. Pavement Materials for Flexible Pavement ................................................................................... 6

2.1 Sub grade 6
2.1.1 Sub base 6
2.1.2. Base .....................................................................................................................................6
2.1.2 Surfacing 6
- Binder Course.....................................................................................................................6
- Wearing Course .................................................................................................................6
2.2 Pavement Drainage for Bituminous Roads ................................................................................... 7
2.3 Construction Joint............................................................................................................................7
3 Inputs for Pavement Design ............................................................................................................. 8
3.1 Traffic 8
3.1.1 Initial Traffic ............................................................................................................................8
3.1.2 Traffic Growth Rate ................................................................................................................8
3.1.3 Design Life .............................................................................................................................9
3.1.4 Vehicle damage factor ........................................................................................................... 10
3.1.5 Axle load spectrum ............................................................................................................... 10
3.1.6 Design traffic ......................................................................................................................... 10
3.2 Sub grade Strength ...................................................................................................................... 12
4 Flexible Pavement Design .........................................................................................................13
4.1 Flexible pavement design For New Construction ........................................................................ 13
4.1.1 New crust for widened portion of main carriageway ....................................................... 13
4.1.2 For New construction/ Reconstruction from GSB
With Flexible ........................................................................................................................ 16
Pavement composition for new construction/ Reconstruction Reaches ........................... 18
4.1.3 Paved Shoulder ................................................................................................................... 20
4.1.4 Pavement Thickness for service Road ......................................................................................21
5 Rigid Pavement Design .....................................................................................................................21
5.1 Concrete Pavement Design for New Construction ............................................................... 21
5.1.1 (a) Selection of modulus of subgrade reaction............................................................... 21
Table-4.2: IRC: 58-2011, k-Value over Dry Lean Concrete Sub-Base ......................................... 22
5.1.2 (b) Selection of Flexural Strength of Concrete .................................................................. 22
5.1.3 (c) Selection of Design Traffic for Fatigue Analysis........................................................ 24
5.1.4 d) Cumulative Fatigue Damage (CFD) analysis for Bottom-up cracking (BUC) and
Top-down cracking (TDC) and selection of Slab Thickness ..................................................................... 24
5.2 Pavement Materials ............................................................................................... 30
5.3 Pavement Drainage for CC Pavement ............................................................... 31
5.4 Joints ....................................................................................................................... 31
5.5 DESIGN OF JOINTS.............................................................................................. 32
5.5.1 Dowel Bars 32
Dowel Bar Details.............................................................................................................................. 32
5.5.2 Tie Bar 33
5.5.3 JOINT SEALANTS ......................................................................................................... 34
5.6 Maintenance Requirement ................................................................................. 35
5.6.1 ROUTINE MAINTENANCE ............................................................................................ 35
5.6.2 PERIODIC MAINTENANCE ........................................................................................... 35
6 Summary ............................................................................................................................. 36

in State of Haryana
LIST OF TABLES
Table - 2.1 (a): Annual Average Daily Traffic (AADT) ............................................................................8
Table - 2.1 (b): Base Traffic (2021) .......................................................................................................8
Table -2.2: Traffic Growth Rates (%) ..........................................................................................................9
Table -2.3: Vehicle Damage Factor............................................................................................................. 8
Table -2.4: Axle Load Spectrum ................................................................................................................ 10
Table -2.5: Cumulative Million Standard Axles .......................................................................................... 12
Table: 3.1 - Details of Existing Pavement Condition ............................................................................ 20
Table-4.1 of IRC: 58-2011, k- Values Over Granular & Cement Treated Sub-Bases ........................... 22
Table-4.2 of IRC: 58-2011, k-Value over Dry Lean Concrete Sub-Base .............................................. 22
LIST OF FIGURES
Figure – 1: Project Layout ........................................................................................................................... 5
LIST OF ANNEXURES
Annexure-I: VDF Calculations
Annexure-II: MSA Calculations
Annexure-III: Physical characteristics of subgrade soil sample
Annexure-IV: Physical characteristics of Borrow area soil sample

in State of Haryana
1 Introduction
The National Highways Authority of India (NHAI) is the nodal agency responsible for building,
upgrading and maintaining most of the national highways network. It operates under the Ministry
of Road Transport and Highways. The National Highways Development Project (NHDP) is a major
effort to expand and upgrade the network of highways. NHAI often uses a public- private
partnership model for highway development, maintenance and toll-collection.
While national highways constitute 1.7% of Indian roads, they carry 40% of the traffic. The
majority of existing national highways are two-lane roads (one lane in each direction), though
much of this is being expanded to four-lanes, and some to six or more lanes. Some sections of
the network are toll roads. The expansion and development of efficient road network is one of the
pre-requisites for country’s economic progress.
The National Highways Authority of India (NHAI) has been entrusted by Government of India with
the development of National Highways. In accordance with this NHAI has decided to undertake
the capacity augmentation of these corridors by converting them from existing six- lane to eight-
lane divided carriageway roadway. One of these corridors is the Mukarba Chowk – Panipat
section of National Highway No.1 in the states of Delhi, Haryana.
In accordance with the above, Mukarba Chowk-Panipat Toll Roads Pvt. Ltd. was appointed as
the “Concessionaire” for the work of “8-Laning of NH-1 from Mukarba Chowk at Km
15.500 in Delhi State to Panipat at Km 86.000 in State of Haryana on DBFOT basis”. Presently
M/S Welspun Infrafacility Pvt Ltd is implementing the project. Infrastructure Design Consultants
(IDC) Pvt Ltd has been appointed by them for carrying out Detailed Engineering services.
1.1 Project Appreciation

NH-1, commonly referred to as the Delhi-Amritsar Highway is a major Indian National Highway
that runs through the states of Delhi, Haryana and Punjab in India. The highway originates at
Delhi, travels through Sonipat, Panipat, Karnal, Kurukshetra, Rajpura, Ludhiana, Jalandhar,
Amritsar & Phagwara. It runs for a distance of 456 Km. The stretch from Wagah border (Between
India & Pakisthan) upto Jalandhar, it is four-lane, from Jalandhar upto Haryana & Delhi border, it
is six-lane and its entire stretch in Delhi is eight- lane road.
The Project study corridor of NH-1 starts at Mukarba Chowk (km 15.500) and ends at Panipat
(km 86.00). The existing carriageway is generally 8 lane road from Km15.500 to km
29.300 and 6 lane road from km 29.300 to km 86.000. New two-lane service roads of width
6.1 m-10m are proposed throughout the stretch. Total length of service road is 140 km
considering both sides. As per Schedule B there are 16 minor bridges, 10 Flyovers, 5 VUPs, 6
PUPs, 2 CUP’s and 11 Foot over bridges. However due to introduction of various COS the number
of structure (Flyover & VUP) are modified. The project layout in indicated in Fig. 1.

in State of Haryana
Fig. 1: Project layout

Pavement design report covers the details of pavement design for new carriageway as well as
the design of overlay for the strengthening of existing carriageway. The major inputs necessary
for the design of pavement are traffic loading & strength of subgrade. The next section covers
details related to inputs required for pavement design. Pavement design report was submitted
earlier in the month of June, 2020. The pavement design report was subsequently updated
incorporating IE’s comments vide letter ref SAICPL/IE/MCP/NH- 1(New NH-44)/2020/1360
dated 09-07-2020. The present pavement design report is further modified based on freshly
conducted axle load survey & FWD tests over the existing pavement as instructed by the
Independent Engineer.

