OF FLEXIBLE PAVEMENTS (Pirsi Rcvlsion) THE INDIAN ROADS CONGRESS 1995 << lkC: 37-19fl4 GUIDELINES FORTHE DESIGN OF FLEXIBLE PAVEMENTS (First Revision) Published by THE INDIAN ROADS CONGRESS ~JamnagarHouse, Shahjahan Road, New Delhi 110011 1995 Price Rs, 100/- / Plus Packing & Posta~e) << First published Reprinted First R ev isio n Reprinted Reprinted Reprinted September. 1970 December. 197 6 Decembet 1984 October 990 (Incorporates Amen dmen t No 1. September 198 8 ) :April, 1995 October, 2000 ( R ( g h & c of Publication and of Thansiwion are R esenia( 1 Printed at Dee Kay Printers, NewDelhi (1000 copies) << CONTENTS 1. In tro ductio n 2.Scope 2 3 . R eco mmen ded Metho d o f Design 3 4 . Thickn ess an d Co mpo sitio n 15 S. Drain age Measures 22 6 . Design in Fro st~AffectedAreas 25 7 . Wo rked Examples Illustratin g the Design Metho d 25 Appendices .lppcndix 1: Preparation of Laboratoiy Test Specimen s 29 Ippendix 2: Special Po in ts R elatin g to Design o f Pavements o n Expan siv e So ils 3 1 << IRC: 37-1984 GUIDELINES FOR THE DESIGN OFFLEXIBLE PAVEMENTS 1. INTRODUCTION 1.1. The designof aflexible pavement involves the interplay of several variables such as the wheel loads, traffic, climate, terrain and subgrade con- ditions. In the existing state of knowledge, the individual effect of many of these factors is difficult to evaluate mathematically with any precision. Hence, a fully acceptable, theoretical method of design has not emerged as yet, and the methods in vogue have of necessity to be empirical, based on successful past practices and experiences, and some quantitative evaluation of the subgrade soils, to yield designs capable of withstanding given condi- tions of traffic and climate. 1.2. In Indiaquite diverse practices have been prevalent in regard tothe provision of pavement thicknt~ssesso far. Considering the need ~ohave a unified and reasonably acceptable approach for working out the c~i~nfor conditions obtaining in the country, the Indian Roads Congress, through its Flexible Pavement Design Subcommittee (personnel given below), set up under the Specifications and Standards Committee examined the various possible methods and formulated guidelines for general adoption: SN. Sirtha Convenor R.P. Sikka Member-Sec retary B. R . Chopra Member Dr. C.E.O. Justo D.R. Kohli Mahalir Prasad J.S. Marya N.Sen Dr. Bh. Subbaraju Prof. C.G. Swaminathan Dr. H.L. Uppal 1.3. These guidelines were approvedby the Specifications and Stan- dards Committee in their meeting held on the 26th and 27th February, 1970 and by theExecutive Committee in their meeting held onthe 5th March, 1970 and laterby the Council in their meeting held at Darjeeing onthe 5th and 6th April, 1970. Asubgrouppersonnel given below was constituted in 1984 to review I << JRC :37.1984 the guidelines in light of need to meet the heavier axle loads and keeping in view the suggestion made in the Panel Discussion during the Annual Session of the Indian Roads Congress held at Nagpur in January 1984. K.K.Sarin Convenor N. Sivaguru Member-Secretary Dr. M.P. Dhir Member SB. Kulkami Dr.C.E.G.Justo N.Sen P.K, Lauria S.A.LaLheef S.C. Shaima The guidelines as revised by the subgroup were approved by the Executive Committee and later by the Council in their 111th meeting held at Tnvandrum on the 15th September 1984. 1.4. It is emphasised that the guidelines are to be regarded as tentative ~.syet, to the extent that they would require revision from time to time in the light of future experience and developments in this field. Towards this end, it is suggested to all the organisations intending to use the guidelines for strengtheningof existing pavements or the design of pavements of new roads to keep a detailed tabulated record of the total thickness, type of construction, period between renewal coats and the year to year performance of the individual sections of pavements. 2. SCOPE 2.1. For the purpose of this guide, flexible pavements are considered to include the usual granular type constructions such as water bound mac- adamand other flexible bases andsub-basesconforming to IRC Standards or to Sections 400 and 500 of the Ministry of Surface Transport Specifications for Road and Bridge Works (Second Revision), 1988. 