Ijaet Oct-Dec, 2010 Article 32 PDF

International Journal of Advanced Engineering Technology
E-ISSN 0976-3945
Research Article
STUDY ON PERFORMANCE OF FLEXIBLE HIGHWAY

PAVEMENTS
Rokade S a*, Agarwal P K b and Shrivastava R c
Address for Correspondence
a
Assistant Professor, Department of Civil Engineering, Maulana Azad National Institute of

Technology (MANIT), Bhopal MP INDIA
b
Associate 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
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 Governments past negligence to
results in failure of pavement structure. The
provide the needed funds for road
failure is of structural type if the pavement
maintenance. A broad assessment shows
fails to carry design loads. It is of functional
that over 50 percent of state highway
IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338
(SH) and major district road (MDR)

network has poor riding quality. Losses
Pavement
E-ISSN 0976-3945
Deflection
(Structural
Adequacy)
due to poor condition of these roads
The objective of the present study is to carry
would be around Rs. 6000 crore per
out the various studies to evaluate the
annum besides their premature failure

resulting in huge rehabilitation and
reconstruction costs implying infusion of
avoidable plan funds at accelerated
intervals.
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.
Originally, a pavements relative ability to
The scope of the present study includes the
serve
evaluation of the following aspects:
traffic
subjectively
was
by
determined
visual
inspection
quite
and
Traffic
Volume
Survey
and
experience. However, experience is difficult
Analysis to assess the present traffic
to transfer from one person to another, and
on the road.
individual decisions made from similar data
are often inconsistent. In the late 1950s,

systems of objective measurement (such as
the basis of Visual Rating.
roughness meters, deflection and skid test

equipment) began to appear that could
quantify
pavements
condition
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)
Roughness
Measurements
with
Bump Integrator.
and
performance. The performance evaluation
Road Surface Condition Survey on
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 inservice 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
Skid resistance (Traffic Safety)
evaluation of riding quality of pavement
Rideability of the road surface.
involves a study of the functional behaviour
E-ISSN 0976-3945
of a stretch of road pavement in its entire
Roughness
reach.
For a functional behaviour or
characteristic because it affects not only ride
performance analysis, information is needed
quality but also vehicle delay costs, fuel
on the history of riding quality of the
consumption and maintenance costs. The
pavement stretch.
Until a measure of
World Bank found road roughness to be a
pavement serviceability was developed after
primary factor in the analyses and trade-offs
the AASHO road test, little attention was
involving
paid
pavement
(UMTRI, 1998). Roughness is also referred
performance and the pavement was either
to as "smoothness" although both terms refer
considered satisfactory or unsatisfactory.
to the same pavement qualities.
The idea of relative performance was not
Need for Evaluation of Riding Quality
adequately developed.
There are two
One of the most important functions of a
general types of pavement condition indices:
pavement engineer is the evaluation of in-
one type of index (type 1) represents raw
service pavements. It is necessary for them
data for only one pavement condition
to know the condition of pavement surface
parameter
with reference to the riding quality and to fix
to
the
evaluation
(e.g.
of
distress,
roughness,
is
road
an
important
quality
vs.
pavement
user
cost
deflection, skid resistance, etc.). The other
suitable
type of index represents a combination of
maintenance and priority programs.
more
evaluation of riding quality of pavement
than
parameter.
one
pavement
The
method
condition
criteria
to
establish
The
of
involves a study of the functional behaviour
combining all or some of the rating so as to
of a stretch of road pavement in its entirety.
constitute a global (or serviceability) index
For a functional behaviour or performance
representing the pavement condition.
analysis, information is needed on the
The AASHO Road Test, 1958-61, and
history of riding quality of the pavement
researchers associated with it, made an
stretch.
enormous contribution to the technology
serviceability was developed after the
base
AASHO road test, little attention was paid to
of
pavement
consists
failure
management
using
pavement evaluation.
Flexible
Pavement
Until a measure of pavement
the evaluation of pavement performance and