in State of Haryana
2 Pavement Materials for Flexible Pavement
2.1 Sub grade

Effective CBR value of subgrade is considered as 8% for the design of pavement. In the
embankment areas, the top 500 mm of the sub grade is to be selected soil and adequately
compacted to achieve the same.
In cut areas also, the strength of the top of sub grade should satisfy the above criteria. In case,
soft compressible soil exposes at the sub grade level after cutting, at least the top 500 mm of
the sub grade is to be replaced with selected material and compacted in layers of loose
thickness of 200 mm to a minimum of 97% of maximum dry density of modified proctor
compaction tests. The effective CBR value of the compacted sub grade top shall be as indicated
above.
2.1.1 Sub base

200mm thick GSB has been recommended for the pavement. The GSB layer acts as drainage
layer and accordingly shall be continued over the full formation width. It is also an important
load-spreading layer in the completed pavement. It reduces the traffic stress to acceptable
levels in the sub grade, acts as a working platform for the construction of upper pavement layers
and also acts as a separation layer between sub grade and road base. The sub base material
should have a minimum CBR of 30% at the highest anticipated moisture content when
compacted to a minimum of 98%of maximum dry density in the modified proctor Compaction
Tests. Particle size and plasticity requirements of sub base materials should be as specified in
the technical specification.
The present project consists of widening of existing carriageway from 6/8 lanes to 8 lanes with
paved shoulder. Accordingly, the continuity of subsurface drainage though GSB layer is
necessary for desired pavement performance.
2.1.2 Base
250mm thick Wet Mix macadam (WMM) has been proposed as base for main carriageway.
The minimum CBR value of granular base material should be 100% and the plasticity Index
less than 6%. The gradation and compaction criteria of base materials should be as per the
technical specification.
2.1.3 Surfacing
- Binder Course
As indicated earlier, Dense Bituminous Macadam (DBM) thickness of 120mm was found
adequate for both Delhi Section & Haryana Section based on Fatigue & Rutting calculations for
new carriageway in compliance with IRC-37:2018. The grading and the bitumen content of
DBM shall be as per the relevant clause of Technical specifications.

in State of Haryana
- Wearing Course
50mm thick bituminous Concrete (BC) has been proposed for as wearing course for new
construction of main carriageway. The grading and bitumen content of BC shall be as per the
relevant clause of MORT& H specifications. VG 40 Bitumen is recommended for construction
of BC. Overlay thickness for existing carriageway shall be as per the attached overlay table.
2.2 Pavement Drainage for Bituminous Roads

The performance of a pavement depends on the provision made to prevent accumulation of
moisture in the pavement structure from surface and ground water. To prevent infiltration of
surface rainwater into subgrade, the following measures have been taken.
The cross fall for the carriageway and paved shoulder has been provided as 2.5% to facilitate
quick run off of rain water harmlessly over shoulder.
Reasonably thick bituminous surfacing has been proposed for carriageways to prevent
penetration of rainwater through surface to a certain extent.
The granular sub bases have been proposed to extend right across the formation up to
drainage ditches. This should drain off the rainwater that penetrates the bituminous surface.
2.3 Construction Joint

The present work is widening of 6 lanes to 8 lanes for Haryana section and in Delhi section also
the existing pavement is required to be widened. According necessary benching between the
new & old pavement layers shall be provided for achieving required bonding between layers so
that settlement and subsequent cracks at the joint can be avoided. In absence of required
benching at the joints between the old and the new pavement, the joint may crack leading to
pavement failure. In case, benching is not provided at the joints, 500 mm wide geogrid layer
with tensile strength of 200 Kn/m shall be placed over the existing bituminous surface matching
with BDM layer of the widened portion. The BC layer for the full width of the carriageway shall
be laid after the geodrid layer placed with necessary prime coat on either side of it.

in State of Haryana
3 Inputs for Pavement Design

Commercial Traffic having unladen weight exceeding 3.0t are considered for pavement design.
Traffic related parameters necessary for pavement design are classified traffic volume, growth
rates, vehicle damage factor (VDF) & axle load spectrum. Whereas, subgrade strength in terms
of CBR is necessary for pavement design.
3.1 Traffic
3.1.2 Initial Traffic

Initial traffic is established based on primary traffic survey data. Accordingly, traffic survey was
conducted initially during September 2015.
Subsequently, additional traffic survey was conducted again during Feb, 2018 as per the
requirement of Independent Engineer (IE). Accordingly, based on this additional traffic survey &
its analysis, AADT for the year 2018 is indicated in Table 2.1 (a). Base year traffic for the year
2021 based on 2018 survey & its projection is indicated in Table 2.1(b).
Table - 2.1 (a): Annual Average Daily Traffic (AADT)
2 Axle 3 Axle
Location Bus LCV MAV Total
Truck Truck
Km 25.000 4606 9687 2345 2395 1390 20423
Km52.000 3260 5950 1748 2146 1610 14714
Table - 2.1 (b): Base Traffic (2021)
2 Axle 3 Axle
Location Bus LCV MAV Total
Truck Truck
Km 25.000 5712 11895 3051 3116 1920 25694
Km52.000 4043 7306 2274 2792 2224 18639

in State of Haryana

3.1.2 Traffic Growth Rate
An estimation of the future traffic on highways is required for a variety of purposes in which design
of pavement is one of them. For design of pavement, estimation of design traffic for the design
period / concession period is essential. Therefore, the accuracy with which future traffic is
predicted is of prime importance. Traffic growth rate analysis was carried out based on
econometric model “Elasticity Method” in compliance with IRC: 108-2015 & included in the traffic
survey report. Expected traffic growth rate based on the above analysis is indicated in Table 2.2
& the same is applied for necessary traffic projection.
Table -2.2: Traffic Growth Rates (%)

Multi -
Year Cars Bus LCV 2 - Axle 3 - Axle Axle
2016-20 9.3 6.6 6.3 8.1 8.1 10.0
2021-25 7.9 5.6 5.3 6.9 6.9 8.5
2026-30 6.7 5.0 4.5 5.9 5.9 7.2
Beyond 2031 5.0 5.0 5.0 5.0 5.0 5.0
3.1.3 Design Life

The design Life is defined in terms of the cumulative numbers of the standard Axles that can be
carried over the pavement before its Strengthening is required.
Design life as per IRC: 37-2012 & SP: 87-2013 are stipulated as follows:
- Design life as per IRC: 37-2012: As per CL 4.3.2 of IRC 37-2012, the design life
of National Highway should be minimum 15 years.
- Design life as per SP: 87-2013: As per Cl 5.4.1 of IRC SP 87-2013, the design life
should be 15 year or operation period whichever is more.
The project is awarded on DBFOT pattern to the Concessionaire for a concession period of
17 years (2015-2032), inclusive of thirty months of construction period. The road is expected to
be opened for traffic in 2021. Accordingly, operation period appears to be 12 years (2021 -
2032). Hence, based on the above criteria, Design life of pavement is considered to be 15
years.
However, as per Clause-5.4.1 of SP: 87-2013 “Manual of Specifications and Standards for Six
Laning of Highways Public Private Partnership”, the following strategy has been adopted for the
design of the pavement:
- Base & sub-base will be designed for a design life of 15 years covering the full concession
period.
- Whereas wearing & binder course will be designed for initial 10 years. Subsequent
strengthening of bituminous surfacing will be done incompliance with relevant IRC
guidelines.

in State of Haryana
3.1.4 Vehicle Damage Factor (VDF)