2.2. The recommendations primariiy apply to new constructions. However, for the time being these guidelines will also apply to design of strengthening measures for existing pavements until amore scientific ap- proach to overlay design is developed for Indian conditions. Special points relevant to strengthening of existing roadsare highlighted where necessary. 2 << IR C :37-1984 An alternative approach to overlay design is described in IRC: 81-1981 ntativc Guidelines for Strengthening of Flexible Road Pavements using Benl~elmanBeam Deflection Technique. 3. RECOMMENDED METhODOF DKSICN 3.1. General 3.1 . I. The method of design recommended is a modification of the (Thhfornia Bearing Ratio (CBR) Method indicated in the previous edition. In this method traffic is defined in terms of the cumulative number of standard axles (816() kg) to be carried during the design life of the~road. it is well recognised that the structural damage caused by a vehicle dependson the axle load it imposes on the~road, and the equivalent axle load concept is the best method available, for design purposes, to handle the large spectnim of axle loads actually applied to a pavement. The design curves relating pavement thickness to the cumulative number of standard axles to be carried for diifcrcnt sub-grade strength values are given in Fig. 1. The subgrade strength is assessed in terms of the CBR value of the subgrade soil as per procedure described in paragraph 3.3. The thicknesses deduced from Fig. I are total thicknesses and consists of various combinationsof bituminous surfacing and granular base and sub-base thicknesses. The recommended minimum thick- nesses and compositions of component layers for newconstructions are given in Thickness Combination Block, Fig.2. These may,however, be modified if environmental conditions and experience so justify. In cases of traffic estimates exceeding 30 million standardaxle (msa) the curves may be suita- bly extrapolated liar determining the design thickness. 3.1.2. Notwithstanding the aforesaid recommended method, where data is riot available to adopt the equivalent axle load concept, the CBR nwthod which considers traffic in terms of commercial vehicles per day may he used providedthe design traffic isnot more than 1500 commercial vehicles per day. The CBR curves updated for 10.2 tonnes single axle legal limit presently in force arc recommended for design, Fig. 3. Estimation of the design traffic is described in paragraphs 3.2.1., 3.2.2. and 3.2.4., and the procedure br determining the CBR value of the subgradc soil is described in paragraph 3.3. The thickness of different layers of sub-base, base and surfacing can be determined by repeated use of these curves and duly taking into account the minimum thickness and compositional requirements speci- fied in paragraph 4. As the requirements with regard to the minimum 3 << IRC :37-1984 Is I- Is I -J ~1 I 45~ m z r U I- I-. z IS I 115 > -i 5- 0 5 - CUUULATIVt STANDARD AXt.tS Fig. 1. Pavement thickjiess design chart No se: 1. R ead to tal pav emen t thickness fro m cOnhilMIouS curv es 2. Use do tted curves fo r proportioning sub-base thickn ess 0 Os 02 44 06085 2 4 4 8 10 55 20 301506 4 << IRC: 37-1984 THSCSCNESS COM8~NATION et~OCK BINOUSI- ~ TOTAL Th$CXNESS SURPACING j4 V 3RANULAR ~ FROMTHICKNtSS CIIART BASE - GR ANULAR -it~~~ ~m~. t SUB Bs*5t Fig. 2 STRUCTURAL SECTION Cumuld ted standard axles ,ndleopi (Id) Minintwn thickness of compo~tent layers compacted shickjiess ( mm) Surfacing (X) Base (Y) Subbase (Z) L) .5 M 20mm PCj2-Coat SD 150 (T--150) Minimum thickness 10 0 mm o n subgrades o f CBR less than 20% 052M 2-SM 2OmmPC/MS 225 I (T-.225) Minimumthickness 15 0 mmo~s sobgradeso f CBR lesa than 20 % 20mm1~1MS/SDC + 50mmTlS mm BM 250 ~T--3OW325) Minim~thickness 150 mmon subgrsdes o f CR R less than 30 ~ 5-10 Ni 25mm SDC/AC #bOtoSOmmDBM 250 (T-335 so 355) --do -- 20-30 Ni 40mm AC 250 (7-390 to 405) 1 + 0010 itS rum DOM - - do . . SD -Surface dressing to the MOST Specification IRC/Standards PC Premix Carpet -do- MS Mix Seat Surfacing to thc MOST Specification SDC Semi-dense Carpet -do- AC Asphalsic Concrete -do- H5 1 Bituminous Macadam Binder Course to the MOST Specification DIIM Dense Bituminous Macadam Binder c:ow-se ~oie : (i) If the CBRof the suhgrade is more than the minimum requirement for the sub- base, rio subbase is required. (ii) Binder course of thickncss more than 80 mm should be laid in two ayers. 