Riding
Quality
the
pavement
was
either
considered
Concepts
satisfactory or unsatisfactory. The idea of
Pavement roughness is generally defined as
relative performance was not adequately
an expression of irregularities in the
developed. In condition survey, pavement
pavement surface that adversely affect the
surface condition is measured at a given
ride quality of a vehicle (and thus the user).
time. The assessment of riding quality is
E-ISSN 0976-3945
considered to be the most important
Unevenness/
component of pavement surface condition.
Pavements
This type of survey is not concerned with
The riding quality of a pavement can be
evaluating
of
measured by a Bump Integrator which
pavement and generally no attempt is made
qualifies in to physical terms, the overall
to determine the reason for the evenness or
surface condition of the pavement. It is thus
any other type of pavement condition. The
a very useful tool in the hands of a
major objectives of undulations/unevenness
maintenance engineer.It is necessary for the
measurements of road pavements are as
pavement maintenance engineer to evaluate
follows:
functional condition of a pavement surface
i)
To determine whether the pavement
from time to time.
surface is acceptable even from the point
requirements of a pavement surface from
of view of riding quality for motor
users point of view are to provide safe,
vehicles
comfortable and fast movement of the
the
structural
strength
Roughness
of
Flexible
The functional
ii) To measure the unevenness of various
vehicles at reasonably low vehicle operation
stretches of the road system periodically
cost. Unevenness is normally measured with
and to maintain the record to decide
response type measuring equipment, which
priority for improvement of road surface
is relatively fast and inexpensive.
conditions or riding quality from the
towed fifth wheel Bump Integrator is one
point of view of the road users.
such instrument. The unevenness measured
The
iii) To decide the type of pavement surface
by these devices is generally expressed in
treatment to improve the riding quality
terms of cumulative humps and depressions
to the desired level.
(mm/km) or slope variance.
The work
The responsibility of the highway Engineer
carried out as a part of the Road User Cost
is to provide road profile as free as possible
Study has revealed that, for every 100
from necessary undulations. However, as
mm/km increase in roughness, the speeds
Millard and Lister have pointed out, unless a
reduces by 1.5 to 2.5 km/hr.
cash value is put on riding comfort this leads
Predicting
to an open ended financial commitment.
progression over the life cycle of a road
Clearly the cost involved specifically in
pavement is undoubtedly the most critical of
obtaining a satisfactory surface profile must
the
be limited to a few percent of the cost of
predictions.
laying the pavement.
cost components for a road on a given
the
various
trends
pavement
of
unevenness
performance
Since, the vehicle operation
alignment depends to a large degree on
E-ISSN 0976-3945
unevenness, which has been proved in the
a routine maintenance management step
Kenya study on the cost of operation of
before the maximum permissible terminal
vehicles,
values of undulations are reached.
the
optimum
timing
of
maintenance interventions and economic
RESULTS AND DISCUSSIONS
benefits accruing from them depend greatly
Description of the study area
on the prediction of unevenness progression.
In this Pavement Performance Study (PPS) 4
The study of pavement unevenness is
National Highways and 1 State Highway
important from the following aspects.
was chosen near Bhopal, the details about

each road section is as follows:
To judge the quality of construction
To assess the need for renewal of
Bombay Road
pavement surfacing
(1) National Highway (NH-3) Agra-
To create a healthy competition in road

construction industry to provide better
The salient features of the Road Section are:

1. Length of the Section of the Road: 5.0
Km
riding comfort
To create good public relations as the

road users will judge the quality of
construction mainly from the riding
To work out the economic losses in

terms of increased road user costs due
to poor road surface condition
3. No. of lanes: 2 lanes

4. Divided/Undivided: Undivided
5. Type of Shoulder: Hard Shoulder
qualities of a pavement
2. Type of Pavement: Bituminous
and to
6. Drainage System: Longitudinal Drain on

either side, Transverse drain
7. Surrounding Environment: Rural
8. Type of traffic: Mixed traffic (Mainly
convince the legislators about economic

justification
of
maintenance
and
Commercial Vehicles)
9. Present Traffic Intensity: 7,220 CVPD
rehabilitation measures and better types
(Seven Days 24 hour Traffic Volume
of highway surfacing
Count)
In view of the above discussions it is very
10. Average Speed: 100 Km/ hr.
essential to measure qualitatively the surface
11. Annual Rainfall: 110 cm
unevenness in the following two cases:
12. Details of Existing Crust
i) Soon after the construction of each of the
Granular Sub Base = 350 mm
new pavement layers, as one of the
WBM Base = 425 mm
essential quality control checks before
Dense Bituminous Macadam=120 mm
approving the work.
Bituminous Concrete = 40 mm
ii) At suitable intervals to evaluate the

surface condition of existing pavement as

(2) National Highway (NH-12) Jaipur-
6. Drainage
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System:
Longitudinal
Jabalpur Road
Drain on either side, No Proper
The salient features of the Road Section are:
transverse drains
1. Length of the Section of the Road: 5.0

8. Type of traffic:
Km
(Mainly Commercial Vehicles)

9. Present Traffic Intensity: 7,115

CVPD (Seven Days 24 hour Traffic
Volume Count)