VDF is a multiplier for converting the number of commercial vehicles of different axle loads to the
number of standard axle load repetitions. VDF is calculated on the basis of axle load survey data.
Earlier Axle load survey was conducted along with traffic survey in the year 2015 & 2018 at traffic
count location on the project road. The axle load survey was again conducted in the year 2020 as
instructed by the Independent Engineer. Detailed analysis was again carried out to arrive at the
value of VDF for different categories of vehicles based on Axle load survey data collected during
the axle load survey. The VDFs values based on based on axle load survey carried out in 2020
are indicated in Table – 2.3.
Table -2.3: Vehicle Damage Factor (VDF)
Type of Vehicle Km 28.700 Km 52.000
Bus 1.1 1
LCV 0.4 0.6
2A Truck 3.2 3.1
3A Truck 4.2 5.1
MAV 5.8 6.5
Details of VDF calculations are indicated in Annexure – I.
3.1.5 Axle Load Spectrum

Axle load spectrum for the project road is in Table 2.4 as under:
Table -2.4: Axle Load Spectrum
Rear Single Axle Rear Tandem Axle Rear Tridem Axle

Mid- Mid- Mid-
Load Load
Point of Load Point of Point of
Grou Frequenc Frequenc Grou Frequenc
Load Group Load Load
p y (%) y (%) p y (%)
Group (kN) Group Group
(kN) (kN)
(kN) (kN) (kN)
185- 380 - 530-
190 0 390 0 545 0
195 400 560
175- 360 - 500-
180 0 370 0 515 0
185 380 530
165- 340 - 470-
170 0.18 350 0 485 0
175 360 500
155- 320 - 440-
160 0.08 330 0 455 1.96
165 340 470

in State of Haryana

Mid- Mid- Mid-
Load Load
Point Load Point of Point of
of Group Load Load
p y (%) y (%) p y (%)
Load (kN) Group Group
(kN) (kN)
Group (kN) (kN)
(kN) 410-
425 3.92
145- 300 - 440
150 0 310 0.25
155 320
135- 280 - 380-
140 0.58 290 1.01 395 7.84
145 300 410
125- 260 - 350-
135 130 0.74 280 270 3.27 380 365 11.76
115- 240 - 320-

120 1.07 250 11.34 335 15.69
125 260 350
105- 220 - 290-
110 3.38 230 15.62 305 9.8
115 240 320
95- 200 - 260-
100 5.03 210 20.65 275 5.88
105 220 290
180 - 230-
85-95 90 6.93 190 16.37 245 3.93
200 260
< 85 80 82.01 < 180 170 31.49 < 230 215 39.22
100 100 100
3.1.6 Design Traffic

The design traffic is calculated in terms of the cumulative number of standard axles to be carried
by the proposed road during the design life. It requires the estimation of initial commercial vehicles
per day, lateral distribution of Traffic, traffic growth rate, the design life and the vehicle damage
factor (number of equivalent standard axle for commercial vehicle) to convert commercial vehicles
to standard axles.
The following equation has been used to calculate the design traffic:
Ns = 365 x [(1+r) n – 1] xAxFxD

r
Where,

in State of Haryana
Ns = Cumulative number of standard axles to be catered for in the design.

A = Initial traffic, in the year of completion of construction, in terms of the number of commercial
vehicles per day duly modified to account for lane distribution. In the present case, the proposed
road is an eight-lane divided carriageway road, so the design would be based on 45% of the total
number of commercial vehicles in each direction.
D = Lane distribution factor.
r = Annual growth rate of commercial vehicles
n = Design life in years
F = Vehicle damage factor i.e. number of equivalent standard axles per
commercial vehicle.
Directional Distribution factor:

Directional Distribution factor is assumed as half of the sum in both direction vehicles as per the
IRC: 37-2012 guide lines, because the directional split for the count stations are almost 50
percent.
Lane Distribution factor:

Lane Distribution factor for the design of Dual four-lane Carriageway configuration is considered
as 45 per cent of the total number of commercial vehicles in each direction as per the IRC: 37-
2012 Guide lines.
Classified Traffic volume and corresponding Vehicle Damage Factors (based on 2020 survey) for
individual vehicles have been used for the computations of cumulative million standard axles. The
summary of the same are given in Table -2.5 as under:
Table -2.5: Cumulative Million Standard Axles
Sr Location MSA For 10 years MSA For 15 years

No
1 Km 28+700 53 92
2 Km 52+000
Details of MSA calculations based on above formula are indicated in Annexure – II of this report.

in State of Haryana
3.2 Sub grade Strength

The strength of sub grade is assessed by California Bearing Ratio (CBR) tests. 4 days- soaked
CBR values shall be considered for pavement design. An effective CBR value of sub grade has
been considered as 8% for the pavement design and lab results are given in Annexure IV & V.
4 Flexible Pavement Design

Flexible pavement design for new construction is carried out in compliance with IRC: 37 – 2012
– “Guidelines for the design of flexible pavement”. Whereas, flexible pavement design for
strengthening are carried out in compliance with IRC: 115-2014 “Guidelines for Structural
evaluation & Strengthening of Flexible Road Pavements using Falling Weight Deflectometer
(FWD) Technique”.
4.1 Flexible pavement design For New Construction
4.1.1 New crust for widened portion of main carriageway

Incompliance with Clause-5.4.1 of IRC: SP 87-2013 “Manual of Specifications & Standards for
Six laning of Highways through Public Private Partnership”, the following strategy has been
adopted for the design of flexible pavement for new construction for widened portion:
- Base & sub-base will be designed for a design life of 15 years.
- Whereas wearing & binder course will be designed for initial 10 years. Subsequent
strengthening of bituminous surfacing will be done incompliance with relevant IRC
guidelines”.
MSA values for 10 years & 15 years have been estimated based on traffic counts, its projections
& corresponding VDF values. Design MSA for 10 years and 15 years are 53 MSA & 92 MSA
respectively. Effective CBR value for the design of pavement is considered as 8%. In compliance
with Clause 3.2 of IRC 37: 2012 “Guidelines for Design of Flexible Pavements”, the flexible
pavement has been modelled as a Three-layer structure and strains at the following 3 critical
locations have been computed using linear elastic model FPAVE developed under MORT&H
research scheme R-56 “Analytical design of flexible pavements”:
- Horizontal tensile strain at the bottom of the bituminous layer to satisfy fatigue criteria.
- Vertical compressive strain at the top of subgrade to satisfy rutting criteria.
- Design life of 10 years for bituminous layers (with necessary routine/periodic maintenance
and strengthening as per IRC)
- Design life of full operation period for base & sub base.