10-IS Ni 15 -21) Ni 250 40 mm S DC/ AC 4 65 to 80 mm DBM 4OmrnAC + S0t~100mm DBM ( 1 ~--355to 370) --do -- 250 (T--3 7 0 to 390) --do . - 5 << IRC :371984 E 2 z x U S fr 2 0 U 2 0 lL~ 0 2 a w 0 CALIFOR NIA SEAR ~SO RATIOS PER CCNT 3 4 Fig. 3~CBR . cunes for flexible pavement design 6 << IR C :3 7 -198 4 thickness and composition of various layers specified in paragraph 4 are in terms of cumulative number of standard axles,, the following approximate traffic conversions may be used to decide the minimum thickness and com- position of various Layers: Traffic range Adopt minimum layer thickness and composition applicable to (i1 Design irsific uplo 15 0 cs/ day Upto 0 .5 nssltion (CBRcurve ABC) standard axles (tnsa) (ii) Design traffic iSO 45 0 cv/ d~ 1) -S to 2 msa iCli K curve 0 ) FOsig,n traffic 45 11-15 0 0 cs/ day 2 to 4 msa COR curve El Traffic 12.1. General 1,2.1] - Feim the. purpose of structural design only the number of commercial vehicles of laden weight of 13 tonnes a mo re anti their axle- loading will be considered. 1.2. To obtain a realistic. estimate of desi,grt traffic due considera lion should he given totheexisting traffic or that anticipated in thecase of new e.tynstru~c:lions,[X)ssiHechanges in road network and land use. of the area serve.d the probable growth of traffic, anti design life. Estimate of the inItial daily average traffic flow for any road s:hould normally he based on 7-day 2,4-hour classified traffic counts. However, in e.xcepliooal cases where this information is not available 3-day count could he used. In cases of new roads traffic estimates can be made on the basis of potential land use and traffic on existing rotites in the area. An estimate of likely growth rate can be obtained by studying the past trends in traffic growth. If adequate data is not available, it is recommended that an average value of 7.5 per cent may be adopted for ruial routes. 7 << ERC :37-1984 3.2.2. Design life 3.2.2.1. It is considered appropriate that roads in rural areas should be designed for alife of 10-15 years but provision must be made in the desigi for progressive strengthening of the road. Arterial roads should normally be designed for 15 years life and others for 10 years life. Urban roads may, however, be designed for a longer life based on judgememu arid dependingon the iate of growth of the traffic expected. 3.2.7.2. Very olten it may not be possible to provide the full thickness of pavement needed ultimately right at the time of initial construction. Stage construction techniques should be resorted to in such cases and those forms of construction chosen that could readily be ~t.rengthenedas traffic increased. The initial stage period should not be less than 5 years. 3.2,3. Computation of traffic for use of pavement thickness design chart given in Fig. 1. 3.2.3.1. The design traffic is considered in terms of the cumulative number of standard axles(in the lane carrying maximum traffic) to be carried durin g the design life of the road. Its computation involves estimates of the initial volume of commercial vehicles per day, lateral distribution of traffic, the growth rate, the design life in years and the vehicle damage factor (number of standard axle per commercial vehicle) to convert commercial vehicles to standard axles. The following equation may be used to make the required calculation: N~= F where r N~=The cumulative number of standard axles to be catered for in the design A= Initial traffic, in the year of completion of construction, in terms of the number of commercial vehicles per day duty modified to account for lane distribution as explained in paragraph 3.2.3.2. r= Annual growth rate of commercial traffic x= Design life in years F= Vehicle damage factor (number of standard axles per commercial vehicle) refer to paragraph 3.2.3.3. 8 << IRC : 37-1984 3.2.3.2.. Distribution of commercial traffic over the carriageway: A realistic assessment of distribution of commercial traffic by direction and by lane is necessary as it directly affectsthe total equivalent standard axle load applications used in the design. In the absence of adequate and conclusive data for Indian conditions, it isrecommended that for the time beingthe fol- lowing distribution may be assumed for design until more reliable data on placement of commercial vehicles on the carriageway lanes are available: (i) 5ingle~laneroads (3.75 its width): Traffic tendsto be more channelited on single lane roads than on two lane roads and to allow for this concentration of wheel load repetitions the design should be based