The Pavements have been designed as Low volume rural roads as they are roads in

residential area. IRC:SP:72-2007 was followed to design the same. All the Roads are
designed as flexible or granular roads as per the code.
• A Terminal Serviciability Index of 2.0 is considered i.e lowest index that will be
tolerated before rehabilitation / strengthening or reconstruction becomes
necessary.

• The initial Serviceability Index is taken as 4.0 and a rut depth of not more than
50mm is allowed. The reliability level is set at 50%.

For design of new roads we need to look into/estimate the following aspects:
1. Estimation of traffic

2. Assessment of subgrade strength

3. Determination of Pavement thickness and composition.

1. Estimation of Traffic

Among the wide variety of the vehicles that are expected in a residential area for faculty,
for the design of pavement bicycles or motorcycles are not considered and only
motorized commercial vehicles of laden weight of more than 3 tonnes have been
considered.
A traffic growth rate of 6% has been considered over a design life of 10 years. After the
design life the pavement has to be strengthened and not completely reconstructed. Once a
year condition survey is recommended.

Traffic considered : For single lane roads: 3HCV/day (fully loaded laden)
For Double Lane Roads: 7HCV/day (fully loaded laden)

For HCV fully loaded we have Rear Axle Load to be 10.2 tonnes and Front axle load to
be about half the Rear axle load that is 5 tonnes.
Hence the Vehicle Damage Factor , VDF turns out to be = (10.3*9.8/80)4+ (5*9.8/80)4
= 2.44 +0.14 = 2.58 ESAL/HCV

The total number of ESAL = 2.58*3 /day (Single lane road)

= 2.58*7/day (double lane road)

Lateral Distribution Factor: In case of multiple lane roads , the design is done not for the
entire volume to trod the pavement but a fraction of it per lane. This factor is called
Lateral distribution Factor. For single lane roads the LDF = 1 and for double lane roads
LDF = 0.75
Cummulative ESAL applications (N) over the design life can now be computed using the
following formula:

N = T0 *365* *L
For Single lane road:
N = (3*2.58) *365* *1.0
= 37237 ESAL/day

For Double lane road:

N = (7*2.58) *365* *0.75
= 65165 ESAL/day

Traffic Category: Single lane road --- T2 (30,000-60,000)

Double lane road – T3 (60,000-100,000)

2. Subgrade Strength Evaluation

We consider the soil to be sandy clay. A layer of 300mm thick of this subgrade material
is assumed to act as a foundation for the pavement as a layer just beneath the pavement
crust.
According to the MORD specifications for Rural Roads the subgrade should be
compacted to 100% Maximum Dry Density achieved by Standard Proctor Test (I S 2720
– Part 7)

The dry unit weight of the subgrade material = 18.8KN/m3 (given) which is
16.5KN/m3(required) as according to the code (IRC:SP:72-2007)

Now as according to Table 1 (IRC:SP:72-2007) we have for sandy soils CBR value as 4-
5%.
Consider the subgrade to have a value of CBR = 4%

Subgrade Strength Classes: Poor (3-4)

3. Pavement composition

For Single lane roads:

Traffic estimation = 37237 ~ (30000, 60000) i.e. T2
Subgrade strength = 4 ~ (3-4) i.e. Poor

For these considerations we get from Fig 4. Pavement design catalogues of IRC:SP:72-
2007 :

A gravel base of 275mm thickness (CBR≥80) with a subgrade thickness as 300mm as

above.
Considering the heavy annual rainfall, we provide a minimal amount of 25mm of Premix
carpet over the gravel base. This seals the surface, preventing the entry of water which
would otherwise weaken the pavement structure and also protect the granular base from
the damaging effects of the traffic.

For Double lane roads :

Traffic estimation = 65165 ~ (60000, 100000) i.e. T3
Subgrade strength = 4 ~ (3-4) i.e. Poor
o A granular sub-base of 150mm thickness (CBR≥20)

o A base of WBM (CBR≥100) and

o A bituminous surface treated with WBM with a subgrade 300mm thick as above.

4. Drainage Design
Owing to the fact that the annual rainfall is very high in this place:
• We provided a premix carpet and a chamber of 4% for single lane roads and 2%
for double lane roads.
 • Top of the Subgrade is raised 300mm above GL and about 600mm above the
highest GWL.

• Drains of trapezoidal cross-section with top length as 40cm and bottom length as
30cm and height as 40cm are provided on both sides of the road with a slope of
0.011 as designed in the storm water design.

5. Shoulders

To provide lateral support to the pavement, shoulder is provided. A shoulder is designed

with a material as the subbase material compacted to a thickness of 100mm. The whole of
the Shoulder is grassed to prevent erosion.

6. Footpath

Foot path is provided over the storm drains from the outer edge of the shoulder. The
height of the base of the footpath with respect to the outer edge of the shoulder is about
100m above it.
It is placed over the drains with sufficient allowance beyond the dimensions of the drain.

Fig.3 : Cross Section of the road depicting the shoulder , drains and the footpath

7. Lighting
Classification: Main road is classified as Group B1 road, due to the large number of
junctions and the intersection with the road to the shopping complex. The Secondary
single lane roads have been classified as group C roads.

Forms of Light Distribution: The lights have been considered as semi cut off and non-cut
off luminaries for main and secondary roads respectively.

Level of Illumination: From the Table 1. of IS:1944_1 we have for main road an average
level of illumination on the road surface as 4 lux with a maximum of 6lux to a min of
1.2lux. We consider having bulbs with atleast 4 lux. Similarly for secondary roads we
have an average value of 3lux was designed.

Mounting Height: For Group B roads the recommended value as according to Clause 8.2
of IS: 1944_1 is 7.5 to 9m. We are considering a height of 8m for main road and a
height of 7m for secondary roads.

Sitting of luminaries: For the main road we have carriageway width as 3.5m (per lane)
and mounting height as 8m. According to Clause 8.1.a. we have to use Single side
arrangement for both the lanes. So there would be lights on both sides of the road and for
each line it is a single side arrangement. Similarly for the secondary roads, we have
Single side arrangement.

Spacing: Spacing according to Clause 8.3 : IS:1944_1 should not be greater than 3.5
times the height for semi-cut off region and 4 times the height for non-cut off region. So
we consider a spacing of 20m (<3.5*8) for main roads and 20m (<4*7) for secondary
road. At junctions there would be two or more lightings for extra clarity. For bent curves
as in the secondary roads we have the spacing reduced from 20m to 15m.

Outreach/Overhang: According to Clause 8.4 : IS:1944_1 we have the overhang not to

exceed more than one fourth of the mounting height. So for main road we have a
overhang of 1.5m and for secondary roads the overhang is 1m and for curved roads the
overhang has to be kept lower, so it is 0.75m.