3. ABSTRACT
Pavements are required for the smooth, safe and systematic
passage of traffic
Flexible pavements are those which have low flexural
strength and are flexible in their structural action under
loads.
Rigid pavements are those which possess note worthy
flexural strength and flexural rigidity.
The flexible pavements are less expensive also with regard
to initial investment and maintenance.
The economic part are carried out for the design pavement
of a section by using the result obtain by design method
and their corresponding component layer thickness.
4. For economic and efficient construction of highways, correct design of
the thickness of pavements for different conditions of traffic and sub-
grades is essential.
The road should be even along the longitudinal profile to enable the fast
vehicles to move safely and comfortably at the design speed.
A pavement layer is considered more effective or superior, if it is able to
distribute the wheel load stress through a larger area per unit depth of the
layer.
The elastic deformation of the pavement should be within the
permissible limits, so that the pavement can sustain a large number of
repeated load applications of design life
It is always desirable to construct the pavement well above the maximum level of the ground water to keep the sub-grade relatively dry even during monsoons. At high moisture contents, the soil becomes weaker and soft and starts yielding under heavy wheel loads, thus increasing the tractive resistance.
5. OBJECTIVES
The surface of a pavement should be stable and non-
yielding, to allow the heavy wheel loads of the road traffic
to move with least possible rolling resistance.
The road should be even along the longitudinal profile to
enable the fast vehicles to move safely and comfortably at
the design speed.
A pavement layer is considered more effective or superior,
if it is able to distribute the wheel load stress through a
larger area per unit depth of the layer.
The elastic deformation of the pavement should be within
the permissible limits, so that the pavement can sustain a
large number of repeated load applications during the
design life.
6. LITERATURE REVIEW
This paper discusses about the design methods that are traditionally being followed and examines the
“Design of rigid and flexible pavements by various methods & their cost analysis by each method”.
Flexible pavement are preferred over cement concrete roads as they have a great advantage that these
can be strengthened and improved in stages with the growth of traffic and also their surfaces can be
milled and recycled for rehabilitation. The flexible pavements are less expensive also with regard to
initial investment and maintenance. The economic part is carried out for the design pavement of a
section by using the result obtains by design method and their corresponding component layer
thickness.
From this study it was concluded that the pavement is designed as a flexible pavement upon a black
cotton soil sub grade, the CBR method as per IRC 37-2001 is most appropriate method than available
methods. The pavement is designed as a flexible method from which each method is designed on the
basis of their design thickness from which each method has different cost analysis of a section, from
which CBR as per IRC is most appropriate in terms of cost analysis. The pavement is designed as a
rigid pavement; the method suggested by IRC is most suitable. It is observed that flexible pavements
are more economical for lesser volume of traffic. The life of flexible pavement is near about 15 years
whose initial cost is low needs a periodic maintenance after a certain period and maintenance costs
very high. The life of rigid pavement is much more than the flexible pavement of about 40 year’s
approx 2.5 times life of flexible pavement whose initial cost is much more then the flexible pavement
but maintenance cost is very less.
7. In this project report, the pavement layers, its prescribed limits by Ministry of State
Transportation (MOST) and sources of raw materials required for the laying of
pavement associated with laying of 4 lanes on National Highway (NH)- 18 between
Kadapa and Kurnool. The project road starts from Kadapa (km 167.750 to km
356.502) to Kurnool, which has the design length of project road of 188.752 km. This
length is considered as one package for construction purpose on Build Operate and
Transfer (BOT) basis as per the directions of National Highway Authority of India
(NHAI).The alignment of highway passes through plain terrain for 177 km length
and balance length of 15.2 km is in rolling and mountainous terrain with reserve
forest land on both sides of the alignment.
From this project we concluded that the total quantity of materials required for a
highway at Kadapa to Kurnool are as given below The designed cross-section of
highway compares very well that of the design of NH 18 This highway road increases
the speed efficiency of the vehicles and By laying this highway we can increase the
transportation facilities.
9. SCHEDULE OF WORK
S.NO WORK DONE DURATION OF
WEEKS
DATES
1. PROJECT
SELECTION
1 WEEK 22-3-2022 to 29-3-
2022
2 Collecting of
materials
2 weeks 30-3-2022 to 13-4-
2022
3 Preparation of
samples with
compaction
1 week 14-4-2022 to021-4-
2022
10. REFERENCE
Muddada poojitha, B.praveen babu,
“PAVEMENT DESIGN”, INTERNATIONAL JOURNAL
OF PROFESSIONAL ENGINEERING STUDIES,
Volume VII /Issue 5 / DEC 2016.
I. Rohini and V. Arularasi, “NATIONAL HIGHWAY
DESIGN-A CASE STUDY OF KADAPA TO
KURNOOL NATIONAL HIGHWAY” International
Journal of Civil Engineering and Technology (IJCIET)
Volume 7, Issue 4, July-August 2016
