IRC-37 (Edited) 10th Oct 2011

GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS
(Third Revision)
DRAFT
THE INDIAN ROADS ONGRESS O TOBER !"##

1
ONTENTS
I$e% No& 1 2 3 4 Introduction Scope of the Guidelines Recommended Method of Design Traffic 4!1 General 4!2 Traffic gro"th rate 4!3 Design life 4!4 %ehicle damage factor
Des'ri($ion
P)*e No& 4 5 6
# $ $ 11 13 14 14 1 1 1$ 221 22 23 23 23 26 2# 2# 2$ 3333
4!5 Distri&ution of commercial traffic o'er the carriage"a( 4!6 )omputation of design traffic 5 Su&grade 5!1 Su&grade )*R 5!2 +ffecti'e )*R 5!3 Determination of resilient modulus 6 ,a'ement )ompositions 6!1 General 6!2 .n&ound Su&&ase la(er 6!2!2 *ound Su&&ase la(er 6!3 *ase la(er 6!3!1 .n&ound *ase la(er 6!3!2 *ound *ase la(er 6!4 *ituminous surface la(er ,a'ement Design !1 General !2 Design Method # ,a'ement Thic/ness and )omposition #!1 ,a'ement Thic/ness Design Thic/ness design for traffic upto 1 msa
0 *ituminous pa'ement "ith Granular *ase and Granular Su& *ase *ituminous pa'ements "ith cemented &ase and cementitious su&&ase ha'ing 1--mm * of aggregate interla(er for crac/ relief! .pper 1--mm of the cementitious su&&ase is the drainage la(er *ituminous pa'ements "ith cemented &ase 1T2 and cementitious su&&ase "ith S0MI ) at the interface of &ase and the &ituminous la(er! .pper 1--mm of the cementitious su&&ase is the drainage la(er *ituminous pa'ements "ith foamed &itumen 3 &itumen emulsion treated R0, 3 D aggregates o'er 25-mm )ementitious su&&ase 1top 1--mm is the drainage la(er2 *ituminous pa'ements "ith cementitious &ase and granular su&&ase "ith crac/ relief + la(er of aggregate la(er a&o'e the cementitious &ase $ 1Internal drainage in ,a'ement Design in 4rost 0ffected 0reas
0nne5ure 1 Rutting 6 4atigue +7uations 1i2 Rutting in su&grade and granular la(er 1ii2 Rutting in the &ituminous la(er 1iii2 4atigue resistant &ituminous la(er 0nne5ure 2 8or/ed +5amples Illustrating the Design Method
1i2 *ituminous pa'ement "ith untreated granular la(er *ituminous pa'ement "ith cementitious &ase and cementitious su&&ase "ith aggregate interla(er of 1--mm *ituminous pa'ement "ith cementitious &ase and cementitious su&&ase "ith S0MI 1iii2 la(er o'er cementitious &ase *ituminous pa'ement "ith &ase of fresh aggregates or Reclaimed asphalt pa'ement 1i'2 1R0,2 treated &itumen3 &itumen emulsion and cementitious su&&ase 1ii2 1'2 Design of fle5i&le pa'ement for 3--msa of traffic 1'i2 Design e5ample of perpetual ,a'ement 0nne5ure 3 0nne5ure 4 0nne5ure 5 0nne5ure 6 0nne5ure 0nne5ure # 0nne5ure $ +7ui'alence of thic/ness of &ituminous mi5es of different moduli ,reparation of 9a&orator( Test Specimens Drainage la(er Recommended T(pe and Thic/ness of *ituminous "earing courses for 4le5i&le ,a'ement .nder Different Situations )riteria 4or Selection of Grade of *itumen 4or *ituminous )ourses Resilient Modulus of a Granular Material )onstruction of pa'ement la(ers "ith sta&ili:ed materials
ABBREVIATIONS
00S;T< *) *.SG *M )*R T* D*M G* GS* IR) MS0 M<RT; SD*) R0, 8MM
= = =
0merican 0ssociation of State ;igh"a( and Transportation <fficials *ituminous )oncrete *uilt up Spra( Grout *ituminous Macadam
= = = = = = = = = = =
)alifornia *earing Ratio Treated *ase3Sta&ili:ed *ase Dense *ituminous Macadam Granular *ase Granular Su&&ase Indian Roads )ongress Million Standard 05les Ministr( of Road Transport 6 ;igh"a(s Semi=Dense *ituminous )oncrete Reclaimed 0sphalt ,a'ement 8et mi5 Macadam
GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS
#& INTRODU TION

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#&# The design of fle5i&le pa'ement in'ol'es the interpla( of se'eral 'aria&les> such as a5le loads> characteristics of traffic> climate> terrain and su&=grade conditions! 8ith a 'ie" to ha'e a unified approach for "or/ing out the design of fle5i&le pa'ement in the countr(> the IR) first &rought out guidelines in 1$ -! Those "ere &ased on )alifornia *earing Ratio 1)*R2 method! To handle large spectrum of a5le loads> those guidelines "ere re'ised in 1$#4 follo"ing the e7ui'alent standard a5le load concept! In this approach> the pa'ement thic/ness "as related to the cumulati'e num&er of standard a5les to &e carried out for different su&=grade strengths! Those guidelines used an empirical approach &ased on a large e5tent of past e5perience and ?udgment of high"a( agencies! Design cur'es "ere de'eloped for traffic up to 3- million standard a5les! 1!2 The guidelines "ere re'ised again in 2--1 "hen pa'ements "ere re7uired to &e designed for traffic as high as 15- million standard a5les! 0 semi=mechanistic approach "as used as a result of the M<RT;@s Research Scheme R=56 implemented at IIT Aharagpur! The soft"are> 4,0%+> "as de'eloped for the anal(sis and design of fle5i&le pa'ements! Multi=linear elastic theor( "as adopted for stress anal(sis of the la(ered elastic s(stem! 0 large num&er of data collected from different parts of India under 'arious research schemes of M<RT; "ere used for de'elopment of fatigue and rutting criteria from field performance data! 1!3 The traffic pattern has changed since then and so has the technolog(! The 'olume of tandem> tridem and multi=a5le 'ehicles ha'e increased man( fold and hea'ier a5les are common! +5perience has &een gained on use of ne" forms of construction and materials such as Stone Mastic 0sphalt> modified &itumen> foamed &itumen> &itumen emulsion> "arm asphalt> cementatious &ases and su& &ases! )on'entional as "ell as commerciall( a'aila&le soil sta&ili:ers are &eing successfull( used in trial sections! In terms of su&grade support as "ell as su&&ase! In terms of su&grade support as "ell as su&&ase strength changes are &eing noticed "ith a'aila&ilit( of con'entional as "ell as commerciall( a'aila&le soil sta&ili:ers! 0ttention is no" focused on high fatigue resistant &ituminous mi5es high 'iscosit( of &inders "ith a 'ie" to construct a high performance long life &ituminous pa'ement!
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1!4 The con'entional construction material li/e aggregates is &ecoming progressi'el( scarce on account of en'ironmental concerns as "ell as legal restrictions on 7uarr(ing "hile the construction acti'it( has e5panded phenomenall(B this has shifted focus from large scale use of con'entional aggregates to use of local and marginal materials in construction! It is recogni:ed that research as "ell as performance trials ha'e not &een e5tensi'e in India for some of the ne" materialsB hence these ha'e &een included in the guidelines> the details of "hich are &ased on the e5tensi'e performance reports and current practices in 0ustralia and South 0frica! 0ccordingl( this re'ision of IR) 3 aims at incorporating some of the ne" and
alternate materials and current design practices!
!& S OPE OF THE GUIDELINES 2!1! These guidelines "ill appl( to the design of ne" fle5i&le pa'ements for +5press"a(s> Cational ;igh"a(s> State ;igh"a(s> Ma?or District Roads and other categories of roads predominantl( carr(ing motori:ed 'ehicles! 2!2! 4or the purpose of the guidelines> fle5i&le pa'ements include fle5i&le pa'ements "ith *ituminous surfacing o'er 1i2 granular &ase and su&&ase 1ii2 cementitious &ase and cementitious su&&ase 1iii2 Reclaimed asphalt pa'ement treated "ith foamed &itumen3 &itumen emulsion! The damaged &ituminous la(ers of e5isting pa'ements can &e completel( milled and it can &e reused "ith suita&le treatment after the restoration of the drainage and the separation la(ers in the light of Indian and International e5perience! ;ot3cold insitu3plant rec(cling of the damaged &ituminous mi5 can &e adopted for pa'ement construction after a thorough stud( in "hich the pa'ement design parameters are determined from la&orator( tests! 2!3! These guidelines do not include charts for strengthening of e5isting pa'ements> for "hich the o'erla( design procedure as per IR)D #1=1$$ 11#2> shall appl(! 2!4! The guidelines ma( re7uire re'ision from time to time in the light of future
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e5perience and de'elopments in the field! To"ards this end> it is suggested that all the organi:ations intending to use the guidelines> should /eep a detailed record of (ear of construction> su&grade )*R> soil characteristics including resilient modulus> pa'ement composition and specifications> traffic> pa'ement performance> o'erla( histor(> climatic conditions> etc! and pro'ide feed&ac/ to the Indian Roads )ongress!
+ RE OMMENDED METHOD OF DESIGN 3!1 Gener), 3!1 The IR)D 3 =2--1 "as &ased on a Mechanistic +mpirical approach> "hich considered the life of pa'ement to last till the fatigue crac/ing in &ituminous surface e5tended to 2- E of the pa'ement surface area or rutting in the pa'ement reached the le'el of 2- mm> "hiche'er happened earlier! The same approach and the criteria are follo"ed in these re'ised guidelines as "ell! The crac/ing and rutting models in IR) 3 D2--1"ere &ased on the findings of the research schemes of Ministr( of Road Transport 6 ;igh"a(s> Go'ernment of India under "hich pa'ement performance data "ere collected from all o'er India &( academic Institutions and )entral Road Research Institute to e'ol'e the fatigue and rutting criteria for pa'ement design using a semi= anal(tical approach! In the a&sence of an( further research in the field to modif( or refine these models> the same models are considered applica&le in these guidelines as "ell! These re'ised guidelines> ho"e'er> aim at e5panding the scope of pa'ement design &( including alternate materials li/e cementitious and reclaimed 0sphalt materials> and su&?ecting them to anal(sis using the soft"are 4,0%+ de'eloped under the Research Scheme R=56 for la(ered s(stem anal(sis! The material properties of these alternate materials> such as Resilient Modulus> "ere e5tensi'el( tested in la&oratories in the countr(> especiall( IIT> Aharagpur! The field e7ui'alents of these la&orator( 'alues "ere selected on the similar lines on "hich some other countries> such as 0ustralia and South 0frica> ha'e &ased their national standards! The performance of the actual pa'ements constructed in the countr( "ith alternate materials 1see 0nne5!!2 also holds promise! 0s far as the anal(sis of the la(ered s(stem is concerned> the output of 4,0%+ seems to &e in close agreement "ith those of commerciall( a'aila&le standard soft"ares! 4,0%+ has &een su&se7uentl( modified to include se'en la(ers as against
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four in the original ,rogram and the ne" soft"are IIT,0%+ has resulted!
3!2 The e5perience on a num&er of high 'olume high"a(s designed and constructed during the last decade using the guidelines of IR)D 3 =2--1 as reported in 'arious literature sho"s that the most common mode of distress has &een flushing and rutting in the &ituminous la(er 135> 3 and 452! Surface crac/ing of the &ituminous la(er 1i!e! the top do"n crac/ing2 "ithin a (ear or t"o of construction is also reported from different parts of India 126> 3$> and 4 2! ,u&lished literature on fatigue and rutting of different t(pes of &ituminous mi5tures ha'e helped in &etter understanding of these pro&lems 11-> 12> 15> 25> 2$> 3-> 34 and 3 2! The present guidelines strongl( recommend that these pro&lems need serious consideration! *ituminous mi5 design needs to &e considered an integral part of pa'ement design e5ercise "ith a 'ie" to pro'iding fatigue resistant mi5es in the &ottom &ituminous la(er to eliminate &ottom up crac/ing> rut resistant mi5es for surface &ituminous la(ers to eliminate rutting on the surface> and higher 'iscosit( grade &itumen in the surface la(er to eliminate top do"n crac/ing!
3!3
The re'ised guidelines recommend &ound su& &ases and &ases! Such &ound
la(ers "ould crac/ immediatel( after construction due to shrin/age and in such condition> their strength reduces to half! ;o"e'er> e'en in crac/ed conditions the( ha'e enough residual strength for use as su& &ase and &ase la(ers pro'ided three conditions are satisfied> 'i:> 1i2 the crac/s are not allo"ed to propagate to the upper &ituminous la(er> 1ii2 the design strength properties 1Resilient Modulus2 of such la(ers is ?udiciousl( selected> "hich can ensure long term performance as a structural la(er in the pa'ement and 1iii2 their long term &eha'ior till failure> i!e! the fatigue &eha'ior> is anal(:ed on the same principles that are applied for rigid pa'ements! Due to lo" le'el of stresses at the su& &ase and &ase le'els> the &ound materials used in these la(ers need to ha'e a considera&l( lo" compressi'e strength 1and hence the Resilient Modulus2> "hich can &e successfull( achie'ed e'en &( sta&ili:ing local and marginal materials! 8hile their strength ma( &e lo"> it is essential to ensure a reasona&le le'el of dura&ilit( &ecause the crac/ed la(ers "ill permit ingress and egress of "ater su&?ecting the la(er
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to F"etting@ and Fdr(ing@ alternatel(! 3!4 These guidelines recommend that for a &etter performing pa'ement the follo"ing aspects should necessaril( &e considered in designD
1i2 1ii2
Design period should &e for more than fifteen (ears! +ffecti'e )*R of su&=grade should &e the &asis for pa'ement design! a5les> 1a2 single a5le "ith single "heels 1&2 single a5le "ith dual "heels 1c2 tandem a5le and 1d2 tridem a5les!
1iii2 4atigue anal(sis of &ound &ases should &e carried out for each t(pe
1i'2 Rut resistant mi5es should &e used for surface la(er! 1'2 4atigue resistant mi5es should &e used for &ottom &ituminous la(er!
1'i2 Surface la(er should &e resistant to top do"n crac/ing! 1'ii2 Reclaimed asphalt material should &e utili:ed as a pa'ement &ase la(er after treating "ith emulsion or foamed &itumen 1'iii2 9ocall( a'aila&le soil and aggregate should as far as possi&le> &e used as su&&ase and &ase after appropriate sta&ili:ation! 1i52 Drainage la(er should &e ade7uatel( designed and pro'ided for! 152 0 perpetual pa'ement ha'ing full depth &ituminous la(ers is possi&le to &e designed in appropriate situations! +ach of the items listed a&o'e has &een discussed in these guidelines at appropriate places! 3!5 In these guidelines onl( 9oad associated mode of failure has &een considered as en'ironmental effects are &uilt=in in the cali&ration of rutting and fatigue e7uations from pa'ement performance! ,roperties of materials used in fle5i&le pa'ements design are also discussed!
-& TRAFFI -&# Gener),
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4!1!1! The recommended method considers traffic in terms of the cumulati'e num&er of standard a5les 1#-/C2 to &e carried &( the pa'ement during the design life! 4or estimating design traffic> the follo"ing information is neededD
1i2 Initial traffic after construction in terms of num&er of )ommercial %ehicles per da( 1)%,D2! 1ii2 Traffic gro"th rate during the design life in percentage! 1iii2 Design life in num&er of (ears! 1i'2 Spectrum of a5le loads! 1'2 %ehicle damage factor 1%D42! 1'i2 Distri&ution of commercial traffic o'er the carriage"a(! 4!1!2! 4or the purpose of structural design> onl( the num&er of commercial 'ehicles ha'ing gross 'ehicle "eight of three tones 13-/C2 or more and their a5le=loading is considered! 4!1!3! To o&tain a realistic estimate of design traffic> due consideration should &e gi'en to the e5isting traffic or that anticipated &ased on possi&le changes in the road net"or/ and land use of the area ser'ed> the pro&a&le gro"th of traffic and design life! 0ssessment of a'erage traffic should normall( &e &ased on se'en=da(=24=hour count made in accordance "ith IR)D $=1$ 2 GTraffic )ensus on Con=.r&an RoadsH! The actual 'alue of gro"th rate Fr@ of hea'( commercial 'ehicles should &e determined& -&! Tr)..i' *ro/$h r)$e
4!2!1 Traffic gro"th rates should &e estimated 112 *( stud(ing the past trends of traffic gro"th> and 122 *( esta&lishing econometric models> as per the procedure outlined in IR) guidelines!
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4!2!2 If the data for the annual gro"th rate of commercial 'ehicles is not a'aila&le or if it is less than 5E> a gro"th rate of 5E shall &e used 1 IR)DS,D#4=2--$2! -&+ Desi*n ,i.e 4!3!1! The design life is defined in terms of the cumulati'e num&er of standard a5les that can &e carried &efore a ma?or strengthening of the pa'ement is necessar(! It is also necessar( to o&tain repetitions of different a5le loads during the design period for e5amination of the safet( of pa'ements "ith cementitious &ases! 4!3!2 It is recommended that pa'ements for Cational ;igh"a(s and State ;igh"a(s should &e designed for a minimum life of 15 (ears! +5press"a(s and ur&an roads ma( &e designed for a longer life of 2- (ears or higher using inno'ati'e design adopting high fatigue &ituminous mi5es! In the light of e5perience in India and a&road> 'er( high 'olume roads "ith design traffic greater than 2--msa and perpetual pa'ements can &e designed using the principles enshrined in the guidelines! 4or other categories of roads> a design life of 1- to 15 (ears ma( &e adopted! 4!3!3 %er( often it is not possi&le to pro'ide the full thic/ness of pa'ement right at the time of initial construction! If stage construction is adopted> thic/ness of granular la(er should &e pro'ided for the full design period! In case of cementitious &ases and su&&ases> stage construction ma( lead to earl( failure &ecause of high fle5ural stresses in the cementitious la(er!
-&- Vehi',e d)%)*e .)'$or 4!4!1 Though it is possi&le to determine progression of crac/ing and rutting in &ituminous pa'ements &( adopting cumulati'e damage principle> field data is not (et a'aila&le and the concept of e7ui'alent standard a5le load repetitions is currentl( the &est a'aila&le option for thic/ness design of &ituminous pa'ements! In case of cementitious &ases> spectrum of a5le loads should &e used to determine the safet( of cementitious la(er from premature crac/ing! 4!4!2 The 'ehicle damage factor 1%D42 is a multiplier to con'ert the num&er of
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commercial 'ehicles of different a5le loads and a5le configuration to the num&er of repetitions of standard a5le load of magnitude #-/C! It is defined as e7ui'alent num&er of standard a5les per commercial 'ehicle! The %D4 'aries "ith the 'ehicle a5le configuration> a5le loading> direction of tra'el> terrain> t(pe of road and region! The %D4 is arri'ed at from a5le load sur'e(s on t(pical road sections so as to co'er 'arious influencing factors> such as traffic mi5> mode of transportation> commodities carried> time of the (ear> terrain> road conditions and degree of enforcement! 4!4!3 The e7uations for computing e7ui'alenc( factors for single> tandem and tridem a5les are gi'en in the follo"ing! The( are used for con'erting different a5le load repetitions into e7ui'alent standard a5le load repetitions! Since the %D4 'alues in 00S;< Road Test for fle5i&le and rigid pa'ement are not much different> the computed %D4 'alues are assumed to &e same for pa'ements "ith )ementitious and granular &ases! Single a5le "ith single "heel on either side I 1
axle load in kN 4 2 !! 65
Single a5le "ith dual "heels on either sideI 1
axle load in kN 4 2 !! #axle load in kN 4 2 J 14# axle load in kN 4 2 J 224
Tandem a5le "ith dual "heels on either sideI 1
Tridem a5les "ith dual "heels on either sideI 1
4!4!4! 4or designing a ne" pa'ement> the %D4 should &e arri'ed at carefull( &( carr(ing out specific a5le load sur'e(s on the e5isting roads! Minimum sample si:e is gi'en in Ta&le 2! 05le load sur'e( should &e carried out "ithout an( &ias for loaded or unloaded 'ehicles! <n some sections> there ma( &e significant difference in a5le loading in t"o directions of traffic! In such situations> the %D4 should &e e'aluated direction "ise for the purpose of design! +ach direction can ha'e different pa'ement thic/ness for di'ided high"a(s depending upon the loading pattern!
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T)0,e ! S)%(,e si1e .or )2,e ,o)d s3rve4