6. Drainage System: Longitudinal Drain on
either side
Mixed traffic

11. Average Annual Rainfall: 110 cm
8. Type of traffic: Mixed traffic (Mainly

Commercial Vehicles)
9. Present Traffic Intensity: 6955 CVPD
WBM Base = 425 mm
Dense Bituminous Macadam

=100 mm
(Seven Days 24 hour Traffic Volume
Count)
(4) National Highway (NH-69) Bhopal
(Obdullaganj) - Nagpur Road
The salient features of the Road Section
are:
WBM Base = 400 mm
1. Length of the Section of the Road:
Dense Bituminous Macadam=110
5.0 Km
mm
(3) National Highway (NH-86) Bhopal-
Sagar Road

are:
6. Drainage
System:
Longitudinal
Drain on either side

5.0 Km

8. Type of traffic:
Mixed traffic

Volume Count)
E-ISSN 0976-3945
PAVEMENT PERFORMANCE DATA
Structural Evaluation of Pavement by
Benkelman Beam
Basic Principles of Deflection Method:
WBM Base = 425 mm
Dense Bituminous Macadam
closely related to the elastic deflection
=100 mm
of pavement under the wheel loads. The
deformation or elastic deflection under a
Performance of flexible pavements is
(5) State Highway (SH-23) Bhopal- Sironj
given load depends upon subgrade soil
Road
type,
its
moisture
content
and
compaction, the thickness and quality of
are:
pavement courses, drainage conditions,
pavement surface temperature etc.
5.0 Km
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
6. Drainage
dual wheels of the loaded truck, it is
System:
No
proper
possible to measure the rebound and
Drainage system
residual deflections of the pavement
8. Type of traffic:
structure. While the rebound deflection
Mixed traffic
is one related to pavement performance,
the residual deflection may be due to
non
recoverable
deflection
of
the
Volume Count)
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
WBM Base = 325 mm
overlay thickness for existing flexible
Bituminous Macadam =75 mm
pavements by Benkelman Beam Deflection
Semi
technique for both the left and the right lanes
Dense
Bituminous
Concrete = 30 mm
for NH-3, NH-12, NH-86, NH-69 and SH23.
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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:811997
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
Dial Gauge Deflections
Rebound
Deflection
mm
Pavement
Temperature
o
C
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
0.160
0.040
0.120
0.240
0.875
0.560
0.587
0.280
0.747
0.460
0.320
0.520
0.360
0.320
0.360
0.120
0.000
0.100
1.046
0.100
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
28
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.070
0.247
0.118
0.204
0.333
1.015
0.677
0.707
0.376
0.879
0.570
0.418
0.632
0.459
0.415
0.457
0.198
0.068
0.174
1.189
0.172
Chainage
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
250
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
4250
4500
4750
5000
Initial
Interm
ediate
Final
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
2
6
10
29
28
22
12
30
23
15
24
18
15
18
5
0
4
40
5
8
2
6
12
35
28
25
14
33
23
16
26
18
16
18
6
0
5
45
5
E-ISSN 0976-3945
Table 2: Structural Evaluation of Pavement by Benkelman Beam on (NH-3) on Right Lane