on the total number of commercial vehicles per day in bosh directions multiplied by two, (ii) Intermediate width roads (5.5 m width): ihc dcsign should he based on the total number of commercial vehicles per day in both directions multiplied by 1.5 (iii) Two~lanesingle cas-rtageway roads: mc design should bebased on 75 per cent of the total number of commercial vehicles in both directions, (iv) Four~lanesIngle carriageway roads: The design should be based on 40 per cent ofshe soul number of commercial vehicles in both directions. (v) t)ual carriageway roads: The design of dual two-lane carriageway roads should be basedon 75 per cent of the number ofcommercial vehicles in each direction. The distributionfactor shall be reduced by 20 per cent for each additional lane, Er For dual three.lane carriageway distribution factor-60 per cent. The traffic in each direction may be assumed to be hatf the sum in both directions when the laster only is known. Where significant difference between the two streams can occur, the condition in the more beavily trafficked lane should be considered for design. However, if in a particular situation abetter estimate of the distribution of traffic between the carriageway lanes is available from traffic surveys, the same should be adopted and the design is based on the traffic in the most heavily trafficked lane. The design will normally be applied over the whole carriageway width, 9 << IRC :37.1984 3.2.3.3. Vehicle damage factor: The vehicle damage factor isa multi- plier for converting the number of commercial vehicles of different axle loads to Ihe number of standard axle-load repetitions. The vehicle dam age factor is arrived at from axle-load surveys on typical road sections so as to cOver various influencing factors such as: traffic mix, type oftransportalion,type of commodities carried, time of the year, terrain, road condition and degree of enforcement. The AASFIO axle-load equivalence factors may be used to convert the axle lo:J spectrum toan equivalent number of standard axles. For designing a new rojiL~pavement or strengthening an existing road pavement, the vehicle damage factor ~hutsklbe arrived at carefully by using c relevant available data. Some surveys ha\ been carried out in the country on National Highway sections, The results can be taken advantage of, to the extent that they may be relevant in a particular case. TABLEI. iNDICATIVEVDF VALUF.S Initial traffic VDFvaluea (standard axles of 8.16) intensisS in Terrain tonnrs per commercial vehicle) tenns of situnber of eontine rcial vehicles/day f Unsurfaced Thin Thick bituminous bituminous surfacing surfacing Less than 150 Hilly RoIling Plain 0.5 1.5 2.0 0.75 1.75 2.25 150.1 500 Hilly RoIling Plain 1.0 2.0 2.5 1.25 2.25 2.75 More than t5(X) Hilly RoIling Plain 1.25 2.25 2.75 1.5 2.5 3.0 Where sufficient information is not available, the tentative indicative values of vehicle damage factor as given in Table 1 may be used. These may be judiciously modifie.d for any special conditions with regard to traffic mix, type of transportation, etc. The validity of the value chosen may be checked after the pavement has been put to use, so that the warranted corrective steps can be undettaken. 10 << tRC : 37-1954 :3,2,4. Computation of traffic for use of CRR design curves given in Fig. 3 3.2.4.1. The CBR curves (Fig. 3) give the total thickness of the pavement in terms of the volume of commercial traffic. The traffic is considered in units of commercial vehicles per day in both directions divided tnto t use categ~arie~s as indicated in Table~2. TAstui 2, O.A5SIF1FATI0N Trslfic OFTRAFFtC FORDESIGN CBR design curve applicable cOlTllsscrcIsl vehicles Ix:r dat) 0.15 A 15-45 B 45-150 C 150450 1) 450-15(X) 0 The. design curves are to be used with respect to the number of corn- mcrcial vehicles expectedat the endof design life. The formula for predicting future traffic is given by: A Where A = Number of commercial vehicles per day for design P = Number of commercial vehicles per day at lass count = Annual growth rate of commercial tratlic n r. Nusnber of ycass between the last count and the year of completion of consitu ction a Design life iss years 3.2.4.2.. For Uhvo-lane roads the design will be based on the number of commercial vehicles per !~avin both directions whereas single lane roads should be designed fo r twtce the traffic in both directions. 