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ANALYSIS OF PAVEMENT SECTION AS PER LAYERED ELASTIC THEORY & IRC-37
E (DBM) = 3000 DBM (mm) = 120

B
E (BASE) = 208 Mpa Base (mm) = 250

E (SUB-BASE) =208 D C Sub-base (mm) =200
SUBGRADE (CBR = 8%, E = 66.61 Mpa)
CHECK FOR FATIGUE CRITERIA:

As per Cl. 6.2 of IRC 37-2012, the equation for Fatigue criteria is defined as
NF = 0.5161 x C x 10-4 x [1/Ɛt]3.89 x [1/E]0.854 ............................................ Eq 6.3

Where
C = 10M
and M = 4.84 x ( Vb / (Va + Vb) -0.69)
Where,
NF = Number of cumulative standard axle to produce 10% cracked surface
area (90% reliability).
Ɛt = Maximum tensile strain at the bottom of Bituminous layer (micro strain)

E = Elastic Modulus of bituminous surfacing (MPa)
Va = Volume of air voids

Vb = Volume of bitumen

in State of Haryana
It is decided to consider Va = 3.9% and Vb = 11.1% based on the mix design results. Accordingly,
with the above values of Va and Vb , the above equation related to fatigue life is modified to:
NF = 0.8365 x 10-4 x [1/Ɛt] 3.89 x [1/E] 0.854
Ɛt = 1.62E-04 micro strain
NF = 54.3 MSA
CHECK FOR RUTTING CRITERIA:

As per Cl. 6.3 of IRC 37-2012, the equation for Rutting criteria is defined as
NR = 1.41x 10-8 x [1/ z]4.5337

Where
,
NR = Number of cumulative standard axle to produce rutting of 20 mm
Z= Vertical subgrade strain (mico strain)
Iz = 2.73E-04 micro strain

NR= 201MSA
IIT PAVE output
No. of layers 3
E values (MPa) 3000.00 208.00 66.61
Mu values 0.350.350.35
thicknesses (mm) 170.00 450.00
single wheel load (N) 20000.00
tyre pressure (MPa) 0.56
Dual Wheel
Z R SigmaZ SigmaT SigmaR TaoRZ DispZ
epZ epT epR
170.00 0.00-0.8590E-01 0.6186E+00 0.4980E+00-0.1316E-01 0.3649E+00-
0.1589E-03 0.1581E-03 0.1038E-03
170.00L 0.00-0.8590E-01-0.1570E-03-0.8521E-02-0.1316E-01 0.3649E+00-
0.3984E-03 0.1581E-03 0.1038E-03
170.00 155.00-0.8044E-01 0.5737E+00 0.3325E+00-0.3744E-01 0.3751E+00-
0.1325E-03 0.1618E-03 0.5328E-04
170.00L 155.00-0.8044E-01-0.5329E-03-0.1726E-01-0.3744E-01 0.3751E+00-
0.3568E-03 0.1618E-03 0.5328E-04
620.00 0.00-0.1651E-01 0.2321E-01 0.2089E-01-0.2414E-02 0.2690E+00-
0.1536E-03 0.1042E-03 0.8916E-04
620.00L 0.00-0.1645E-01 0.1378E-02 0.5650E-03-0.2414E-02 0.2690E+00-
0.2572E-03 0.1041E-03 0.8767E-04
620.00 155.00-0.1736E-01 0.2439E-01 0.2290E-01-0.2999E-02 0.2745E+00-

in State of Haryana

0.1631E-03 0.1080E-03 0.9827E-04
620.00L 155.00-0.1736E-01 0.1458E-02 0.9784E-03-0.2998E-02 0.2745E+00-
0.2734E-03 0.1080E-03 0.9826E-04
The Pavement Crust Thickness for 53 msa for Delhi & Haryana Section with Va= 3.9%
and Vb=11.1% and 8% effective CBR is Given in table
BC (mm) 50
DBM (mm) 120
WMM 250
Granular sub base (mm) 200
SG(mm) with CBR 8 % 500

4.1.2 For New construction/ Reconstruction from GSB
Option:1 Flexible pavement with crust comprises of BC, DBM, WMM, GSB based on 53 msa and 8%
effective CBR and the analysis is given below.
E (DBM) = 3000 DBM (mm) = 120

B

E (SUB-BASE) =208 D C Sub-base (mm) =200

in State of Haryana

NF = 0.5161 x C x 10-4 x [1/ t]3.89 x [1/E]0.854 ............................................. Eq 6.3

Where
,
C = 10M
and M = 4.84 x ( Va / (Va + Vb) -0.69)
Where
, NF = Number of cumulative standard axle to produce 10% cracked surface
area (90% reliability).
t= Maximum tensile strain at the bottom of Bituminous layer (micro strain)

E = Elastic Modulus of bituminous surfacing
(MPa) Va = Volume of air voids
Vb = Volume of bitumen
It is decided to consider Va = 3.9% and Vb = 11.1% based on the mix design results. Accordingly,
with the above values of Va and Vb , the above equation related to fatigue life is modified to:
NF = 0.8365 x 10-4 x [1/ t]3.89 x [1/E]0.854
t = 1.62E-04 micro strain

NF = 54.3 MSA
NR = 1.41x 10-8 x [1/ z]4.5337

Where
,
NR = Number of cumulative standard axle to produce rutting of 20 mm
Z= Vertical subgrade strain (micro strain)
z =2.73E-04 micro strain
NR =201MSA

in State of Haryana
IIT PAVE output

No. of layers 3
E values (MPa) 3000.00 208.00 66.61
Mu values 0.350.350.35

Dual Wheel
Z R SigmaZ SigmaT SigmaR TaoRZ
DispZ epZ epT epR
170.00 0.00-0.8590E-01 0.6186E+00 0.4980E+00-0.1316E-01
0.3649E+00-0.1589E-03 0.1581E-03 0.1038E-03
170.00L 0.00-0.8590E-01-0.1570E-03-0.8521E-02-0.1316E-01
0.3649E+00-0.3984E-03 0.1581E-03 0.1038E-03
170.00 155.00-0.8044E-01 0.5737E+00 0.3325E+00-0.3744E-01
0.3751E+00-0.1325E-03 0.1618E-03 0.5328E-04
170.00L 155.00-0.8044E-01-0.5329E-03-0.1726E-01-0.3744E-01
0.3751E+00-0.3568E-03 0.1618E-03 0.5328E-04
620.00 0.00-0.1651E-01 0.2321E-01 0.2089E-01-0.2414E-02
0.2690E+00-0.1536E-03 0.1042E-03 0.8916E-04
620.00L 0.00-0.1645E-01 0.1378E-02 0.5650E-03-0.2414E-02
0.2690E+00-0.2572E-03 0.1041E-03 0.8767E-04
620.00 155.00-0.1736E-01 0.2439E-01 0.2290E-01-0.2999E-02
0.2745E+00-0.1631E-03 0.1080E-03 0.9827E-04
620.00L 155.00-0.1736E-01 0.1458E-02 0.9784E-03-0.2998E-02
0.2745E+00-0.2734E-03 0.1080E-03 0.9826E-04
The Pavement compositions proposed are found adequate based on detailed design
calculations in compliance with IRC-37:2012. The Pavement Crust Thickness for 53 msa
for Delhi & Haryana Section with Va= 3.9% and Vb=11.1% and 8% effective CBR is Given
in table
BC (mm) 50
DBM (mm) 120
WMM 250
Granular sub base (mm) 200

in State of Haryana
Option-2: Pavement composition for new construction/Reconstruction Reaches
Pavement composition for reaches based on 55 msa is worked by using cement treated sub base and
shown as follows:
NF = 0.5161 x C x 10-4 x [1/Ɛt]3.89 x [1/E]0.854… .......................................................................... Eq 6.3
Where,
C = 10M
and M = 4.84 x ( Vb / (Va + Vb) -0.69)
Where,
NF = Number of cumulative standard axle to produce 10% cracked surface area (90%

in State of Haryana
reliability).
Ɛt = Maximum tensile strain at the bottom of Bituminous layer (micro strain) E

= Elastic Modulus of bituminous surfacing (MPa)
Va = Volume of air voids.
Vb = Volume of bitumen. It is decided to consider Va = 3.9% and Vb = 11.1%based on the mix
design results.
Ɛt = 5.614 * 10^-3 micro strain > 0.1538E-03

As per Cl. 6.3 of IRC 37-2012, the equation for rutting criteria is defined as
NR = 1.41x 10-8 x [1/Ɛz] 4.5337
Where,
NR = Number of cumulative standard axle to produce rutting of 20 mm . Ɛz