To$), n3%0er o. o%%er'i), Vehi',es )s Per $r)..i' d)$) Mini%3% (er'en$)*e o. 'o%%er'i), Tr)..i' needed $o 0e s3rve4ed
K3--3--- to 6--L6---
2-E 15E 1-E
4!4!5 A2,e ,o)d s(e'$r3%5 Spectrum of a5le load should &e determined for single> tandem> tridem and multi a5le loads for the computation of standard a5le loads repetitions for pa'ement design! 4or the e'aluation of safet( of the )ementitious la(er from premature crac/ing due to hea'( loads> cumulati'e fatigue damage anal(sis needs to &e done using the load inter'al of 1/C for each a5le! 4or fatigue anal(sis of )ementitious la(er> tandem and tridem a5le ma( &e ta/en as t"o and three single a5les respecti'el( &ecause of little o'erlapping of stresses from other a5les! 4!4!6 8here sufficient information on a5le loads is not a'aila&le and the pro?ect si:e does not "arrant conducting an a5le load sur'e(> the indicati'e 'alues of 'ehicle damage factor as gi'en in Ta&le 3 ma( &e used! TABLE +& INDI ATIVE VDF VALUES Terr)in Ro,,in*6P,)in 1!5 3!5 4!5 Hi,,4 -!5 1!5 2!5
Ini$i), $r)..i' vo,3%e in $er%s o. 'o%%er'i), vehi',es (er d)4 -=1515-=15-More than 15--
-&7& Dis$ri03$ion o. 'o%%er'i), $r)..i' over $he ')rri)*e/)4 4!5!1 0 realistic assessment of distri&ution of commercial traffic &( direction and &( lane is necessar( as it directl( affects the total e7ui'alent standard a5le load applications used in the design! In the a&sence of ade7uate and conclusi'e data> it
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is recommended that the follo"ing distri&ution ma( &e assumed for design until more relia&le data on placement of commercial 'ehicles on the carriage"a( lanes are a'aila&leD
(i) Sin*,e8,)ne ro)ds Traffic tends to &e more channeli:ed on single=lane roads than t"o=lane roads and to allo" for this concentration of "heel load repetitions> the design should &e &ased on total num&er of commercial 'ehicles in &oth directions!
1ii) T/o8,)ne sin*,e ')rri)*e/)4 ro)ds The design should &e &ased on 5-E per cent of the total num&er of commercial 'ehicles in &oth directions! If 'ehicle damage factor in one direction is higher> the design traffic in the direction of higher %D4 is recommended!
(iii) Fo3r8,)ne sin*,e ')rri)*e/)4 ro)ds The design should &e &ased on 4- per cent of the total num&er of commercial 'ehicles in &oth directions!
(iv) D3), ')rri)*e/)4 ro)ds The design of dual t"o=lane carriage"a( roads should &e &ased on 5 per cent of the num&er of commercial 'ehicles in each direction! 4or dual three= lane carriage"a( and dual four=lane carriage"a(> the distri&ution factor "ill &e 6- per cent and 45 per cent respecti'el(! 4!5!2 The traffic in each direction ma( &e assumed to &e half of the sum in &oth directions "hen the latter onl( is /no"n! 8here significant differences &et"een the
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t"o streams occur> pa'ements in each direction "ill &e different and considered accordingl(! 4or t"o "a( t"o lane roads> pa'ement thic/ness should &e same for &oth the lanes e'en if %D4 'alues are different in different directions! 4or di'ided carriage"a(s> each direction ma( ha'e different thic/ness of pa'ements if the a5le load patterns are significantl( different!
-&9
o%(3$)$ion o. desi*n $r)..i'
4!6!1 The design traffic is considered in terms of the cumulati'e num&er of standard a5les 1in the lane carr(ing ma5imum traffic2 to &e carried during the design life of the road! This can &e computed using the follo"ing e7uationD
N=
365 M11 + r 2 n 1N A D F JJ!5 r
8here> C I cumulati'e num&er of standard a5les to &e catered for in the design in terms of msa! 0 I Initial traffic in the (ear of completion of construction in terms of the num&er of )ommercial 'ehicles per da( 1)%,D2! D I9ane distri&ution factor 1as e5plained in para !5!12! 4 I %ehicle damage factor 1%D42! n I Design life in (ears! r I0nnual gro"th rate of commercial 'ehicles 1for 5E annual gro"th rate> rI-!-52 The traffic in the (ear of completion is estimated using the follo"ing formulaD
0 I , 11Or2 5 JJ 8here>
, I Cum&er of commercial 'ehicles as per last count!