3.2.5. Where traffic is increasing rapidly, it is probable that a single- lane~road may require upgrading to two-lane standards within a short period even otherwise and this aspect should be borne in mind when deciding the pavement thickness. 3.3. Subgrade 3.3.1. The subgrade whether in cut or fill should be well compacted to utilise its full strength and to economise thereby on the overall Ihickness of pavemenl required. Most specifications prescribe use of selected material and 11 << IRC :37.1954 stiffer standards of colnpaction in lhe top 50 cm portion of the roadway (usually 95-1(X) per cent of lhe Standard Proctor density; sometimes even higher) and these clauses should he strictly enforced. IRC.36-1970 Recom- mended Practice for the Construction of Earth EmhankmenLs for Road Works should be followed for guidance. 3.3.2. For design, the subgrade strength is assessed in terms of the CBR of the suhgrade soil at the most crittcal moisture condition!s likely to occur in- situ. 3.3.3. Since the OR test is an ad hoc penetration test, it is necessary that the standard test procedure should be strictly adhered to.. This is de- scribed in 15:2720 (Part XVI) Methods of Test for Soils : Laboratory Determination of CBR. The test must always be performed on remoulded samples of soils in the laboratory. Wherever possible, the test specimens should he prepared by static compaction but if not so possible dynamic rne:hod may be used as an alternative. Both procedures are described in brief in Appendix 1 . In-situ tests are not recommended for designpurposes as it is not possible to satisfactorily simulate the critical conditions of dry density and moisture content in the field, 3 .3.4.. Selection of dry density and moisture content for test sped- men: For a given soil, the CBR value, and consequently the design, will depend largely on the density and moisture content of the test sample. Therefore, the test conditions should reproduce as closely as possible the weakest conditions likely to occur under the road after construction. 3.3.4.1. For new roads, the samples of soil should be compacted to a dry density corresponding to the minimum state of compaction likely to be. achieved in practice havingregard to the compactionequipment used and the compaction limits specified. By and large Proctor density (conforming to IS:2720 (Part VIl)) could be made use of. In the case of existing roads, however, the moulding density should correspond to the actual density of the suhgradc soil as determined in-situ with the help of a sand-jar apparatus n accordance with procedure laid down in IS : 2720 (Part X.XVIIi). 3.3.4.2. The choice of moisture content of the test specimen isnot quite so simple. The moisture condition of the suhgrade which the test sample is expected to simulate is governed by local environmental factors such as the water table, precipitation, soil permeability, drainage conditions and water- 12 << IRC: 37.1984 proofness of the pavement The surfacings provided in India are relatively thin and permeable which do not always seal the pavenient effectively against ingress of water. Further, the berms and verges are tsually unsurfaced, and not kept in well-maintained state to the requisite, cross-fail, which enables the surface water toreadily percolate into the subgrade from near the edges of the pavement, leading to weak subgrade conditions. I-fence, it is recommended that as ageneral practice the design for new constructions should be based on the strength of the samples prepared at optimum moisture content and dry density corresponding toProctor compac- tion and soaked in water for a period of four days prior to testing. If the subgrade soil is identified as expansive soil the moulding density and mois- ture content should be as discussed in Appendix 2. In the case of existing roads requiring strengtheningthe soil should be moulded at the field moisture content and field density and soaked for four days prior to testing. The field moisture content used for moulding should be determined preferably immediately after the rainy season. However, in case it is not found practicable to determine the field moisture content in the right season, or there is difficulty in moulding the samples at thismoisture content, specimens for test may be prepared simply at optimum moisture content; these must of course be. soaked prior to testing. It is recommended that measurements of field density and moisture content, in the case of designs for strengtheningof existing roads should be, as far as possible, carried out at a distance of 0.6 to 1 m from the pavement edge below the pavement. 