= Vertical subgrade strain (micro strain).
Ɛz = 7.666 E-03 micro strain > -0.3316E-03
IIT PAVE output

No. of layers 4
E values (MPa) 3000.00 350.00 600.00 66.60
Mu values 0.350.350.250.35
thicknesses (mm) 130.00 150.00 200.00
Dual Wheel

in State of Haryana
Z R SigmaZ SigmaT SigmaR TaoRZ DispZ epZ epT

epR
130.00 0.00 -0.1583E+00 0.5604E+00 0.4411E+00 -0.1980E-01 0.3552E+00 -0.1696E-03 0.1538E-03
0.1001E-03
130.00L 0.00 -0.1583E+00 -0.9895E-02 -0.2381E-01 -0.1980E-01 0.3552E+00 -0.4184E-03 0.1538E-03
0.1001E-03
130.00 155.00 -0.1289E+00 0.4357E+00 0.9879E-01 -0.7334E-01 0.3609E+00 -0.1053E-03 0.1488E-03-
0.2867E-05
130.00L 155.00 -0.1289E+00 -0.1047E-01 -0.4978E-01 -0.7334E-01 0.3609E+00 -0.3080E-03 0.1488E-03-
0.2867E-05
480.00 0.00 -0.2011E-01 0.8746E-01 0.7407E-01 -0.3246E-02 0.2926E+00 -0.1008E-03 0.1233E-03
0.9539E-04
480.00L 0.00 -0.2011E-01 0.1066E-02 -0.3110E-03 -0.3246E-02 0.2926E+00 -0.3058E-03 0.1233E-03
0.9537E-04
480.00 155.00 -0.2163E-01 0.9377E-01 0.8385E-01 -0.4703E-02 0.3005E+00 -0.1101E-03 0.1304E-03
0.1097E-03
480.00L 155.00 -0.2163E-01 0.1161E-02 0.1411E-03 -0.4707E-02 0.3005E+00 -0.3316E-03 0.1304E-03
0.1097E-03
The Pavement Crust Thickness for 55 msa for 8% effective CBR with Va= 3.9% and Vb=11.1% and 8%
effective CBR is Given in table
BC (mm) 50
DBM (mm) 80
WMM (mm) 150
Cemented sub base (mm) 200
Comparison new pavement Crust:
From the two option studied, Option 2 is recommended.

in State of Haryana
4.1.3 Paved Shoulder

Paved Shoulder shall be used by traffic during the maintenance stage of main carriageway
and also it will be used by the break down Vehicles.
However, cl 5.10 of IRC SP: 87-2013, the same composition as that of Main carriageway
has been proposed for the shoulder.
4.1.4 Pavement Thickness for Service Road
- Pavement composition for new construction of Service Road has been designed for design
traffic of 10 msa and 8% effective CBR value. VG-40 shall be used for service roads.
PROJECT NH-1 (Delhi-Panipat Section)

SUBGRADE CBR (%) 8.0%

in State of Haryana
L1
E (DBM) = 3000 Mpa DBM(mm) = 50
B A
L2
E (SUB-BASE) = 197 Mpa D C Sub-base (mm) = 200
L3

NF = 2.21 x 10-4 x [1/ t]3.89 x [1/E]0.854

Where
,
NF = Number of cumulative standard axle to produce 20% cracked surface area
t = Maximum tensile strain at the bottom of Bituminous layer (mico
strain) E = Elastic Modulus of bituminous surfacing (MPa)
t= 2.88E-04micro strain
NF =14.15MSA


in State of Haryana
NR = 1.41x 10-8 x [1/ z]4.5337

Where
, NR = Number of cumulative standard axle to produce rutting of 20 mm
Z= Vertical subgrade strain (mico strain)
2 0.1366E-02-0.7538E-02 0.3670E+00-
0.4915E-03 0.2022E-03 0.1686E-03z =4.92E-04 micro strain
NR =14MSA
IIT PAVE output

No. of layers 3
E values (MPa) 3000.00 197.00 66.61
Mu values 0.350.350.35
single wheel load
(N) 20000.00 tyre
pressure (MPa) 0.56
Dual Wheel
Z R SigmaZ SigmaT SigmaR TaoRZ DispZ
epZ epT epR
90.00 0.00-0.1884E+00 0.1110E+01 0.8962E+00-0.1925E-01 0.5250E+00-
0.2969E-03 0.2875E-03 0.1912E-03
90.00L 0.00-0.1884E+00-0.2186E-01-0.3592E-01-0.1925E-01
0.5250E+00-
0.8536E-03 0.2875E-03 0.1912E-03
90.00 155.00-0.1437E+00 0.7996E+00 0.1004E+00-0.8326E-01
0.5337E+00-
0.1529E-03 0.2716E-03-0.4306E-04
90.00L 155.00-0.1437E+00-0.1977E-01-0.6568E-01-0.8326E-01
0.5337E+00-
0.5774E-03 0.2716E-03-0.4306E-04
490.00 0.00-0.2875E-01 0.3863E-01 0.3195E-01-0.5183E-02 0.3547E+00-
0.2713E-03 0.1904E-03 0.1446E-03
490.00L 0.00-0.2872E-01 0.2842E-02 0.6100E-03-0.5183E-02 0.3547E+00-
0.4493E-03 0.1904E-03 0.1451E-03
490.00 155.00-0.3120E-01 0.4184E-01 0.3693E-01-0.7542E-02
0.3670E+00-
0.2983E-03 0.2022E-03 0.1686E-03
490.00L 155.00-0.3120E-01 0.3026E-0

in State of Haryana
Accordingly, Pavement composition of Service Road are as follows.
BC (mm) 40
DBM (mm) 50
WMM (mm) 200
GSB (mm) 200
5 Rigid Pavement Design

Rigid Pavement has been proposed for Toll plaza area & its detailed designs are presented as
follows:
5.1 Concrete Pavement Design for New Construction
Concrete pavement design is carried out in compliance with IRC-58:2015 “Guide line for the
design of Plain Jointed Rigid Pavement s for Highways”.
5.1.1 (a) Selection of modulus of subgrade reaction:

Effective CBR of compacted subgrade = 8 %. Modulus of subgrade reaction = 50.3
MPa/m (from Table 2)
Provide 150 mm thick granular subbase
Provide DLC subbase of thickness 150 mm with a minimum 7-day compressive
strength of 10 MPa
The approximate increase in k-values of sub-grade due to different thickness of sub-

bases made up of untreated granular, cement treated granular and Dry Lean
Concrete (DLC) shall be estimated from the table below:

in State of Haryana
Table-5.1: IRC: 58-2011, k- Values Over Granular & Cement Treated Sub-Bases
k-Value of Effective k-Value (MPa/m) over Effective k-Value (MPa/m) over cement
Sub-grade untreated granular layer sub-base of treated sub-base of thickness in mm.
(MPa/m) thickness in mm.
150 225 300 100 150 200

28 39 44 53 76 108 141
56 63 75 88 127 173 225
84 92 102 119 --- --- ---
Hence modified k value = k’ =50.3 MPa/m
Table-5.2: IRC: 58-2011, k-Value over Dry Lean Concrete Sub-Base

k-Value of sub-grade (MPa/m) 21 28 42 48 55 62
Effective k-value over 100 mm 56 97 166 208 278 389*
DLC, (MPa/m) (300)
Effective k-value over 150 mm 97 138 208 277 412* 300
DLC, (MPa/m) (300)
Adopted k-Value, after providing DLC layer =285 MPa/m for 150mm DLC.
Provide a debonding layer of polythene sheet of 125-micron thickness between DLC

and concrete slab.
5.1.2(b) Selection of Flexural Strength of Concrete
28-day compressive strength of cement concrete = 40 MPa

