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The document presents the structural analysis and design of a flexible pavement for a firefighting truck at the Pokhara Aviation Fuel Station in Nepal. It outlines traffic considerations, design assumptions, performance criteria, and design calculations based on guidelines from the Government of Nepal and IRC standards. The design includes specifications for pavement layers and expected traffic growth over a 20-year period.

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Subhekshya Shrestha
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8 views

34353

The document presents the structural analysis and design of a flexible pavement for a firefighting truck at the Pokhara Aviation Fuel Station in Nepal. It outlines traffic considerations, design assumptions, performance criteria, and design calculations based on guidelines from the Government of Nepal and IRC standards. The design includes specifications for pavement layers and expected traffic growth over a 20-year period.

Uploaded by

Subhekshya Shrestha
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
You are on page 1/ 7

NEPAL OIL CORPORATION, KATHMANDU, NEPAL

CONSTRUCTION OF POKHARA AVIATION FUEL STATION (AFS) AT


POKHARA
REGIONAL INTERNATIONAL AIRPORT, POKHARA, GANDAKI
PRADESH, NEPAL
Contract no: NCB/WORKS/NOC/POKHARA-04/2077-78

A report on
Structural analysis and design
Of
Flexible Pavement

Prepared By:
Religare-Samanantar-BNH JV
(August 2024)

Introduction
This work presents the design of the proposed flexible pavement for movement of 30 tons capacity
firefighting truck for emergency in the NOC site, Pokhara. The design follows The Rigid Pavement
Guidelines issued by the Government of Nepal [2], and refers to IRC 37 [3] as needed.

Traffic considerations
Figure 1 presents the typical 30 tonnes firefighting truck used in the Nepal. The vehicle consists of
two components, i.e. (a) front axle, (b) rear axle. The vehicle contains two tyres on the front axle and
eight tyres on the rear tandem axles. Total assumed filled weight of the vehicle is: 30 tons [cite], with
7.5 tons for front axle and 21 tons for the rear axle.

Figure 1: typical 30 tonnes firefighting truck

Assumptions
Following assumptions are made for the road, since other vehicles will also use the proposed NOC
pavement:
Total vehicles per day, both directions: 100
Traffic growth rate: 5%
Conservatively,
Assumed percentages of axles

The cumulative number of repetitions of axles during the design period is given by:

365 A [ (1+ r )n−1 ]


C= xDxF
r
Where,

2
C is cumulative number of repetitions of axles during the design period,
r is the annual growth rate of the traffic
A is the initial number of standard axles per day in the year
n is the design period in years
D is lane distribution factor
F is Vehicle Damage Factor

Temperature differential
In light of field data, the design traffic ranging from 1 (million standard axle)msa to 150 msa for an
average pavement temperature of 35c.

Characteristics of layers
As per design traffic, various layer combination is applicable. This work uses bituminous(asphalt)
pavement with granular base and subbase.
Table 1 Summary of Bituminous Layer options recommended

Resilient modulus of bituminous mix ,an average annual pavement temperature of 35c is assumed and
mix type is BC and DBM for VG40 bitumen(asphalt).

3
Table 2 Indicative values of resilient modulus (Mpa) of bituminous mixes

Performance criteria

Sub-grade rutting criteria,fatigue criteria of bituminous layers and Fatigue performance of the CTB
have been taken into consideration for design analysis of pavement layers.

Sub grade Rutting criteria


For design traffic of less than 20 msa

Where

Nr: subgrade rutting life(cumulative equivalent number of 80kN standard axle loads that can be
served by the pavement before critical rut depth of 20mm or more)

ev: vertical compressive strain at the top of subgrade calculated using linear elastic layered theory

Fatigue cracking criteria for bituminous layers


The equivalent number of standard axle load repetitions that can be served by the pavement before
critical condition of cracked surface area of 20% or more is considered to be critical or failure
condition.

Where,

4
C=10M

M=4.84(Vbe/Va+Vbe-0.69)

Va= per cent volume of air void in the mix used in the bottom bituminous layer

Vbe= per cent volume of effective bitumen(asphalt) in the mix used in the bottom bituminous layer

Nf= fatigue life of bituminous layer (cumulative equivalent number of 80 kN standard axle loads that
can be served by the pavement before the critical cracked area of 20 % or more of paved surface
area occurs)

et= maximum horizontal tensile strain at the bottom of the bottom bituminous layer (DBM)
calculated using linear elastic layered theory by applying standard axle load at the surface of the
selected pavement system

MRM= resilient modulus (MPa) of the bituminous mix used in the bottom bituminous layer, selected
as per the recommendations made in these guidelines

Design approach

Pavement has been considered as the linear elastic layered system for the calculation of stresses,
strains and deflections. The vertical compressive strain on top of subgrade and the horizontal tensile
strain at the bottom of the bituminous layer are considered to be controlling critical mechanistic
parameters for satisfactory performance of flexible pavement.

Figure 2 Pavement section with Bituminous layer,granular base and GSB and locations of critical strain

5
Design calculation
In case of absence of data,the followings are assumed

1.Input data:
Initial traffic in each direction on
counting year = 100 CV/day
design life of pavement considered = 20 years
Effective CBR 8 %
traffic growth rate = 5 %
vehicle damage factor based on axle load standard axle per commercial
survey = 2.5 vehicle
lateral distribution factor = 1 One lane traffic

2.Design Calculation:

CVPD(assuming 100% in each


Initial directional traffic = 100 direction)
Cumulative number of standard axles to be catered for in the design
N = 1.9369 msa
effective resilient modulus of sub Mpa (less than 100 Mpa, the upper
grade = 66.6025 limit)
design traffic is less than 50 msa,

3.Thickness calculation:

surface layer = 50 mm

granular base (WMM) = 150 mm

granular subbase(GSB) = 150 mm


total thickness of granular
layer = 300 mm
resilient modulus of granular layer = 173.4702
adopting 80% reliability performance models for subgrade rutting & bituminous layer
cracking
allowable vertical compressive strain on subgrade

allowable horizontal tensile strain at bottom of bituminous layer


table iii
[IRC 37-
for 35 degree C 2012]

BC and DBM for VG40 bitumen(asphalt) = 3000

air void content = 3%

effective binder vol = 11.50%

= 0.001526

allowable horizontal tensile strain = 0.012661

6
In case of lack of data, the above allowable capacity is satisfactory for conditions check given in
design guidelines as per IRC.As per AASHTO for effective SN calculation.

[Accumulated ESALs] 603453


Zr -0.84 ZR
Std Dev 0.45 S
ΔPSI 1.70 DPSI
Subgrade M[r] 9645 psi 66.6025 Mpa
Surface mix Base mix P.A.B. subbase
a[i] 0.44 0.34 0.14 0.11
D[i], inches 2.00 6.00 0.00 6.00 inches
m[i] 1.00 1.00 1.00
Reliability, % 80 R
Initial and terminal serviceability Po Pt
ΔPSI 4.20 2.50
Provided SN 3.58
Required SN (Solver will fill in) 2.69 Adequate

References
1. https://morth.nic.in/sites/default/files/Advisory_regarding_revision_of_safe_axle_1.pdf ,
accessed [05 April, 2023]
2. Department of Roads, Pavement Design Guidelines (Flexible Pavement), Government of
Nepal, 2021.
3. Congress, Indian Roads. "Guidelines for the design of flexible pavements." Indian code of
practice, IRC 37 (2012).

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