3,3,4,3, However, it should be realised that soaking for four days may be an unrealistically severe moisture condition in certain cases. Cases falling in this category would be: (i) Subgrades (excluding espansive soils) of roads where a comparatively thick bitumi- nous turfacing of impernseable** nature is provided on top, such as a well laid and sealeddense carpet, and where simultaneously (a) water table is too deep to affect the subgrade adversely (i.e. greaterthaa t m in sandt and 3m in sandy clayt), and (b) well- shaped verges exitt facilitatingquick drainage of the surface water to the side drains and(or pavement base layer is continued acrosspan/full width of the verge with the same objective. **trrespective oftheir thickness, bitsiminout constructions such as open graded premix, bituminous macadam, or grouted macadam, havingvoids content of more than 5 per rent, are not to b. deemed as impermeable. 13 << mc :37~19S4 (ii) Subgrade in areas (esclssdirsg expanssve soil areas) where the climate s arid through- out the year, i.e., the annual tsissfaii is of the order ofSOcmcsr less and the water table rs too deep to affect the subgradc adversely. In the above. .situations it is anticipated that the. most severe moisture c,:onditon in the field will he far behind that of the sample at the end of four d.ays soaking, resulting, in unduly c.onservative designs if soaking procedure was adopteti Hence the procedure of s.oaking for four days could be discarded in such cases and the specimens tested immediately after compaction at moisture contents indicated in the next paragraph. 13.4.4. It is recommended that fbr the determination of CBR the soil specimens of category (i) road should he compacted at optimum moisture content in the Proctor cotnpaction test. Investigati.oi.s have revealed that under the circumstances .of thes.e roads the most adverse moisture condition of t.he subgra.de soon after withdrawal of the monsoon is in genemi drier than the optimum moisture content. In a.rid regions the normal road camber and surface. wate.r drait age measures will usually sufflce to prevent any excessive accumulation of water beneath the pavement. Therefore, it is recommended that soil specimens for category (ii) roads should be. prepared at natural moisture content of the soil immediately after recession of the monsoon at suhgrade depth for finding the CBR value, 3.3.5 . l.Jse of test results for design and the minimum number of tests required 33.5.1. The design should he. base.d on the CBR value of the weakest soil type expected to be. encounlere.d extensively at subgrade level over a given section of the road, as revealed by the soil surveys. Pavement thickness may be modified at intervals on new roads as dictatedby the soil changes but generally it will be found inexpedient to doso more frequently than once or twice per kilometre. Frequent changes in crust thickness are, a.t any rate, an undesirable feature on resurfacing prqjeccs because of their possible adverse effect on the longitudinal profile of the road. Hence, these should be resorted to only when very necessary in the interest of structural design. 3.3.5 .2. it is possible that in certain soil types or under abnormal con- ditions the measured CBR. values may appear doubtful and not truly represen- tative of the stre.ngth of soil. A more complete study of the soil may be warranted in such cases to arrive at a more reliable design. 14 << tRC 37-1984 3.3.5 3. On new works thc. design evolved shotilil be revised at site if fotind necessary during the construction phase on account cd the field compaction beinglower than that anticipated. Normally thiscould he got over by increasing the thickness of the. sub-base. in addition, there should also be provision for the removal of local areas of soft soil. 3.3.5.4. The reproducibility of the CBR results is dependent on a number of factors and wide variations in values can be expected. Therefore, in order to avoid errors, at least three samples should be lesied on each type of soil at the same density and moisture content. This will enable a reliable average value to be obtained in most cases. To weed out erratic results, iermissihle maximum variation within the ClIP values from three specimens is indicated below: Cfl (per cent) ~ Upto 10 3 Above 10 to 30 5 Above 30 to 60 10 Above 60 Not significant Where variation is more than the above, the design CBR should be the average, of test results from at least six samples and not three. 