International Journal of Advanced in Management, Technology and Engineering Sciences ISSN NO : 2249-7455

DESIGN ASPECTS OF FLEXIBLE PAVEMENT AND

QUALITY CONTROL MANAGEMENT

1
Parsa Bhavana, 2Syed Viqar Malik
1,2
Asst. Professor, Vaagdevi College of Engineering
buchiparsa@gmail.com, viqar.malik@gmail.com

Abstract:-

System between towns, urban groups and unmistakable domains is an essential section in the change
of a nation. Lanes and railways give this system. Fast road lobbies have been a champion among the
most fundamental establishments in the general money related change of the country. A turnpike
black-top is a structure containing super constrained layers of arranged material over the typical soil-
sub-survey, whose fundamental limit is to pass on the associated vehicle weights to give a surface of
palatable riding quality, adequate slip insurance, great light reflecting traits and low commotion
defilement. Finally to assume that we have thought about the purposes of intrigue and improvement of
versatile asphalt sand we can express that roadways can be useful for the progress of the gathering,
money related achievement and general headway of the country.

Keywords: pavement design, management systems in pavement design.

I.INTRODUCTION

Roadway asphalt is a structure comprising of superimposed layers of handled materials over

the common soil sub-level, whose essential capacity is to disperse the connected vehicle burdens to
the sub-level. The asphalt structure ought to have the capacity to give a surface of worthy riding
quality, satisfactory slip protection, positive light reflecting attributes, and low commotion
contamination. A definitive point is to guarantee that the transmitted worries because of wheel stack
are adequately lessened, with the goal that they won't surpass bearing limit of the sub-review. Two
kinds of asphalts are by and large perceived as filling this need, to be specific adaptable asphalts and
inflexible asphalts. This part gives a diagram of asphalt composes, layers, and their capacities, and
asphalt disappointments. Inappropriate outline of asphalts prompts early disappointment of asphalts
influencing the riding quality. The high development of vehicles has additionally expanded the
request of protected, wide and great nature of streets. There is dependably an expanding interest for
better streets that guarantee sheltered and expedient development for the street clients. With the
utilization of current hardware, the speed of development has expanded manifolds and there is
substantive change in the nature of streets. Directly there is no appropriate framework for checking
the quality and amount in the development of the parkways. Still the well established quality control
measures are being embraced which don't coordinate with the present speed of development. To keep
pace with the fast of development, the well established quality control strategies should be audited
and substituted with present day techniques for quality control and quality affirmation. One of the
biggest wasteful aspects in numerous industrialized and in creating nations is the crumbling of
transport frameworks, caused by deficient upkeep. The monetary rate of return for street ventures
adds up to 40% for street upkeep, 20% for restoration and 10% for new development. In the event that
open assets are spent on speculations for new framework ventures, vast scale dis-economies are
produced. Street conditions rely upon its fundamental development and support. With quick

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improvement and immense interest in interstate division, the street development is getting to be
hardware arranged. For accomplishing consistency underway, the advanced types of gear with in-
assembled e-control have been introduced to control the nature of the item.
The information assembled through e-quality control framework is additionally handled. The
framework guarantees the use of full amounts of material. In the codal arrangements/particulars, as far
as possible are given, so the contractual worker can set up the plant to get the rates of the different
fixings in the real blend according to work blend equation inside the passable furthest reaches of
varieties and after that the material is acknowledged inside these resilience limits. The present norms
of resilience points of confinement and riding quality are assessed and new guidelines are created and
tested in the field. The information so gathered is then investigated in detail. In this manner the
recently created roadway principles for adaptable asphalts can be contrasted with the current models
particularly with reference to riding quality and as far as possible.

1.1. ADAPTABLE PAVEMENT DETERIORATION MECHANISM

The basic and utilitarian states of adaptable asphalts changes with time because of proceeded
with impacts of its basic ampleness, volume, organization and stacking attributes of activity,
condition, encompassing conditions and the upkeep inputs gave. The disappointment of the asphalt
happens because of inner harm caused by movement stacks inside an operational situation, over some
undefined time frame; and isn't an unexpected wonder. Decay can likewise be characterized as the
procedure of aggregation of harm and the disappointment of the asphalt is said to have come to at the
constraining phase of serviceability level. Studies directed everywhere throughout the world have
built up that despite the fact that outline and development strategies change from nation to nation, the
decay example of asphalts demonstrates a similar pattern.
The primary decays incorporate splitting, potholes, rutting along wheel way and unpleasantness of
street surface. The physical indication of the inner harm (breaking, rutting, potholes and so on.) is
known as pain. Level of trouble gives a sign of the asphalt condition. Distinctive methods of misery
happen either freely or all the while with shared connection. For arranging reason, the pain can be
founded on trouble compose and the most imperative are those, which trigger choices. The troubles
can be extensively named: I. Weariness Cracking