90-day compressive strength of cement concrete = 48 MPa
28-day Flexural strength of cement concrete = 4.5 MPa
90-day Flexural strength of cement concrete =4.5 x 1.1 = 4.95 Mpa
5.1.3(c) Selection of Design Traffic for Fatigue Analysis
Design Period = 30 years

Annual rate of growth of commercial traffic (expresses in decimal) = 0.05
o Two-way commercial traffic volume per day is 19103 commercial
vehicles/day and
% of traffic in predominant direction = 50 percent
Average number of axles (steering/single/tandem/tridem) per commercial
vehicles = 2.31.

in State of Haryana
Design Traffic Estimation
Design Period (years) 30
Total Two-way Commercial Traffic (cvpd) in

22970
the year of completion of construction
Av. Annual rate of growth of commercial traffic
0.0662
(expressed as decimal)
Cumulative No of Commercial vehicles during
739828076
design period (two-way), A
Average No of axles per commercial vehicle,
2.36
B
Cumulative No of Commercial Axles during
1745994260
design period (two-way), C = A*B
Proportion of traffic in predominant direction
(For 2-lane 2-way highways use a value of 0.50
1.0), D
Lateral Placement factor (0.25 for 2-lane 2-

way. For multilane highways the value is 0.25 0.125
X D), E
Factor for selection of traffic for BUC analysis

0.2
(for six-hour period during day), F
0.3
Factor for selection of traffic for TDC analysis
(for six-hour period during day), G
43649857
Design axle repetitions for BUC analysis (for 6
hour day time traffic), H = B*E*F
Proportion of vehicles with spacing between

0.55
front and the first rear axle less than the
spacing of transverse joints, I
36011132
Design axle repetitions for TDC analysis (for
6-hour night time traffic), J = B*E*G*I
0.500
Proportion of Front single (steering) Axles, K1
0.370
Proportion of Rear single Axles,K2
0.080
Proportion of tandem Axles, K3
0.050
Proportion of Tridem Axles, K4 = (1-K1-K2-
K3)

in State of Haryana
The Axle Load Category-wise design axle load repetitions for bottom-up and top-down
fatigue cracking analysis given in the following table:
Category-wise Category-wise
Proportion
axle repetitions axle repetitions
Axle Category of the axle
for Bottom-up for Top-down
category
cracking analysis cracking analysis
Proportion of Front single (steering)

0.500 21824928 18005566
Axles
Proportion of Rear single Axles 0.370 16150447 13324119
Proportion of tandem Axles 0.080 3491989 2880891
Proportion of Tridem Axles 0.050 2182493 1800557
5.1.4 d) Cumulative Fatigue Damage (CFD) analysis for Bottom-up cracking (BUC)
and Top-down cracking (TDC) and selection of Slab Thickness:
Effective modulus of subgrade reaction of foundation, k =300 MPa/m
Elastic Modulus of concrete, E =30,000 MPa
Poisson’s ratio of concrete, μ=0.15
Unit weight of concrete, γ=24 kN/m 3
Design flexural strength of concrete = 4.95 MPa
Maximum day-time Temperature Differential in slab(for bottom up cracking) =

15.8 ˚C (for MP)
Night-time Temperature differential in slab(for top-down cracking) = day-time

diff/2 + 5 = 12.9 ˚C
Pavement Option I –Concrete pavement with tied concrete shoulder with dowel bars
across transverse joints
Assume trial thickness of pavement = 0.24 m
Radius of relative stiffness:
4 Eh3
Radius of relative stiffness, =
121 2 k

in State of Haryana

= 4 x105 x 30 3
121 0.152 x30

= 59.34 Cm.
‘Beta’ factor in the stress equations will be 0.66 for doweled transverse joints
for carrying out TDC analysis
Axle Load Spectrum Data:

Mid- Mid- Mid-
Load Load
p y (%) y (%) p y (%)
(kN) (kN)
(kN) (kN) (kN)
185- 380 - 530-
190 0 390 0 545 0
195 400 560
175- 360 - 500-
185 180 0 380 370 0 530 515 0
165- 340 - 470-
170 0.18 350 0 485 0
175 360 500
155- 320 - 440-
160 0.08 330 0 455 1.96
165 340 470
145- 300 - 410-
150 0 310 0.25 425 3.92
155 320 440

in State of Haryana

Mid- Mid- Mid-
Load Load
p y (%) y (%) p y (%)
(kN) (kN)
(kN) (kN) (kN)
135- 280 - 380-
140 0.58 290 1.01 395 7.84
145 300 410
125- 260 - 350-
130 0.74 270 3.27 365 11.76
135 280 380
115- 240 - 320-
120 1.07 250 11.34 335 15.69
125 260 350
105- 220 - 290-
115 110 3.38 240 230 15.62 320 305 9.8
95- 200 - 260-

100 5.03 210 20.65 275 5.88
105 220 290
180 - 230-
85-95 90 6.93 190 16.37 245 3.93
200 260
< 85 80 82.01 < 180 170 31.49 < 230 215 39.22
100 100 100
Computation of bottom-up and top-down Cumulative fatigue damage is illustrated in

the following Tables:
Cumulative Fatigue Damage Analysis for Bottom-up Cracking
Rear Single Axles Rear Tandem Axles

Stre Fatigu Stre Fatigu
Expecte Flex Allowabl Expecte Flex Allowabl
ss e ss e
d Stre e d Stre e
Rati Dama Rati Dama
Repetitio ss Repetitio Repetitio ss Repetitio
o ge o ge
ns (ni) MPa ns (Ni) ns (ni) MPa ns (Ni)
(SR) (ni/Ni) (SR) (ni/Ni)
2.92 0.59 0.50 604092.
0 40327 0.000 0 2.5 0.000
3 0 5 01
2.81 0.56 2.40 0.48 1737810
0 3 8 74800 0.000 0 1 5 .9 0.000
2.70 0.54 2.30 0.46 8364198
29071 139349 0.209 0 0.000
3 6 1 5 .6

in State of Haryana
2.59 0.52 2.20 0.44

12920 283912 0.046 0 infinite 0.000
3 4 2 5
2.48 0.50 2.10 0.42
0 706104 0.000 8730 infinite 0.000
3 2 3 5
2.37 0.47 2.00 0.40
93673 2508636 0.037 35269 infinite 0.000
3 9 4 5
2.26 0.45 2046582 1.90 0.38
119513 3 7 8 0.006 114188 5 5 infinite 0.000
2.15 0.43 1.80 0.36
172810 infinite 0.000 395991 infinite 0.000
3 5 6 5
2.04 0.41 1.70 0.34
3 3 7 5
1.93 0.39 1.60 0.32
3 1 8 5
1.82 0.36 1.50 0.30

3 8 9 5
1324498 1.71 0.34 1.40 0.28

infinite 0.000 1099627 infinite 0.000
2 3 6 9 5
1615044 Fat Dam from Sing. Fat Dam from Tand

0.297 3491989 0.000
7 Axles = Axles =
Total Bottom-up Fatigue Damage due to 0.00

0.297 + = 0.297
single and tandem axle loads = 0
Sum of CFD for BUC & TDC= 0.362

in State of Haryana
Cumulative Fatigue Damage Analysis for Top-Down Cracking
Rear Tandem Axles Rear Tridem Axles