Name of the road: National Highway (NH-3) Agra- Bombay Road
Lane: Right
Air Temperature (Start): 27 oC
Air Temperature (End): 28.5 oC
Rebound
Pavement Temperature
Sr. No.
Test
Corrected
Deflection Temperatu
Point
Correction
Deflection
mm
re
Location
(mm)
(with Temp.
o
Chainage
& MCF) mm
C
Initial
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
250
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
4250
4500
4750
5000
Interm
ediate
Final
0
4
4
0.080
0
5
9
0.296
0
3
7
0.256
0
17
21
0.536
0
21
22
0.440
0
28
29
0.580
0
23
28
0.706
0
25
25
0.500
0
24
25
0.500
0
24
28
0.676
0
20
25
0.646
0
18
18
0.360
0
19
24
0.626
0
12
12
0.240
0
12
12
0.240
0
10
12
0.240
0
5
8
0.247
0
16
22
0.615
0
14
18
0.476
0
13
15
0.300
Average Deflection (Right + left lane)
Standard Deviation
Characteristic Deflection
Overlay Thickness in mm
27
27
27
27
27
27
27
27
27
26
26
26
26
26
26
26
26
26
26
25
0.080
0.080
0.080
0.080
0.080
0.080
0.080
0.080
0.080
0.090
0.090
0.090
0.090
0.090
0.090
0.090
0.090
0.090
0.090
0.100
0.172
0.406
0.364
0.666
0.564
0.715
0.852
0.632
0.633
0.824
0.792
0.486
0.772
0.359
0.360
0.361
0.370
0.766
0.619
0.430
0.511
0.260
1.030
134.55
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Name of the road: National Highway (NH-12) Jaipur- Jabalpur Road
Lane: Left
PaveRebound
Sr. No. Test Point
Corrected
Temperature
ment
Deflection
Location
Deflection
Correction
Temp(mm)
Chainage
(with Temp.
(mm)
erature
& MCF) mm
o
C
Initial
Interm
ediate
Final
250
26
31
0.766
32
0.03
0.869
500
19
29
0.871
32
0.03
0.979
750
20
25
0.646
32
0.03
0.750
1000
23
25
0.500
32
0.03
0.603
1250
27
30
0.687
32
0.03
0.797
1500
33
43
1.151
32
0.03
1.276
1750
40
44
0.996
32
0.03
1.120
2000
34
42
1.073
32
0.03
1.200
2250
21
31
0.911
32
0.03
1.036
10
2500
12
17
0.486
30
0.05
0.602
11
2750
18
0.622
30
0.05
0.742
12
3000
19
25
0.675
30
0.05
0.796
13
3250
10
15
0.446
30
0.05
0.560
14
3500
13
17
0.456
30
0.05
0.572
15
3750
19
22
0.527
30
0.05
0.644
16
4000
23
31
0.853
30
0.05
0.979
17
4250
18
20
0.400
30
0.05
0.514
18
4500
22
25
0.587
30
0.05
0.706
19
4750
16
26
0.811
30
0.05
0.936
20
5000
14
15
0.300
30
0.05
0.411
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Name of the road: National Highway (NH-12) Jaipur- Jabalpur Road
Lane: Right
Sr.
No.
Test Point
Location
Chainage
Rebound
Deflection
(mm)
Temperature
Correction
(mm)
Corrected
Deflection
(with Temp.
& MCF) mm
34
34
34
34
34
34
34
34
34
34.5
34.5
34.5
34.5
34.5
34.5
34.5
34.5
34.5
34.5
34.5
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.015
0.849
0.727
0.717
0.842
0.881
0.458
1.491
0.988
0.616
0.670
0.665
0.362
0.452
0.532
0.447
0.797
0.346
1.057
0.561
0.411
0.749
0.263
1.275
167.53
Initial
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
250
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
4250
4500
4750
5000
Inter
Final
mediat
e
0
28
32
0.756
0
30
32
0.640
0
12
20
0.633
0
28
32
0.756
0
30
34
0.796
0
12
15
0.387
0
55
61
1.395
0
38
41
0.907
0
20
23
0.547
0
8
17
0.602
0
20
24
0.596
0
14
15
0.300
0
12
15
0.387
0
6
13
0.464
0
18
19
0.380
0
34
36
0.720
0
12
14
0.280
0
24
34
0.971
0
17
20
0.487
0
16
17
0.340
Standard Deviation
Overlay Thickness in terms of BM mm
Pavement
Tempe
rature
o
C
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Name of the road: National Highway (NH-86) Bhopal- Sagar Road
Lane: Left
PaveRebound
Corrected
Temperature
Sr.
Test Point
Deflection
ment
Deflection
No.
Location
Correction
(with Temp.
Tempe
(mm)
(mm)
Chainage
& MCF) mm
rature
o
C
Initial
Interm
ediate
Final
250
0.180
35
0.0
0.242
500
15
16
0.320
35
0.0
0.388
750
25
25
0.500
35
0.0
0.573
1000
27
27
0.540
35
0.0
0.618
1250
20
20
0.400
35
0.0
0.482
1500
29
29
1.580
35
0.0
0.668
1750
31
39
1.013
35
0.0
1.108
2000
22
23
0.460
35
0.0
0.556
2250
20
20
0.400
35
0.0
0.500
10
2500
14
14
0.280
36
0.01
0.383
11
2750
23
23
0.460
36
0.01
0.562
12
3000
18
18
0.360
36
0.01
0.460
13
3250
31
32
0.640
36
0.01
0.740
14
3500
70
74
1.596
36
0.01
1.702
15
3750
16
16
0.320
36
0.01
0.413
16
4000
31
31
0.620
36
0.01
0.714
17
4250
27
30
0.687
36
0.01
0.779
18
4500
49
49
0.980
36
0.01
1.073
19
4750
28
30
0.600
36
0.01
0.687
20
5000
26
26
0.520
36
0.01
0.605
E-ISSN 0976-3945

