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International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
Research Article
STUDY ON PERFORMANCE OF FLEXIBLE HIGHWAY
PAVEMENTS Rokade S
a*, Agarwal P K
b and Shrivastava R
c
Address for Correspondence
aAssistant Professor, Department of Civil Engineering, Maulana Azad National Institute of
Technology (MANIT), Bhopal MP INDIA bAssociate Professor, Department of Civil Engineering, Maulana Azad National Institute of
Technology (MANIT), Bhopal MP INDIA c Director, National Institute of Technology Jamshedpur
Email: r_sid@rediffmail.com, pka9@yahoo.com, rajnishshrivastava@yahoo.com
ABSTRACT The evaluation of riding quality of pavement involves a study of the functional behaviour of a stretch of
road pavement in its entirety. For a functional behaviour or performance analysis, information is needed on
the history of riding quality of the pavement stretch. In condition survey, pavement surface condition is
measured at a given time. The riding quality of a pavement can be measured by a Bump Integrator which
qualifies in to physical terms, the overall surface condition of the pavement. It is necessary for the
pavement maintenance engineer to evaluate functional condition of a pavement surface from time to time.
Unevenness is normally measured with response type measuring equipment, which is relatively fast and
inexpensive. The towed fifth wheel Bump Integrator is one such instrument. The unevenness measured by
these devices is generally expressed in terms of cumulative humps and depressions (mm/km) or slope
variance. In the structural evaluation of flexible pavement the pavement deflection is measured by the
Benkelman Beam. It is possible to measure the rebound and residual deflections of the pavement structure.
While the rebound deflection is one related to pavement performance, the residual deflection may be due to
non recoverable deflection of the pavement or because of the influence of the deflection bowl on the front
legs of the beam. Rebound deflection is used for overlay design.
The objective of the present study is to carry out the various studies to evaluate the performance (in service
behavior) of flexible National Highways and State Highway near Bhopal. A detailed pavement condition
survey is done on 4 National Highways and 1 State Highway and the road condition is evaluated both
functionally and structurally.
KEYWORDS: Functional evaluation, Structural evaluation, pavement performance, road
roughness
INTRODUCTION
Rapid industrialisation and urban growth has
led to increased traffic and excessive usage
of the roads. Due to heavy traffic wheel
loads of commercial vehicles, all the
components of the pavement structure get
disturbed and deteriorate. The deterioration
accumulates with the passage of time and
results in failure of pavement structure. The
failure is of structural type if the pavement
fails to carry design loads. It is of functional
type if it does not give a smooth riding
surface, which in turn increases vehicle
operating costs and consequently overall
transportation costs. The existing road
network is under severe strain due to
traffic growth, overloading of vehicles
and the Government’s past negligence to
provide the needed funds for road
maintenance. A broad assessment shows
that over 50 percent of state highway
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
(SH) and major district road (MDR)
network has poor riding quality. Losses
due to poor condition of these roads
would be around Rs. 6000 crore per
annum besides their premature failure
resulting in huge rehabilitation and
reconstruction costs implying infusion of
avoidable plan funds at accelerated
intervals.
Originally, a pavement’s relative ability to
serve traffic was determined quite
subjectively by visual inspection and
experience. However, experience is difficult
to transfer from one person to another, and
individual decisions made from similar data
are often inconsistent. In the late 1950s,
systems of objective measurement (such as
roughness meters, deflection and skid test
equipment) began to appear that could
quantify a pavement’s condition and
performance. The performance evaluation
of a road can cover many aspects including
evaluation of road surface condition,
assessment of traffic safety on road surface,
rideability of the road surface and structural
adequacy of road pavement structure. Thus,
the following characteristics of road surface
are generally used to evaluate the
performance of roads.
• Condition of the road surface (Surface
distresses)
• Skid resistance (Traffic Safety)
• Rideability of the road surface.
• Pavement Deflection (Structural
Adequacy)
The objective of the present study is to carry
out the various studies to evaluate the
performance (in service behavior) of flexible
National Highway and State Highway near
Bhopal. A detailed pavement condition
survey is done on 4 National Highways and
1 State Highway and the road condition was
evaluated both functionally and structurally.
The scope of the present study includes the
evaluation of the following aspects:
• Traffic Volume Survey and
Analysis to assess the present traffic
on the road.
• Road Surface Condition Survey on
the basis of Visual Rating.
• Roughness Measurements with
Bump Integrator.
• Structural Evaluation of the
Pavement with Benkelman Beam.
• Existing Pavement Crust and Sub
grade Characteristics.
MATERIALS AND METHODS
Pavement Evaluation
One of the most important functions of a
pavement engineer is the evaluation of in-
service pavements. It is necessary for them
to know the condition of pavement surface
with reference to the riding quality and to fix
suitable failure criteria to establish
maintenance and priority programs. The
evaluation of riding quality of pavement
involves a study of the functional behaviour
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
of a stretch of road pavement in its entire
reach. For a functional behaviour or
performance analysis, information is needed
on the history of riding quality of the
pavement stretch. Until a measure of
pavement serviceability was developed after
the AASHO road test, little attention was
paid to the evaluation of pavement
performance and the pavement was either
considered satisfactory or unsatisfactory.
The idea of relative performance was not
adequately developed. There are two
general types of pavement condition indices:
one type of index (type 1) represents raw
data for only one pavement condition
parameter (e.g. distress, roughness,
deflection, skid resistance, etc.). The other
type of index represents a combination of
more than one pavement condition
parameter. The method consists of
combining all or some of the rating so as to
constitute a global (or serviceability) index
representing the pavement condition.
The AASHO Road Test, 1958-61, and
researchers associated with it, made an
enormous contribution to the technology
base of pavement management using
pavement evaluation.
Flexible Pavement Riding Quality
Concepts
Pavement roughness is generally defined as
an expression of irregularities in the
pavement surface that adversely affect the
ride quality of a vehicle (and thus the user).
Roughness is an important pavement
characteristic because it affects not only ride
quality but also vehicle delay costs, fuel
consumption and maintenance costs. The
World Bank found road roughness to be a
primary factor in the analyses and trade-offs
involving road quality vs. user cost
(UMTRI, 1998). Roughness is also referred
to as "smoothness" although both terms refer
to the same pavement qualities.
