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    CTB-GSB 10% CBR & 150 MSA Traffic

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    NM2104TE06 PRATHURI SUMANTH
    The document summarizes the proposed pavement design for a project with a subgrade CBR of 10%. It includes the pavement composition of flexible pavement layers designed according to IRC guidelines. The proposed design shows adequate strength and stresses below the allowable limits when checked using the IIT Pave software, indicating the pavement section is safe to support the expected traffic of 150 MSA. The general mix design for cement treatment of base includes specifications for strength and durability properties to meet IRC standards.

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    CTB-GSB 10% CBR & 150 MSA Traffic

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    NM2104TE06 PRATHURI SUMANTH
    46 views7 pages
    The document summarizes the proposed pavement design for a project with a subgrade CBR of 10%. It includes the pavement composition of flexible pavement layers designed according to IRC guidelines. The proposed design shows adequate strength and stresses below the allowable limits when checked using the IIT Pave software, indicating the pavement section is safe to support the expected traffic of 150 MSA. The general mix design for cement treatment of base includes specifications for strength and durability properties to meet IRC standards.

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    The document summarizes the proposed pavement design for a project with a subgrade CBR of 10%. It includes the pavement composition of flexible pavement layers designed according to IRC guidelines. The proposed design shows adequate strength and stresses below the allowable limits when checked using the IIT Pave software, indicating the pavement section is safe to support the expected traffic of 150 MSA. The general mix design for cement treatment of base includes specifications for strength and durability properties to meet IRC standards.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    46 views7 pages

    CTB-GSB 10% CBR & 150 MSA Traffic

    Uploaded by

    NM2104TE06 PRATHURI SUMANTH
    The document summarizes the proposed pavement design for a project with a subgrade CBR of 10%. It includes the pavement composition of flexible pavement layers designed according to IRC guidelines. The proposed design shows adequate strength and stresses below the allowable limits when checked using the IIT Pave software, indicating the pavement section is safe to support the expected traffic of 150 MSA. The general mix design for cement treatment of base includes specifications for strength and durability properties to meet IRC standards.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 7

    CTB-Pavement Design

    Pavement design shall be carried out in accordance with the provision of relevant manual and type
    of pavement the composition of flexible pavement is designed as per guidelines of IRC SP: 72 &
    IRC SP: 89 with IIT PAVE calculations, considering CBR of sub-grade as 10%. The pavement is
    designed for traffic 150 MSA.

    Proposed Pavement Composition Details

    Effective Sub-grade CBR 10%


    Bituminous Concrete (BC) 40 mm
    Dense Bituminous 50 mm
    Macadam (DBM)
    CTB Layer 230 mm
    GSB 220 mm

    q = 0.56 MPa

    h= 40 mm
    BC Layer E= 3000 mm
    μ = 0.35
    h = 50 mm
    DBM Layer E = 3000 MPa
    1 2 μ = 0.35
    h = 230 mm SAMI Layer
    CTB Layer E = 5000 MPa
    3 4 μ = 0.25

    h = 220 mm
    GSB Layer E = 174 MPa (Calculated)
    μ = 0.35
    5 6
    Subgrade Effective CBR = 10%

    E = 76.82 MPa (Calculated)


    μ = 0.35

    Typical Cross-Section of Pavement


    Material Properties (Modulus and Poisson’s Ratio)

    Layer Type Modulus (MPa) Poisson’s Ratio, μ


    Subgrade
    Esubgrade
    (Effective CBR = 0.35
    17.6(10)^0.64=76.82 MPa
    10%)
    GSB 174 0.35
    CTB 5000 0.25
    HMA (BC) Layer 3000 0.35