Name of the road: National Highway (NH-86) Bhopal- Sagar Road
Lane: Right
Rebound
PaveCorrected
Temperature
Sr.
Test Point
Deflection
Deflecment
No.
Location
Correction
(with Temp.
tion
Tempera
(mm)
Chainage
& MCF) mm
(mm)
ture
o
C
Initial
Interm
ediate
Final
250
17
20
0.487
34
0.01
0.572
500
21
27
0.715
34
0.01
0.796
750
23
27
0.656
34
0.01
0.733
1000
25
28
0.647
34
0.01
0.720
1250
27
33
0.835
34
0.01
0.904
1500
28
29
0.580
34
0.01
0.643
1750
24
28
1.676
34
0.01
0.736
2000
21
27
0.715
34
0.01
0.770
2250
23
23
0.460
34
0.01
0.508
10
2500
16
18
0.360
34
0.01
0.403
11
2750
14
17
0.427
34
0.01
0.472
12
3000
29
29
0.580
34
0.01
0.627
13
3250
35
39
0.896
34
0.01
0.947
14
3500
35
39
0.896
34
0.01
0.948
15
3750
43
45
0.900
34
0.01
0.953
16
4000
23
27
0.656
34
0.01
0.708
17
4250
37
43
1.035
34
0.01
1.090
18
4500
31
39
1.013
34
0.01
1.069
19
4750
32
34
0.680
34
0.01
0.735
20
5000
33
37
0.856
34
0.01
0.914
0.712
Standard Deviation
0.268
1.249
164.85
E-ISSN 0976-3945

Name of the road: National Highway (NH-69) Bhopal (Obdullaganj)- Nagpur Road
Lane: Left
Rebound Pavemen Temperature
Corrected
Sr.
Test Point
Deflection
Deflectio
t
No.
Location
Correction
(with Temp.
n
Tempera
(mm)
Chainage
& MCF) mm
(mm)
ture
o
C
Initial
Interm
ediate
Final
250
0.160
34
0.01
0.247
500
0.040
34
0.01
0.118
750
0.120
34
0.01
0.204
1000
12
12
0.240
34
0.01
0.333
1250
29
35
0.875
34
0.01
1.015
1500
28
28
0.560
34
0.01
0.677
1750
22
25
0.587
34
0.01
0.707
2000
12
14
0.280
34
0.01
0.376
2250
30
33
0.747
34
0.01
0.879
10
2500
23
23
0.460
32
0.01
0.570
11
2750
15
26
0.320
32
0.03
0.418
12
3000
24
26
0.520
32
0.03
0.632
13
3250
18
18
0.360
32
0.03
0.459
14
3500
15
16
0.320
32
0.03
0.415
15
3750
18
18
0.360
32
0.03
0.457
16
4000
0.120
32
0.03
0.198
17
4250
0.0
32
0.03
0.068
18
4500
0.100
32
0.03
0.174
19
4750
40
45
1.046
32
0.03
1.189
20
5000
0.100
32
0.03
0.172
E-ISSN 0976-3945

Name of the road: National Highway (NH-69) Bhopal (Obdullaganj)- Nagpur Road
Lane: Right
Rebound
PaveDial Gauge Deflections
TemperaCorrected
Sr.
Test Point
Deflecment
No.
Location
ture
Deflection (with
tion
TemperCorrection
Temp. & MCF)
Chainage
(mm)
ature
(mm)
mm
o
C
Initial
Interm
ediate
Final
250
0.080
35
0.0
0.172
500
0.296
35
0.0
0.406
750
0.256
35
0.0
0.364
1000
17
21
0.536
35
0.0
0.666
1250
21
22
0.440
35
0.0
0.564
1500
28
29
0.580
35
0.0
0.715
1750
23
28
1.706
35
0.0
0.852
2000
25
25
0.500
35
0.0
0.632
2250
24
25
0.500
35
0.0
0.633
10
2500
24
28
0.676
35
0.0
0.824
11
2750
20
25
0.646
36
0.01
0.792
12
3000
18
18
0.360
36
0.01
0.486
13
3250
19
24
0.626
36
0.01
0.772
14
3500
12
12
0.240
36
0.01
0.359
15
3750
12
12
0.240
36
0.01
0.360
16
4000
10
12
0.240
36
0.01
0.361
17
4250
0.247
36
0.01
0.370
18
4500
16
22
0.615
36
0.01
0.766
19
4750
14
18
0.476
36
0.01
0.619
20
5000
13
15
0.300
36
0.01
0.430
0.511
Standard Deviation
0.260
1.030
134.55
E-ISSN 0976-3945
Table 9: Structural Evaluation of Pavement by Benkelman Beam on (SH-23) on Left Lane