 Load – Associated breaking

 Thermal breaking (because of stop and defrost)
 Longitudinal splitting at edges because of dampness development through shoulder
 Deflection breaking ii. Load Associated asphalt contortion
 Transverse contortion or rutting
 Longitudinal contortion or unpleasantness
 Non – stack related asphalt contortions because of establishment developments
 Crumbling (raveling, stripping, potholing and so on.)

2.0. METHODOLOGY
2.1. Surveillance review
Seven noteworthy streets marked RD1-RD7 were chosen and review inside the contextual analysis
territory. A point by point visual examination of the asphalt surface including the taking of
Photographs was performed to record area, seriousness, degree of misery, the width of the street, the
wearing course of the street, detail of seepage, the thickness of the black-top and shoulder width.

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2.2. Asphalt Condition Survey

Manual surface trouble reviews are routinely directed amid the itemized assessments that are done for
applicant recovery ventures. Notwithstanding trouble overviews, this can incorporate geotechnical
examinations, quality testing, coring, and research center testing. The reason for the undertaking level
manual trouble overviews is to give a more exact and point by point examination of the asphalt
weakening with a specific end goal to help with deciding suitable recovery medicines. The manual
surface misery mapping technique comprises of a man strolling the asphalt area, recognizing and
grouping the current pain includes and plotting them on a guide. Separating the test area ahead of time
at 10 meter interims aids the mapping and rating process. In view of the split mapping and visual
perception, the individual allots the seriousness and thickness appraisals for the pain composes
distinguished utilizing the rating manual rules and photos as references.
2.3. Waste Condition Assessment
Evaluation of the surface and sub-surface waste was led, as these components contribute essentially to
the general Performance of the asphalt structure, Surface seepage is judged by the capacity of the
asphalt surface to deplete water aswell as not enabling water to lake either on the bituminous
surfacing or on the shoulder skirt (Adebanjo, 2013).
2.4. Meeting
One on one discussion with the staff of service of works and individuals inside Ifelodun environ, to
comprehend individuals supposition concern plan strategy, nature of configuration, movement state of
street, and significance of the street the level of systems for upkeeps this must take to thought to make
my determination.
2.5. Test Collection/Laboratory Test
Thirteen trail pits were burrowed at a profundity of 0.5m to 0.7 on the fizzled and unfailed part of the
seven streets in Ifelodun Local Government region, and the point is to do arrangement of research
facility trial of the subgrade layer of the asphalt.
The accompanying research facility test were completed, for example, molecule estimate circulation
(sifter investigation), Atterberg constrain (consistency restrain), particular gravity, compaction and
California bearing proportion (CBR).In agreement to, British Standard Institute (BS 1377, 1990).
Every one of the tests were done in geotechnical research facility of Department of Civil Engineering
Osun State University, Osogbo (UNIOSUN).

3.0. RESULT AND DISCUSSIONS

3.1. Meeting
This includes an interrogative discussion with the staff of Local Government Ministry of Works and
the masses to discover essential data about the streets; Ranging from time of development,
significance, and systems for upkeeps steering.
Course Description Time of Construction Maintenances schedule
RD1 NIT road
RD2 Subedari
RD3 Padmakshi street
RD4 Shammampet road
RD5 Mulugu Road
RD6 Winlola Street
RD7 Ku Road
3.2. Asphalt Condition Survey
The manual surface pain mapping technique was completed for 7 streets to decide the degree of
disappointment of the street. The overwhelming misery disappointment out and about is Pothole and
splits. The Survey was completed for 50m of the street RD5 and RD4 are in great condition, with little