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5 I Cum&er of (ears &et"een the last count and the (ear of completion of )onstruction! 7 SUBGRADE 7&#& Re:3ire%en$s o. BR .or s30*r)de
The su&grades consists of the top 5--mm of the em&an/ment made up of in situ material> select soil> or sta&ili:ed lo" strength in situ material that forms the foundation of a pa'ement! To a'oid additional densification under traffic causing rutting or deformation in the pa'ement during its ser'ice life> the su&grade should &e "ell compacted and made up of materials ha'ing good strength properties in terms of )*R! )ompaction to a minimum of $ per cent of la&orator( dr( densit( is recommended for +5press"a(s> Cational ;igh"a(s> State ;igh"a(s> Ma?or District Roads and other hea'il( traffic/ed roads! IR)D 36 PRecommended ,ractice for the )onstruction of +arth +m&an/ments for Road 8or/sP should &e follo"ed for guidance during planning and e5ecution of "or/! It is ad'isa&le that the su&grade material should ha'e a minimum )*R of 5 percent for roads ha'ing traffic of 45- commercial 'ehicles per da( or higher! )*R should &e tested in la&orator( in accordance "ith ISD2 2- 1,art #2! The guidelines for preparation of samples> testing> and acceptance criteria are gi'en in su& paras gi'en &elo"! The in=situ )*R of the su& grade soil can also &e determined from the D(namic )one ,enetrometer 16-- cone2 from the follo"ing relation 10STM=D6$51=-$2 1 2! Lo*#" BR;!&-978#&#! ,o*#" N 8here CImm3&lo" 5!1!1 Selection of dr( densit( and moisture content for test specimen 5!1!1!1 The la&orator( test conditions should represent the field conditions as closel( as possi&le! )ompaction in the field is done at $ percent of la&orator( densit( at moisture content corresponding to the optimium moisture content! In actual field condition> the su&grade undergoes moisture 'ariations depending upon local en'ironmental factors> such as> the "ater ta&le> precipitation> soil permea&ilit(> drainage conditions and the
17
J!
e5tent to "hich the pa'ement is "aterproof> "hich affect the strength of the su&grade in terms of )*R! 0s a general practice> the 'ariation in field moisture is simulated &( soa/ing the specimens in "ater for four da(s Soa/ing for four da(s ma( represent an unrealisticall( se'ere moisture condition in certain cases> "here the climate is dr( throughout the (ear> i!e!> the annual rainfall is of the order of 5--mm and the "ater ta&le is too deep to affect the su&grade ad'ersel(! 5!1!1!2 Cum&er of tests> design 'alue and tolerance limit 0 minimum of si5 to eight a'erage )*R 'alues for each soil t(pe along the alignment "ill &e re7uired for determination of design )*R! The $- th percentile of these 'alues should &e adopted as the design )*R 1such that $-E of the a'erage )*R 'alues are e7ual or greater than the design 'alue2 for high 'olume roads such as +5press"a(s> Cational ;igh"a(s> and State ;igh"a(s 4or other categories of roads> design can &e &ased on #-th percentile of la&orator( )*R 'alues! ,a'ement thic/ness on ne" roads ma( &e modified at inter'als as dictated &( the soil changes &ut generall( it "ill &e found ine5pedient to do so fre7uentl( from practical considerations! The a'erage )*R 'alues should &e the a'erage of at least three samples remoulded on the same densit( and moisture content! The ma5imum permissi&le 'ariation "ithin the )*R 'alues of the three specimens should &e as indicated in Ta&le 1! TABLE #& PERMISSIBLE VARIATION IN BR VALUE
BR ((er 'en$) 5 5=111=331 and a&o'e
M)2i%3% v)ri)$ion in Q1 Q2 Q3 Q5
BR v),3e
8here 'ariation is more than the a&o'e> the a'erage )*R should &e the a'erage of test results from at least si5 samples and not three!
18
7&! E..e'$ive BR 8here there is significant difference &et"een the )*Rs of su&grade and em&an/ment soils the design should &e &ased on effecti'e )*R! The effecti'e )*R of the su&grade can &e determined from 4igure 11l2! 4or other compacted thic/ness of su&grade> ref 4 ma( &e consulted for guidance! 1included in IIT,0%+ )D2!
CBR below 500mm of compacted subgrade
7&+& De$er%in)$ion o. resi,ien$ %od3,3s The &eha'iour of the su&grade under d(namic load of traffic is essentiall( elastic &ecause of "hich the pa'ement &eha'es in a resilient manner under the transient traffic loading! The measure of resilient &eha'iour is resilient modulus! Resilient &eha'iour is important for the performance of the pa'ement! This can &e determined in the la&orator( &( conducting tests as per procedure specified in 00S;T< T 3- = $$12--32! Since the repetiti'e tria5ial testing facilit( is not "idel( a'aila&le and is e5pensi'e> it is also possi&le to determine the Resilient Modulus from 1a2 )*R 'alues and 1&2 4alling 8eight Deflectometer 148D2 test results using generall( accepta&le correlations "hich are as follo"sD 1a2 )*RD The relation &et"een resilient modulus and the +ffecti'e )*R is gi'en as
19
MR 1M,a2 I 1-R)*R
for )*R K 5 and e7ual to J (8
I 1 !6R1)*R2 -!64 for )*R L 5 MRI Resilient modulus of su&grade soil!
The )*R of the su&grade should &e determined as per ISD 2 2- 1,art 162 1232 at the most critical moisture conditions li/el( to occur at site! The test must al"a(s &e performed on remoulded samples of soils in the la&orator(! The pa'ement thic/ness should &e &ased on 4=da( soa/ed )*R 'alue of the soil> remoulded at placement densit( and moisture content ascertained from the field compaction cur'e! 8here'er possi&le the test specimens should &e prepared &( Static )ompaction! 0lternati'el( d(namic compaction ma( also &e used! *oth procedures are descri&ed in &rief in 0nne5ure=4!
9& PRIN IPLES OF PAVEMENT DESIGN (Users of these guidelines are advised to read this section in conjunction with Annex I for a better appreciation of the context and the require ents of !ave ent Design"
20
6!1 0 fle5i&le pa'ement is modeled as an elastic multila(er structure> Stresses and strains at critical locations 14igure 22 are computed using a linear la(ered elastic model! The Stress anal(sis soft"are IIT,0%+> has &een used for the computation of stresses and strains in fle5i&le pa'ements! Tensile strain> St> at the &ottom of the &ituminous la(er and the 'ertical su&grade strain> S' > on the top of the su&grade are con'entionall( considered as critical parameters for pa'ement design to limit crac/ing and rutting in the &ituminous and non=&ituminous la(ers respecti'el(! The computation also indicates that tensile strain near the surface close to edge of a "heel can &e sufficientl( large to initiate longitudinal surface crac/ing much &efore the crac/ing of the &ottom la(er if the mi5 tensile strength is not ade7uate at higher temperatures!
)ual w*eel
+t
B"tum"#ous surfac"#g Rut res"sta#t m"$ !at"gue res"sta#t m"$
%ra#ular la&er
+t
(e#s"le stra"#
t v
(reated or u#treated
'ubgrade
4igure 2DDifferent la(ers of a fle5i&le pa'ement
#$% 6!2!1
Fatigue in botto la&er of bitu inous pave ent and fatigue lifeD 8ith e'er( load repetition> the tensile strain de'eloped at the &ottom of the &ituminous
la(er de'elops micro crac/s> "hich goes on "idening and e5panding till the load repetitions are large enough for the &ottom of the &ituminous la(er to crac/> the crac/s to propagate to the surface> and co'er an area of the surface that is unaccepta&le from the point of 'ie" of ser'icea&ilit( of the pa'ement! The phenomenon is called fatigue 1or fracture2 of the &ituminous la(er and the num&er of load repetitions in terms of standard a5les that cause fatigue denotes the
21
fatigue life of the pa'ement! In these guidelines> crac/ing in 2-E area has &een considered to correspond to fatigue life! #$%$% Fatigue 'odel( 4atigue model has &een cali&rated in the R=56 studies using the
pa'ement performance data collected during the R=6 and R=1$ studies! T"o fatigue e7uations "ere fitted> one in "hich the computed strains in #-E of the actual data in the scatter plot "ere higher than the limiting strains predicted &( the model 1and termed as #-E relia&ilit( le'el in these guidelines2 and the other corresponding to $-E relia&ilit( le'el! The t"o e7uations are gi'en &elo"D
N. ; !&!# < #"8"- 2 =#6>$?+&@A < =#6MR?"&@71$2
88===
N.;"&B##<#"8"-2=#6>$?+&@A<=#6MR?"&@711-2
8here> Cf I fatigue life> Tt I Ma5imum Tensile strain at the &ottom of the &ituminous la(er> MRI resilient modulus of the &ituminous la(er! Man( fatigue models 1e!g! M+,DG> Shell> etc2 include an additional factor F)@ in the e7uation to ta/e into account the effect of 'olume of &itumen and air 'oids in the &ituminous mi5! 0n anal(sis sho"s that if &itumen content is increased &( -!5 to -!6 E and air 'oids /ept at 3E le'el> the fatigue e7uation corresponds to the one "ith $-E relia&ilit( le'el! The recommendation in these guidelines is to target these 'alues of &itumen and air 'oids for a fatigue resistant mi5! #$) *utting in !ave ent(
6!3!1 Rutting is permanent deformation in pa'ement usuall( occurring longitudinall( along the "heel path! The rutting ma( &e caused either &( deformation in the su&grade> "hich "ould cause all o'erl(ing la(ers also to deform and ta/e a deformed shape> or in the &ituminous la(ers onl( due to secondar( compaction of the &ituminous mi5es under traffic load! +5cessi'e rutting greatl( reduces the ser'icea&ilit( of the pa'ement and it has
22
to &e limited to a certain reasona&le 'alue! In these guidelines the limiting rutting is recommended as 2- mm! #$)$% *utting odel( 9i/e fatigue model> rutting model has also &een cali&rated in the R=56
studies using the pa'ement performance data collected during the R=6 and R=1$ studies at #-E and $-E relia&ilit( le'els! The t"o e7uations are gi'en &elo"D CI 4!1656 5 1-=-# M13T'N 4!533 CI 1!415 1-=#5 M13T'N 4!533 ============== ============== 1112 1122
0s can &e seen> the model considers the 'ertical strain in su&grade as the onl( 'aria&le! 8hile the pa'ement founded on a strong su&grade ma(> as a la(ered s(stem> &e resistant to rutting> the other cause of the rutting> the secondar( compaction of the &ituminous la(ers> also needs to &e addressed! The recommendation in these guidelines is to pro'ide rut resistant &ituminous mi5es using higher 'iscosit( grade &itumen or modified &itumen! #$+ ,op down cracking in bitu inous la&er( 8hile fatigue crac/ing is a F&ottom up@
phenomenon> Ftop do"n@ crac/ing has also &een o&ser'ed on high 'olume roads in the countr(> &ecause of e5cessi'e tensile stresses de'eloping at the top surface due to hea'( a5le loads! These guidelines recommend a rut as "ell as fatigue resistant mi5 to pre'ent top do"n crac/ing! #$#$-$/ .e entitious sub base and base( )ementatious materials crac/ due to shrin/age and temperature e'en "ithout pa'ement The +lastic
&eing loaded! 8hile ma/ing a ?udgment on the strength 'alues for design> the reduction in strength due to the crac/ed condition of these la(ers need to &e full( recogni:ed! Modulus 1+2> Resilient Modulus 1MR2> .nconfined )ompressi'e Strength> and fle5ural strength 'alues recommended for designs are much less than their respecti'e la&orator( 'alues! The e5tent of reductions proposed has &een generall( in agreement "ith practices follo"ed in the national standards of other countries li/e 0ustralia> South 0frica> M+,DG of the .S0> etc! There are 'er( limited data in the countr( on the field performance of such t(pe of construction to understand and model their performance in the field! Therefore> the ne" pa'ements constructed "ith these materials need to &e closel( monitored! These guidelines strongl( recommend construction "ith cementitious materials in the interest of sa'ing the en'ironment
23
and using the local and marginal materials after sta&ili:ation! The a&sence of field performance data need not &e considered a handicap &ecause the de'elopments "orld o'er seems to ha'e ta/en place "ithout field 'alidation! 4or e5ample> M,+DG recogni:es that Fthe fatigue crac/ing prediction e7uation for semi=rigid pa'ement "as not cali&rated@! #$-$% Fatigue cracking in ce entitious la&ers( In these guidelines> the treatment of fatigue
crac/ing of cementitious is recommended at t"o le'els! 4irst> an o'erall fatigue life of the la(ers in terms of standard a5les is e'aluated! 0t the second le'el> the cumulati'e fatigue damage of indi'idual a5les is calculated &ased on a model "hich uses Fstress ratio@ 1i!e! the ratio of actual stresses de'eloped due to a class of "heel load and the fle5ural strength of the material2 as the parameter! The computation of stresses due to the indi'idual "heel load is done &( the IIT,0%+ program! The program also calculates the cumulati'e fatigue of each class of "heel loads and aggregates o'er the entire a5le load spectrum! The design re7uirement is that the cumulati'e damage of all "heel loads should &e less than 1! If it is greater than 1> the section has to &e changed and iteration done again! The first model is ta/en from the 0ustralian e5perience> "hile the second one is suggested in M+,DG! The t"o fatigue e7uations are gi'en &elo"D 0! <'erall fatigue life in terms of Standard a5les
N = *F M
1113--- 3 0 -!#-4 +1$12
N12
JJJJ!13
8here> R4I Relia&ilit( factor for )ementitious materials for failure against fatigue! I 1 for +5press"a(s> Cational ;igh"a(s and other hea'( 'olume roads! I 2 for others carr(ing less than 15-- truc/s per da(! CI 4atigue life of the )ementitious material! +I +lastic modulus of )ementitious material! USI tensile strain in the )ementitious la(er> microstrain
24
*! )umulati'e 4atigue Damage
9og Cf I
=====
14
8here> VtI tensile stress under )ementitious &ase la(er> MRI 2# da( 4le5ural strength of the )ementitious &ase! 9& PRIN IPLES OF PAVEMENT DESIGN (Users of these guidelines are advised to read this section in conjunction with Annex I for a better appreciation of the context and the require ents of !ave ent Design" 6!1 0 fle5i&le pa'ement is modeled as an elastic multila(er structure> Stresses and strains at critical locations 14igure 22 are computed using a linear la(ered elastic model! The Stress anal(sis soft"are IIT,0%+ has &een used for the computation of stresses and strains in fle5i&le pa'ements! Tensile strain> St> at the &ottom of the &ituminous la(er and the 'ertical su&grade strain> S'> on the top of the su&grade are con'entionall( considered as critical parameters for pa'ement design to limit crac/ing and rutting in the &ituminous and non=&ituminous la(ers respecti'el(! The computation also indicates that tensile strain near the surface close to edge of a "heel can &e sufficientl( large to initiate longitudinal surface crac/ing much &efore the crac/ing of the &ottom la(er if the mi5 tensile strength is not ade7uate at higher temperatures!
)ual w*eel
+t
B"tum"#ous surfac"#g Rut res"sta#t m"$ !at"gue res"sta#t m"$
%ra#ular la&er
+t
(e#s"le stra"#
t v
(reated or u#treated
'ubgrade
25
4igure 2DDifferent la(ers of a fle5i&le pa'ement
6.2 6!2!1
Fatigue in bottom layer of bituminous pavement and fatigue life5 8ith e'er( load repetition> the tensile strain de'eloped at the &ottom of the &ituminous
la(er de'elops micro crac/s> "hich goes on "idening and e5panding till the load repetitions are large enough for the &ottom of the &ituminous la(er to crac/> the crac/s to propagate to the surface> and co'er an area of the surface that is unaccepta&le from the point of 'ie" of ser'icea&ilit( of the pa'ement! The phenomenon is called fatigue 1or fracture2 of the &ituminous la(er and the num&er of load repetitions in terms of standard a5les that cause fatigue denotes the fatigue life of the pa'ement! In these guidelines> crac/ing in 2-E area has &een considered to correspond to fatigue life! #$%$% Fatigue 'odel( 4atigue model has &een cali&rated in the R=56 studies using the
pa'ement performance data collected during the R=6 and R=1$ studies! T"o fatigue e7uations "ere fitted> one in "hich the computed strains in #-E of the actual data in the scatter plot "ere higher than the limiting strains predicted &( the model 1and termed as #-E relia&ilit( le'el in these guidelines2 and the other corresponding to $-E relia&ilit( le'el! The t"o e7uations are gi'en &elo"D Cf I 2!21 R 1-=-4 5 M13TtN3!#$ R M13MRN-!#54 Cf I -! 11 R 1-=-4 5 M13TtN3!#$ R M13MRN-!#54 ===== 1$2 11-2
8here> Cf I fatigue life> Tt I Ma5imum Tensile strain at the &ottom of the &ituminous la(er> MRI resilient modulus of the &ituminous la(er! Man( fatigue models 1e!g! M+,DG> Shell> etc2 include an additional factor F)@ in the e7uation to ta/e into account the effect of 'olume of &itumen and air 'oids in the &ituminous mi5! 0n anal(sis sho"s that if &itumen content is increased &( -!5 to -!6 E and air 'oids /ept at 3E le'el> the fatigue e7uation corresponds to the one "ith $-E relia&ilit( le'el! The recommendation in these guidelines is to target these 'alues of &itumen and air 'oids for a fatigue resistant mi5! #$) *utting in !ave ent(
26
6!3!1 Rutting is permanent deformation in pa'ement usuall( occuring longitudinall( along the "heel path! The rutting ma( &e caused either &( deformation in the su&grade> "hich "ould cause all o'erl(ing la(ers also to deform and ta/e a deformed shape> or in the &ituminous la(ers onl( due to secondar( compaction of the &ituminous mi5es under traffic load! +5cessi'e rutting greatl( reduces the ser'icea&ilit( of the pa'ement and it has to &e limited to a certain reasona&le 'alue! In these guidelines the limiting rutting is recommended as 2- mm! #$)$% *utting odel( 9i/e fatigue model> rutting model has also &een cali&rated in the R=56
studies using the pa'ement performance data collected during the R=6 and R=1$ studies at #-E and $-E relia&ilit( le'els! The t"o e7uations are gi'en &elo"D CI 4!1656 5 1-=-# M13T'N 4!533 CI 1!415 1-=#5 M13T'N 4!533 ============== ============== 1112 1122
0s can &e seen> the model considers the 'ertical strain in su&grade as the onl( 'aria&le! 8hile the pa'ement founded on a strong su&grade ma(> as a la(ered s(stem> &e resistant to rutting> the other cause of the rutting> the secondar( compaction of the &ituminous la(ers> also needs to &e addressed! The recommendation in these guidelines is to pro'ide rut resistant &ituminous mi5es using higher 'iscosit( grade &itumen or modified &itumen! #$+ ,op down cracking in bitu inous la&er( 8hile fatigue crac/ing is a F&ottom up@
phenomenon> Ftop do"n@ crac/ing has also &een o&ser'ed on high 'olume roads in the countr(> &ecause of e5cessi'e tensile stresses de'eloping at the top surface due to hea'( a5le loads! These guidelines recommend a rut as "ell as fatigue resistant mi5 to pre'ent top do"n crac/ing! #$#$-$/ .e entitious sub base and base( )ementatious materials crac/ due to shrin/age and temperature e'en "ithout pa'ement The +lastic
&eing loaded! 8hile ma/ing a ?udgment on the strength 'alues for design> the reduction in strength due to the crac/ed condition of these la(ers need to &e full( recogni:ed! Modulus 1+2> Resilient Modulus 1MR2> .nconfined )ompressi'e Strength> and fle5ural strength 'alues recommended for design is much less than their respecti'e la&orator( 'alues! The e5tent of reductions proposed has &een generall( in agreement "ith practices follo"ed in the national
27
standards of other countries li/e 0ustralia> South 0frica> M+,DG of the .S0> etc! There are 'er( limited data in the countr( on the field performance of such t(pe of construction to understand and model their performance in the field! Therefore> the ne" pa'ements constructed "ith these materials need to &e closel( monitored! These guidelines strongl( recommend construction "ith cementitious materials in the interest of sa'ing the en'ironment and using the local and marginal materials after sta&ili:ation! The a&sence of field performance data need not &e considered a handicap &ecause the de'elopments "orld o'er seems to ha'e ta/en place "ithout field 'alidation! 4or e5ample> M,+DG recogni:es that Fthe fatigue crac/ing prediction e7uation for semi=rigid pa'ement "as not cali&rated@! #$-$% Fatigue cracking in ce entitious la&ers( In these guidelines> the treatment of fatigue
crac/ing of cementitious is recommended at t"o le'els! 4irst> an o'erall fatigue life of the la(ers in terms of standard a5les is e'aluated! 0t the second le'el> the cumulati'e fatigue damage of indi'idual a5les is calculated &ased on a model "hich uses Fstress ratio@ 1i!e! the ratio of actual stresses de'eloped due to a class of "heel load and the fle5ural strength of the material2 as the parameter! The computation of stresses due to the indi'idual "heel load is done &( the IIT,0%+ program! The program also calculates the cumulati'e fatigue of each class of "heel loads and aggregates o'er the entire a5le load spectrum! The design re7uirement is that the cumulati'e damage of all "heel loads should &e less than 1! If it is greater than 1> the section has to &e changed and iteration done again! The first model is ta/en from the 0ustralian e5perience> "hile the second one is suggested in M+,DG! The t"o fatigue e7uations are gi'en &elo"D 0! <'erall fatigue life in terms of Standard a5les
N = *F M
1113--- 3 0 -!#-4 +1$12
N12
JJJJ!13
8here> R4I Relia&ilit( factor for )ementitious materials for failure against fatigue! I 1 for +5press"a(s> Cational ;igh"a(s and other hea'( 'olume roads! I 2 for others carr(ing less than 15-- truc/s per da(!
28
CI 4atigue life of the )ementitious material! +I +lastic modulus of )ementitious material! USI tensile strain in the )ementitious la(er> microstrain *! )umulati'e 4atigue Damage
9og Cf I
=====
14
8here> VtI tensile stress under )ementitious &ase la(er> MRI 2# da( 4le5ural strength of the )ementitious &ase!
! PAVEMENT OMPOSITIONS B&# Gener), 0 fle5i&le pa'ement co'ered in these guidelines consists of different la(ers as sho"n in 4igure 2!
!"gure 2 )"ffere#t la&ers of a b"tum"#ous pa,eme#t
The su&&ase and the &ase la(er can &e un&ound 1e!g! granular2 or &ound or cementitious 1e!g! cement or lime in com&ination "ith fl(ash2! In case of pa'ements "ith cementitious &ase> a crac/ relief la(er needs to &e mandatoril( pro'ided &et"een the &ituminous surfacing and the
29
cementitious &ase to dela( the reflection crac/ in the &ituminous course! This ma( consist of crushed aggregates of thic/ness 1-- mm conforming to 8MM specification as per clause 4-6 of M<RT; specifications or Stress 0&sor&ing Mem&rane Interla(er 1S0MI2 conforming to )l 522 of MoSRT; Specification for Road 6 *ridge 8or/s The un&ound &ase la(er ma( consist of granular la(er such as "et mi5 macadam 1)l 4-6 of MoSRT; Specification for Road 6 *ridge 8or/s2> and "ater &ound macadam 1)l 4-42! The &ound &ase la(er ma( consist of granular materials treated "ith cementitious material or &itumen emulsion of MS grade! 4resh aggregates or aggregates o&tained from Reclaimed asphalt pa'ements "hen treated "ith 1foamed &itumen2 or 1&itumen emulsion2 to gi'e the re7uired indirect tensile strength can also &e used as &ase la(ers! The su&&ase la(er ser'es three functions> 'i:> to protect the su&grade from o'erstressing> to pro'ide a platform for the construction traffic> and to ser'e as drainage and filter la(er! The design of su&&ase> "hether &ound or un&ound> should meet these functional re7uirements! B&! S300)se ,)4er B&!&# Un0o3nd S300)se ,)4er !2!1!1 Su&&ase materials ma( consist of natural sand> moorum> gra'el> laterite> /an/ar> &ric/ metal> crushed stone> crushed slag> and Reclaimed crushed concrete3Reclaimed asphalt pa'ement or com&inations thereof meeting the prescri&ed grading and ph(sical re7uirements! 8hen the su&&ase material consists of com&ination of materials> mi5ing should &e done mechanicall( either using a suita&le mi5er or adopting mi5=in=place method! The su&&ase should ha'e sufficient strength and thic/ness to ser'e the construction traffic! !2!1!2 Specifications of granular su&&ase 1GS*2 materials conforming to M<RT; Specifications for Road and *ridge 8or/s are recommended for use! These specifications suggest close and coarse graded granular su&&ase materials and specif( that the materials passing 425 micron sie'e "hen tested in accordance "ith ISD2 2- 1,art 52 should ha'e li7uid limit and plasticit( inde5 of not more than 25 and 6 respecti'el(! These specifications and the specified grain si:e distri&ution of the su&&ase
30
material should &e strictl( enforced in order to meet strength> filter and drainage re7uirements of the granular su&&ase la(er! 8hen coarse graded su&&ase is used as a drainage la(er> 9os 0ngeles a&rasion 'alue should &e less than 4- so that there is no e5cessi'e crushing during the rolling and the permea&ilit( is retained! !2!1!3 The su&&ase should &e composed of t"o la(ers> the lo"er la(er forms the separation3filter la(er to pre'ent intrusion of su&grade soil into the pa'ement and the upper GS* forms the drainage la(er to drain a"a( an( "ater that ma( enter through surface crac/s! The drainage la(er should &e tested for permea&ilit( and gradation ma( &e altered to ensure the re7uired permea&ilit(! 4ilter and drainage la(ers can &e designed as per IR)D S,D 42=1$$4 12-2 and IR)D S,D 52=1$$$! !2!1!4 Strength parameterD The rele'ant strength parameter for granular su& &ase is Resilient modulus 1MR2> "hich is gi'en &( the follo"ing e7uation MRgs& I -!2h-!45 R MRWsu&grade 8here hIthic/ness of su&&ase la(er in mm MR 'alue of the su&&ase is dependent upon the M R 'alue of the su&grade since "ea/er su&grade does not permit higher modulus of the upper la(er &ecause of deformation under loads! B&!&! Bo3nd S300)se L)4er !2!2!1 The material for &ound su& &ase ma( consist of soil or aggregate sta&ili:ed "ith cementitious material such as cement> lime=fl( ash> commerciall( a'aila&le sta&ili:ers etc! The drainage la(er of the su&&ase ma( consist of coarse graded aggregates &ound "ith a&out 2E to 3E cement or 2E to 3E &itumen emulsion to pre'ent distortion in its profile due to construction traffic "hile retaining the permea&ilit(! In case soil modified "ith cementatious material is used as a su&&ase and granular material is not easil( a'aila&le> geocomposites can &e used as drainage and filter la(er! !2!2!2 Strength ,arameterD The rele'ant strength parameter for &ound su& &ases is the +lastic Modulus +> "hich can &e determined from the unconfined compressi'e strength of
31
J!
15
the material! In case of &ound GS*> the la&orator( &ased + 'alue is gi'en &( the follo"ing e7uationsD +cgs& I 1---R .)S J! 16
<n the &asis of la&orator( testing the + %alue comes in the range of 2--- to 4--- M,a! ;o"e'er> in 'ie" of para 6!5!1 a&o'e> the design 'alue is recommended as 6-- M,a! The same principle "ill appl( for sta&ili:ed soil &ases> "here the recommended + 'alue is 4-- M,a 1assuming the .)S in the range -! 5 to 1!5 M,a2! &+ B)se ,)4er B&+&# Un0o3nd B)se ,)4er The &ase la(er ma( consist of "et mi5 macadam> "ater &ound macadam> crusher run macadam> Reclaimed concrete> cold3hot Reclaimed asphalt pa'ement> &itumen emulsion treated aggregates and cementitious treated soil3aggregates! Rele'ant specifications of IR)3M<RT; are to &e adopted for the construction! 8hen &oth su&&ase and the &ase la(ers are made up of un&ound granular la(ers> the composite resilient modulus of the granular su&&ase and the &ase is gi'en as MRWgranularI -!2R h-!45 MRWsu&grade 8here J 1
hIthic/ness of granular su&&ase and &ase> mm
B&+&! Bo3nd B)se L)4er B&+&!&# *ound &ase la(ers ma( consist aggregates or soil sta&ili:ed "ith cementitious sta&ili:ers li/e cement> lime=fl(ash=cement or other chemical sta&ili:ers to gi'e a minimum da( strength of 4!5 to M,a 1IR)D S,=#$=2-1-2 11 2! Though the initial modulus of the )ementitious &ases ma( &e in the range 1---- to 15--- M,a> there is reduction of modulus 'alues up to fift( percent of the initial modulus due to shrin/age and the construction traffic 14#> 4$2B and the effecti'e elastic modulus of the )ementitious &ase "ill &e much less> and ultimatel( not more than that gi'en &( the e7uation 1 > as if the entire &ase has con'erted to granular la(er!
32
!3!2!2 Strength parameterD 4le5ural strength is re7uired for carr(ing out the fatigue anal(sis as per fatigue e7uation! M+,DG suggests for chemicall( sta&ili:ed &ases the modulus of rupture can &e ta/en as 2-E of the 2# da( unconfined compressi'e strength! The same is recommended in these guidelines! 4or the initial design> the follo"ing 'alues of modulus of rupture are recommended )ementitious sta&ili:ed aggregates 9ime=cementitious=fl(ash 1!4 M,a 1!-5 M,a
!3!2!3Dura&ilit( criteriaD The minimum cementitious content in the cementitious &ase la(er should &e such that in a "etting and dr(ing test 1*ISD 4332 1,art I%2 = 1$6#2 1$2> the loss of "eight of cementitious treated aggregates does not e5ceed 14E after 12 c(cles of "etting and dr(ing! In cold and sno" &ound regions li/e 0runachal ,radesh> Xammu 6 Aashmir> 9ada/h> ;imachal ,radesh etc! dura&ilit( should &e determined &( free:ing and tha"ing test and the loss of "eight should &e less than 14E after 12 c(cles 1*ISD 4332 1,art I%2 Y 1$6#2 1$2! )ementitious la(er meeting the strength re7uirements of IR)DS,D#$= 2-1- is found to meet the criteria of dura&ilit( re7uirement 1#2! B&+&!&- )rac/ relief la(erD 0 S0MI la(er using modified &itumen pro'ided o'er the cementitious la(er dela(s the crac/s propagating into the &ituminous la(er! 0 crac/ relief la(er of "et mi5 macadam of thic/ness 1--mm sand"iched &et"een the &ituminous la(er and treated la(er is much more effecti'e in arresting the propagation of crac/s from the )ementitious &ase to the &ituminous la(er 1#>11>4#>4$2! The aggregate la(er &ecomes stiffer under hea'ier loads &ecause of high confining pressure! The granular la(er ma( &e treated "ith 1 to 2E &itumen emulsion of grade RS> to a'oid reshaping &ecause of sho'ing and deformation in the un&ound la(er caused &( the construction traffic! !3!2!5 Strength of crac/ relief la(erD The Resilient Modulus of the granular la(er pro'ided &et"een the )ementitious and &ituminous la(ers on the top is dependent upon the confinement pressure under "heel load 13> #> 14> 4# and 4$2! The modulus ma( 'ar( from 3-- to 1--- M,a and a t(pical 'alue of 45- M,a 1#> 4# and4$2 ma( &e used for the aggregate la(er sand"iched &et"een a &ituminous surface and the )ementitious &ase for the anal(sis of pa'ements! Strong support from )ementitious &ase> results in higher modulus than "hat is gi'en &( +7uation 3! 0
33
detailed discussion on computation of Resilient Modulus of granular material is gi'en in 0nne5ure #! B&+&+ Re',)i%ed As(h),$ 0)se5 If the &ase is made up of fresh aggregates or milled material from Reclaimed asphalt pa'ements treated "ith foamed &itumen or &itumen emulsion > a conser'ati'e 'alue of resilient modulus of the material ma( &e ta/en as 6--M,a "hile the la&orator( 'alues range from #-- to 12--M,a 136>442! The a&o'e mentioned Resilient Modulus 'alue can &e ensured if the Indirect Tensile Strength 10STMD D 36$=-$2 of the 1--mm diameter Marshall specimen of the +mulsion3 4oamed *itumen treated material has a minimum 'alue of 15-/,a in "et condition and 225/,a in dr( condition under a rate of loading of 5-mm3minute 1442! B&Bi$3%ino3s s3r.)'e ,)4er
!4!1 0 'ariet( of ne" &ituminous materials are no" a'aila&le after the pu&lication of IR)D 3 = 2--1! These t(pes of surfacing ma( &e considered for the surface la(ers of the pa'ement! +5perience a&road sho"s that t"o coat surface dressing has also &een recommended in South 0frica 14#>4$2 for traffic up to 5msa! ;o"e'er &itumen film in surface dressing is thic/ and does not undergo fatigue crac/ing till it is &rittle after o5idation! Thic/ &ituminous la(er is necessar( for dura&le and high 'olume pa'ements to a'oid fre7uent interruption for maintenance &ecause of higher road user cost! 4or design purposes the Resilient Modulus of the &ituminous materials "ith different &inders is gi'en in Ta&le 1! The modulus 'alues MR gi'en in IR)D 3 =2--1 "ere re'alidated from la&orator( tests 125> 342 using modern e7uipments! The Indirect Tensile tests 10STMD D 36$= -$2 and three point &ending tests 100S;T< T=321> GDetermining the fatigue life of )ompacted ;M0 su&?ected to Repeated 4le5ural *endingH2 at 1- ;: fre7uenc( in constant strain mode "ere carried out! It can &e seen that modulus of mi5es "ith modified &inders at 35-) is almost same as that "ith %G3- &itumen though the( ha'e 1i2 higher 'iscosit( at higher temperatures 1ii2 higher softening point and 1iii2 lo"er penetration! The findings are in agreement "ith those o&tained &( Monismith et al at the .ni'ersit( of )alifornia> *er/ele( 11-2!
34
Mi5es "ith %G4- &itumen results in much higher moduli and studies indicate that modulus 'alues "ith %G4- &itumen and those "ith modified &itumen are compara&le at 6- -)! )ommerciall( a'aila&le modified &inders ha'e different t(pes of pol(mersB it is recommended that the( should &e tested for their moduli and fatigue 'alues depending upon the structural re7uirement! !4!2 4atigue &eha'ior of mi5es "ith modified &itumen is higher as compared to mi5es "ith normal &itumen 11->25>2$ and 522! +5periments ha'e sho"n that the &inder content is increased &( -!5 to -!6 percent o'er and a&o'e the optimum to o&tain an air 'oid of 3E> the fatigue li'es are increased &( more than t"ice for normal as "ell as modified &inders 11->15> 25> 2$> and 522! ;o"e'er since the 'oids are 'er( critical for &leeding if the &itumen grade is not appropriate then "ith e5cess &itumen and critical air 'oid ratio the performance "ill &e ad'ersel( affected! 4or pa'ement design considerations using properties of &ituminous mi5es for optimum design and selection of &inder is descri&ed in the ne5t section! T)0,e # Resi,ien$ Mod3,3s o. Bi$3%ino3s %i2esC MP) Te%(er)$3re" Mi2 $4(e *) and D*M for %G1- &itumen *) and D*M for %G3- &itumen *) and D*M for %G4- &itumen *) and D*M for Modified *itumen 1IR) S, 53=2-1*M "ith %G 1- &itumen *M "ith %G 3- &itumen 8MM3R0, treated "ith 3E 12E 223-35-6--5 -25 2--3--5--3#-314525-4--24-35 1--1 -3--1654#-1252--13--
5-- M,a at 35-) -- M,a at 35-) &itumen 6-- M,a at 35-) 1'aries from -- to 12--M,a residual for "ater saturated samples2!
emulsion3foamed
&itumen
&itumen2 and 1E cementatious material!
35
The ,oissonZs ratio of &ituminous la(er ma( &e ta/en as -!5- for pa'ement temperatures of 35[) and higher! 4or temperatures from 2-[) to 3-[)> a 'alue of -!35 ma( &e adopted! 4atigue e7uation at an( pa'ement temperature from 2-[) to 4-[) can &e e'aluated &( su&stituting the appropriate 'alue of the resilient modulus of the &ituminous mi5! )atalogue of designs has &een "or/ed out for a temperature of 35[)! #! Per(e$3), P)ve%en$5 The pa'ements "hich less than ha'e theoreticall( life of 5- (ears or longer are termed as perpetual pa'ements! If the tensile strain caused &( the traffic in the &ituminous la(er is - micro strains> the endurance limit of the material> the &ituminous la(er
th
ne'er crac/s 10sphalt Institute> MS=4>
edition 2-- 2! Similarl( if 'ertical su&grade
strain is less than 2-- micro strains rutting in su&grade "ill ne'er happen! Design of such a pa'ement is illustrated in the guideline! A& P)ve%en$ Desi*n h)r$s
The Illustrati'e pa'ement design catalogues are gi'en for the follo"ing casesD 1! P)ve%en$ Thi'Dness Desi*n h)r$s .or $r)..i' 3($o # %s) /i$h *ituminous pa'ements
"ith Granular *ase and Granular Su&&ase!1)l $!12 1,late 1 to # 2 2! ,a'ement Thic/ness Design )harts for 2msa and a&o'e "ith *ituminous pa'ements "ith Granular *ase and Granular Su&&ase! 1)l $!22 1,late $ to 12 2 3! 3! *ituminous pa'ements "ith cementitious &ase and cementitious su&&ase ha'ing 1--mm of aggregate interla(er for crac/ relief! .pper 1--mm of the cementitious su&&ase is the drainage la(er!1)l $!32 1,late 13 to 162 4! 4! *ituminous pa'ements "ith cementitious &ase1T2 and su&&ase "ith S0MI at the interface of &ase and the &ituminous la(er! .pper 1--mm of the cementitious su&&ase is drainage la(er 1)l $!42 1,late 13 to 16 2
36
5!
5 *ituminous pa'ements "ith foamed &itumen3&itumen emulsion treated R0,3 aggregates o'er 25-mm )ementitious su&&ase 1top 1--mm is the drainage la(er2! 1)l $!52 1,late 1 to 2-2
6!
6! *ituminous pa'ements "ith cementatious &ase and granular su&&ase "ith crac/ relief la(er of aggregate la(er a&o'e the cementatious &ase! 1)l $!62 1,late 21 to 242
There can &e man( more com&inations depending on the local conditions! Designers can select different materials and anal(:e them using the &asic approach gi'en in the guidelines! 0 long life pa'ement ha'ing design traffic of 3--msa is gi'en in the 0nne5ure 2!
37
A&# P)ve%en$ Thi'Dness Desi*n h)r$s .or $r)..i' 3($o # %s) (A) Bi$3%ino3s ()ve%en$s /i$h Gr)n3,)r B)se )nd Gr)n3,)r S300)se&
P)ve%en$ o%(osi$ion Tr)..i' BR (Ms)) To$), Thi'Dness (%%) Bi$3%ino3s S3r.)'in* Ee)rin* o3rse (%%) # # # # # # # + 7 9 B @ A F #" 77" -@" -+" +A" +B7 +B7 +B7 !" P !" P !" P !" P !" P !"P !" P Binder o3rse (%%) Gr)n3,)r Gr)n3,)r B)se (%%) !!7 !!7 !!7 !!7 !!7 !!7 !!7 S30B)se (%%) -+7 !77 !"7 #97 #7" #7" #7"
A&! P)ve%en$ Thi'Dness Desi*n h)r$s .or !%s) )nd )0ove (A) Bi$3%ino3s ()ve%en$s /i$h Gr)n3,)r B)se )nd Gr)n3,)r S300)se& For $r)..i'G+"%s)C VG-" 0i$3%en is re'o%%ended& Thi'Dness o. DBM .or +#87" Ms) is ,o/er or e:3), $h)n $h)$ o. $he r)n*e !#8+"%s) d3e $o s$i..er 0i$3%en& Lo/er DBM h)s )ir void o. +H ).$er ro,,in* (Bi$3%en 'on$en$ is "&7H $o "&9H hi*her $h)n $he o($i%3%)& For $r)..i' 3($o 7%s) ),soC i%(ervio3s ,)4ers o. SDB )nd DBM is re'o%%ended& Lo'), e2(erien'e is $he 0es$ *3ide& GSB 'onsis$s o. .i,$er )nd dr)in)*e ,)4ers&
PAVEMENT DESIGN ATALOGUE
38
PLATE #8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE !8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