Name of the road: State Highway (SH-23) Bhopal Sironj Road
Lane: Left
Rebound
PaveCorrected
Temperature
Sr.
Test Point
Deflection
Deflecment
No.
Location
Correction
(with Temp.
tion
Tempera
(mm)
Chainage
& MCF) mm
(mm)
ture
o
C
Initial
Interm
ediate
Final
250
37
39
0.780
36
0.01
0.877
500
27
40
0.687
36
0.01
0.782
750
41
42
0.840
36
0.01
0.935
1000
48
48
0.960
36
0.01
1.055
1250
40
41
0.820
36
0.01
0.913
1500
30
31
0.620
36
0.01
0.710
1750
45
45
0.900
36
0.01
0.991
2000
29
29
0.580
36
0.01
0.668
2250
40
41
0.820
36
0.01
0.908
10
2500
26
26
0.520
36
0.01
0.605
11
2750
46
46
0.920
34
0.01
1.010
12
3000
30
30
0.600
34
0.01
0.689
13
3250
40
40
0.800
34
0.01
0.893
14
3500
30
31
0.620
34
0.01
0.714
15
3750
39
40
0.800
34
0.01
0.897
16
4000
28
28
0.560
34
0.01
0.657
17
4250
35
35
0.700
34
0.01
0.800
18
4500
27
27
0.540
34
0.01
0.641
19
4750
35
36
0.720
34
0.01
0.825
20
5000
32
34
0.680
34
0.01
0.786
E-ISSN 0976-3945
Table 10: Structural Evaluation of Pavement by Benkelman Beam on (SH-23) on Right

Lane
Name of the road: State Highway (SH-23) Bhopal Sironj Road
Lane: Right
Sr.
Test Point
Rebound
PaveTemperature
Corrected
No.
Location
Deflecment
Correction
Deflection
Chainage
tion
Tempera
(mm)
(with Temp.
(mm)
ture
& MCF) mm
o
C
Initial
Interm
ediate
Final
250
34
37
0.827
38
0.03
0.915
500
30
31
0.620
38
0.03
0.706
750
34
34
0.680
38
0.03
0.766
1000
46
49
1.067
38
0.03
1.156
1250
36
36
0.720
38
0.03
0.806
1500
35
36
0.720
38
0.03
0.806
1750
36
37
0.740
38
0.03
0.827
2000
40
43
0.947
38
0.03
1.036
2250
29
30
0.600
38
0.03
0.685
10
2500
39
42
0.927
38
0.03
1.015
11
2750
31
33
0.660
36
0.01
0.746
12
3000
44
45
0.900
36
0.01
0.988
13
3250
33
34
0.680
36
0.01
0.766
14
3500
38
39
0.780
36
0.01
0.867
15
3750
27
27
0.540
36
0.01
0.625
16
4000
30
33
0.747
36
0.01
0.834
17
4250
26
28
0.560
36
0.01
0.645
18
4500
34
34
0.680
36
0.01
0.766
19
4750
35
38
0.847
36
0.01
0.935
20
5000
31
31
0.620
36
0.01
0.706
0.824
Standard Deviation
0.135
1.094
144.16
E-ISSN 0976-3945
Determination of Riding Quality
conveniently be measured by a towed Bump
A newly constructed road gives a smooth
Integrator. A similar device can be attached
ride. As the pavement is subjected to traffic,
to the rear axle of a suitable vehicle. In order
damage occurs which is reflected in
to give reliable results, however this type of
deformation
and
equipment must be carefully calibrated and
consequently the riding quality of the road
must be operated at as uniform a speed as
deteriorates. Therefore the quality of the
possible.
ride, as measured by road roughness, is a
recommended by the Ministry of Road
measure of the roads deterioration with time.
Transport and Highways for roads with
Riding quality also affects vehicle operating
different types of surfaces are given in Table
cost. The levels of roughness which are
11. The Tables 12 to 16 shows the
taken to indicate the need for maintenance,
Roughness Index values for NH-3, NH-12,
interventions vary a great deal and are
NH-86, NH-69 and SH-23. The condition of
particularly influenced by the form of
the road section is ascertained accordingly
construction.
as good, average, poor and very poor.
of
The
the
pavement
riding
quality
may
The
values
in
(mm/Km)
Table 11: Recommended Roughness Values for Roads in India in (mm/Km)