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misery on the asphalt surface in some street area.RD1 and RD2 are in genuinely great state condition
while RD6 and RD7 are in extremely poor state. Amid the review, street furniture, for example,
shoulder, walkway and middle were perpetually missing in all streets as indicated by the Highway
Manual, section 1 of the Federal Ministry of Works and Housing (2006).
Course Description Length of Wide of Predominate Distress Severity No Road (km) Road
RD1 NIT road 36 7.30 Cracks Severe
RD2 Subedari 1 8.2 Longitudinal splits Low
RD3 Padmakshi street 0.5 8.3 Pothole Severe
RD4 Shammampet road 0.7 8.0 Pothole Low
RD5 Mulugu Road 0.4 8.64 Longitudinal split Low
RD6 Winlola Street 0.7 8.0 Pothole Extensive
RD7 Ku Road 0.8 7.4 Pothole Throughout
3.3. Examinations of Site
Qualities of sub level soils and exceptional highlights of the site must be known to anticipate asphalt
execution. Examinations ought to decide the general reasonableness of the sub review soils in view of
grouping of the dirt, dampness thickness connection, degree to which the dirt can be compacted,
development qualities, powerlessness to pumping, and helplessness to hindering ice activity. Such
factors as groundwater, surface invasion, soil capillarity, geography, precipitation, and seepage
conditions additionally will influence the future help rendered by the sub review by expanding its
dampness content and in this way decreasing its quality. Past execution of existing asphalts over at
least 5 years on comparative nearby sub evaluations ought to be utilized to affirm the proposed outline
criteria.
Sub surface examination and research facility tests for proposed National Highway projectThe goal of
the investigation work was to decide the plausible sub surface Conditions, for example, stratification,
thickness or hardness of the strata, position of groundwater table and so forth and to assess likely
scope of safe bearing limit with respect to the structure.To satisfy the target, the work completed is
includes:
• Drilling one borehole up to the profundity of 10.0m underneath existing ground level all together
toknow the sub surface stratification, directing fundamental field tests and to collectdisturbs and
undisturbed soil tests for research center testing.
• Testing soil tests in the research center to decide its physical and engineeringproperties of the dirt
examples, and
3.4. Materials Specifications
3.4.1. Stones
Stones might be of the sort determined. It should be hard, stable, free from cracks,decay and
weathering and might be crisply quarried from an endorsed quarry. Stone withround surface might not
be used.The stones, when drenched in water for 24 hours, should not retain water by morethan 5 for
each penny of their dry weight when tried as per IS: 1124.The length of stones might not surpass 3
times its stature nor might they be less thantwice its tallness in addition to one joint. No stone should
be less in width than the tallness and width on the base might not be more noteworthy than three-
fourth of the thickness of the divider nor less than150 mm.
3.4.2. Cement
Bond to be utilized as a part of the works should be any of the accompanying sorts with the
priorapproval of the Engineer: Ordinary Portland concrete, 33 Grade, complying with IS: 269.
b) Rapid Hardening Portland concrete, complying with IS: 8041.
c) Ordinary Portland concrete, 43 Grade, complying with IS: 8112.
d) Ordinary Portland concrete, 53 Grade, complying with IS: 12269.
e) Sulfate Resistant Portland concrete, complying with IS: 12330.

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Concrete adjusting to IS: 269 should be utilized simply in the wake of guaranteeing that the base
required outline quality can be accomplished without surpassing the greatest permissiblecement
substance of 540 kg/cu. m. of cement.
3.4.3. Coarse Aggregate
For plain and strengthened bond concrete (PCC and RCC) or prestressed concrete(PSC) works, coarse
total should comprise of spotless, hard, solid, thick, non-permeable anddurable bits of pounded stone,
squashed rock, normal rock or a reasonable combinationthereof or other endorsed inactive material.
They might not comprise bits of disintegratedstones, delicate, flaky, extended particles, salt, soluble
base, vegetable issue or different deleteriousmaterials in such amounts as to decrease the quality and
toughness of the solid, or toattack the steel support. Coarse total having positive salt silica
reactionshall not be utilized.
3.4.4. Sand/fine aggregate
For workmanship work, sand should comply with the necessities of IS: 2116.For plain and
strengthened bond concrete (PCC and RCC) or prestressed concrete(PSC) works, fine total might
comprise of spotless, hard, solid and strong pieces ofcrushed stone, squashed rock, or an appropriate
blend of common sand, smashed stone orgravel. They might not contain tidy, protuberances, delicate
or flaky, materials, mica or different injurious materials in such amounts as to lessen the quality and
solidness of theconcrete, or to assault the inserted steel.
3.4.5. Steel
The utilization of cast steel should be restricted to orientation and other comparable parts. Steel
forcastings should comply with Grade 280-520N of IS: 1030. In the event that where resulting
weldingis unavoidable in the important cast steel parts, the letter N toward the finish of the
gradedesignation of the steel throwing should be supplanted by letter W. 0.3 percent to 0.5 for each
centcopper might be added to build the erosion protection properties.
3.5. Infiltration test
The example permitted to deplete downwards for 15min. The weights the punctured plate and the best
channel paper should be evacuated and the form might be weighted.
The shape plwe on the testing machine additional charge wt. adequate to technique should be put on
the example.
Table 1. Grading for close-graded granular sub-base materials