39
PLATE +8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE -8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

40
PLATE 78 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE 98 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

41
PLATE B8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE @8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
42
A&+ Bi$3%ino3s ()ve%en$s /i$h 'e%en$i$io3s 0)se )nd 'e%en$i$io3s s300)se h)vin* #""%% o. )**re*)$e in$er,)4er .or 'r)'D re,ie.& U((er #""%% o. $he 'e%en$i$io3s s300)se is $he dr)in)*e ,)4er& For $r)..i'G+"%s)C VG-" 0i$3%en is 3sed .or (reven$in* r3$$in*& DBM h)s )ir void o. +H ).$er ro,,in* (Bi$3%en 'on$en$ is "&7H $o "&9H hi*her $h)n $he o($i%3%)& e%en$i$io3s 0)se is $)Den )s $he ,i.e o. ()ve%en$& PAVEMENT DESIGN ATALOGUE
PLATE A8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
r)'Din* o.
43

PLATE #"8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE ##8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
44

PLATE #!8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
A&- Bi$3%ino3s ()ve%en$s /i$h 'e%en$i$io3s 0)se(T) )nd s300)se /i$h SAMI )$ $he in$er.)'e o. 0)se )nd $he 0i$3%ino3s ,)4er& U((er #""%% o. $he 'e%en$i$io3s s300)se is dr)in)*e ,)4er For $r)..i'G+"%s)C VG-" 0i$3%en is 3sed& DBM h)s )ir void o. +H ).$er ro,,in* (Bi$3%en 'on$en$ is "&7H $o "&9H hi*her $h)n $he o($i%3%)& r)'Din* o. )s $he ,i.e o. ()ve%en$& e%en$i$io3s 0)se is $)Den
45

PLATE #+8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
No$e5 T B)se sho3,d re)d )s E;7""" M() PAVEMENT DESIGN ATALOGUE

PLATE #-8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
No$e5 T B)se sho3,d re)d )s E;7""" M()
46

No$e5 T B)se sho3,d re)d )s E;7""" M() PAVEMENT DESIGN ATALOGUE

No$e5 T B)se sho3,d re)d )s E;7""" M()

47
A&7 Bi$3%ino3s ()ve%en$s /i$h .o)%ed 0i$3%en60i$3%en e%3,sion $re)$ed RAP6 )**re*)$es over !7"%% e%en$i$io3s s300)se ($o( #""%% is $he dr)in)*e ,)4er)& VG-" is 3sed .or $r)..i'G+"%s)& DBM h)s )ir void o. +H ).$er ro,,in* (Bi$3%en 'on$en$ is "&7H $o "&9H hi*her $h)n $he o($i%3%)& F)$i*3e .)i,3re o. $he 0i$3%ino3s ,)4er is $he end o. ()ve%en$ ,i.e& PAVEMENT DESIGN ATALOGUE
PLATE #B 8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
48

PLATE #@ 8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE #A8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
49

PLATE !"8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
A&9 (E&) Bi$3%ino3s ()ve%en$s /i$h 'e%en$)$io3s 0)se )nd *r)n3,)r s300)se /i$h 'r)'D re,ie. ,)4er o. )**re*)$e ,)4er )0ove $he 'e%en$)$io3s 0)se& In a t"o la(er construction of &ituminous la(er> the &ottom la(er should ha'e an air 'oid of 5E &( incorporating additional &itumen of -!5 to -!6E !The crac/ la(er should meet the specifications of 8et Mi5 Macadam and ma( contain a&out 1 to 2E &itumen emulsion so that its surface is not distur&ed &( construction traffic! +mulsion can &e mi5ed "ith "ater to ma/e the fluid e7ual to optimum "ater content and added to the 8MM during the processing! The granular should consist of drainage as "ell as filter3separation la(er! 0 relia&ilit( of #-E is used for traffic up to 3-msa and $-E for trafficL3-msa!%G3- &itumen is recommended for traffic up to 3-msa and %G4- for trafficL3-msa!
50

PLATE !#8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE !!8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
51

PLATE !+8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PLATE !-8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)
#"& In$ern), dr)in)*e in P)ve%en$ #"!1! The performance of a pa'ement can &e seriousl( affected if ade7uate drainage measures to pre'ent accumulation of moisture in the pa'ement structure are not ta/en!
52
Some of the measures to guard against poor drainage conditions are maintenance of trans'erse section in good shape to reasona&le crossfall so as to facilitate 7uic/ run=off of surface "ater and pro'ision of appropriate surface and su&=surface drains "here necessar(! Drainage measures are especiall( important "hen the road is in cutting or &uilt on lo" permea&ilit( soil or situated in hea'( rainfall3sno" fall area! 1-!2! <n ne" roads> the aim should &e to construct the pa'ement as far a&o'e the "ater ta&le as economicall( practica&le! The difference &et"een the &ottom of su&grade le'el and the le'el of "ater ta&le3high flood le'el should> ho"e'er> not &e less than 1!-m! In "ater logged areas> "here the su&grade is "ithin the :one of capillar( saturation> consideration should &e gi'en to the installation of suita&le capillar( cut=off as per IR)D 34 at appropriate le'el underneath the pa'ement! 1-!3! 8hen the traditional granular construction is pro'ided on a relati'el( lo" permea&ilit( su&grade> the granular su&&ase should &e e5tended o'er the entire formation "idth in order to drain the pa'ement structural section! )are should &e e5ercised to ensure that its e5posed ends do not get co'ered &( the em&an/ment soil! The trench t(pe section should not &e adopted in an( case as it "ould lead to the entrapment of "ater in the pa'ement structure! 1-!4 If the granular su&&ase is of softer 'ariet( "hich ma( undergo crushing during
rolling leading to denser gradation and lo" permea&ilit(> the top 1-- to 15- mm thic/ness should &e su&stituted &( an open graded crushed stone la(er of 9os 0ngeles a&rasion 'alue not e5ceeding 4- to ensure proper drainage! The filter la(er must ha'e enough permea&ilit( to pre'ent de'elopment of undesira&le pore "ater pressure and it should drain a"a( an( free "ater that enters into it al&eit at much lo"er rate as compared to the drainage la(er The filter3separation la(er should satisf( the follo"ing criteriaD
D15 of filter la&er 5 D15 of subgrade
To pre'ent entr( of soil particles into the drainage la(er D15 of filter la&er 5 D#5 of subgrade 53
0nd
D5- of filter la&er 25 D5- of subgrade
D#5 means the si:e of sie'e that allo"s #5 per cent &( "eight of the material to pass through it! Similar is the meaning of D5-> D15 and D2! The permea&le su&&ase "hen placed on the erodi&le su&grade soil should &e underlain &( a la(er of filter material to pre'ent the intrusion of soil fines into the drainage la(er 14igure 2! Con="o'en geos(nthetic also can &e pro'ided to act as a filter3 and #! separation la(er! Some t(pical drainage s(stem is illustrated in 4igures 6>
1-!5 8hen large inflo"s are to &e ta/en care of> an ade7uatel( designed su&=surface drainage s(stem consisting of an open graded drainage la(er "ith collection and outlet pipes should &e pro'ided! The s(stem should &e designed on a rational &asis using seepage principles to estimate the inflo" 7uantities and the outflo" conducti'it( of the drainage s(stem! It should &e ensured that the outflo" capa&ilities of the s(stem are at least e7ual to the total inflo" so that no free "ater accumulates in the pa'ement structural section! If granular su&&ase is not re7uired &ecause of strong su&grade> commerciall( a'aila&le geocomposite can &e used for drainage and separation! 0 design e5ample is gi'en in 0nne5ure 5 1-!6! %er( often> "ater enters the &ase> su&&ase or the su&grade at the ?unction of the 'erges and the &ituminous surfacing! To counteract the harmful effects of this "ater> it is recommended that the shoulders should &e "ell=shaped and if possi&le> constructed of impermea&le material! Ma?or high"a(s should ha'e pa'ed shoulder to /eep a"a( "ater from the su&grade and for other roads also "ith design traffic of 2- msa or lessB the &ase should &e constructed 3--=45- mm "ider than the re7uired &ituminous surfacing so that the run=off "ater disperses harmlessl( "ell clear off the main carriage"a(!
54
1-!
Shoulders should &e accorded special attention during su&se7uent maintenance
operation too! The( should &e dressed periodicall( so that the( al"a(s conform to the re7uisite cross=fall and are not higher than the le'el of carriage"a( at an( time!
)ra"#age la&er ope# graded Carr"agewa& !"lter la&er
'*oulder 'eal seal -ater flow
-ater (able -ater table .erforated p"pe )ra"#age mater"al '&#t*et"c fabr"c
Fi* 9 P)ve%en$ ),on* ) s,o(e