Need for Evaluation of Riding Quality
One of the most important functions of a
pavement engineer is the evaluation of in-
service pavements. It is necessary for them
to know the condition of pavement surface
with reference to the riding quality and to fix
suitable failure criteria to establish
maintenance and priority programs. The
evaluation of riding quality of pavement
involves a study of the functional behaviour
of a stretch of road pavement in its entirety.
For a functional behaviour or performance
analysis, information is needed on the
history of riding quality of the pavement
stretch. Until a measure of pavement
serviceability was developed after the
AASHO road test, little attention was paid to
the evaluation of pavement performance and
the pavement was either considered
satisfactory or unsatisfactory. The idea of
relative performance was not adequately
developed. In condition survey, pavement
surface condition is measured at a given
time. The assessment of riding quality is
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
considered to be the most important
component of pavement surface condition.
This type of survey is not concerned with
evaluating the structural strength of
pavement and generally no attempt is made
to determine the reason for the evenness or
any other type of pavement condition. The
major objectives of undulations/unevenness
measurements of road pavements are as
follows:
i) To determine whether the pavement
surface is acceptable even from the point
of view of riding quality for motor
vehicles
ii) To measure the unevenness of various
stretches of the road system periodically
and to maintain the record to decide
priority for improvement of road surface
conditions or riding quality from the
point of view of the road users.
iii) To decide the type of pavement surface
treatment to improve the riding quality
to the desired level.
The responsibility of the highway Engineer
is to provide road profile as free as possible
from necessary undulations. However, as
Millard and Lister have pointed out, unless a
cash value is put on riding comfort this leads
to an open ended financial commitment.
Clearly the cost involved specifically in
obtaining a satisfactory surface profile must
be limited to a few percent of the cost of
laying the pavement.
Unevenness/ Roughness of Flexible
Pavements
The riding quality of a pavement can be
measured by a Bump Integrator which
qualifies in to physical terms, the overall
surface condition of the pavement. It is thus
a very useful tool in the hands of a
maintenance engineer.It is necessary for the
pavement maintenance engineer to evaluate
functional condition of a pavement surface
from time to time. The functional
requirements of a pavement surface from
user’s point of view are to provide safe,
comfortable and fast movement of the
vehicles at reasonably low vehicle operation
cost. Unevenness is normally measured with
response type measuring equipment, which
is relatively fast and inexpensive. The
towed fifth wheel Bump Integrator is one
such instrument. The unevenness measured
by these devices is generally expressed in
terms of cumulative humps and depressions
(mm/km) or slope variance. The work
carried out as a part of the Road User Cost
Study has revealed that, for every 100
mm/km increase in roughness, the speeds
reduces by 1.5 to 2.5 km/hr.
Predicting the trends of unevenness
progression over the life cycle of a road
pavement is undoubtedly the most critical of
the various pavement performance
predictions. Since, the vehicle operation
cost components for a road on a given
alignment depends to a large degree on
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
unevenness, which has been proved in the
Kenya study on the cost of operation of
vehicles, the optimum timing of
maintenance interventions and economic
benefits accruing from them depend greatly
on the prediction of unevenness progression.
The study of pavement unevenness is
important from the following aspects.
• To judge the quality of construction
• To assess the need for renewal of
pavement surfacing
• To create a healthy competition in road
construction industry to provide better
riding comfort
• To create good public relations as the
road users will judge the quality of
construction mainly from the riding
qualities of a pavement
• To work out the economic losses in
terms of increased road user costs due
to poor road surface condition and to
convince the legislators about economic
justification of maintenance and
rehabilitation measures and better types
of highway surfacing
In view of the above discussions it is very
essential to measure qualitatively the surface
unevenness in the following two cases:
i) Soon after the construction of each of the
new pavement layers, as one of the
essential quality control checks before
approving the work.
ii) At suitable intervals to evaluate the
surface condition of existing pavement as
a routine maintenance management step
before the maximum permissible terminal
values of undulations are reached.
RESULTS AND DISCUSSIONS
Description of the study area
In this Pavement Performance Study (PPS) 4
National Highways and 1 State Highway
was chosen near Bhopal, the details about
each road section is as follows:
(1) National Highway (NH-3) Agra-
Bombay Road
The salient features of the Road Section are:
1. Length of the Section of the Road: 5.0
Km
2. Type of Pavement: Bituminous
3. No. of lanes: 2 lanes
4. Divided/Undivided: Undivided
5. Type of Shoulder: Hard Shoulder
6. Drainage System: Longitudinal Drain on
either side, Transverse drain
7. Surrounding Environment: Rural
8. Type of traffic: Mixed traffic (Mainly
Commercial Vehicles)
9. Present Traffic Intensity: 7,220 CVPD
(Seven Days 24 hour Traffic Volume
Count)
10. Average Speed: 100 Km/ hr.
11. Annual Rainfall: 110 cm
12. Details of Existing Crust
• Granular Sub Base = 350 mm
• WBM Base = 425 mm
• Dense Bituminous Macadam=120 mm
• Bituminous Concrete = 40 mm
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
(2) National Highway (NH-12) Jaipur-
Jabalpur Road
The salient features of the Road Section are:
1. Length of the Section of the Road: 5.0
Km
2. Type of Pavement: Bituminous
3. No. of lanes: 2 lanes
4. Divided/Undivided: Undivided
5. Type of Shoulder: Hard Shoulder
6. Drainage System: Longitudinal Drain on
either side
7. Surrounding Environment: Rural
8. Type of traffic: Mixed traffic (Mainly
Commercial Vehicles)
9. Present Traffic Intensity: 6955 CVPD
(Seven Days 24 hour Traffic Volume
Count)
10. Average Speed: 100 Km/ hr.
11. Average Annual Rainfall: 110 cm
12. Details of Existing Crust
• Granular Sub Base = 250 mm
• WBM Base = 400 mm
• Dense Bituminous Macadam=110
mm
• Bituminous Concrete = 40 mm
(3) National Highway (NH-86) Bhopal-
Sagar Road
The salient features of the Road Section
are:
1. Length of the Section of the Road:
5.0 Km
2. Type of Pavement: Bituminous
3. No. of lanes: 4 lanes
4. Divided/Undivided: Undivided
5. Type of Shoulder: Hard Shoulder
6. Drainage System: Longitudinal
Drain on either side, No Proper
transverse drains
7. Surrounding Environment: Rural
8. Type of traffic: Mixed traffic
(Mainly Commercial Vehicles)
9. Present Traffic Intensity: 7,115
CVPD (Seven Days 24 hour Traffic
Volume Count)