4. TFt1CKNESS ANDCOMPOSITtON The thickness deduced from Fig. 1 or Fig. 3 is the total physical thickness to be provided and consists of granular sub-base, granular base and bituminous surfacing. Apractical design of this thickness can lx~dctived from the thickness Combination Block given in Fig. 2 which specifies the mini- mum thickness of individual pavement layers in terms of the cumulative number of standard axles to be carried. Examples illustrating the design method are given in paragraph 7. In stage construction, the thickness of sub-base should be provided to ultimate pavement section for the full design life and the thickness of road base should be based on the initial stage period chosen. The sub-base andbase are placed and covered with a thin bituminous surfacing (20 mm premix.. carpet) without any underlying layer of bituminou.s hinder course. Extra pavement thickness is added when the first stage design traffic has been c.arried. Example 2 given in paragraph 7 illustrates the design procedure for stage construction. 15 << tRC :37.1984 4.!. Sub-base 4.1.1. Sub-base materials comprise natural sand, moorum, gravel, laterite, kankar, brick metal, crushed stone, crushed slag or combinations thereof or any other material like stabilised soil which remains stable under saturated conditions. Ministry of Surface Transport Specifications for granular sub-base materials (Clause 401) recommend three gradings and specify that the materials passing 425 micron sieve when testedin accordance with 15:2720 (Pail V) should have liquidlimit andplasticity indexof not more than 25 and 6 respectively. These requirements should be enforced. The sub-base material should have minimum CBR of 20 per cent for cumulative traffic upto 2 million standard axles (msa) and 30 per cent for traffic exceeding 2 msa, However, where the sub-base required is 300 mm thick or more apart of this may be substituted in the lower portion by mate- rial with aminimum CBR of 10 per cent subject to a minimumlayerthickness of 150 mm of either material, For very low trafficked rural roads the CBR requirement may be relaxed to 15 per cent. The material should be testedat the dry density and moisture content expected in the field. Where soaking conditions apply for design, the minimum strength of the sub-base material should be determined after soakingthe test specimen in water for four days. Where the proposed sub-base material contains an appreciable amount of particles coarser than 20 mm, its suitability can be esti.mated from past experience or by conducting the CBR test on the fraction of material passing 20mmsieve in accordance with Clause 401.2.2. of the MOST Specification. 4.1.2. Where provision of a sub-base is found necessary, the thickness should not be less than 100 mm for cumulative traffic upto 0.5 msa and 150 mm for traffic exceeding 0.5 msa 4.1.3. Where the CBR of the subgrade is less than 2 per cent acapping layer of 150 mm thickness of material with a minimum CBR of 10 per cent is to be provided in addition to the sub-base required for CBR of 2 per cent. 4.1.4. If the CBR of the subgrade is more than the minimum require- ment for the sub-base., no sub-base is required. 16 << tRC: 37-1984 4,1,5, In areas affected by frost, care should be taken to avoid using frost susceptible materials in the sub-base, 4.2.. Base 4.2.1. Thicknesses deduced from the designcharts are appropriate to avenlents with unbound granular bases which comprise conventional water .eund macadam, wet mix macadam and any other equivalent granular :onstruction. 4.2.2. Base materials must be of good quality so as to withstand high stress concentrations which develop immediately under the wearing surface. For thisreason it is recommended that normally no material with CI3Rvalue less than 100 per cent should be used in base construction. Since bases will be affected by water their strength should be determined on soaked specimens. Where a substantial part of the proposed base material consists of particles larger than 20 mm size, the CBR test will not be applicable and their strength wifl have to be estimated from experience. Standard conventional construc- tions of adequate thickness over a properly designed sub-base will be assumed to satisfy the CBR requirements of 100 per cent. 4.2.3. The recommended minimum thickness of granular road-base in terms of cumulative numbers of standard axle to be carried is given in Fig. 2. A minimumof 15 cm thick mad-base is considerednecessary even for lightly trafficked roads. 