.a,eme#t 3a&ers s*oulder /#d 005m stab"l"1ed w"t* 2052 emuls"o# or 22 ceme#t
'ub grade )ra"#age la&er !"lter la&er
Fi*&B ()ve%en$ /i$h .i,$er )nd dr)in)*e ,)4ers
55
Sub base
Outlet Open graded base pipe
Fig 8 Longitudinal pipe at the edge of the drainage layer with outlet pipe
#"&A Dr)in)*e re:3ire%en$5 ;ea'( a5le loads commonl( pl( on ma?or roads in India and therefore> it should &e ensured that the un&ound la(ers do not undergo unaccepta&le permanent deformation under repeated loading! The su&grade and the granular la(ers "ith entrapped "ater "ould &e su&?ected to large permanent deformation under hea'( loads causing erosion of the un&ound la(er! It is necessar( to pro'ide a drainage la(er to drain a"a( the "ater entering into the pa'ement! The coarse graded granular su&&ase 1462 "ould ha'e the necessar( permea&ilit( of 3--m3da( "ith percent fines passing -!- 5mm sie'e less than 2E! 9a&orator( test must &e conducted for the e'aluation of the permea&ilit( of the drainage la(er! If the surface of the open graded drainage la(er is li/el( to &e distur&ed &( the construction traffic the la(er ma( &e treated "ith 2E cement32=2!5E of &ituminous emulsion "ithout an( significant loss of permea&ilit(! 4ield test &( Ridge"a( in .S0 indicated that it is the duration of lo" intensit( sustained rainfall rather than high intensit( rainfall that is critical for infiltration of "ater into the pa'ement! It "as found that the infiltration rate through the ?oints3crac/s "as -!223 m 33da(3m and this 'alue can &e used for design of drainage la(er in the a&sence of field data! The infiltration rate per unit area 7i can &e e5pressed as
56
7iI Ic1
in "hich Ic is the crac/ infiltration rate>
is the num&er of longitudinal ?oints3crac/s>
is the
"idth of pa'ement su&?ected to infiltration>
is the length of the trans'erse crac/s or ?oints> ) s
the spacing of trans'erse ?oints and A p is the rate of infiltration per unit area through uncrac/ed pa'ement surface> "hich is almost negligi&le for ,))! )edergren recommended design infiltration rates a&o'e 5-E of the 1hour rainfall of 1 (ear fre7uenc(! The computed 'alue is found to &e too high and the Ridge"a( method can &e adopted for design of drainage la(er! 0n e5ample is gi'en in 0nne5ure 4! ##& DESIGN IN FROST AFFE TED AREAS 11!1! In areas suscepti&le to frost action> the design "ill ha'e to &e related to actual
depth of penetration and se'erit( of the frost! 0t the su&grade le'el> fine grained cla(e( and silt( soils are more suscepti&le to ice formation> &ut free:ing conditions could also de'elop "ithin the pa'ement structure if "ater has a chance of ingress from a&o'e! 11!2! <ne remed( against frost attac/ is to increase the depth of construction to correspond to the depth of frost penetration> &ut this ma( not al"a(s &e economicall( practica&le! 0s a general rule> it "ould &e inad'isa&le to pro'ide total thic/ness less than 45- mm e'en "hen the )*R 'alue of the su&grade "arrants a smaller thic/ness! In addition> the materials used for &uilding up the crust should &e frost resistant! 11!3! 0nother precaution against frost attac/ is that "ater should not &e allo"ed to collect at the su&grade le'el "hich ma( happen on account of infiltration through the pa'ement surface or 'erges or due to capillar( rise from a high "ater ta&le! 8hereas capillar( rise can &e pre'ented &( su&soil drainage measures and cut=offs> infiltrating "ater can &e chec/ed onl( &( pro'iding a suita&le "earing surface!
#!& S3%%)r4 o. P)ve%en$ Desi*n Pro'ed3re&
57
The anal(sis and Design of ,a'ement ma( &e carried out &( an( of the follo"ing approachesD 0! In )ase of 'er( lo" traffic in the range of 1 and 2 msa then the charts pro'ided in para $!2 0 shall &e follo"ed! *! In case of higher traffic IIT,0% Soft"are ma( &e used! This Soft"are is included along "ith the ,a'ement Design Guidelines in a )D! The necessar( inputs re7uired in this soft"are areD i! ii! Run the IIT,0%!+\+ file It "ill 1st as/ for the num&er of la(ers of the pa'ement structure! This is capa&le of handling upto iii! la(ers!
Ce5t + 'alues of the 'arious la(ers in /g3cm2 shall &e pro'ided as an input
i'! '!
Ce5t gi'e the Mu or ,oissons ratio of each la(er The thic/ness of each la(er e5cluding the su&grade thic/ness are to &e pro'ided
'i!
,ro'ide "hether anal(sis is for single "heel load or dou&le "heel load
'ii!
The feed the no of computations re7uired
'iii! Then correspondingl( ,ro'ide the 'alues of depth ] in cm and the corresponding 'alue of r 1radii2
58
i5!
The program "ill run and as output pro'ide the corresponding stresses and strains! Ce5t chec/ if the generated strain is less than the permissi&le strain if not then run the program change the thic/ness again till the permissi&le strain 'alues are achie'ed!
)! 0lternatel( use the Design charts pro'ided in the te5t of the Guidelines! The charts can help in finali:ing the design as re7uired! The design e5amples are pro'ided in 0ppendi5 2> this "ill help the field +ngineers to design the pa'ement thic/ness re7uired!
59
Anne23re #
The IIT,0%+ soft"are is capa&le of anal(:ing la(er elastic s(stem in "hich all la(ers are &onded at the interfaces! 8ith minor changes in the soft"are> pa'ement s(stems "ith smooth interfaces can also &e anal(:ed! %ertical su&grade strain> S'> needs to &e /ept &elo" a certain 'alue for a gi'en traffic to limit rutting in the su&grade and granular la(ers of a "ell constructed pa'ement! Research findings indicate that the plastic 'ertical strain> Sp> in pa'ement materials depends upon the magnitude of elastic 'ertical strain> S'> gi'en as Sp3 S'I A 5 1C2c J!! 1#2
8here Sp and S' are plastic and elastic strains respecti'el(> CI num&er of repetition of a5le loads> A and c are constants If the computed S' on the su&grade for a gi'en "heel load is lo"> the 'ertical strain in the upper granular la(ers also is lo"! ;ence limiting the su&grade strain controls the rutting in the su&grade as "ell as in the granular la(ers! *ituminous la(er must ha'e mi5 "hich is rut resistant! The elastic tensile strains> St > at the &ottom and at the top of the &ituminous la(er should not e5ceed a certain limit for a gi'en design traffic to control de'elopment of crac/s during the design period! Surface crac/ ma( de'elop on either side of the "heel path as sho"n in 4igure 4! Tensile stains near the edge of the t(res can &e higher than that at the &ottom and surface crac/s ma( de'elop much earlier than those at the &ottom particularl( at higher temperatures! Though a num&er of cases of Top Do"n )rac/ing "ithin a (ear or t"o of opening to traffic has &een found at man( locations 125> 2 and 512 in the *) and the D*M la(ers in India> surface &leeding and rutting 135> 3 and 452
60
rather than surface crac/ing has &een 'er( common &ecause of secondar( compaction o"ing to the softer &itumen for the climate and traffic! Surface trans'erse surface crac/s ma( also de'elop due to hori:ontal shear stresses applied &( the dual "heels of hea'( commercial 'ehicles during acceleration and &ra/ing if the mi5 does not ha'e enough tensile strength!
B (
B (
( %ra#ular base (a
( %ra#ular base (b !"gure 4 Crac4s at bottom (a a#d top (b
The surface crac/s responsi&le for top do"n crac/ing sho"n in 4igure 4 can &e dela(ed &( using high 'iscosit( &inder such as %G4- or pol(mer3)rum& ru&&er modified &inder &ecause of high tensile strength in the top la(er of the &ituminous surfacing at higher temperatures! 9o" temperature trans'erse crac/ing associated "ith stiffer &inders is not a pro&lem in plains of India! *itumen of lo"er 'iscosit( controls trans'erse surface crac/ing in colder regions as per international e5perience! In the light of the a&o'e> the approach discussed in the follo"ing is recommended for design of &ituminous pa'ements!
B&!&! R3$$in* in s30*r)de )nd *r)n3,)r ,)4er 9arge amount of field data for rutting in fle5i&le pa'ements "ere collected and anal(:ed during se'eral research pro?ects of M<RT;B and a relationship &et"een limiting surface rutting of 2-mm and the 'ertical elastic su&grade strain "as de'eloped for different repetitions of standard a5le loads and it "as su&se7uentl( adopted in IR)= 3 D2--1! The &ituminous la(ers "ere not 'er( thic/ in India in eighties and nineties "hen rutting data "as collected and most of the rutting too/ place in the su&grade and the granular
61
la(ers onl(! The e7uations for rutting for #-E )nd A"H relia&ilit( respecti'el( are gi'en 133> 4-2 as CI 4!1656 5 1-=-# M13T'N 4!533 CI 1!415 1-=#5 M13T'N 4!533 ============== ============== 1$2 11-2
+7!$ "as used as the rutting criterion in IR)D 3 =2--1 for controlling rutting in the granular and su&grade la(ers> and the rutting in the &ituminous la(er "as to &e ta/en care of &( selecting appropriate &inder and mi5 design! 0 more correct approach "ould &e to estimate permanent deformation in different la(ers &( spectrum of a5le loads adopted in mechanistic=empirical pa'ement design method as recommended in M+,DG 132 &ut this "ould re7uire massi'e coordinated research effort in the la&orator( as "ell as in the field in different regions of the countr( so that la&orator( e7uations can &e cali&rated and 'alidated from field performance! Data from other countries can not directl( &e used due to different t(pes of traffic and climate! +7uation $ ha'ing a relia&ilit( of #-E is &ased upon a good data &ase for limiting rutting in granular la(ers and the su&grade soils! +7!1- is recommended for $-E relia&ilit( for high 'olume roads "ith traffic greater than 3-msa! ,ro'iding large thic/ness of granular la(er does not cause an( mar/ed reduction in the thic/ness of &ituminous la(er from fatigue consideration! The thic/ness of the su&&ase should &e sufficient to stand the construction traffic and the granular &ase also should &e thic/ enough so as not to cause the damage to GS*! These factors "ere considered in de'eloping the design charts of IR)D 3 =2--1! 4ield performance data of pa'ements designed as per IR)D 3 =2--1 indicated unaccepta&le rutting in the &ituminous la(er rather than in the granular la(er "ithin a (ear or t"o of construction of high"a(s 135> 3 and 452 &ecause of higher temperatures and hea'( a5le loads! This pro&lem is addressed &( the selection of appropriate &inder for the &ituminous mi5! B&!&+ R3$$in* in $he 0i$3%ino3s ,)4er Thic/ness of &ituminous la(ers in India for fle5i&le pa'ements "ith granular &ases is close to 2--mm or higher for hea'( 'olume roads and the rutting in the la(er is to &e controlled &( selecting a mi5 using &inder of appropriate 'iscosit( considering the traffic> climate and field
62
e5perience! Rut resistant mi5es for high 'olume traffic "ith air temperatures of 4- -) and a&o'e can &e o&tained &( using high 'iscosit( &inders such as %G4-> ,M*4-> and )RM*6- etc! 9a&orator( rut tests using IITAG, R.T tester on mi5es "ith %G4- &itumen> ,M* 4- as "ell as )RM* 6- indicated almost e7ual performance at 5--)! %G3- &itumen ga'e much higher rutting in the rut tester> a phenomenon o&ser'ed in the field also though it meets the superpa'e specification re7uirement15> 252 of 1 /,a for GR3sin^ at 64-) using D(namic Shear Rheometer! 0nal(sis &( M+,DG model 132 also predicted 5-E rut depth in mi5es "ith %G4- &itumen as compared to that "ith %G3- 1362! +'en "hen modified &itumen is used in the "earing course> the rutting ma( occur in the D*M 13 2 la(er made "ith %G3- ?ust &elo" the "earing course 13 2! ;ence a higher grade of &inder is recommended for the mi5 &oth for the *) and the D*M la(er &elo" the "earing course under hea'( traffic conditions for the ma5imum air temperatures of 4-_) and higher> 'er( common on plains of India! Recommendation of IR)D 111=2--$ for use of %G4- &itumen in *) as "ell as D*M la(er ma( &e adopted if the pa'ement carries o'er 2--commercial 'ehicles per da(! Stone Matri5 0sphalt 1IR)D S,D $=2--#2 11$2 is another "earing course that is /no"n to &e rut as "ell as fatigue resistant! Marshall Method of mi5 design is recommended for determination of optimum &inder content! B&!&- F)$i*3e resis$)n$ 0i$3%ino3s ,)4er !2!4!1 9a&orator( tests and field performance indicate 13> 1-> 15> 25 and 2 2 that fatigue life of a &ituminous la(er depends to a great e5tent on the &itumen content for a gi'en mi5! 0 &ituminous la(er "ith higher modulus de'elops lo"er tensile strain at the &ottom of the la(er &( a "heel load! To ensure that the &ottom Dense *ituminous Macadam has a higher fatigue life> it should contain higher &itumen content! *ut softer grade &itumen such as %G3- ma( gi'e an unsta&le mi5! 4or a &ituminous la(er thic/ness of 15-mm and higher> the temperature of the &ottom D*M is significantl( lo"er than the top &ituminous "earing course and there is little chance of rutting in the &ottom la(er if the air 'oid is close to 3 percent! ;igher &itumen content in the &ottom la(er ma/es the mi5 resistant to stripping and it also pro'ides a strong &arrier for entr( of moisture in upper &ituminous la(er 11-2! )omputations further
63
sho"s that the tensile strain in the "earing course near the edge of the t(re can &e e'en higher13>36>4 2 than that at the &ottom of &ituminous la(er particularl( at higher temperatures and therefore> the "earing course also must &e fatigue resistant in addition to &eing rut resistant! In a t"o la(er &ituminous construction consisting of *) and D*M> %G4- should &e used for &oth the la(ers "ith D*M ha'ing -!5E to -!6E higher &itumen content so that the air 'oid is close to 3E! Mi5es "ith ,ol(mer and )rum& Ru&&er Modified &inders ha'e fatigue li'es "hich can &e t"o to ten times higher than the normal mi5es125>31and 522 depending upon the &inder content and designers can utili:e this propert( in designing high fatigue life &ituminous pa'ements after carr(ing out la&orator( tests! !2!3!3 4atigue li'es of a &ituminous mi5ture at a relia&ilit( le'el of #-E
and $-E 133> 4-2 respecti'el( are gi'en as Cf I 2!21 R 1-=-4 5 M13TtN3!#$ R M13MRN-!#54 Cf I -! 11 R 1-=-4 5 M13TtN3!#$ R M13MRN-!#54 ===== 1112 1122
Cf I fatigue life> Tt I Ma5imum Tensile strain at the &ottom of the &ituminous la(er> MRI resilient modulus of the &ituminous la(er! +7!11 "as used in IR)D 3 =2--1! 4or high 'olume high"a(s> a relia&ilit( le'el of $-E and higher is used in international guidelines to a'oid fre7uent maintenance! +7uation 12 is close to the fatigue line of 0.STR<0DS at $-E relia&ilit(!
!2!3!4 The &itumen content of the D*M mi5es used in ma?or high"a(s in India 'aries generall( from a minimum of 4E to a ma5imum of a&out 5E depending upon the gradation and the specific gra'it( of the aggregatesB and the recommended air 'oid content range is 3 to 6E 1 MoRT;2 1462 "ith an a'erage of air 'oid content of a&out 4!5E !In a t"o la(er D*M> the fatigue life of &ottom la(er needs to &e enhanced &( increasing its &itumen contents so that it does not crac/ at all during the design life of the pa'ement! Though softer &itumen can &e used in lo"er la(ers since the temperature ma( not &e too high &elo" 1--mm depth> use of such &itumen "ould re7uire thic/er
64
D*M la(er &ecause of its lo"er modulus! 0sphalt Institute 162> Shell 11$ #2> GShell ,a'ement Design Manual=0sphalt ,a'ements and <'erla(s for Road trafficH> Shell International ,etroleum> 9ondon and M+,DG 132 ha'e gi'en e7uations for determination of fatigue life of &ituminous mi5tures for different 'alues of 'olume of &itumen 1%&2 and the air 'oids 1%a2 and same &asic approach "as used to modif( the cali&erated fatigue e7uations to o&tain high fatigue mi5es! The fatigue +7uation 12 ha'ing a relia&ilit( le'el of $-E is modified to include the effects of air 'oid and 'olume of &itumen as gi'en &elo"> Cf I -!5161 R )R1-=-4 5 M13TtN3!#$ R M13MRN-!#54 8here> )I 1-M> ' = 4!#41
1b -!6$2 1a + 1b
1132 !! 1142
%a Iair 'oid and %&I'olume of &itumen! CfI fatigue life> `tI ma5imum tensile strain at the &ottom of D*M! MRI Resilient modulus of &ituminous mi5! If %aI4!5E and %&I11!5E 1 corresponding to &itumen content of appro5imatel( 4!5E &( "eight of total mi5 2 > +7uation 13 is reduced to +7uation 12 ha'ing a relia&ilit( of $-E!If the constant -!5161 of +7!13 is replaced &( 1!6-4 1I -!516152!213-! 112 the modified e7uation "ill ha'e a relia&ilit( of #-E! +ffect of &itumen content can thus &e accounted for to determine the fatigue life of a &ituminous mi5ture! If -!5E to -!6E additional &itumen is used in a mi5 to ha'e an air 'oid close to 3E> the constant in the +7uations 13 can &e e'aluated from +7uation 14! +7uations 11 and 12 gi'es fatigue li'es for 2-E crac/ed area of the &ituminous la(er at a relia&ilit( le'el of #- and $-E respecti'el( at the end of the design period! To a'oid fre7uent maintenance> a relia&ilit( le'el of $-E is recommended for high 'olume roads ha'ing a design traffic e5ceeding 3-msa! Since most places on plains of India ha'e ma5imum air temperatures e7ual to 4-_) or higher> %G4- &itumen is recommended for higher traffic and no additional thic/ness of &ituminous la(er than "hat is specified as per IR)D 3 =2--1 "ill &e re7uired if the &ottom &ituminous la(er is made fatigue resistant &( increasing the &inder content &( -!5E to -!6E so that the air 'oid is around
65
3E! The thic/ness re7uirement also is less "hen stiffer &inder is used! Mi5 design and pa'ement design should &e integrated to get an optimum design! .sing the principle outlined a&o'e> a pa'ement can &e designed so that the &ottom &ituminous la(er has a 'er( long fracture life and onl( the "earing course displa(ing surface crac/s> rutting> ra'eling> pot holes etc due to traffic and ageing "ould need replace cementitious from time to time! <n a close e5amination of +7uations 11 and 13> it is found the +7uation 13 "ith a relia&ilit( le'el of $-E reduces 'er( close to +7uation 11 if air 'oid of the &ottom D*M la(er is 3E and 'olume of &itumen is a&out 13E! 2$%$)$5 *ased on the fatigue and rutting e7uations> &ituminous pa'ements can &e designed for different su&grade modulus 1)*R 'alues2! Design is to &e optimi:ed considering different options such as a'aila&ilit( of aggregates> use of foamed &itumen3 &itumen emulsion modified aggregates> cementitious &ase and su&&ase> a'aila&ilit( of Reclaimed asphalt pa'ements! The top 4-mm to 5-mm of the &ituminous la(er "ould suffer damage due to traffic and "eathering and it "ould re7uire rene"al from time to time! ;ot rec(cling also can &e alternati'e to conser'e the materials! Since e'er( region is uni7ue from the consideration of traffic> cost and a'aila&ilit( of materials> engineers ha'e to de'elop pa'ement design to suit the region! In case of hea'( rainfall area> proper internal drainage also must &e pro'ided to increase the pa'ement life! 9ocal e5perience should &e made use of "hile selecting the pa'ement la(ers! 0 fe" e5amples of pa'ement designs are illustrated for different su&grade modulus 'alues corresponding to )*R of 3E to 15E and design traffic ranging from 2msa to 15-msa! +5amples are also gi'en for 1a2 a pa'ement ha'ing a design life of 3--msa and 1&2 a perpetual pa'ement in the light of international e5perience! 4or lo"er traffic> IR)D S,D 2=2-- 1222 "ould &e applica&le! *e(ond the su&grade )*R of 1-E> pa'ement thic/ness is affected onl( marginall(! Temperature effect is ta/en care of &( assigning appropriate 'alue of resilient modulus to the &ituminous la(er depending upon the a'erage annual pa'ement temperature! 35-) is the most appropriate 0'erage 0nnual ,a'ement Temperature 100,T2 for plains of India 14-2!
66
Anne23re !
EORIED EXAMPLES ILLUSTRATING THE DESIGN METHOD (i) Bi$3%ino3s ()ve%en$s /i$h 3n$re)$ed *r)n3,)r ,)4er E2)%(,e 8 ,5 Design the pa'ement for construction of a ne" fle5i&le pa'ement "ith the follo"ing dataD DATA 1i2 1ii2 4our lane di'ided carriage"a( Initial traffic in the (ear of completion of construction 1Sum of &oth directions2 1iii2 1i'2 1'2 Traffic gro"th rate per annum Design life %ehicle damage factor 1*ased on a5le load sur'e(2 1'i2 1'i2 )*R of soil &elo" the 5--mm of the su&grade I 3E I6!- per cent I2- (ears I 4!5 I 5--- )%3da(
)*R of the 5--mm of the su&grade from &orro" pits I1-E
DESIGN 1i2
AL ULATIONS I -! 5
9ane Distri&ution factor
67
1ii2
Initial traffic
I 25-- )%,D assuming 5-E in each direction!
1iii2 %ehicle Damage 4actor 1%D42 computed for the traffic I 5!2!
1i'2 )umulati'e num&er of standard a5les to &e catered for in the design
1iii2
)*R of the em&an/ment materialI3E> )*R of 5--mm of su&gradeI 1-E> +ffecti'e )*R of the su&grade from 4igure 1I E Design resilient modulus of the compacted su&grade I1 !61 2-!64I62M,a
1i'2 Thic/ness of granular la(ersD 8MMI25-mm> GS*I23-mm Resilient modulus of granular la(erI -!2 5 14#-2-!45 562I2--Mpa! Thic/ness of proposed *ituminous la(er "ith %G 4- &itumen "ith &ottom D*M la(er ha'ing air 'oid of 3E 1-!5E to -!6E additional &itumen o'er <*)2 o'er 8MM and GS*I 1#5mm at relia&ilit( of $-E! 1The thic/ness of the &ituminous la(er as per IR)D 3 =2--1 I 21-mm at relia&ilit( of #-E2! 1ii2 Bi$3%ino3s ()ve%en$ /i$h 'e%en$i$io3s 0)se )nd 'e%en$i$io3s s300)se /i$h )**re*)$e in$er,)4er o. #""%% Design traffic as a&o'e 131msa! *ituminous la(er "ith %G4- 1*)OD*M2 I1--mm! 0ggregate interla(er )ementitious &ase I 1--mm! I 12-mm!
)ementitious su&&ase la(er for drainage and separation I 25-m!