10. Average Speed: 100 Km/ hr.
11. Average Annual Rainfall: 110 cm
12. Details of Existing Crust
• Granular Sub Base = 250 mm
• WBM Base = 425 mm
• Dense Bituminous Macadam
=100 mm
• Bituminous Concrete = 40 mm
(4) National Highway (NH-69) Bhopal
(Obdullaganj) - Nagpur Road
The salient features of the Road Section
are:
1. Length of the Section of the Road:
5.0 Km
2. Type of Pavement: Bituminous
3. No. of lanes: 2 lanes
4. Divided/Undivided: Undivided
5. Type of Shoulder: Hard Shoulder
6. Drainage System: Longitudinal
Drain on either side
7. Surrounding Environment: Rural
8. Type of traffic: Mixed traffic
(Mainly Commercial Vehicles)
9. Present Traffic Intensity: 6,800
CVPD (Seven Days 24 hour Traffic
Volume Count)
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
10. Average Speed: 100 Km/ hr.
11. Average Annual Rainfall: 110 cm
12. Details of Existing Crust
• Granular Sub Base = 300 mm
• WBM Base = 425 mm
• Dense Bituminous Macadam
=100 mm
• Bituminous Concrete = 40 mm
(5) State Highway (SH-23) Bhopal- Sironj
Road
The salient features of the Road Section
are:
1. Length of the Section of the Road:
5.0 Km
2. Type of Pavement: Bituminous
3. No. of lanes: 2 lanes
4. Divided/Undivided: Undivided
5. Type of Shoulder: Hard Shoulder
6. Drainage System: No proper
Drainage system
7. Surrounding Environment: Rural
8. Type of traffic: Mixed traffic
(Mainly Commercial Vehicles)
9. Present Traffic Intensity: 5,852
CVPD (Seven Days 24 hour Traffic
Volume Count)
10. Average Speed: 80 Km/ hr.
11. Average Annual Rainfall: 110 cm
12. Details of Existing Crust
• Granular Sub Base = 230 mm
• WBM Base = 325 mm
• Bituminous Macadam =75 mm
• Semi Dense Bituminous
Concrete = 30 mm
PAVEMENT PERFORMANCE DATA
Structural Evaluation of Pavement by
Benkelman Beam
Basic Principles of Deflection Method:
• Performance of flexible pavements is
closely related to the elastic deflection
of pavement under the wheel loads. The
deformation or elastic deflection under a
given load depends upon subgrade soil
type, its moisture content and
compaction, the thickness and quality of
pavement courses, drainage conditions,
pavement surface temperature etc.
• Pavement deflection is measured by the
Benkelman Beam which consists of a
slender beam 3.66m long pivoted at a
distance of 2.44m from the tip. By
suitably placing the probe between the
dual wheels of the loaded truck, it is
possible to measure the rebound and
residual deflections of the pavement
structure. While the rebound deflection
is one related to pavement performance,
the residual deflection may be due to
non recoverable deflection of the
pavement or because of the influence of
the deflection bowl on the front legs of
the beam. Rebound deflection is used
for overlay design.
The Tables 1 to 10 shows the evaluation of
overlay thickness for existing flexible
pavements by Benkelman Beam Deflection
technique for both the left and the right lanes
for NH-3, NH-12, NH-86, NH-69 and SH-
23.
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
Table 1: Structural Evaluation of Pavement by Benkelman Beam on (NH-3) on Left Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-3) Agra- Bombay Road
Average Rainfall:1160 mm Lane: Left
Moisture Content of soil: 11.25 %
Air Temperature (Start): 28.5 oC
Air Temperature (End): 29 oC
Seasonal/ Moisture Correction Factor: 1.075
Sr. No. Test
Point
Location Chainage
Dial Gauge Deflections
Rebound
Deflection
mm
Pavement
Temperat-
ure oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate Final
1 250 0 8 8 0.160 28 0.070 0.247
2 500 0 2 2 0.040 28 0.070 0.118
3 750 0 6 6 0.120 28 0.070 0.204
4 1000 0 10 12 0.240 28 0.070 0.333
5 1250 0 29 35 0.875 28 0.070 1.015
6 1500 0 28 28 0.560 28 0.070 0.677
7 1750 0 22 25 0.587 28 0.070 0.707
8 2000 0 12 14 0.280 28 0.070 0.376
9 2250 0 30 33 0.747 28 0.070 0.879
10 2500 0 23 23 0.460 28 0.070 0.570
11 2750 0 15 16 0.320 28 0.070 0.418
12 3000 0 24 26 0.520 28 0.070 0.632
13 3250 0 18 18 0.360 28 0.070 0.459
14 3500 0 15 16 0.320 28 0.070 0.415
15 3750 0 18 18 0.360 28 0.070 0.457
16 4000 0 5 6 0.120 28 0.070 0.198
17 4250 0 0 0 0.000 28 0.070 0.068
18 4500 0 4 5 0.100 28 0.070 0.174
19 4750 0 40 45 1.046 28 0.070 1.189
20 5000 0 5 5 0.100 28 0.070 0.172
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
Table 2: Structural Evaluation of Pavement by Benkelman Beam on (NH-3) on Right Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-3) Agra- Bombay Road
Average Rainfall:1160 mm Lane: Right
Moisture Content of soil: 11.25 %
Air Temperature (Start): 27 oC
Air Temperature (End): 28.5 oC
Seasonal/ Moisture Correction Factor: 1.075
Sr. No. Test
Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflection
mm
Pavement
Temperatu
re oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate
Final
1 250 0 4 4 0.080 27 0.080 0.172
2 500 0 5 9 0.296 27 0.080 0.406
3 750 0 3 7 0.256 27 0.080 0.364
4 1000 0 17 21 0.536 27 0.080 0.666
5 1250 0 21 22 0.440 27 0.080 0.564
6 1500 0 28 29 0.580 27 0.080 0.715
7 1750 0 23 28 0.706 27 0.080 0.852