IS Sieve Per cent by weight passing the IS sieve

Designation Grading I Grading II Grading III

75mm 100 --- ---

53.0mm 85-100 100 ---
26.5mm 60-85 60-100 100
9.50mm 40-65 40-60 75-100
4.75mm 30-40 30-40 60-75
2.36mm 20-30 20-30 40-60
0.425mm 10-20 10-20 20-40
0.075mm 2-10 3-10 3-10
CBR Value (Minimum) 35 28 23

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Description MOULD-I MOULD-II

Before CALIBER
After Before Load K.G
After REM ARKS
PENETRA DEFELECTI Load K.G PENETRA DEFELE
Soaking TION
ATION
ON / SQ.CM
Soaking Soaking TION
CALIBERATIO
CTION
/ SQ.CM Soaking
M ould No. FACTOR N FACTOR (B) B*C/19.6
(A) (C) B*C/19.64 (A) (C)
6 (B) 6 7 4 7

Wt. Of Mould gm 8253 0.00 7.050 0 0.00 8253 8223 0.00 7.050 0 0.00 8223

Volume of Mould 2250 0.50 7.050 4 1.44 2250 2250 0.50 7.050 5 1.79 2250

Mould+Wet Soil gm 12894 1.00 7.050 9 3.23 12928 12872 1.00 7.050 10 3.59 12896

We t Soil gm 4641 1.50 7.050 13 4.67 4675 4649 1.50 7.050 14 5.03 4673

We t Density gm/cc 2.063 2.00 7.050 16 5.74 2.078 2.066 2.00 7.050 17 6.10 2.077

Containe r no. 57 2.50 7.050 19 6.82 109 105 2.50 7.050 20 7.18 110

Wt. Of Container gm 49.80 3.00 7.050 21 7.54 49.76 47.30 3.00 7.050 22 7.90 50.08

Containe r+ Wet Soil gm 136.26 4.00 7.050 24 8.62 142.22 154.44 4.00 7.050 25 8.97 162.28

Containe r+ Dry Soil g 129.23 5.00 7.050 27 9.69 134.62 145.72 5.00 7.050 28 10.05 153.05

Wt. Of Water gm 7.03 6.00 7.050 30 10.77 7.60 8.72 6.00 7.050 31 11.13 9.23

Wt. Of Dry Soil gm 79.43 7.50 7.050 33 11.85 84.86 98.42 7.50 7.050 34 12.20 102.97

Moisture Content % 8.85 8.95 8.86 8.96

Dry Density gm/CC 1.895 1.907 1.898 1.906

Av.Moisture Content % 8.86 8.96

Av.Dry Density gm/CC 1.897 : 2

Area of plunger 19.64 cm

Load Vs Penetration Load Vs Penetration

CBR OF SOIL CBR OF SOIL
20
20

18
18

16
16

14
14
Load in Kg/cm2

12
12
Load in Kg/cm2

10
10

8
8

6 12.7
6

4
4

2
2

0
0 0 1 2 3 4 5 6 7 8 9 10
0 1 2 3 4 5 6 7 8 9 10 Penetration in mm
Penetration in mm

CBR value at 2.5 mm 6.82 x100/70= 9.74 CBR value at 2.5 mm 7.18 x100/70= 10.26

CBR value at 5 mm 9.69 x100/105=9.23 CBR value at 5 mm 10.05 x100/105= 9.57

Fig1. Grading for close-graded granular sub-base materials

3.6. Liquid limit and plastic limit:-
As far as possible (LL) is the water content at which a dirt changes from plastic to fluid conduct. The
first fluid point of confinement trial of Atterberg's included blending pat of earth in a round-bottomed
porcelain bowl of 10-12cm distance across. A furrow was sliced through the pat of dirt with a spatula
and the bowl was then struck ordinarily against the palm of one hand.