68
The upper 1--mm of the cementitious su&&ase should &e open graded so that its permea&ilit( is a&out 3--mm3da( or higher for 7uic/ remo'al of "ater entering from the surface! )hec/ing of the safet( of cementitious &ase due to o'erloading! Since there are plent( of single and tandem a5le loads "hich are far higher than legal a5le load limits! The a5le load spectrum of the traffic data is as follo"s! Single 05le 9oads 05le 9oad class> /C 1#5=1$5 1 5=1#5 165=1 5 155=165 145=155 135=145 125=135 115=125 1-5=115 $5=1-5 #5=$5 K#5 Total Tandem 05le 9oads
,ercentage of Single a5les 05le 9oad class> /C ,ercentage of Tandem a5les -!64 -!#-!# 2!5# 2!5# 5!# 5!# 11!#2 11!#2 12!$ 12!16 32!3 1-3#-=4-36-=3#34-=3632-=343--=322#-=3-26-=2#24-=2622-=242--=221#-=2-K1#Total 2!14 2!14 2!14 2!14 4!2# 4!2# 12!#6 12!#6 1-! 2 1-! 2 !14 2#!5# 1--
)umulati'e fatigue damage anal(sis is computed as follo"s for Single 05le and Tandem 05le respecti'el( considering fle5ural strength of cementitious &ase as 1!4M,a!
)umulati'e fatigue damage anal(sis for Single 05le
69
A2,e Lo)d in DN E2(e'$ed

Re(e$i$ions 5#--4 25-4 25-4 233#2 233#2 52565 52565 1- 1253 1- 1253 116$133 11-2-6 2$2 365
S$ress in M() s$ress r)$io F)$i*3e ,i.e F)$i*3e ,i.e 'ons3%ed
1$1#1 1615141312111-$#5
-! -!66 -!63 -!5$ -!55 -!52 -!4# -!44 -!4-!3 -!33 -!31
-!5-!4 -!45 -!42 -!3$ -!3 -!34 -!32 -!2$ -!26 -!24 -!22 cumm! Damage
5!3 +O-5 1!12+O-6 2!33+O-6 4!#5+O-6 1!-1+O2!1-+O4!3#+O$!11+O1!$-+O-# 3!$5+O-# #!22+O-# 1!1$+O-$
1!-#+=-1 6!4$+=-2 3!11+=-2 4!#2+=-2 2!32+=-2 2!5-+=-2 1!2-+=-2 1!1#+=-2 5!65+=-3 2!$6+=-3 1!34+=-3 2!4 +=-3 +E8"#
)umulati'e fatigue damage anal(sis for Tandem 05le

A2,e Lo)d in DN E2(e'$ed Re(e$i$ions 3$3 3533312$4 4-$# 4 4-$# 4 4-$# 4 4-$# $4#1$6 $4#1$6 -! 2 -!6# -!64 -!61 -!5 -!53 -!51142$ -!4#52-1 -!45#$ 4 -!432 4 -!4-652 -!3#-2$3 3#2546!3 $54-5 1653#3 343# 21 14$$21 14#663$2 S$ress in M() s$ress r)$io F)$i*3e ,i.e F)$i*3e ,i.e 'ons3%ed 1!23$ -!5$6 -!2# -!13# -!133 -!-64
70
2 2523211$1#-
2#4$-22#4$-223 4$22 23 4$22 15#1#-4 633164#
-!5-!46 -!42 -!3$ -!35 -!33
-!354-66 -!32 #3$ -!3-1612 -!2 53#5 -!24$15# -!236-44 cumm! Damage
3-$1-
-!-$2 -!-44 -!-1# -!--$ -!--3 -!--# !&9
642 -# 4 1!34+O-# 2! #+O-# 5! #+O-# #!33+O-#
It can &e seen that total fatigue damage is greater than 1! ;ence the pa'ement is unsafe and )ementitious la(er "ill crac/ prematurel(! It can also &e notice that the Tandem a5le "eighing 3$-/C causes ma5imum fatigue damage follo"ed &( Tandem a5le of 3 -/C! <ne Tandem a5le is considered as 2 Single a5les sharing the total load e7uall( since there is no superposition of stresses in )ementitious la(er due to location of this la(er at shallo" depth! If the hea'( a5le loads are not allo"ed> the pa'ement "ould &e safe! If the )ementitious la(er thic/ness is increased to 16-mm cumulati'e fatigue damage is computed as -!# and hence the pa'ement is safe! Such chec/s are to &e made on )ementitious la(er &ecause of hea'( loading o'er the high"a(s in India! (iii) Bi$3%ino3s ()ve%en$ /i$h /i$h SAMI ,)4er over Design trafficI131msa! *ituminous la(er "ith %G4- 1*)OD*M2 I1--mm! )ementitious &ase I 165mm! e%en$i$io3s 0)se )nd e%en$i$io3s s300)se
e%en$i$io3s 0)se&
)ementitious su&&ase la(er for drainage and separation I 25-m! The upper 1--mm of the )ementitious su&&ase should &e open graded so that its permea&ilit( is a&out 3--mm3da( or higher for 7uic/ remo'al of "ater entering from the surface!
71
(iv) Bi$3%ino3s ()ve%en$ /i$h 0)se o. .resh )**re*)$es or Re',)i%ed )s(h),$ ()ve%en$ (RAP) $re)$ed /i$h .o)%ed 0i$3%en 6 0i$3%en e%3,sion )nd e%en$i$io3s s300)se& Design trafficI131msa! *ituminous la(er "ith %G4- 1*)OD*M2 I1--mm! Treated aggregates R0, I 1#-mm!
)ementitious su&&ase la(er for drainage and separation I 25-m! The upper 1--mm of the )ementitious su&&ase should &e open graded so that its permea&ilit( is a&out 3--mm3da( or higher for 7uic/ remo'al of "ater entering from the surface!
(v) Desi*n o. .,e2i0,e ()ve%en$ .or +""%s) o. $r)..i' Man( high"a(s ha'e hea'( 'olume of traffic and design traffic at the end of concession period can &e as high as 3--msa! If the pa'ement design and mi5 design are integrated> onl( the top "earing course of 4-mm to 5-mm suffer damage &( traffic and aging! 9o" life c(cle cost ma( ?ustif( use of thic/er &ituminous la(er in "hich onl( the top 4-mm to 5-mm is milled and replaced "ith a fresh &ituminous "earing course or a hot in=situ rec(cled mi5 to remo'e the crac/ed and deformed spots and restore the riding 7ualit(! The design has to &e done for $-E relia&ilit( to eliminate fre7uent interruption for repair! Ass3%ed Desi*n P)r)%e$ers Resilient modulus of su&gradeI 5M,a 1corresponding to +ffecti'e su&grade )*R of 1-E2! Thic/ness of Granular Su&&aseI 35-mm for separation and drainage 9o"er 2--mm of GS* is close graded 1MoRT;2 to act as separation la(er and the top 15-mm GS* is an open graded granular material treated "ith 1!5 to 2E &itumen emulsion to ha'e a permea&ilit( of 3--m3da( or higher to act as a drainage la(er! Its 9os 0ngele@s a&rasion 'alue must &e less than 4- to a'oid crushing during rolling!
72
*ituminous la(er must &e &ottom rich> that is> the &ottom la(er should ha'e an air='oid of 3E after the compaction &( traffic! This is achie'ed &( ha'ing additional &itumen of -!5E to -!6E higher than the optimum &itumen content! This must &e esta&lished from the la&orator( tests and a field trail! The &itumen must &e of grade %G=4- for the plains in India> "here temperatures are much higher to control rutting! In case of non=a'aila&ilit( of %G4- &itumen> ,M* has to &e used to o&tain rut resistant mi5es! Resilient Modulus of *ituminous la(erI 3---M,a 10s per IR)D 3 2 Thi'Dness o. $he ()ve%en$ is /orDed o3$ )s 5 Thic/ness of the &ituminous la(er I 225mm! Thic/ness of Granular Su&&aseI 35-mm! S$r)ins in di..eren$ ,)4ers .or ) desi*n $r)..i' o. +""%s)C 0llo"a&le tensile strain in the &itumen rich &ottom &ituminous la(erI 131US 1)omputed ma5imum tensile strainI 125 US2! 0llo"a&le 'ertical su&grade strainI 25-US! 1)omputed ma5imum 'ertical su&grade strainI23$ US2!
(vi) Desi*n e2)%(,e o. (er(e$3), P)ve%en$ The pa'ements "hich ha'e a life of 5- (ears or longer are termed as perpetual
pa'ements! If the tensile strain caused &( the traffic in the &ituminous la(er is less than - micro strains> the endurance limit of the material> the &ituminous la(er ne'er crac/s 10sphalt Institute> MS=4>
th
edition 2-- 2! Similarl( if 'ertical su&grade strain is less
than 2-- micro strains rutting in su&grade "ill ne'er happen! Design of such a pa'ement is illustrated in the guideline!
/#dura#ce 3"m"t5706+ 5706+ Pavement life
Vertical subgrade strain
Tensile strain
/#dura#ce 3"m"t5200 6+ Pavement life
3"m"t"#g te#s"le stra"# "# b"tum"#ous la&er for a perpetual pa,eme#t
3"m"t"#g ,ert"cal subgrade stra"# for a perpetual pa,eme#t 73
!"gure 781 3"m"t"#g des"g# stra"# for a perpetual pa,eme#t Desi*n e2)%(,e o. (er(e$3), P)ve%en$ 0llo"a&le su&grade strain I 2--U! 0llo"a&le tensile strain in the &ituminous la(er I -US! Modulus of the *ituminous la(er I 3---M,a 1%G4- *itumen2! +lastic Modulus of su&grade I 6-M,a 1corresponding to )*R of E2! Granular Drainage and Separation la(er I 2--mm! Modulus of drainage la(er I 13-M,a! Thic/ness of the *ituminous la(er to meet the a&o'e re7uirement I 3#-mm! The computed strain in the &ituminous la(er is 6#US and the 'ertical su&grade strain is o&tained as 16#US! 1The anal(sis is done &( IIT,0%+ soft"are2!
74
Anne23re8+
E:3iv),en'e o. $hi'Dness o. 0i$3%ino3s %i2es o. di..eren$ %od3,i T"o compacted &ituminous mi5es are appro5imatel( of e7ual fle5ural strength if their moduli and thic/ness are related as +1;1331211=U122 I +2;2331211=U222 8here> +> ;1> U1> and +2> ;2> U2 are the +lastic Modulus> Thic/ness and ,oissonZs Ratio of the t"o mi5es! These can &e used in estimation of 7uantities for cost comparision! +5ample )on'ert 1#-mm of D*M "ith %G3- into that "ith %G41#- mm D*M "ith %G3-I 1#-51 1 --33---2-!333I15- mm D*M "ith %G4- &itumen Though &ending &eha'ior ma( &e compara&le> rutting "ill &e reduced "ith stiffer &itumen! 0nal(sis indicates that rutting of mi5es "ith %G4- &itumen is half of that "ith %G3- &itumen
75
Anne23re PREPARATION OF LABORATORJ TEST SPE IMENS GENERAL 1! 8here'er possi&le> the test specimens should &e prepared &( static compaction> &ut if not possi&le> d(namic method ma( &e used as an alternati'e!
STATI
OMPA TION
2! The "eight of "et soil at the re7uired moisture content to gi'e the intended densit( "hen occup(ing the standard test mould is calculated as follo"s D %olume of mould I 22-$ cc 8eight of dr( soil I 22-$ d gm 8eight of the 8et SoilI
8here> d I Re7uired dr( densit( in gm3cc m I Re7uired moisture content in per cent!
3! The soil lumps are &ro/en do"n and stones larger than 2- mm are remo'ed! Sufficient 7uantit( of the soil is mi5ed "ith "ater to gi'e the re7uired moisture content! The correct "eight of "et soil is placed in the mould! 0fter initial tamping "ith a steel rod> a filter paper is placed on top of the soil> follo"ed &( the 5-mm displacer disc> and the specimen compressed in the compression machine until the top of the displacer is flush "ith the top of the collar! The load is held for a&out 3- seconds and then released! In some soil t(pes "here a certain amount of
76
re&ound occurs> it ma( &e necessar( to reappl( load to force the displacer disc slightl( &elo" the top of the mould so that on re&ound the right 'olume is o&tained! DJNAMI OMPA TION
4! The soil is mi5ed "ith "ater to gi'e the re7uired moisture content> and then compacted into the mould in three la(ers using a standard soil rammer! 0fter compaction> the soil is trimmed flush "ith the top of the mould "ith the help of a metal straight edge! The mould is "eighed full and empt( to ena&le determination of "et &ul/ densit(> and from it> /no"ing the moisture content> the dr( densit( is calculated! 5! 4urther specimens> at the same moisture content> are then prepared to different dr( densities &( 'ar(ing the num&er of &lo"s applied to each la(er of soil so that the amount of compaction that "ill fill the mould uniforml( "ith calculated "eight of "et soil 1'ide para 2 a&o'e2 is /no"n! SPE IAL POINTS RELATING TO DESIGN OF PAVEMENT ON
EXPANSIVE SOILS ,otentiall( e5pansi'e soils> such as> &lac/ cotton soils are montmorillonite cla(s and are characteri:ed &( their e5treme hardness and deep crac/s "hen dr( and "ith tendenc( for hea'ing during the process of "etting! Road&eds made up of such soils "hen su&?ected to changes in moisture content due to seasonal "etting and dr(ing or due to an( other reason undergo 'olumetric changes leading to pa'ement distortion> crac/ing and general une'enness! In semi=arid climatic conditions> pronounced short "et and long dr( conditions occur> "hich aggra'ate the pro&lem of s"elling and shrin/age! Due recognition of these pro&lems at the design stage itself is re7uired so that counter measures could &e de'ised and incorporated in the pa'ement structure! 0 proper design incorporating the follo"ing measures ma( considera&l( minimise the pro&lems associated "ith e5pansi'e soils! The amount of 'olume change that occurs "hen an e5pansi'e soil road &ed is e5posed to additional moisture depends on the follo"ingD
77
1a2 The dr( densit( of the compacted soil! 1&2 The moisture content! 1c2 Structure of soil and method of compaction!
+5pansi'e soils s"ell 'er( little "hen compacted at lo" densities and high moisture &ut s"ell greatl( "hen compacted at high densities and lo" moisture! ;ence> "here the pro&a&ilit( of moisture 'ariation in the su&grade is high> it is e5pedient to compact the soil slightl( "et of the field optimum moisture content 1O2E2 determined on the &asis of a field trial! +5perience sho"s that generall(> it is not practica&le to compact e5pansi'e soils at <M) determined &( 9a&orator( ,roctor Test! It is> therefore> necessar( to stud( its field moisture densit( relationship through compacting the soil at different moisture contents and under the same num&er of roller passes! 0 minimum densit( corresponding to $5 per cent of the standard proctor densit( should &e attained in the field and recommended moisture content should &e! 1=2 per cent "et of optimum moisture content! B3..er L)4er There is a definite gain in placing the pa'ement on a non=e5pansi'e impermea&le soil cushion of -!6=1!- m thic/ness! It pre'ents ingress of "ater in the underl(ing e5pansi'e soil la(er> counteracts s"elling and secondl( e'en if the underl(ing e5pansi'e soil hea'es> the mo'ement "ill &e more uniform and conse7uentl( more tolera&le! ;o"e'er> "here pro'ision of non=e5pansi'e &uffer la(er is not economicall( feasi&le> a &lan/et course of suita&le impermea&le material and thic/ness as discussed in para 3 &elo" must &e pro'ided! B,)nDe$ o3rse 0 &lan/et course of at least 225mm thic/ness and composed of coarse3medium sand or non=plastic moorum ha'ing ,I less than fi'e should &e pro'ided on the e5pansi'e soil su&grade as a su&&ase to ser'e as an effecti'e intrusion &arrier! It
78
must ha'e 'er( lo" permea&ilit(! The &lan/et course should e5tend o'er the entire formation "idth! 0lternati'el(> lime=sta&ili:ed &lac/ cotton su&&ase e5tending o'er the entire formation "idth ma( &e pro'ided together "ith measures for efficient drainage of the pa'ement section!
79
Anne23re 7
Dr)in)*e ,)4er Impro'ement of drainage can significantl( reduce the magnitude of seasonal hea'es! Special attention should> therefore> &e gi'en to pro'ision of good drainage measures! The desira&le re7uirements areD
a! ,ro'ision must &e made for the lateral drainage of the pa'ement structural section! The granular su&&ase3&ase should accordingl( &e e5tended across the shoulders
&! Co standing "ater should &e allo"ed on either side of the road em&an/ment! c! 0 minimum height of 1 m &et"een the su&grade le'el and the highest "ater le'el should &e ensured! E2)%(,e o. desi*n o. ) dr)in)*e ,)4er Design a granular drainage la(er for a four lane hea'( dut( di'ided high"a( for a ma5imum precipitation of 5-mm per hour for t"o=(ear fre7uenc(! 9ongitudinal slope I 3E> )am&er I 2!5E& r)'D in.i,$r)$ion %e$hod
3o#g"tud"#al 'lope 32 9
Cambe r
)"rect"o# of !low of -ater
2052
80
Fi*3re A Dire'$ion o. F,o/ o. E)$er 8ater tra'els along 0D due to cam&er and the longitudinal slope Depth of drainage la(er I 45-mm 10ssuming *TI2--mm and 8MMI25-mm2 8idth of the drainage la(er 1one side of the median onl(2 I #!5mO1!-mO25-!45 I 1-!4 m 4igure $> 0* I 1-!4m> 0) I 1-!45-!-33-!-25 I 12!4#m! 0D I 11-!42 O 12!4#22 -!5 I 16!24m +le'ation drop along 0) I 12 !4#5-!-3 I -!3 4m +le'ation drop along )D I 1-!4 5 -!-25 I -!26m Total drop I -!634m! I I -!634316!24 I -!-3$ 7i I IcMCc38pO8c318p)s2N IcI-!223m33da(3m>Cc1 centre line and t"o edges2 I3>8p1 pa'ed "idthO shoulder2I1-!4m> 8c1crac/ "idth2I8p> )s1 assumed inter'als of trans'erse crac/s2I12m for fle5i&le pa'ement 7iI -!-#3m33da(3m2 ! 0mount of "ater infiltration in pa'ement per metre along the flo" path 0D I-!-!-#3 5 1 5 16!24I1!35 m33da(Ia GradientI-!-3$ aIA0I> A0I1!353-!-3$I34!62 If depth of drainage la(er is 1--mm 0I 1 5 -!1I-!1m2> AI34!623-!1 I 346!62 m3da( 4or ma?or high"a(s in "hich thic/ &ituminous la(er are pro'ided> 'er( little "ater can enter initial period of four to fi'e (ears due to a&sence of crac/ing! Rain "ater ma(
81
ho"e'er enter through per'ious median! The 00S;T< $3 gradation of the drainage la(er is gi'en &elo"! Per%e)0i,i$4 o. Un$re)$ed Gr)ded A**re*)$es )s (er AASHTO (#AA+) E ,assing Sie'e opening> Mm 212!5 $!5 4! 6 2!36 2!--!#4 -!42 -!25 -!1-5 -!- 5
)oeff! of permea&ilit( m3da(
Grading 1 Grading 2 Grading 3 Grading 4 Grading 5
Grading 6
1-#5 !5 5#!3 42!5 3$ 26!5 1#!2 13!6!3
1-#4 6 56 3$ 35 22 13!3 !5 35
1-#3 4 52!5 34 315!5 6!3 1--
1-#1!5 2!5 4$ 2$!5 25 $!# 35-
1-$!5 6$!5 43!5 22 1 #5-
1-5 63 32 5!# $5-
82
Anne23re89
RE OMMENDED TJPE AND THI INESS OF BITUMINOUS EEARING OURSES FOR FLEXIBLE PAVEMENTS UNDER DIFFERENT SITUATIONS
S, No& Desi*n Tr)..i' (%s))
T4(e o. B)se6 Binder o3rse
T4(e o. Bi$3%ino3s Ee)rin* o3rse
Ann3), R)in.),, Lo/ (L)K#""" %% Medi3% (M) G#""" )ndL!""" %%M Hi*h (H)N !""" %% 9 and M 9>M and ; 9>M and ;
8ater *ound Macadam> 8et Mi5 Macadam> )rusher= run= Macadam> *uilt=up Spra( Grout *ituminous Macadam &ase3&inder course Dense *ituminous Macadam
1i2 2-mm ,remi5 )arpet 1,)2 "ith sand seal coat 1ii2 2-mm ,) "ith li7uid seal coat 1iii2 Mi5 Seal Surfacing 1MSS212-mm2 T(pe F0@ or F*@ 1i'2 Single3t"o coat surface dressing 1i2 Semi=Dense *ituminous )oncrete 125mm2 1ii2 2-mm ,) "ith li7uid seal coat 1iii2 MSS 12-mm2 T(pe F0@ or F*@ *ituminous )oncrete 1i2 25mm 1ii2 4- mm 1iii2 5- mm SM0> a rut resistant "earing course> is suita&le for hea'( traffic
K1-!K1-!K1-!-
9>M and ;
K1-!-
9>M and ; 9>M and ; 9>M and ;
L5K1b1b1--
83
Anne23re8B
RITERIA FOR THE SELE TION OF GRADE OF BITUMEN FOR BITUMINOUS OURSES& M)2i%3% )ver)*e Tr)..i' ( VD) )ir $e%(er)$3re " c15-- commercial c3--) c4--) ;ea'( 9oads> b4--) +5press"a(s msaL3-msa 'ehicles per da( 4or all t(pes of traffic *M>D*M and *) *M>D*M>SD*) and *) *M>D*M> SD*)> *) Bi$3%ino3s o3rse Gr)de o. Bi$3%en $o 0e 3sed %G1-3%G2%G3%G4- &itumen for "earing course as "ell as &inder course> Modified &itumen ma( &e used for the "earing course
CoteD Mi5 design> selection of grade of &itumen> gradation of aggregates and traffic loading are interrelated! 9ocal e5perience is the &est guide! The Superpa'e guidelines on selection of &inder can &e adopted if local e5perience is not a'aila&le! S.,+R,0%+ Mi5 design recommends &inder "hich is one grade higher than re7uired from temperature consideration for hea'( traffic! 4or signali:ed intersection> t"o grades higher &inder is recommended! If the most suita&le &inder is %G3- for 45- to 15-- )%,D> %G4- should &e selected for higher 'olume of commercial 'ehicles! 4or areas on intersection and traffic signals> mi5es li/e SM0 and those "ith %G4-3pol(mer or crum& ru&&er modified &itumen "ould &e suita&le!
84
Anne23re @
The Resilient modulus> '*grn> of a granular material is dependent upon the sum of the principal stresses as "ell as the octahedral stress as gi'en &elo" 1#2
'*gran = 31 M 2 3 2 M oct + 1N33
JJ! %II=1
I sum of the principal stresses
oct
I <ctahedral stressesI
1 1 1 1 2 2 2 + 1 2 3 22 + 1 3 1 2 2 2
:;7782
V1> V2 and V3 are the principal stresses in the granular la(er