8 2000 0 25 25 0.500 27 0.080 0.632
9 2250 0 24 25 0.500 27 0.080 0.633
10 2500 0 24 28 0.676 26 0.090 0.824
11 2750 0 20 25 0.646 26 0.090 0.792
12 3000 0 18 18 0.360 26 0.090 0.486
13 3250 0 19 24 0.626 26 0.090 0.772
14 3500 0 12 12 0.240 26 0.090 0.359
15 3750 0 12 12 0.240 26 0.090 0.360
16 4000 0 10 12 0.240 26 0.090 0.361
17 4250 0 5 8 0.247 26 0.090 0.370
18 4500 0 16 22 0.615 26 0.090 0.766
19 4750 0 14 18 0.476 26 0.090 0.619
20 5000 0 13 15 0.300 25 0.100 0.430
Average Deflection (Right + left lane) 0.511
Standard Deviation 0.260
Characteristic Deflection 1.030
Overlay Thickness in mm 134.55
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
Table 3: Structural Evaluation of Pavement by Benkelman Beam on (NH-12) on Left Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-12) Jaipur- Jabalpur Road
Average Rainfall:1110 mm Lane: Left
Moisture Content of soil: 4.25 %
Air Temperature (Start): 29 oC
Air Temperature (End): 30.5 oC
Seasonal/ Moisture Correction Factor: 1.027
Sr. No. Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflection
(mm)
Pave-
ment Temp-
erature oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate
Final
1 250 0 26 31 0.766 32 0.03 0.869
2 500 0 19 29 0.871 32 0.03 0.979
3 750 0 20 25 0.646 32 0.03 0.750
4 1000 0 23 25 0.500 32 0.03 0.603
5 1250 0 27 30 0.687 32 0.03 0.797
6 1500 0 33 43 1.151 32 0.03 1.276
7 1750 0 40 44 0.996 32 0.03 1.120
8 2000 0 34 42 1.073 32 0.03 1.200
9 2250 0 21 31 0.911 32 0.03 1.036
10 2500 0 12 17 0.486 30 0.05 0.602
11 2750 0 9 18 0.622 30 0.05 0.742
12 3000 0 19 25 0.675 30 0.05 0.796
13 3250 0 10 15 0.446 30 0.05 0.560
14 3500 0 13 17 0.456 30 0.05 0.572
15 3750 0 19 22 0.527 30 0.05 0.644
16 4000 0 23 31 0.853 30 0.05 0.979
17 4250 0 18 20 0.400 30 0.05 0.514
18 4500 0 22 25 0.587 30 0.05 0.706
19 4750 0 16 26 0.811 30 0.05 0.936
20 5000 0 14 15 0.300 30 0.05 0.411
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
Table 4: Structural Evaluation of Pavement by Benkelman Beam on (NH-12) on Right Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-12) Jaipur- Jabalpur Road
Average Rainfall:1110 mm Lane: Right
Moisture Content of soil: 4.25 %
Air Temperature (Start): 30 oC
Air Temperature (End): 30.5 oC
Seasonal/ Moisture Correction Factor: 1.027
Sr.
No.
Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflection
(mm)
Pavem-
ent
Tempe
rature oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Inter
mediat
e
Final
1 250 0 28 32 0.756 34 0.01 0.849
2 500 0 30 32 0.640 34 0.01 0.727
3 750 0 12 20 0.633 34 0.01 0.717
4 1000 0 28 32 0.756 34 0.01 0.842
5 1250 0 30 34 0.796 34 0.01 0.881
6 1500 0 12 15 0.387 34 0.01 0.458
7 1750 0 55 61 1.395 34 0.01 1.491
8 2000 0 38 41 0.907 34 0.01 0.988
9 2250 0 20 23 0.547 34 0.01 0.616
10 2500 0 8 17 0.602 34.5 0.015 0.670
11 2750 0 20 24 0.596 34.5 0.015 0.665
12 3000 0 14 15 0.300 34.5 0.015 0.362
13 3250 0 12 15 0.387 34.5 0.015 0.452
14 3500 0 6 13 0.464 34.5 0.015 0.532
15 3750 0 18 19 0.380 34.5 0.015 0.447
16 4000 0 34 36 0.720 34.5 0.015 0.797
17 4250 0 12 14 0.280 34.5 0.015 0.346
18 4500 0 24 34 0.971 34.5 0.015 1.057
19 4750 0 17 20 0.487 34.5 0.015 0.561
20 5000 0 16 17 0.340 34.5 0.015 0.411
Average Deflection (Right + left lane) 0.749
Standard Deviation 0.263
Characteristic Deflection 1.275
Overlay Thickness in terms of BM mm 167.53
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
Table 5: Structural Evaluation of Pavement by Benkelman Beam on (NH-86) on Left Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-86) Bhopal- Sagar Road
Average Rainfall:1140 mm Lane: Left
Moisture Content of soil: 3.90 %
Air Temperature (Start): 30 oC
Air Temperature (End): 33 oC
Seasonal/ Moisture Correction Factor: 1.008
Sr.
No.
Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflection
(mm)
Pave-
ment
Tempe
rature oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate
Final
1 250 0 9 9 0.180 35 0.0 0.242
2 500 0 15 16 0.320 35 0.0 0.388
3 750 0 25 25 0.500 35 0.0 0.573
4 1000 0 27 27 0.540 35 0.0 0.618
5 1250 0 20 20 0.400 35 0.0 0.482
6 1500 0 29 29 1.580 35 0.0 0.668
7 1750 0 31 39 1.013 35 0.0 1.108
8 2000 0 22 23 0.460 35 0.0 0.556
9 2250 0 20 20 0.400 35 0.0 0.500
10 2500 0 14 14 0.280 36 0.01 0.383
11 2750 0 23 23 0.460 36 0.01 0.562
12 3000 0 18 18 0.360 36 0.01 0.460
13 3250 0 31 32 0.640 36 0.01 0.740
14 3500 0 70 74 1.596 36 0.01 1.702
15 3750 0 16 16 0.320 36 0.01 0.413
16 4000 0 31 31 0.620 36 0.01 0.714
17 4250 0 27 30 0.687 36 0.01 0.779
18 4500 0 49 49 0.980 36 0.01 1.073
19 4750 0 28 30 0.600 36 0.01 0.687
20 5000 0 26 26 0.520 36 0.01 0.605
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
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Table 6: Structural Evaluation of Pavement by Benkelman Beam on (NH-86) on Right Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-86) Bhopal- Sagar Road
Average Rainfall:1110 mm Lane: Right
Moisture Content of soil: 3.90 %
Air Temperature (Start): 32 oC
Air Temperature (End): 30.5 oC
Seasonal/ Moisture Correction Factor: 1.008
Sr.
No.
Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflec-
tion
(mm)
Pave-
ment
Tempera
ture oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate
Final
1 250 0 17 20 0.487 34 0.01 0.572
2 500 0 21 27 0.715 34 0.01 0.796
3 750 0 23 27 0.656 34 0.01 0.733
4 1000 0 25 28 0.647 34 0.01 0.720
5 1250 0 27 33 0.835 34 0.01 0.904
6 1500 0 28 29 0.580 34 0.01 0.643
7 1750 0 24 28 1.676 34 0.01 0.736
8 2000 0 21 27 0.715 34 0.01 0.770
9 2250 0 23 23 0.460 34 0.01 0.508
10 2500 0 16 18 0.360 34 0.01 0.403
11 2750 0 14 17 0.427 34 0.01 0.472
12 3000 0 29 29 0.580 34 0.01 0.627
13 3250 0 35 39 0.896 34 0.01 0.947
14 3500 0 35 39 0.896 34 0.01 0.948
15 3750 0 43 45 0.900 34 0.01 0.953
16 4000 0 23 27 0.656 34 0.01 0.708
17 4250 0 37 43 1.035 34 0.01 1.090
18 4500 0 31 39 1.013 34 0.01 1.069
19 4750 0 32 34 0.680 34 0.01 0.735
20 5000 0 33 37 0.856 34 0.01 0.914
Average Deflection (Right + left lane) 0.712
Standard Deviation 0.268
Characteristic Deflection 1.249
Overlay Thickness in terms of BM mm 164.85
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
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Table 7: Structural Evaluation of Pavement by Benkelman Beam on (NH-69) on Left Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-69) Bhopal (Obdullaganj)- Nagpur Road
Average Rainfall:1140 mm Lane: Left
Moisture Content of soil: 2.98 %
Air Temperature (Start): 32 oC
Air Temperature (End): 29 oC
Seasonal/ Moisture Correction Factor: 1.075
Sr.
No.
Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflectio
n
(mm)
Pavemen
t
Tempera
ture oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate
Final
1 250 0 8 8 0.160 34 0.01 0.247
2 500 0 2 2 0.040 34 0.01 0.118
3 750 0 6 6 0.120 34 0.01 0.204
4 1000 0 12 12 0.240 34 0.01 0.333
5 1250 0 29 35 0.875 34 0.01 1.015
6 1500 0 28 28 0.560 34 0.01 0.677
7 1750 0 22 25 0.587 34 0.01 0.707
8 2000 0 12 14 0.280 34 0.01 0.376
9 2250 0 30 33 0.747 34 0.01 0.879
10 2500 0 23 23 0.460 32 0.01 0.570
11 2750 0 15 26 0.320 32 0.03 0.418
12 3000 0 24 26 0.520 32 0.03 0.632
13 3250 0 18 18 0.360 32 0.03 0.459
14 3500 0 15 16 0.320 32 0.03 0.415
15 3750 0 18 18 0.360 32 0.03 0.457
16 4000 0 5 6 0.120 32 0.03 0.198
17 4250 0 0 0 0.0 32 0.03 0.068
18 4500 0 4 5 0.100 32 0.03 0.174
19 4750 0 40 45 1.046 32 0.03 1.189
20 5000 0 5 5 0.100 32 0.03 0.172
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
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Table 8: Structural Evaluation of Pavement by Benkelman Beam on (NH-69) on Right Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: National Highway (NH-69) Bhopal (Obdullaganj)- Nagpur Road
Average Rainfall:1140 mm Lane: Right
Moisture Content of soil: 2.98 %
Air Temperature (Start): 28 oC
Air Temperature (End): 32 oC
Seasonal/ Moisture Correction Factor: 1.075
Sr.
No.
Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflec-
tion
(mm)
Pave-
ment
Temper-
ature oC
Tempera-
ture
Correction
(mm)
Corrected
Deflection (with
Temp. & MCF)
mm
Initial Interm
ediate
Final
1 250 0 4 4 0.080 35 0.0 0.172
2 500 0 5 9 0.296 35 0.0 0.406
3 750 0 3 7 0.256 35 0.0 0.364
4 1000 0 17 21 0.536 35 0.0 0.666
5 1250 0 21 22 0.440 35 0.0 0.564
6 1500 0 28 29 0.580 35 0.0 0.715
7 1750 0 23 28 1.706 35 0.0 0.852
8 2000 0 25 25 0.500 35 0.0 0.632
9 2250 0 24 25 0.500 35 0.0 0.633
10 2500 0 24 28 0.676 35 0.0 0.824
11 2750 0 20 25 0.646 36 0.01 0.792
12 3000 0 18 18 0.360 36 0.01 0.486
13 3250 0 19 24 0.626 36 0.01 0.772
14 3500 0 12 12 0.240 36 0.01 0.359
15 3750 0 12 12 0.240 36 0.01 0.360
16 4000 0 10 12 0.240 36 0.01 0.361
17 4250 0 5 8 0.247 36 0.01 0.370
18 4500 0 16 22 0.615 36 0.01 0.766
19 4750 0 14 18 0.476 36 0.01 0.619
20 5000 0 13 15 0.300 36 0.01 0.430
Average Deflection (Right + left lane) 0.511
Standard Deviation 0.260
Characteristic Deflection 1.030
Overlay Thickness in terms of BM mm 134.55
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
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Table 9: Structural Evaluation of Pavement by Benkelman Beam on (SH-23) on Left Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: State Highway (SH-23) Bhopal – Sironj Road
Average Rainfall:1110 mm Lane: Left
Moisture Content of soil: 2.50 %
Air Temperature (Start): 32 oC
Air Temperature (End): 29 oC
Seasonal/ Moisture Correction Factor: 1.008
Sr.
No.
Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflec-
tion
(mm)
Pave-
ment
Tempera
ture oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate
Final
1 250 0 37 39 0.780 36 0.01 0.877
2 500 0 27 40 0.687 36 0.01 0.782
3 750 0 41 42 0.840 36 0.01 0.935
4 1000 0 48 48 0.960 36 0.01 1.055
5 1250 0 40 41 0.820 36 0.01 0.913
6 1500 0 30 31 0.620 36 0.01 0.710
7 1750 0 45 45 0.900 36 0.01 0.991
8 2000 0 29 29 0.580 36 0.01 0.668
9 2250 0 40 41 0.820 36 0.01 0.908
10 2500 0 26 26 0.520 36 0.01 0.605
11 2750 0 46 46 0.920 34 0.01 1.010
12 3000 0 30 30 0.600 34 0.01 0.689
13 3250 0 40 40 0.800 34 0.01 0.893
14 3500 0 30 31 0.620 34 0.01 0.714
15 3750 0 39 40 0.800 34 0.01 0.897
16 4000 0 28 28 0.560 34 0.01 0.657
17 4250 0 35 35 0.700 34 0.01 0.800
18 4500 0 27 27 0.540 34 0.01 0.641
19 4750 0 35 36 0.720 34 0.01 0.825
20 5000 0 32 34 0.680 34 0.01 0.786
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
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Table 10: Structural Evaluation of Pavement by Benkelman Beam on (SH-23) on Right
Lane
Evaluation of Overlay thickness for Existing Flexible Pavements by Benkelman Beam Deflection IRC:81-
1997
Name of the road: State Highway (SH-23) Bhopal – Sironj Road
Average Rainfall:1110 mm Lane: Right
Moisture Content of soil: 2.50 %
Air Temperature (Start): 36 oC
Air Temperature (End): 31 oC
Seasonal/ Moisture Correction Factor: 1.008
Sr.
No.
Test Point
Location
Chainage
Dial Gauge Deflections
Rebound
Deflec-
tion
(mm)
Pave-
ment
Tempera
ture oC
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
Initial Interm
ediate
Final
1 250 0 34 37 0.827 38 0.03 0.915
2 500 0 30 31 0.620 38 0.03 0.706
3 750 0 34 34 0.680 38 0.03 0.766
4 1000 0 46 49 1.067 38 0.03 1.156
5 1250 0 36 36 0.720 38 0.03 0.806
6 1500 0 35 36 0.720 38 0.03 0.806
7 1750 0 36 37 0.740 38 0.03 0.827
8 2000 0 40 43 0.947 38 0.03 1.036
9 2250 0 29 30 0.600 38 0.03 0.685
10 2500 0 39 42 0.927 38 0.03 1.015
11 2750 0 31 33 0.660 36 0.01 0.746
12 3000 0 44 45 0.900 36 0.01 0.988
13 3250 0 33 34 0.680 36 0.01 0.766
14 3500 0 38 39 0.780 36 0.01 0.867
15 3750 0 27 27 0.540 36 0.01 0.625
16 4000 0 30 33 0.747 36 0.01 0.834
17 4250 0 26 28 0.560 36 0.01 0.645
18 4500 0 34 34 0.680 36 0.01 0.766
19 4750 0 35 38 0.847 36 0.01 0.935
20 5000 0 31 31 0.620 36 0.01 0.706
Average Deflection (Right + left lane) 0.824
Standard Deviation 0.135
Characteristic Deflection 1.094
Overlay Thickness in terms of BM mm 144.16
International Journal of Advanced Engineering Technology E-ISSN 0976-3945
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Determination of Riding Quality
A newly constructed road gives a smooth
ride. As the pavement is subjected to traffic,
damage occurs which is reflected in
deformation of the pavement and
consequently the riding quality of the road
deteriorates. Therefore the quality of the
ride, as measured by road roughness, is a
measure of the roads deterioration with time.
Riding quality also affects vehicle operating
cost. The levels of roughness which are
taken to indicate the need for maintenance,
interventions vary a great deal and are
particularly influenced by the form of
construction. The riding quality may
conveniently be measured by a towed Bump
Integrator. A similar device can be attached
to the rear axle of a suitable vehicle. In order
to give reliable results, however this type of
equipment must be carefully calibrated and
must be operated at as uniform a speed as
possible. The values in (mm/Km)
recommended by the Ministry of Road
Transport and Highways for roads with
different types of surfaces are given in Table
11. The Tables 12 to 16 shows the
Roughness Index values for NH-3, NH-12,
NH-86, NH-69 and SH-23. The condition of
the road section is ascertained accordingly
as good, average, poor and very poor.
Table 11: Recommended Roughness Values for Roads in India in (mm/Km)
Surface Type Good Average Poor Very
Poor
Bituminous Concrete/
SDBC
2000-2500 2500-3500 3500-4000 Over 4000
Premix Bituminous
Carpet/ MSS
2500-4500 4500-5500 5500-6500 Over 6500
Surface Dressing 4000-5000 5000-6500 6500-7500 Over 7500
Table 12: Roughness Index Values for National Highway (NH-3) Agra- Bombay Road
S. No. Test Point
Location
Chainage
Bumps (B) Wheel
Revolution
Obtained W)
Wheel
Revolution
per Km
Roughness
Index (R.I.)
(mm/Km)
Condition of
Road
1 100 96 458 460 2410.5 Good
2 200 101 450 460 2581.1 Average
3 300 100 452 460 2544.2 Average
4 400 105 455 460 2653.8 Average
5 500 105 456 460 2648 Average
6 600 108 457 460 2717 Average
7 700 111 458 460 2787 Average
8 800 108 459 460 2705 Average
9 900 100 460 460 2500 Average
10 1000 101 459 460 2530 Average
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Continue from previous page…………..
11 1100 99 455 460 2502 Average
12 1200 95 458 460 2385 Good
13 1300 96 459 460 2405 Good
14 1400 96 458 460 2410 Good
15 1500 97 450 460 2478 Good
16 1600 81 452 460 2060 Good
17 1700 84 455 460 2123 Good
18 1800 98 456 460 2471 Good
19 1900 86 462 460 2140 Good
20 2000 98 458 460 2460 Good
21 2100 105 455 460 2653 Average
22 2200 109 452 460 2773 Average
23 2300 110 453 460 2792 Average
24 2400 114 450 460 2913 Average
25 2500 115 452 460 2925 Average
26 2600 119 453 460 3020 Average
27 2700 124 455 460 3134 Average
28 2800 129 458 460 3239 Average
29 2900 125 450 460 3194 Average
30 3000 122 452 460 3103 Average
31 3100 134 454 460 3394 Average
32 3200 136 451 460 3467 Average
33 3300 139 453 460 3528 Poor
34 3400 141 452 460 3587 Poor
35 3500 142 451 460 3620 Poor
36 3600 144 455 460 3639 Poor
37 3700 148 456 460 3732 Poor
38 3800 144 459 460 3607 Poor
39 3900 147 457 460 3699 Poor
40 4000 155 455 460 3917 Poor
41 4100 154 453 460 3909 Poor
42 4200 150 455 460 3791 Poor
43 4300 149 457 460 3749 Poor
44 4400 98 456 460 2471 Good
45 4500 97 450 460 2478 Good
46 4600 95 453 460 2411 Good
47 4700 96 458 460 2410 Good
48 4800 87 420 460 2382 Good
49 4900 79 451 460 2014 Good
50 5000 73 449 460 1869 Good
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Table 13: Roughness Index Values for National Highway (NH-12) Jaipur-Jabalpur Road
S. No. Test Point
Location
Chainage
Bumps (B) Wheel
Revolution
Obtained (W)
Wheel
Revolution
per Km
Roughness
Index (R.I.)