    Allowable Strains (90% Reliability) as per IRC: 37 - 2018


    Fatigue Model Rutting Model
    1 1
    N = 0.5161 x C x 10−4 x ( )3.89 x ( )0.854
    f εt E
    𝑉𝑏𝑒
    𝐶 = 10𝑀, 𝑎𝑛𝑑 𝑀 = 4.84 ( − 0.69)
    𝑉𝑎 + 𝑉𝑏𝑒
    1
    The modified fatigue equation having a 90% reliability with N = 1.41 x 10−8 x ( )4.5337
    r
    εv
    air void around 3.5 percent, and the volume of bitumen of
    1
    about 11.5 percent is given as 150 x 106=1.41 x 10−8 x ( )4.5337
    εv
    1 1
    N = 1.2128x 10−4 x ( )3.89 x ( )0.854 𝛆𝐯 = 291 µ𝜺
    f εt E
    1 1 0.854
    150 x 106 = 1.2128 x 10−4 x ( )3.89 x ( )
    εt 3000
    𝛆𝐭 = 134 µ𝜺
    Allowable Strain for CTB Layer as per IRC: 37 - 2018
    Fatigue Model
    12
    113000
    0.804
    + 191
    N=[𝐸 ]
    𝛆𝐭

    113000 12
    0.804+ 191
    150x 106 = [5000 ]
    𝛆𝐭

    𝛆𝐯 = 𝟔4 µ𝜺

    IIT-Pave Check:
    Actual Strains from IITPAVE

    Allowable strains for fatigue and rutting (134 µε and 291 µε) are greater than the actual strains
    obtained from IITPAVE software for fatigue and rutting (41.4 µε (compression) and 160.6 µε).
    Also, the allowable fatigue stain for the CTB layer (64 µε) is greater than the obtained strain (61.5
    µε). Hence, it is concluded that the given section is safe from fatigue and rutting. Overall assumed
    pavement section is safe for 150 MSA.
    General Mix Design:
    CTB/FDR MIX DESIGN WITH 'ANT STABILIZER'
    Issue Date:- 05-08-2023

    Source Descriptions
    Qty for
    S.No Description Brand/Grade Units Remark (if Any)
    % (Dry)

    1 Cement OPC 43 % 3 to 6

    Ml/Cum 100
    --
    2 ANT STABILIZER % 0.00493

    -- 50
    3 Existing Crust Material/Granular material/Stone %
    Finer Material ,Soil ( Borrow ,existing [Organic
    -- 50
    4 matter free Soil] etc %

    PROPERTIES
    Specifications

    Results
    S.No Description Test Method Units As Per IRC:37- Remark (if Any)
    Obtained
    2018/ IRC-SP-
    89-Part-II-2018

    1
    Unconfined Compressive Strength (UCS)

    a) 7 Days
    Mpa 4.5- 7.0
    b) 28 Days

    2 a) MDD
    gm/cc --
    IS:2720 (Part-VIII)

    --
    b) OMC IS:2720 (Part-VIII) %

    3 --
    a) LL IS:2720 (Part-V) %

    b) PI IS:2720 (Part-V) % Max 10


    Morth Table
    4 Gradation IS:2386-(Part - I)
    No.400-4

    as per obtained
    5 Flexural Strength IRC SP : 89-2018-II N/mm2
    data
    6 Durability IRC SP : 89-2018-II
    Not less than
    Avg. Residual UCS 20 % of 28
    i Mpa
    Strength after 12 cycles days UCS
    Strength.
    ii Avg. Total Weight loss % Max 14
    as per obtained
    7 Rate of spray cement Kg/Sqm data

    8 Cement Kg/Cum as per obtained


    data

    Conclusion:

    The use of CTB/CTSB saves the material required for the construction of flexible pavement. The
    transportation charge, fuel consumption, machineries required is less for CTB/CTSB method than
    the traditional method, Hence the initial cost of construction is less for CTB/CTSB method. The
    CTB/CTSB is having more strength as compare to the traditional material. So, the maintenance
    work required for CTB/CTSB will be less. It will save the maintenance cost and affects the life
    cycle cost of the project.

    1) Longer Life of pavements.

    2) Speed of the Project Completion is accelerated.

    3) Reduced Use of Aggregates.

    4) Less local construction traffic due to fast construction.

    5) Transportation/haulage is reduced.

    6) Reduced thickness of pavement.

    7) Reduction of bitumen consumption due to strong Sub Base.

    8) Aggregate consumption is less for the case of stabilized base compared to that of the
    conventional method.

    9) Uniform distribution of Load in Cement treated service road as compared to conventional


    road.

    10) Resistance against cracking and fatigue cracking.

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