I atmospheric pressureI1-- /,a> A1> A2 and A3 are e5perimental test constant! 4or crushed
roc/s meeting the gradation of "et mi5 macadam as per M<RT; specification> constants are to &e e'aluated from repeated tria5ial test as per the 00S;T< YT3- =$$! The default 'alues of the constants /1> /2 and /3 ma( &e ta/en as 3--> 1!-5 and =-!4 respecti'el( 1#2!0 granular la(er can &e su&=la(ered and the '*grn 'alues of each la(er can &e e'aluated from stress anal(sis &( an elastic la(ered programme!
85
Anne23re8A ONSTRU TION OF PAVEMENT LAJERS EITH STABILIOED MATERIALS The follo"ing summar( of specifications co'ers all phases of "or/ normall( re7uired for the sta&ili:ation of materials or pa'ement la(ers! The document has &een structured in such a "a( as to present the three phases of an( pro?ectB pre=application> the application itself> and post application procedures! Their o&?ecti'e is to &e a&le to produce uniform results throughout the countr(! The 0nne5ure is intended as a guide for practicing engineers and lea'es scope for engineering ?udgement to &e administered! 1!Pre8A((,i')$ion Pro'ed3res Prior $o s$)0i,i1)$ion ,rior to the application &eginning there are se'eral aspects that need to &e addressed! 4irst> a sur'e( needs to &e esta&lished> "hich should include the climatic conditions> traffic re7uirements> loads> and a soil sur'e(! *ased on the results an appropriate road design should &e attempted! #&# S)%(,in* )nd $es$in* Tests should &e conducted &( the authorit( carr(ing out the application> &oth &efore and during the progress of the "or/> to ensure compliance "ith the re7uirements of the pro?ect specification outlined &( a reputa&le consulting engineering firm e5perienced in the aspects of pa'ement la(er design! Results of the testing are the responsi&ilit( of the clientZs la& and the clientZs consulting engineer! 0ll samples of soil and general materials should &e ta/en in accordance "ith the standard methods specified! The standard methods that should &e utili:ed for testing includeD 1a2The specifications of the 0merican Societ( of Testing and Materials 10STM2 1&2 The specifications of the 0merican 0ssociation of State ;igh"a( and Transportation <fficials 100S;T<2 1c2 IR) #$=2-1In addition to the a&o'e standard methods of testing> standard specifications or test methods of other codes of practice ma( also &e referred to in these specifications> or test methods ma( &e
86
descri&ed "here no accepta&le standard method e5ists! Samples for la&orator( testing should &e full( representati'e of the material to &e sta&ili:ed! 1!1!1 Untreated aterial The follo"ing tests should &e conducted on the natural or untreated soil3material &efore construction of an( pa'ement la(er proceeds! The results should &e for"arded to the consultant for re'ie"D 1a2 Gradation> particle si:e distri&ution and particle si:e anal(sis 9imits2 1&2 Group )lassification 1c2 Ma5imum Dr( Densit( 1MDD2 and <ptimum Moisture )ontent 1<M)2 1d2 )alifornia *earing Ratio 1)*R2 and or .nconfined )ompressi'e strength 1.)S2 /$/$% ,reated aterial The follo"ing tests should &e conducted on the soil3material to &e sta&ili:ed "ith a 4oil 4tabili5er &efore construction of an( pa'ement la(er proceeds 1i!e! prior to pro?ect initiation2D 1a2 +'aluation of strength 1)*R and .)S2 'ersus sta&ili:er content at differing dosages 1&2 0tter&erg limits at 'ar(ing dosages 10tter&erg 9imits2 1c2 MDD 1Modified2 and <M) at 'ar(ing dosages #&! Pro(er$ies $es$ed /$%$/ !article si5e distribution The particular pac/ing arrangement for a material is normall( represented &( the particle si:e distri&ution 1gradation2 cur'e &ased on proportions 1&( mass2 passing successi'e sie'es! 0 lac/ of coarse or finer particles "ould produce an un&alanced gradation or distorted gradation cur'e resulting in poor mechanical sta&ilit( and unsatisfactor( compaction! Therefore> an impro'ement in gradation and in the reduction of o'ersi:ed material "ill result in more uniform strength de'elopment> uniform mi5ing and compaction! It is prefera&le to ha'e a gradation "ith a continuousl( smooth cur'e from the ma5imum particle si:e to the smallest particle si:e "ith no e5cess or lac/ in certain particle fractions!
87
,lasticit( 10tter&erg
1!2!2 !article si5e anal&sis The particle distri&ution of the finer material passing the 2 mm sie'e has a mar/ed effect on the compacti&ilit( and &earing strength of the material! 1!2!3 Atterberg li its ,lasticit( gi'es an indication of the materialsZ cla( reacti'it( 1acti'e cla( content2 and affinit( to "ater 1moisture content2> "hich "ill affect the 'aria&ilit( in strength de'elopment and the possi&le need for increasing the sta&ili:er content! 1!2!4 6roup classification The group classification is useful in determining the relati'e 7ualit( of the soil material for use in earth"or/ structures> em&an/ments> su&=grades> su&=&ases and &ases! The classification is &ased on la&orator( determinations of particle si:e distri&ution> li7uid limit and plasticit( inde5! 1!2!5 'oisture7densit& relationships The determination of the relationship &et"een "ater content and densit( of soils is used in determining the compaction of the material! The purpose of compaction is to arrange the particles in such a "a( as to achie'e the highest possi&le densit( for the la(er "ith minimum 'oids! *( achie'ing high densities> not onl( is the shear strength and elastic modules impro'ed &ut also the ingress of "ater is reduced or eliminated! 1!2!6 4trength The strength of soils or cohesi'e materials can &e assessed &( the determination of the )*R and .)S 'alues! 1a2 )*R testD used to e'aluate the potential strength of su&=grade> su&=&ase and &ase=course material! 1&2 .)S testD used to pro'ide an appro5imate 'alue of the strength of cohesi'e soils in terms of total stresses and is used to 7uic/l( o&tain the appro5imate compressi'e strength of soils that possess sufficient cohesion to permit testing in the unconfined state! In order to
88
esta&lish the re7uired sta&ili:er content re7uired to produce a mi5ture conforming to specific )*R and .)S> specimens shall &e prepared at three different sta&ili:er contents> and )*R or .)S determinations shall &e made for each specimen! The three contents are usuall( in increments e!g! 2 to # E &( mass of the total o'en dried material depending on the t(pe of sta&ili:er! 1!2! )*R and .)S determinationsD additional pro'isions The )*R and .)S tests shall &e conducted in accordance "ith the methods descri&ed in the Standard Methods as specified> su&?ect to the follo"ing additional pro'isions! The purpose is to facilitate conditions in the field and to allo" sufficient strength gain to ta/e place! 1a2 ,reparation of the specimen! The calculated amount of sta&ili:er additi'e should &e admi5ed "ith the ra" or untreated material thoroughl( to a uniform colour &efore the optimum "ater or moisture content is added! 1&2 )uring of the samples 0fter completion of the compaction effort> the specimens should &e cured for se'en da(s in a suita&le curing room> e5posed to air! 0t no stage "hatsoe'er during the da( period should the compacted specimens &e su&merged under "ater! The compacted specimens can either &e placed under damp hessian &ags or "ood chipping to pre'ent the compacted specimens from dr(ing out too 7uic/l( and thus pre'enting ade7uate strength gains from ta/ing place! 0fter the da( curing period> the specimens should &e remo'ed from the curing room and su&merged in "ater for the 4 da( soa/ing period> for the determination of the )*R! The compacted .)S specimens shall &e immediatel( crushed to total failure on remo'ing the compacted specimens from the curing room! 1!3 4oundation and drainage *efore commencement of sta&ili:ation of materials or pa'ement la(ers> assessment of the foundation and drainage should &e carried out! 1!3!1 Foundation
89
The sta&ili:ed la(er should &e constructed on a ta&le> dura&le> ade7uatel( compacted foundation la(er or underl(ing pa'ement structures> depending on the t(pe and amount of traffic load! The follo"ing pro&lems should &e addressed and eliminated &efore an( sta&ili:ation of a material or pa'ement la(er is initiatedD 1a2 +5cessi'e 'olume changes "hich occur in some soils as a result of moisture change 1eg! +5pansi'e soils and soils "ith a collapsi&le structure2! 1&2 Defects in structural support 1e!g! slope sta&ilit(2! 1c2 Con=uniform support that results from "ide 'ariations in soil t(pes or states! 1d2 *iological acti'it( ,erform all operations in a continuous manner and e2 <rganic material 1e!g! humus> 'egetation etc!2! 1f2 Con=compaction of underl(ing la(ers! 1g2 9o" and insufficient &earing capacit( of the underl(ing la(ers! /$)$% Drainage The compacted la(ers should &e ade7uatel( drained and shaped 1design specification2 to pre'ent standing "ater from scouring the completed "or/! <pen drains should &e e5ca'ated "ithin the road prism 1medium drains and side drains2 either &( hand or special e5ca'ating e7uipment 1&rac/ets> draglines or similar e7uipment2 to control the free "ater &( effecti'e drainage! <pen drains "ill pre'ent the damage of the sta&ili:ed la(er and its foundation from free "ater! 0ll e5isting open drains shall &e cleared out> and "here necessar(> shaped &( remo'ing the sediment and turning the floors and sides! 0ll &ac/filling that is re7uired for e5ca'ation of open drains and concrete linings> should &e of suita&le material and compacted to at least $-E of Mod! ,roctor densit( or higher! 0ll reasona&le precautions should &e implemented to pre'ent the material or the road from &ecoming e5cessi'el( "et as a result of rain> ground"ater or storm="ater! 8here material or e5isting la(ers are too "et to compl( "ith the re7uirements in regard to moisture content during construction> the material shall &e dried out until it is ade7uatel( suita&le for compaction> sta&ili:ation> and all other aspects associated "ith 4oil 4tabili5er application!
90
!&" ons$r3'$ion ,i%i$)$ions The Soil Sta&ili:er should &e applied to an area of such si:e that all operations> dr( mi5ing through cutting final grade> to &e completed "ithin 6 hours! 0n( rain falling on the "or/ing area during the process of sta&ili:ation ma( &e sufficient cause to re7uire re=commencement of the process! Co material for the sta&ili:ed la(er ma( &e placed if the underl(ing la(er has &een softened &( e5cessi'e moisture! Depths in e5cess of 15- mm can &e compacted pro'ided that the correct e7uipment and compactor is utili:ed that can achie'e an effort large enough to compact the lo"er regions of the la(er! )ommonl(> depths of more than the ma5imum of 15- mm should &e constructed in t"o separate la(ers in order to ensure that the minimum compaction re7uirement is o&tained! <nl( appl( sta&ili:er "hen the am&ient air temperature is at least 5_) in the shade and rising! +&" S$)0i,i1)$ion Pro'ed3res +&# S$)0i,i1)$ion 3sin* Soil Sta&ili:er Sta&ili:ation 1the process of impro'ing the engineering properties of a material &( means of the addition of Soil Sta&ili:er2 is su&?ect to the 7ualit( of materials a'aila&le and the impact of the en'ironment 1traffic> climate> etc!2 on the structural design! Sta&ili:ation endea'ours to increase the 7ualit( of the pro?ect and reduce construction costs &( impro'ing the properties of su&standard> readil( a'aila&le material to compl( "ith the rele'ant specifications! +&# M)$eri),s 3!1!1 Soil Sta&ili:er Soil Sta&ili:er should &e /ept under co'er and protected from moisture till use! )$/$% 4oil It is prefera&le to sta&ili:e a soil "ith a continuousl( smooth gradation cur'e from the ma5imum particle si:e to the smallest particle si:e "ith no e5cess or lac/ in certain particles! 0ll soil should &e tested prior to the pro?ect or application to determine the dosage of Soil Sta&ili:er to produce the designed strength!
91
+&! E)$er The characteristics of the "ater that is sought for sta&ili:ation are that it is soft> reasona&l( clean> and free from oil> acid> al/ali> organic and other impurities! 8ater that is thought to encourage ad'erse reactions should &e appro'ed for compati&ilit( "ith Soil Sta&ili:er! +&+& ons$r3'$ion (ro'ess
3!3!1 ,rior to the construction of the sta&ili:ed la(er Sta&ili:ed la(ers should &e constructed onl( "here the underl(ing la(er or foundation meets all specified re7uirements! *efore construction of an( sta&ili:ed la(er and &efore an( transported material for sta&ili:ation is dumped on the road> the underl(ing la(er should &e in'estigated to esta&lish "hether there is an( damage> "et spots or other defects! 0n( defects to the la(er should &e rectified &efore the sta&ili:ed la(er is constructed! 8here the sta&ili:ed la(er is constructed on the floor of a pa'ement e5ca'ation or on the top of an e5isting pa'ement la(er i!e! "here the underl(ing la(er has not &een re"or/ed or reconstructed> the floor of the e5ca'ation or the top of the e5isting pa'ement la(er should first &e "atered and the compaction of the la(er should &e 'erified! )omplete all operations during da(light hours! 0n( rain falling on the "or/ing area during the process of sta&ili:ation ma( &e sufficient cause to re7uire commencement of the process! Co material for the sta&ili:ed la(er ma( &e placed if the underl(ing la(er has &een softened &( e5cessi'e moisture! Depths in e5cess of 15- mm can &e compacted pro'ided that the correct e7uipment and compactor is utili:ed that can achie'e an effort large enough to compact the lo"er regions of the la(er! )ommonl(> depths of more than the ma5imum of 15- mm should &e constructed in t"o separate la(ers in order to ensure that the minimum compaction re7uirement is o&tained! <nl( appl( sta&ili:er "hen the am&ient air temperature is at least 5_ ) in the shade and rising! Do not mi5 sta&ili:er "ith fro:en soils or "ith soil containing frost! 3!3!2 The )onstruction process shall &e carried out as per )hapter 5 of IR)Y S,D#$=2-1- )l! 5!1 to )l 5!4!
92
)$)$) 4a pling and testing The follo"ing tests should &e determined &( the part( carr(ing out the application on the sta&ili:ed material or constructed pa'ement la(er during the stages of application! ,rior to compaction of the la(er> after 4oil 4tabili5er and "ater additionD 1a2 ,lasticit( 10tter&erg 9imits2 1&2 MDD 1modified2 and <M) 1c2 )*R and3or .)S )are must &e ta/en to ensure that the sample material is ta/en to the full depth to &e sta&ili:ed and placed immediatel( in mar/ed sealed containers to pre'ent the loss of moisture! Samples for la& testing ha'e to &e full( representati'e of the sta&ili:ed section "ith 4oil 4tabili5er! 3!3!6 )uring the sta&ili:ed "or/ The sta&ili:ed la(er should &e protected against rapid dr(ing out for 3 da(s follo"ing completion of the la(er! 0d'anced setting and hardening of the la(er can &e reduced through continuousl( /eeping the la(er "et or damp &( "atering at fre7uent inter'als! During this period the application of "ater should &e controlled so that it "ill not undul( "et the la(er &ut> at the same time> "ill not allo" the la(er to dr( out! 9a(ers allo"ed o dr( out too 7uic/l( ma( ad'ersel( affect the sta&ili:ation mechanism! During the curing period the sta&ili:ed la(er should &e protected against hea'( rain and flooding! 8hile a moderate amount of gentle rain on the sta&ili:ed> compacted surface "ill not harm the la(er 1and ma( in fact assist in the reaction2> a hea'ier rainfall or flooding "ill erode the la(er &efore it has had an opportunit( to cure> and ma( other"ise interfere "ith the reaction! 3!4 ,ro'ision for traffic Traffic ma( &e allo"ed onto the surface 1pa'ement la(er or su&=grade2 pro'ided that strict speed controls are posted and there is no li/elihood of rain! The pro'ision of traffic signs and flag= persons during construction should &e esta&lished &( the part( carr(ing out the application so that signs and procedures do not hinder the safet( of the construction cre" and the road users! In
93
some instances the road ma( re7uire full closure to e5pedite "or/! T(picall( the "or/ is e5ecuted so that each section of road"a( is completed to full "idth at the end of the da(s "or/! 3!5 ,ost=application sampling and testing The follo"ing tests should &e completed after the application has &een completedD 1a29a(er densities The la(er densit(Zs should &e controlled &( means of nuclear densit( and moisture gauge> operated &( a suita&l( trained technician compl(ing "ith the statutor( regulations go'erning the use of the gauge! The gauge should &e certified to &e suita&l( cali&rated! 1&29a(er thic/ness and long term strength The sta&ili:ed la(er thic/ness "ill &e controlled &( random test holes or core sampling! )ore samples are to &e ta/en 56 da(s after completion of the pro?ect unless other"ise specified! The a'erage thic/ness "ill &e the design depth "ith a tolerance of 1-E! -&" PRE AUTIONS 1! The Sta&ili:er should &e tested for its leacha&ilit( and should &e non to5ic 2! The Sta&ili:er should ha'e irre'ersi&le properties! 3! The Sta&ili:er should ha'e the capa&ilit( to sta&ili:e an( insitu soil! 4! The Sta&ili:ation should minimise use of &orro" pit soil to preser'e the ecolog( 5! The strength gain "ith the sta&ili:er should ha'e minimum crac/ing!
94
REFEREN ES 1! 00S;T< T3- =$$12--32> Standard Method of Test for Determining the Resilient Modulus of Soils and 0ggregate Materials! 2! 00S;T< 11$$32 Guide for Design of ,a'ement Structures> 0merican 0ssociation of State ;igh"a( and Transportation <fficials> 8ashington D)! 3! 00S;T< 2--212--42>@Guide for Mechanistic=+mpirical design of Ce" and Reha&ilated ,a'ement@ C);R,>TR*> 4inal Report! 4! 0maranatha Redd(> M!> Sudha/ar Redd(> A! and ,ande( *!*!12--12>@ Design )*R of Su&grade for 4le5i&le ,a'ements@> IR) ;igh"a( Research *ulletin Co!64> Xune 2--1 pp! 61=6$! 5! 0sphalt Institute12--32>@,erformance Graded 0sphalt *inder=Specification and Testing> Superpa'e Series Co!11S,=12! 6! 0sphalt Institute11$#12>@Thic/ness Design Y0sphalt ,a'ement ;igh"a(s and Streets>manual series no!1! ! 0STM=D6$51=-$> Standard Test Method for .se of the D(namic )one ,enetrometer in Shallo" ,a'ement 0pplications! #! 0.STR<0DS12--42>@ ,a'ement Design= 0 guide to structural design of Road ,a'ements@> S(dne(! $! *ISD 4332 1,art I%2 Y 11$6#> Reaffirmed in 2-1-2>@Methods of Test for sta&ili:ed soilsD 8etting and dr(ing> 4ree:ing and Tha"ing Tests for compacted soil=cementitious mi5tures! 1-! )arl Monismith> 4enella 9ong> and Xohn ;ar'e( 12--12>@ )alifornia@s Interstate= 1Reha&ilitationD Mi5 and Structural Section Designs> )onstruction Specifications@,roc! 0ssociation of 0sphalt ,a'ing Technologists> %ol! -> pp! 62=#-2! 11! Draft TR;4 11$$62>@Structural Design of 4le5ural pa'ements for Interur&an and Rural Roads@> ,retoria> South 0frica! 12! ;ar'e(> X! T!> Monismith> )!9!> *e?arano> M!> Tsai> *! 8!> and Aanne/anti> %!> F9ong=9ife 0) ,a'ementsD 0 Discussion of Design and )onstruction )riteria &ased on )alifornia +5perience@ International )onference on Design of 9ong 9asting 0sphalt ,a'ements> 0u&un> 0la&ama> .S0>,,! 2#4=333! 130 httpD33"""!irc!org!in3+C.3/no"ledge3research3,ages3M<RT;ResearchRepor t!asp5 14!httpD33"""!tpu&!com3content3engineering314- -3css314- -W42#!htm
95
15! httpD33"""!ohio!edu3icpp3upload34atigueE2-)haracteristicsE2-ofE2-R**= )arpenter!pdf 16! ;uang>d!;!12--42>@ pa'ement 0nal(sis and design@2 nd +d!,earson3education! 1 ! IR)D S,D #$=2-1-Guidelines for soil and granular material sta&ili:ation using cementitious> lime 6 fl( ash! 1#! IR)D #1=1$$ PGuidelines for Strengthening of 4le5i&le ,a'ements .sing *en/elman *eam Deflection Techni7ueP> Indian Roads )ongress> Ce" Delhi! 1$! IR)D S,D $=2--#>HTentatai'e Specifications for Stone Matri5 0sphaltH! 2-! IR)D S,=42 1$$4> Guidelines for road drainage> Indian Roads )ongress! 21! IR)D S,D 5-=1$$ > Guidelines for ur&an drainage> Indian Roads )ongress! 22! IR)D S,D 2=2-- > FGuidelines for the Design of 4le5i&le ,a'ements for 9o" %olume Rural Roads@> Indian Roads )ongress! 23! ISD 2 2-> ,art 1611$# > Reaffirmed 2-- 2 PMethods of Test for SoilsD 9a&orator( Determination of )*RP! 24! Xac/ %an Air/ and Gl(nn ;olleran 12---2> FReduced Thic/ness 0sphalt Ru&&er )oncrete@>1st!Int!)onf! 8orld of pa'ements> S(dne(> 0ustralia! 25! Arishna>M12-1-2 >@In'estigations on 9ong 9ife *ituminous ,a'ements@M!Tech!theis>IIT Aharagpur! 26! Aumar>S!S!> Sridhar>R!> Redd(>A!S! and *ose>S!12--#2>@0nal(tical In'estigation on the Influence of 9oading and Temperature on Top=Do"n )rac/ing in *ituminous 9a(ers@ >X! Indian Roads )ongress>%ol!6$=1> pp! 1= ! 2 !9ister> C!8 and 8!D! ,o"ell 11$# 2> Design ,ractice of *ituminous ,a'ements in .nited Aingdom> ,roc! of 6 th Int! )onf! on Struct! Des! <f 0sphalt pa'ements> %ol 1! 2#! Metcalf X!*!> d!9i> Romanoschi S!0 and Rasoulian M! 11$$$2> GThe ,erformance and 4ailure Modes of 9ouisiana 0sphalt ,a'ements "ith soil cementitious &ases under full scale accelerated loadingH> Transportation Research Record 16 3> pp $= 15! 2$! Monismith>)!9!> ;ar'e(> X! T!> *ressette> T> Sus:/o> )! and Martin> X!S!>@ The I= 1- 4ree"a( Reha&ilitation ,ro?ectD Mi5 and Structural Section Design> )onstruction )onsiderations> and 9essons 9earned@> International )onference on Design of 9ong 9asting 0sphalt ,a'ements> 0u&un> 0la&ama> .S0>,,! 21 =262! 3-! C!8! 9ister and 8!D! ,o"ell> eDesign ,ractice for *itumen ,a'ements in the .nited AingdomZ> ,roceedings of 611 International )onference on Structural Design of 0sphalt ,a'ements> %olume 1> 1$# !
96
31! ,alit> S!A!> Sudha/ar Redd( A! and ,ande( *! *! 12--42 F 9a&orator( +'aluation of )rum& modified 0sphalt Mi5es@ X! Materials in )i'il +ngineering> 0S)+> %ol! 14>Co!1> ,,! 52 = 53-! 32! ,anda>M! and M!Ma:umdar11$$$2>@ .tilisation of Reclaimed ,ol(thene in ,a'ing Mi5es@ X!Materials in )i'il +ngineering>0S)+>%ol!14>Co!6>pp 52 =53-! 33! ,ande(>*!*!12--#2>@Impro'ed Design of 4le5i&le pa'ements@ ;igh"a( Research Xournal > %ol!1>Co!2 Special issue> Indian Roads )ongress>pp 43=53! 34! ,a'an /umar!G> 12--$2> G+ffect of *inders on 4atigue life of *ituminous Mi5esH> M!Tech thesis> IIT Aharagpur! 35! Rao> S! A!> Das> X!A! and Ro(cho"dhur(> ,! 12-- 2> 0sphalt Mi5 Design Y Refusal Densit( 0pproach for ;ea'il( Traffic/ed Roads> Xournal of Indian Roads )ongress> %ol! 6#> Co! 1> pp! 53=64! 36! Ra?se/har>R>1 2-112@Mechanistic design of *ituminous ,a'ements "ith Different T(pes of *ases@M!tech! thesis>IIT Aharagpur! 3 ! Redd(> A!S! 12-- 2> In'estigation of Rutting 4ailure in Some Sections of Cational ;igh"a(=2 *et"een AM! 31 and AM! 65> Transportation +ngineering Section> Department of )i'il +ngineering> IIT Aharagpur> India! 3#! Redd(>C!M! and *!*!,ande(12-1-2>@ *ituminous pa'ement "ith )ementitious *ase@ ;igh"a( Research Xournal>Indian Roads )ongress>%ol!3>Co!2>pp!23=2$! 3$! Redd(> A!S!12--52> FTop do"n crac/ing of &ituminous concrete on Godhra= Shamla?ee section of S;=5 in Gu?arat! 4-! Research Scheme R=56 e0nal(tical Design of 4le5i&le ,a'ementsZ 4inal Report su&mitted to the Ministr( of Surface Transport 1Roads 8ing2> March 1$$$> )i'il +ngineering Department> Indian Institute of Technolog(> Aharagpur> and 8est *engal! 41!Research Scheme R=#112--32>@Structural +'aluation of ,a'ements using 4alling 8eight Deflectometer@> Indian Institute of Technolog(> Aharagpur and the Ministr( of Road Transport and ;igh"a(s! 42! R=6D De'elopment of Methods> such as> *en/elman *eam Method for +'aluation of Structural )apacit( of +5isting 4le5i&le ,a'ements and also for +stimation and Design of <'erla(s for Strengthening of 8ea/ ,a'ements> Research Scheme R=6 of Ministr( of Surface Transport 1Roads 8ing2> 4inal Report su&mitted &( )entral Road Research Institute> Ce" Delhi 1$$5! 43! R=1$D ,a'ement ,erformance Stud( of +5isting ,a'ement Sections> 4inal Report> %olume=2> su&mitted to the Ministr( of Surface Transport 1Roads 8ing2> )entral Road Research Institute> Ce" Delhi 1$$4! 44! S0*IT0 12--#2> G.pdating *ituminous Sta&ili:ed Materials GuidelinesD Mi5 design Report> ,hase IIH> Dept! of Transport and ,u&lic "or/sD Gauteng> South 0frica!
97
45! Sinha>%!A> Singh>;!C! and She/har>S!12-- 2> FRutting in 4le5i&le ,a'ement=0 )ase Stud(@> X!of Indian Roads )ongress>%ol!6#=3>pp!1 =1$1! 46! Specifications for Road and *ridge 8or/s 1fourth Re'ision2> 2--1> Ministr( of Surface Transport 1Roads 8ing2> ,u&lished &( Indian Roads )ongress> Ce" Delhi! 4 ! Sridhar> R! 12--$2>@Top=Do"n )rac/ing in *ituminous ,a'ements@ ,h!D! Thesis> IT Aharagpur! 4#! These>;!9!> M de *eer and Rust> 4!)!11$$62@<'er'ie" of the South 0frican Mechanistic pa'ement Design 0nal(sis Method@ TR*>Xanuar(>1$$6>8ashinton >D!)! 4$! These>;!9!>@TR;4 Re'ision 1$$5>Mechanistic design of the ,a'ement structures in the TR;4 pa'ement Design catalogue@ Di'ision for Road Transport Technolog(> )SIR> ,retoria> South 0frica! 5-! Thomson> M!R! and )arpenter> S!;!1 2--4 2>@ Design ,rinciples for 9ong 9asting ;M0 ,a'ements F> International )onference on Design of 9ong 9asting 0sphalt ,a'ements> 0u&urn> 0la&ama> .S0>,, 365=3#4! 51! 8atanatada T! et al> F%ehicle speeds and operating costs= Model for road ,lanning and management@> 8orld *an/ ,u&lication>1$# ! 52!8itc:a/>M!8!>and Mir:a>M!0!11$$$2@)omparison and assessment of fatigue of +l'alo( Modified 0sphalt Mi5ture "ith )on'entional 0sphalt Mi5tures@0 technical report prepared for Dupont>Dela"are>.ni'ersit( of Mar(land!.S0!
98