(mm/Km)
Condition of
Road
1 100 94 427 460 2531 Average
2 200 108 439 460 2829 Average
3 300 127 458 460 3188 Average
4 400 129 457 460 3246 Average
5 500 125 457 460 3145 Average
6 600 115 452 460 2925 Average
7 700 140 455 460 3538 Poor
8 800 145 451 460 3697 Poor
9 900 148 454 460 3748 Poor
10 1000 152 453 460 3858 Poor
11 1100 150 452 460 3816 Poor
12 1200 153 456 460 3858 Poor
13 1300 158 455 460 3993 Poor
14 1400 154 457 460 3875 Poor
15 1500 81 452 460 2060 Good
16 1600 97 450 460 2478 Good
17 1700 86 462 460 2140 Good
18 1800 98 456 460 2471 Good
19 1900 84 455 460 2123 Good
20 2000 98 458 460 2460 Good
21 2100 114 450 460 2913 Average
22 2200 109 452 460 2773 Average
23 2300 110 453 460 2792 Average
24 2400 105 455 460 2653 Average
25 2500 115 452 460 2925 Average
26 2600 119 453 460 3020 Average
27 2700 119 461 460 2968 Average
28 2800 114 453 460 2894 Average
29 2900 252 448 460 6468 Very Poor
30 3000 200 458 460 5021 Very Poor
31 3100 179 448 460 4594 Very Poor
32 3200 136 451 460 3467 Average
33 3300 127 458 460 3188 Average
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Continue from previous page…………..
34 3400 144 455 460 3639 Poor
35 3500 142 451 460 3620 Poor
36 3600 141 452 460 3587 Poor
37 3700 148 456 460 3732 Poor
38 3800 96 458 460 2410 Good
39 3900 97 460 460 2478 Good
40 4000 93 454 460 2355 Good
41 4100 95 453 460 2411 Good
42 4200 92 456 460 2320 Good
43 4300 87 420 460 2382 Good
44 4400 98 456 460 2471 Good
45 4500 97 450 460 2478 Good
46 4600 95 453 460 2411 Good
47 4700 79 451 460 2014 Good
48 4800 149 457 460 3749 Poor
49 4900 96 458 460 2410 Good
50 5000 81 452 460 2060 Good
Table 14: Roughness Index Values for National Highway (NH-86) Bhopal-Sagar Road
S. No. Test Point
Location
Chainage
Bumps (B) Wheel
Revolution
Obtained (W)
Wheel
Revolution
per Km
Roughness
Index (R.I.)
(mm/Km)
Condition of
Road
1 100 96 458 460 2410.5 Good
2 200 101 450 460 2581.1 Average
3 300 100 452 460 2544.2 Average
4 400 105 455 460 2653.8 Average
5 500 105 456 460 2648 Average
6 600 108 457 460 2717 Average
7 700 111 458 460 2787 Average
8 800 108 459 460 2705 Average
9 900 100 460 460 2500 Average
10 1000 101 459 460 2530 Average
11 1100 99 455 460 2502 Average
12 1200 95 458 460 2385 Good
13 1300 96 459 460 2405 Good
14 1400 96 458 460 2410 Good
15 1500 97 450 460 2478 Good
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Continue from previous page…………..
16 1600 81 452 460 2060 Good
17 1700 84 455 460 2123 Good
18 1800 98 456 460 2471 Good
19 1900 86 462 460 2140 Good
20 2000 98 458 460 2460 Good
21 2100 105 455 460 2653 Average
22 2200 109 452 460 2773 Average
23 2300 110 453 460 2792 Average
24 2400 114 450 460 2913 Average
25 2500 115 452 460 2925 Average
26 2600 119 453 460 3020 Average
27 2700 124 455 460 3134 Average
28 2800 129 458 460 3239 Average
29 2900 125 450 460 3194 Average
30 3000 122 452 460 3103 Average
31 3100 134 454 460 3394 Average
32 3200 136 451 460 3467 Average
33 3300 139 453 460 3528 Poor
34 3400 141 452 460 3587 Poor
35 3500 142 451 460 3620 Poor
36 3600 144 455 460 3639 Poor
37 3700 148 456 460 3732 Poor
38 3800 144 459 460 3607 Poor
39 3900 147 457 460 3699 Poor
40 4000 155 455 460 3917 Poor
41 4100 154 453 460 3909 Poor
42 4200 150 455 460 3791 Poor
43 4300 149 457 460 3749 Poor
44 4400 98 456 460 2471 Good
45 4500 97 450 460 2478 Good
46 4600 95 453 460 2411 Good
47 4700 96 458 460 2410 Good
48 4800 87 420 460 2382 Good
49 4900 79 451 460 2014 Good
50 5000 73 449 460 1869 Good
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Table 15: Roughness Index Values for National Highway (NH-69) Bhopal (Obdulaganj)-
Nagpur Road
S. No. Test Point
Location
Chainage
Bumps (B) Wheel
Revolution
Obtained (W)
Wheel
Revolution
per Km
Roughness
Index (R.I.)