Surface Type
Good
Average
Poor
Very
Poor
Bituminous Concrete/
2000-2500
2500-3500
3500-4000
Over 4000
SDBC
Premix Bituminous
2500-4500
4500-5500
5500-6500
Over 6500
Carpet/ MSS
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.
1
2
3
4
5
6
7
8
9
10
Test Point
Location
Chainage
100
200
300
400
500
600
700
800
900
1000
Bumps (B)
96
101
100
105
105
108
111
108
100
101
Wheel
Revolution
Obtained W)
458
450
452
455
456
457
458
459
460
459
Wheel
Revolution
per Km
460
460
460
460
460
460
460
460
460
460
Roughness
Index (R.I.)
(mm/Km)
2410.5
2581.1
2544.2
2653.8
2648
2717
2787
2705
2500
2530
Condition of
Road
Good
Average
Average
Average
Average
Average
Average
Average
Average
Average
E-ISSN 0976-3945
Continue from previous page..
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
99
95
96
96
97
81
84
98
86
98
105
109
110
114
115
119
124
129
125
122
134
136
139
141
142
144
148
144
147
155
154
150
149
98
97
95
96
87
79
73
455
458
459
458
450
452
455
456
462
458
455
452
453
450
452
453
455
458
450
452
454
451
453
452
451
455
456
459
457
455
453
455
457
456
450
453
458
420
451
449
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
460
2502
2385
2405
2410
2478
2060
2123
2471
2140
2460
2653
2773
2792
2913
2925
3020
3134
3239
3194
3103
3394
3467
3528
3587
3620
3639
3732
3607
3699
3917
3909
3791
3749
2471
2478
2411
2410
2382
2014
1869
Average
Good
Good
Good
Good
Good
Good
Good
Good
Good
Average
Average
Average
Average
Average
Average
Average
Average
Average
Average
Average
Average
Poor
Poor
Poor
Poor
Poor
Poor
Poor
Poor
Poor
Poor
Poor
Good
Good
Good
Good
Good
Good
Good
E-ISSN 0976-3945
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
100
94
427
460
2531
Average
200
108
439
460
2829
Average
300
127
458
460
3188
Average
400
129
457
460
3246
Average
500
125
457
460
3145
Average
600
115
452
460
2925
Average
700
140
455
460
3538
Poor
800
145
451
460
3697
Poor
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
E-ISSN 0976-3945
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
Bumps (B)
Wheel
Wheel
Roughness
Condition of
96
Revolution
Obtained (W)
458
Revolution
per Km
460
Index (R.I.)
(mm/Km)
2410.5
Road
Location
Chainage
100
200
101
450
460
2581.1
Average
300
100
452
460
2544.2
Average
400
105
455
460
2653.8
Average
500
105
456
460
2648
Average
600
108
457
460
2717
Average
700
111
458
460
2787
Average
800
108
459
460
2705
Average
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
Good
E-ISSN 0976-3945
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
E-ISSN 0976-3945
Table 15: Roughness Index Values for National Highway (NH-69) Bhopal (Obdulaganj)Nagpur Road
S. No.
Bumps (B)
Test Point
Location
Chainage
100
Wheel
Revolution
per Km
460
Roughness
Index (R.I.)
(mm/Km)
2410.5
Condition of
Road
96
Wheel
Revolution
Obtained (W)
458
200
101
450
460
2581.1
Average
300
100
452
460
2544.2
Average
400
105
455
460
2653.8
Average
500
105
456
460
2648
Average
600
108
457
460
2717
Average
700
111
458
460
2787
Average
800
108
459
460
2705
Average
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
Good
E-ISSN 0976-3945
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
Bumps (B)
Wheel
Wheel
Roughness
Condition of
96
Revolution
Obtained (W)
458
Revolution
per Km
460
Index (R.I.)
(mm/Km)
2410.5
Road
Location
Chainage
100
200
101
450
460
2581.1
Average
300
100
452
460
2544.2
Average
400
105
455
460
2653.8
Average
500
105
456
460
2648
Average
600
108
457
460
2717
Average
700
111
458
460
2787
Average
800
108
459
460
2705
Average
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
Good
E-ISSN 0976-3945
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
E-ISSN 0976-3945
Table 17: The Results of Benkelman Beam Study

Sr. No.
1
2
3
4
5
Name of the Road

NH 3
NH 12
NH 69
NH86
SH 23
Overlay Thickness in terms of Bituminous Macadam (mm)

134.55
167.53
134.55
164.85
144.16
6) The Roughness Index Values (RI) were
CONCLUSIONS
1) The Traffic volume study (7 days count)
found by Bump Integrator for all the
indicate that in case of NH 3, NH 12,
five stretches for each 100 m section and
NH 69,NH 86 and SH 23, the traffic is
the pavement surface condition was
of very high intensity and also heavy
rated as Very Poor, Poor, Average and
axle load vehicles (rear axle load more
Good.
than 10.2 t ) ply on the roads.
7) The present study is based on Pavement
2) The heavy axle loads on the road are
Condition Index (PCI) and involves a
leading to its premature failure and
set of performance variables, such as
distresses
Pavement Distresses and Pavement
like
rutting,
cracking,
localized depressions etc.
Condition Rating.
3) The drainage system both longitudinal
8) The results of subgrade analysis shows
and transverse are inefficient and is not
that in stretches where high PI value was
working
observed there is a need for a drainage
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
or blanket layer to enhance the drainage