IRC-37 (Edited) 10th Oct 2011

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GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS

THE INDIAN ROADS ONGRESS O TOBER !"##

GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS

#& INTRODU TION

alternate materials and current design practices!

-& TRAFFI -&# Gener),

Single a5le "ith dual "heels on either sideI 1

axle load in kN 4 2 !! #axle load in kN 4 2 J 14# axle load in kN 4 2 J 224

Tandem a5le "ith dual "heels on either sideI 1

Tridem a5les "ith dual "heels on either sideI 1

T)0,e ! S)%(,e si1e .or )2,e ,o)d s3rve4

2-E 15E 1-E

o%(3$)$ion o. desi*n $r)..i'

365 M11 + r 2 n 1N A D F JJ!5 r

, I Cum&er of commercial 'ehicles as per last count!

BR ((er 'en$) 5 5=111=331 and a&o'e

CBR below 500mm of compacted subgrade

for )*R K 5 and e7ual to J (8

I 1 !6R1)*R2 -!64 for )*R L 5 MRI Resilient modulus of su&grade soil!

4igure 2DDifferent la(ers of a fle5i&le pa'ement

N. ; !&!# < #"8"- 2 =#6>$?+&@A < =#6MR?"&@71$2

1113--- 3 0 -!#-4 +1$12

*! )umulati'e 4atigue Damage

4igure 2DDifferent la(ers of a fle5i&le pa'ement

1113--- 3 0 -!#-4 +1$12

!"gure 2 )"ffere#t la&ers of a b"tum"#ous pa,eme#t

hIthic/ness of granular su&&ase and &ase> mm

&itumen2 and 1E cementatious material!

ne'er crac/s 10sphalt Institute> MS=4>

edition 2-- 2! Similarl( if 'ertical su&grade

PAVEMENT DESIGN ATALOGUE

PLATE #8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PLATE +8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PLATE 78 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PLATE B8 RE OMMENDED DESIGNS FOR TRAFFI RANGE !8#7" %s)

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

No$e5 T B)se sho3,d re)d )s E;7""" M() PAVEMENT DESIGN ATALOGUE

No$e5 T B)se sho3,d re)d )s E;7""" M()

PAVEMENT DESIGN ATALOGUE

No$e5 T B)se sho3,d re)d )s E;7""" M() PAVEMENT DESIGN ATALOGUE

No$e5 T B)se sho3,d re)d )s E;7""" M()

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

PAVEMENT DESIGN ATALOGUE

D5- of filter la&er 25 D5- of subgrade

Shoulders should &e accorded special attention during su&se7uent maintenance

)ra"#age la&er ope# graded Carr"agewa& !"lter la&er

'*oulder 'eal seal -ater flow

Fi* 9 P)ve%en$ ),on* ) s,o(e

I 1 !6R1)R2 -!64 for )R L 5 MRI Resilient modulus of su&grade soil!

Fi&B ()ve%en$ /i$h .i,$er )nd dr)in)e ,)4ers

S$ress in M() s$ress r)$io F)$i3e ,i.e F)$i3e ,i.e 'ons3%ed