(mm/Km)
Condition of
Road
1 100 96 458 460 2410.5 Good
2 200 101 450 460 2581.1 Average
3 300 100 452 460 2544.2 Average
4 400 105 455 460 2653.8 Average
5 500 105 456 460 2648 Average
6 600 108 457 460 2717 Average
7 700 111 458 460 2787 Average
8 800 108 459 460 2705 Average
9 900 100 460 460 2500 Average
10 1000 101 459 460 2530 Average
11 1100 99 455 460 2502 Average
12 1200 95 458 460 2385 Good
13 1300 96 459 460 2405 Good
14 1400 96 458 460 2410 Good
15 1500 97 450 460 2478 Good
16 1600 81 452 460 2060 Good
17 1700 84 455 460 2123 Good
18 1800 98 456 460 2471 Good
19 1900 86 462 460 2140 Good
20 2000 98 458 460 2460 Good
21 2100 105 455 460 2653 Average
22 2200 109 452 460 2773 Average
23 2300 110 453 460 2792 Average
24 2400 114 450 460 2913 Average
25 2500 115 452 460 2925 Average
26 2600 119 453 460 3020 Average
27 2700 124 455 460 3134 Average
28 2800 129 458 460 3239 Average
29 2900 125 450 460 3194 Average
30 3000 122 452 460 3103 Average
31 3100 134 454 460 3394 Average
32 3200 136 451 460 3467 Average
33 3300 139 453 460 3528 Poor
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Continue from previous page…………..
34 3400 141 452 460 3587 Poor
35 3500 142 451 460 3620 Poor
36 3600 144 455 460 3639 Poor
37 3700 148 456 460 3732 Poor
38 3800 144 459 460 3607 Poor
39 3900 147 457 460 3699 Poor
40 4000 155 455 460 3917 Poor
41 4100 154 453 460 3909 Poor
42 4200 150 455 460 3791 Poor
43 4300 149 457 460 3749 Poor
44 4400 98 456 460 2471 Good
45 4500 97 450 460 2478 Good
46 4600 95 453 460 2411 Good
47 4700 96 458 460 2410 Good
48 4800 87 420 460 2382 Good
49 4900 79 451 460 2014 Good
50 5000 73 449 460 1869 Good
Table 16: Roughness Index Values for State Highway (SH-23) Bhopal-Sironj Road
S. No. Test Point
Location
Chainage
Bumps (B) Wheel
Revolution
Obtained (W)
Wheel
Revolution
per Km
Roughness
Index (R.I.)
(mm/Km)
Condition of
Road
1 100 96 458 460 2410.5 Good
2 200 101 450 460 2581.1 Average
3 300 100 452 460 2544.2 Average
4 400 105 455 460 2653.8 Average
5 500 105 456 460 2648 Average
6 600 108 457 460 2717 Average
7 700 111 458 460 2787 Average
8 800 108 459 460 2705 Average
9 900 100 460 460 2500 Average
10 1000 101 459 460 2530 Average
11 1100 99 455 460 2502 Average
12 1200 95 458 460 2385 Good
13 1300 96 459 460 2405 Good
14 1400 96 458 460 2410 Good
15 1500 97 450 460 2478 Good
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Continue from previous page…………..
16 1600 81 452 460 2060 Good
17 1700 84 455 460 2123 Good
18 1800 98 456 460 2471 Good
19 1900 86 462 460 2140 Good
20 2000 98 458 460 2460 Good
21 2100 105 455 460 2653 Average
22 2200 109 452 460 2773 Average
23 2300 110 453 460 2792 Average
24 2400 114 450 460 2913 Average
25 2500 115 452 460 2925 Average
26 2600 119 453 460 3020 Average
27 2700 124 455 460 3134 Average
28 2800 129 458 460 3239 Average
29 2900 125 450 460 3194 Average
30 3000 122 452 460 3103 Average
31 3100 134 454 460 3394 Average
32 3200 136 451 460 3467 Average
33 3300 139 453 460 3528 Poor
34 3400 141 452 460 3587 Poor
35 3500 142 451 460 3620 Poor
36 3600 144 455 460 3639 Poor
37 3700 148 456 460 3732 Poor
38 3800 144 459 460 3607 Poor
39 3900 147 457 460 3699 Poor
40 4000 155 455 460 3917 Poor
41 4100 154 453 460 3909 Poor
42 4200 150 455 460 3791 Poor
43 4300 149 457 460 3749 Poor
44 4400 98 456 460 2471 Good
45 4500 97 450 460 2478 Good
46 4600 95 453 460 2411 Good
47 4700 96 458 460 2410 Good
48 4800 87 420 460 2382 Good
49 4900 79 451 460 2014 Good
50 5000 73 449 460 1869 Good
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Table 17: The Results of Benkelman Beam Study
CONCLUSIONS
1) The Traffic volume study (7 days count)
indicate that in case of NH 3, NH 12,
NH 69,NH 86 and SH 23, the traffic is
of very high intensity and also heavy
axle load vehicles (rear axle load more
than 10.2 t ) ply on the roads.
2) The heavy axle loads on the road are
leading to its premature failure and
distresses like rutting, cracking,
localized depressions etc.
3) The drainage system both longitudinal
and transverse are inefficient and is not
working properly especially for NH 3
and NH 86 leading to failures
pertaining to improper drainage system,
namely Pot holes, Stripping etc
4) The Benkelman beam study was
conducted on all the five stretches and
structural inadequacy was found in the
sections of all the five stretches i.e.
NH3, NH12, NH69, NH86 and SH23.
5) There is a need to go for measures such
as an overlay on all the five stretches.
The overlay thicknesses in terms of BM
were found for all the stretches and are
shown in Table 17.
6) The Roughness Index Values (RI) were
found by Bump Integrator for all the
five stretches for each 100 m section and
the pavement surface condition was
rated as Very Poor, Poor, Average and
Good.
7) The present study is based on Pavement
Condition Index (PCI) and involves a
set of performance variables, such as
Pavement Distresses and Pavement
Condition Rating.
8) The results of subgrade analysis shows
that in stretches where high PI value was
observed there is a need for a drainage
or blanket layer to enhance the drainage
characteristics of the layered system.
9) The methodology and analytical tools
presented in this study are based on the
extensive field data base from in-service
heavily trafficked highway pavements,
hence can be adopted as reliable
techniques to study the various
applications of flexible pavement
deterioration models in the maintenance
management system for highway
pavements in India.
10) The Pavement Performance Study will
help in arriving at the most appropriate
Sr. No. Name of the Road Overlay Thickness in terms of Bituminous Macadam (mm)
1 NH 3 134.55
2 NH 12 167.53
3 NH 69 134.55
4 NH86 164.85
5 SH 23 144.16
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maintenance and rehabilitation activity
or remedial measures, suitable for a
particular section of the road.
REFERENCES
1. AASHTO, “AASHTO guide for design
of pavement structures”, American
Association of State Highway and
Transportation Officials, Washington
D.C, 1986.
2. CRRI (Dec.2002), Evaluation of Delhi
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