characteristics of the layered system.
9) The methodology and analytical tools
was
presented in this study are based on the
conducted on all the five stretches and
extensive field data base from in-service
structural inadequacy was found in the
heavily trafficked highway pavements,
sections of all the five stretches i.e.
hence can be adopted as reliable
NH3, NH12, NH69, NH86 and SH23.
techniques
5) There is a need to go for measures such
applications
to
study
of
the
flexible
various
pavement
as an overlay on all the five stretches.
deterioration models in the maintenance
The overlay thicknesses in terms of BM
management
were found for all the stretches and are
pavements in India.
shown in Table 17.
system
for
highway
10) The Pavement Performance Study will

help in arriving at the most appropriate

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
Roads
for
Maintenance
and
Rehabilitation Strategies, Final Report.
3. Haas, Ralph and Hudson, (1978).
Pavement Management System,
McGraw Hill,New York.
4. M. Satya Kumar & V .N Viju Kumar
2004,
Development
of
a
methodology for priority ranking of
highway pavements for maintenance
based on composite criteria, Nov.
2004. Indian Highways.
5. Shahin M.Y., Pavement Management
for Airports, Roads, and Parking lots,
Chapman & Hall, New York, 1994
6. Haas, R., Hudson, W. R. and
Zaniewski, J, Modern pavement
management, Krieger Publishing
company, Malabar, Florida USA 1994.
7. Sood, V.K. Highway maintenance
management system- An overview,
proceeding ICORT 1995, Department
of Civil Engineering, University of
Roorkee, 1995.
8. MORT&H, IRC 2001, Report of the
committee on norms for maintenance of
roads in India,New Delhi.
9. K. P. George and A. Raja Shekharan
(1995) Future directions in pavement
management, ICORT-95
10. The Report of the Working Group on
Roads (2007-2012) for 11th Five Year
Plan, Ministry of Shipping, Road
Transport and Highways, April 2007.
11. Rokade, S, Kishan D and M. Dohare,
Evaluation of Pavement Based on
Pavement Condition Indices: An
Overview National Conference at NIT
Raipur, 15-16 February, 2008.
E-ISSN 0976-3945

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International Journal of Advanced Engineering Technology

STUDY ON PERFORMANCE OF FLEXIBLE HIGHWAY

Assistant Professor, Department of Civil Engineering, Maulana Azad National Institute of

KEYWORDS: Functional evaluation, Structural evaluation, pavement performance, road

type if it does not give a smooth riding

network is under severe strain due to

results in failure of pavement structure. The

provide the needed funds for road

failure is of structural type if the pavement

maintenance. A broad assessment shows

fails to carry design loads. It is of functional

that over 50 percent of state highway

IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338

International Journal of Advanced Engineering Technology

(SH) and major district road (MDR)

due to poor condition of these roads

The objective of the present study is to carry

would be around Rs. 6000 crore per

out the various studies to evaluate the

annum besides their premature failure

performance (in service behavior) of flexible

A detailed pavement condition

survey is done on 4 National Highways and

Originally, a pavements relative ability to

The scope of the present study includes the

evaluation of the following aspects:

experience. However, experience is difficult

Analysis to assess the present traffic

to transfer from one person to another, and

individual decisions made from similar data

are often inconsistent. In the late 1950s,

the basis of Visual Rating.

roughness meters, deflection and skid test

of a road can cover many aspects including

assessment of traffic safety on road surface,

performance. The performance evaluation

Road Surface Condition Survey on

Pavement with Benkelman Beam.

Existing Pavement Crust and Sub

MATERIALS AND METHODS

maintenance and priority programs. The

Skid resistance (Traffic Safety)

evaluation of riding quality of pavement

Rideability of the road surface.

involves a study of the functional behaviour

IJAET/Vol.I/ Issue III/Oct.-Dec.,2010/312-338

International Journal of Advanced Engineering Technology

of a stretch of road pavement in its entire

For a functional behaviour or

characteristic because it affects not only ride

performance analysis, information is needed

quality but also vehicle delay costs, fuel

on the history of riding quality of the

consumption and maintenance costs. The

World Bank found road roughness to be a

pavement serviceability was developed after

primary factor in the analyses and trade-offs

the AASHO road test, little attention was

(UMTRI, 1998). Roughness is also referred

performance and the pavement was either

to as "smoothness" although both terms refer

considered satisfactory or unsatisfactory.