Rear Single Axles
(Stess computed for 50% of axle load) (Stress computed for 33% of axle load)
Stre Fatigu Stre Fatigu Fatigu
Expecte Flex Allowabl Expecte Flex Allowabl Expecte Flex Stres Allowabl
ss e ss e e
d Stre e d Stre e d Stres s e
Rati Dama Rati Dama Dama
Repetitio ss Repetitio Repetitio ss Repetitio Repetitio s Ratio Repetitio
o ge o ge ge
ns (ni) MPa (SR) ns (Ni) (ni/Ni) ns (ni) MPa (SR) ns (Ni) (ni/Ni) ns (ni) MPa (SR) ns (Ni) (ni/Ni)
2.63 0.53 2.67 0.54 2.57
0 210757 0.000 0 165749 0.000 0 0.520 328673 0.000
6 3 4 0 31
2.56 0.51 2.59 0.52 2.49
0 0 7 362011 0.000 0 8 5 273147 0.000 0 75 0.505 615764 0.000
2.48 0.50 2.52 0.51 2.42
23983 5 2 692500 0.035 0 3 0 492712 0.000 0 2 0.489 1340303 0.000
2.40 0.48 2.44 0.49 2.34

10659 1556799 0.007 0 1012635 0.000 35291 0.474 3726997 0.009
9 7 7 4 64
2.33 0.47 2.37 0.47 2.27 1664851
0 4581973 0.000 7202 2554890 0.003 70582 0.459 0.004
4 1 2 9 09 2
2.25 0.45 2322195 2.29 0.46 2.19
77280 0.003 29097 9336038 0.003 141164 0.444 infinite 0.000
8 6 7 6 4 54
2.18 0.44 2.22 0.44 2.11
98598 3 1 infinite 0.000 94205 1 9 infinite 0.000 211745 98 0.428 infinite 0.000
2.10 0.42 2.14 0.43 2.04

142568 infinite 0.000 326693 infinite 0.000 282507 0.413 infinite 0.000
7 6 5 3 43
450355 2.03 0.41 infinite 0.000 449995 2.06 0.41 infinite 0.000 176455 1.96 0.398 infinite 0.000

in State of Haryana
2 0 9 8 88
1.95 0.39 1.99 0.40 1.89

6 5 4 3 32
1.88 0.38 1.91 0.38 1.81

1 0 8 8 77
1092711 1.80 0.36 1.84 0.37 1.74

infinite 0.000 907192 infinite 0.000 706178 0.352 infinite 0.000
0 5 5 3 2 22
1332411 Fat Dam from Sing. Fat Dam from Tand Fat Dam from Tridem
0.045 2880891 0.006 1800557 0.014
9 Axles = Axles = Axles =
Total Top-Down Fatigue Damage = 0.045 + 0.006 + 0.014 = 0.064
DESIGN IS SAFE SINCE SUM OF CFD FOR BUC AND TDC< OR EQ.1

in State of Haryana
It can be seen from the calculations given in the above tables that for the slab thickness of
0.24 m. Total Cumulative fatigue damage for bottom-up cracking and for top-down
cracking is SAFE.
Provide additional 10mm for retexturing twice during design period.
Though 250mm Slab thickness is obtained from Concrete Pavement Design, the
following Pavement composition has been adopted for Toll Plaza Portion based on
discussion with The Independent Engineer and Authority:
- PQC (M 40 Grade) = 0.30 m
- DLC (M 10 Grade) = 0.15 m
- GSB = 0.15
5.2 Pavement Materials

Pavement Quality concrete (PQC) slab
The recommended material for construction of concrete slab is Pavement Quality concrete
of M40 grade with flexural strength of 45 kg. /cm2. Thickness of PQC slab is 300mm.
Separation Layer between Sub-base and Concrete Slab

Foundation layer below concrete slab should be smooth to reduce the inter layer friction.
A separate membrane of minimum thickness of 125 micron polythene is recommended to
reduce the friction between concrete slab and sub-base (may be DLC).
Dry Lean Concrete Sub-base

Generally, 150 mm thick M10 grade of concrete having minimum compressive strength of
7MPa at 7 days are used as sub-base (upper) below PQC and separating membrane. The
main function of the DLC layer is to act as a levelling course, sustain the paving machinery
plying over it and to strengthen the sub-grade.
If the sub-grade is strong enough for laying the PQC over it, then the function of DLC
remains to act as a levelling course only as in the case of rock cut section. Whereas, in
case of white topping over existing flexible pavement, DBM is general recommended to
act as levelling course and in such situation DLC may be omitted

in State of Haryana
Granular Sub base

Generally, 150 mm thick drainage layer (GSB) is provided over the sub-grade throughout
the width of the road embankment to facilitate the quick disposal of water which may enter
sub-grade through the joints, cracks, median openings etc. Even if this layer is not required
from strength point of view, it is a must for drainage purpose. However, it increases the
effective strength of sub-grade upto a certain limit. In case of rock cut section this layer is
not essential.
5.3 Pavement Drainage for CC Pavement
The performance of pavement depends on the provision made to prevent accumulation of

moisture in the pavement structure from surface and ground water. To prevent the surface
rainwater, the following measures have been taken.
The cross fall for the carriageway and paved shoulder has been provided as 2.0%
to facilitate quick run off of rain water harmlessly over shoulder.
Reasonably thick PQC surfacing has been proposed for carriageways to prevent
penetration of rainwater through surface to a certain extent.
The granular sub bases (Drainage layer) have been proposed to extend right
across the formation up to drainage ditches. This should drain off the rainwater
that penetrates the bituminous surface.
5.4 Joints
One of the major components of concrete pavement is the spacing and layout of joints as
it has significant effect on the pavement performance. All the joints need to be effectively
sealed and maintained for its better performance. Joints in concrete pavement are placed
both in transverse and longitudinal direction. There are mainly three types of Joints.
Expansion Joints
It provides space for the concrete pavement panel to expand thus relieving
compressive stress due to expansion and inhibiting any tendency towards buckling of
the concrete slab.
Spacing of expansion joints is generally in the range of 100 m. Expansion joints,

however, may be omitted when dowels are provided at contraction joints except where

in State of Haryana
the cement concrete pavement abut against permanent structure like bridges, culverts
etc.
Contraction Joints
It relieves tensile stress in the concrete and prevents formation of irregular cracks due
to restraint in free contraction in concrete. Contraction joints also relieve stresses due
to warping. Spacing of contraction joints shall be limited to 4.5m.
Warping and Longitudinal Joints
Such joints relieve stresses due to warping. These are commonly used for longitudinal
joints dividing the carriageway in lanes. Longitudinal joints are provided wherever
carriageway width is more than 4.5 m
Construction Joints
This type of joint is provided wherever construction operations require them. It is full
depth joints and belongs to any of the above categories.
5.5 DESIGN OF JOINTS

Once the concrete slab thickness is designed based on particular spacing and location of
joints, the remaining job is to be design dowel bars and tie bars with the provision of
adequate sealants.
5.5.1 Dowel Bars

The design of dowel bar at joints is carried out on the basis of its load transfer capacity. It
is recommended that 40% of wheel load can be transferred through dowel bar system. It
is observed that failure of dowel bar occurs due to the crushing of concrete below the
dowel bar and hence bearing stress shall be considered for its design.