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Sl Liquid Limit Plastic Limit

Description
No. 1 2 3 4 1 2
1 No.of Blows (n)/Penetration(mm) 29 24 19 15
2 Container No 39 35 33 28

IC
3 Weight of Container, W 1 g 60.48 40.72 43.00 42.58

ST
LA
4 Weight of Container + Wet Soil, W2 g 97.26 89.33 87.23 90.48

-P
Weight of Container + Oven dried

N
5 Soil, W g 90.95 81.27 80.24 83.28

O
N
3

Water content,w =[(W 2-W 3 )/(W 3 -

6 20.71 19.88 18.77 17.69
W 1 )]x100 %
25.00 87 28 ##
24.00
23.00
22.00 39 20.7
Moisture Contant in (%)

21.00 35 19.9
20.00 33 18.8
19.00 28 17.7
18.00
17.00
16.00
15.00
14.00
13.00
12.00
11.00
1 10 100

Penetration in (mm)
LIQUID LIMIT (% ) - FROM GRAPH PLASTIC LIMIT (% ) PLASTICITY INDEX (% )
18.89% NA NP

Fig 2.Graph for Liquid limit and plastic limit

3.7. Sieve analysis
The section is normally set in a mechanical shaker. The shaker shakes the segment, as a rule for some
settled measure of time. After the shaking is finished the material on each sifter is weighed. The
heaviness of the example of each strainer is then isolated by the aggregate weight to give a rate held
on each sifter.
The measure of the normal molecule on each sifter is then dissected to get a cut-off point or particular
size range, which is then caught on a screen.
The consequences of this test are utilized to depict the properties of the total and to check whether it is
fitting for different structural designing purposes, for example, choosing the suitable total for concrete
blends and black-top blends and also measuring of water creation well screens.
The consequences of this test are given in graphical frame to distinguish the sort of degree of the total.
The total technique for this test is illustrated in the American Society for Testing and Materials
(ASTM) C136 and the American Association and State Highway and Transportation
Officials(AASHTO) T27

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SIEVE SIZE Wt. Retained Cumulative Cumulative Specification Limits

Passing (%)
in mm in gm Wt.Retainedin gm Retained (%) Lower Upper
75.00 0 0 0.0 100.0 100 _ 100
26.50 15571 15571 35.78 64.22 55 _ 75
4.75 20750 36322 83.46 16.54 10 _ 30
0.075 5901 42223 97.02 2.98 0 _ 10
Pan 1297
Total 43520

100

90
PERCENTAGE PASSING

80

70

60

50

40

30

20

10

0
0.01 0.10 SIEVE SIZE1.00
IN mm 10.00 100.00

Result of Sample Specified Limits as per Spec. Comments

Liquid Limit (%) < 25%

Plasticity Index (%) < 6%

MDD (gm/cc)

OMC (%)

CBR at 98% MDD (%) * > 30%

10% Fines value > 50 KN

Fig3. Graph for Sieve analysis

4.0. CONCLUSION
 Pavements from the fundamental supporting structure in thruway transportation each layer of asphalt
has a huge number of capacities to perform which must be considered amid the development
procedure.
 Different sorts of asphalts can be embraced relying on the movement prerequisites.
 Improper development of asphalt burdens to early disappointment of asphalts influencing the riding
quality too.
 In the development of adaptable asphalt the quality control of materials utilized as a part of the
development is generally essential.
 Mainly the materials utilized as a part of the development will chose by the national parkway of
authority(NHAI).\

REFERENCES:
1. Design of flexible pavements for a typical cross section on National highway (NH-18) by NHAI.
2. Alignment for the existing gradient of the highway by (Indian Road Congress)IRC: 73&IRC: SP:
48-1998.
3. Design standards for flexible pavements in accordance with the TOR and based on relevant IRC
codes, MORT&H(Minister Of Road Transportation &Highways) and BIS(Bureau of Indian
Standards) specifications.
4. Design standards for structures accordance with IRC: 5 – 1998, IRC: 38, IRC: 73, IRC: 38, IRC: 6
– 2000, IRC: 6 -2000 and IS: 1893 – 1984, MORTH specifications & IRC: SP: 13.
5. Indian standards for road drainage by IRC: SP: 42-1994, IRC: 37.

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