in State of Haryana
Generally, 500 mm long 25–32 dia M.S. bar at a spacing of 250 - 300 mm is used as dowel
bar for concrete slab of 200 -350 mm thick. No dowel bar is required for slab thickness
less than 150 mm.
However separate calculation has been made for present situation for dowel bar design.
The general guidelines provided by IRC;58-2011 regarding the dimensions of dowel bars
for rigid pavement are given below:
RECOMMENDED DIMENSIONS OF DOWEL BARS FOR RIGID
PAVEMENTS FOR AN AXLE LOAD OF 10.2 T
Slab Thickness, Dowel Bar Details

Cm
Diameter, mm Length, mm Spacing, mm
20 25 450 300
25 32 450 300
30 38 500 300
35 38 500 300
Note: The values given are for general guidance. The actual values should be
calculated for the axle load considered in the design.
5.5.2 Tie Bar

Tie bars are provided to prevent the adjoining slabs from separating. Longitudinal joints
are provided with tie bars. It does not increase the structural capacity of the slab and are
not designed as load transferred devices.
The general guidelines provided by IRC:58-2011 regarding the dimension of tie-bars for
longitudinal joints of two lane rigid pavement are given as under:

in State of Haryana
DETAILS OF TIE BARS FOR LONGITUDINAL JOINT OF TWO-LANE RIGID

PAVEMENTS
Tie Bar Details

Slab
Diameter Max. Spacing (Cm) Minimum Length (cm)
Thickness
(d) (mm)
(cm)
Plain Deformed Plain Deformed
Bars Bars Bars Bars
8 33 53 44 48
15
10 52 83 51 56
10 39 62 51 56
20
12 56 90 58 64
12 45 72 58 64
25
12 37 60 58 64
30
16 66 106 72 80
12 32 51 58 64
35
16 57 91 72 80
Note: The recommended details are based on the following values of different
design parameters.
S = 1250 kg/cm2 for plain bars, 2000 kg/cm2 for deformed bars; bond stress
for plain bars 17.5 kg/cm 2, for deformed bars 24.6 kg/cm 2.
5.5.3 JOINT SEALANTS

The main purpose of sealant is to prevent the entry of harmful and damaging particles and
moisture into the concrete joint. The liquid seal does this job simply by sealing the joints
whereas the preformed compressible seals perform this duty by exerting

in State of Haryana
constant compressive force on the joint face while allowing the concrete to expand and
contract due to temperature and physical changes that may occur.
Generally hot/cold poured liquid seals of Polysulphide or Silicon or similar formation is

applied for sealing longitudinal joints. Whereas preformed compressible seals of neoprene
may be used for sealing contraction, expansion and construction joints. For both the
cases, appropriate primer shall be used.
5.6 Maintenance Requirement

Generally, the concrete pavement has the following maintenance requirement:
5.6.1 ROUTINE MAINTENANCE

Cleaning
Sweeping
Road markings & signs
5.6.2 PERIODIC MAINTENANCE
5.6.2.1 Joint Sealing

Sealing of joints is important to avoid the ingress of water and to avoid the washing out of
material under the slab and the formation of voids.
If maintenance is neglected, the support to the slab would deteriorate and there would be
resultant movement causing further material loss (pumping), cracking of the concrete and
shearing of the dowels. It may be assured that replacement of joint sealants would be
required for 50% of the joints at every 5 years.
5.6.2.2 ConcreteSpalling
Spalling of concrete will occur at the transverse joints due to heavy traffic loads. It will also
lead to ingress of water and subsequent damage if not maintained properly. The total
amount of spalling may be assumed as 0.5% of joint length for a width of 0.5 m at every
five years for estimation purposes.
5.6.2.3 Surface Texture

Texture on concrete surface increases the skidding resistance of vehicles. The texturing
would deteriorate under heavy traffic loads mainly during rainy season. It

in State of Haryana
may be assumed that the surface retexturing would require once in every 12 years. The same can
be done by sand blasting, water blasting, grooving by sawing etc.
6 Summary
Flexible pavement has been proposed for the widening of main carriageway & service road
for the complete length of the project road except the toll plaza. Rigid pavement has been
considered for Toll plaza location. Pavement composition for flexible & rigid pavement are as
follows:
- Flexible pavement composition for main carriageway:
New construction for the widened portion of main carriageway with flexible pavement shall
be with 50mm BC+120mm DBM+250 mm WMM +200mm Granular Sub base over 500 mm
thick subgrade with 8% effective CBR for the complete length of the project road.
- Flexible pavement composition for RE wall approach reaches using CTSB:
New construction for the RE approach of Underpasses and Flyovers of main carriageway
with flexible pavement shall be with 50mm BC+80mm DBM+150 mm WMM +200mm CTSB
over 500 mm thick subgrade with 8% effective CBR.
- Rigid pavement composition for Toll plaza:
 New construction for Toll plaza location with Rigid pavement shall be with 300mm
PQC+150mm DLC+150mm GSB over 500 mm thick subgrade with 8% effective
CBR.
 Joint reinforcement
 500 mm long & 32 mm dia dowel bar @ 220 mm c/c

 640 mm long & 12 mm dia tie bar @ 500 mm c/c
- Service road with flexible pavement shall be with 40mm BC+50mm

DBM+200mmWMM+200mmGSB over 500mm thick subgrade with 8% CBR.

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8-Laning of NH-1 from Mukarba Chowk at Km 15.500 in Delhi State to Panipat at Km 86.

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

INFRASTRUCTURE DESIGN CONSULTANTS (IDC) PVT. LTD.

Project: Project No.:

Title: Document Rev.:

R4 3/11/2020 For Approval DG GSK DCS

R3 21/10/2020 For Approval DG GSK DCS

Pavement Design Report (R3) Page 1

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

2. Pavement Materials for Flexible Pavement ................................................................................... 6

Pavement Design Report (R3) Page 2

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

Figure – 1: Project Layout ........................................................................................................................... 5

Pavement Design Report (R3) Page 3

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

1.1 Project Appreciation

Pavement Design Report (R3) Page 4

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

Fig. 1: Project layout

Pavement Design Report (R3) Page 5

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

2 Pavement Materials for Flexible Pavement

2.1 Sub grade

2.1.1 Sub base

Pavement Design Report (R3) Page 6

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

2.2 Pavement Drainage for Bituminous Roads

2.3 Construction Joint

Pavement Design Report (R3) Page 7

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

3 Inputs for Pavement Design

3.1.2 Initial Traffic

Table - 2.1 (a): Annual Average Daily Traffic (AADT)

Km 25.000 4606 9687 2345 2395 1390 20423

Km52.000 3260 5950 1748 2146 1610 14714

Table - 2.1 (b): Base Traffic (2021)

Km 25.000 5712 11895 3051 3116 1920 25694

Km52.000 4043 7306 2274 2792 2224 18639

Pavement Design Report (R3) Page 8

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

Table -2.2: Traffic Growth Rates (%)

3.1.3 Design Life

Pavement Design Report (R3) Page 9

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

3.1.4 Vehicle Damage Factor (VDF)

Table -2.3: Vehicle Damage Factor (VDF)

Type of Vehicle Km 28.700 Km 52.000

LCV 0.4 0.6

2A Truck 3.2 3.1

3A Truck 4.2 5.1

MAV 5.8 6.5

Details of VDF calculations are indicated in Annexure – I.

3.1.5 Axle Load Spectrum

Rear Single Axle Rear Tandem Axle Rear Tridem Axle

Pavement Design Report (R3) Page 10

M/S Welspun Infrafacility Pvt Ltd. Oct, 2020

Rear Single Axle Rear Tandem Axle Rear Tridem Axle

115- 240 - 320-