4.2,4. When a bitumen bound structural layeris provided in addition to the minimum bituminous surfacings specified in Fig. 2, areduction in the pavement thickness from that deduced from Fig. 1 or Fig. 3 may be penn issible. It is recommended that pending further experience an equiva- lency factor of 1.5 for bituminous macadam and 2 for dense bituminous macadam might be utiuised in design to equate the thickness of the bitumen bound-layer (provided. in addition to the minimum bituminous surfacing shown in Fig. 2) to that of conventional water bound macadam construction. Built-up spray grout to the MOST Specification, will however, be regarded as equivalent to conventional granular construction. It is emphasised that the above equivalency factors are only asugges- tion which has to be corroborated and modified in the light of further study and future field performance. 17 << IRC 371984 42.5. When semi-rigid materials such as lean cement concrete, lean cement-flyash concrete are used in flexible constnic lions, this method of design is not strictly applicable. However, in the absence of an established procedure for the design of composite structures, the thickness of lean cement concrete-base/sub-base may be designed for the present s~ith this methed using an equivalency factor of 15. The thickness of the sernirigid layer so obtaIned shall be checked for adequacy by calculating us ultimate load carrying capacity using Meyerhof equations as per the procedure described in FRC:74- 1979 Tentative Guidelines for IRan Cement Concrete and Lea.n Cemcnt~FlyashConcrete as a Pavement Base or Sub-base. 42& For roads carrying light to medium traffic soil-cement bases (having an average, crushing strength of 20 kg/cm 2 at 7 days age) ma) he used when suitable granular material is not available or where the use of soil- cement is more economical and convenient, 4.3. Bituminous Surfacings 4,3,1. The surfacing consists of a wearing course or a binder coursc plus a wearing course depending up.n the traffic to be carried, The most common ty used wearing courses comprise surface dressing, op.. n-graded premix carpet, mix seal surfacing, semi-dense carpet and a.sphaltic concrete. For binder courses the MOST Specification prescribes bituminous macadam constructions of 50 mm and 75 mm thickness, The mix has low binder content and high voids and is thus not impervious to water, Furthe.r the effect of high voids is reduced stiffness and increased stress concentrations. From fatigue considerations the detrimental effect of voids is more. apparent at low temperatures. On the other hand during prolonged hot spells the aver- age pavement temperatures are very high and consequently such a mix will operate over a very low stiffness range. Hence, the use of bituminous macadam binder courses to the MOST Specification may desirably be restricted to roads designed to carry upto 5 msa. Dense bituminous macadam binder courses are recommended for roads designedtocarry more than S msa. A properly designed dense bituminous macadam mix or a recipe mix may he adopted. 4.12. Recommended surfacing materials and thickness in terms of the cumulative standard axles to be carried during the design life are given in 18 << [FtC:37~1984 Fig. 2. The suggested surfacingsare adesirable minimumfrom functional and structural requirements and should not be assigned higher equivalency in relation to other component layers in proportioning the overall structural thickness of the pavement. 4.3.3. Choice of appropriate type of bituminous wearing course for flexible pavements becomes necessary in several cases such as new pave- ments, renewal and pavement rehabilitation. The type of wearing course will depend on several factors like design traffic over the service life, the type of bas~bindercourse provided, the fact whether the pavement is to be built up in stages, rainfall and other related factors. The recommended type and thickness of wearingcourse under different situations are indicated in Table 3. Structural section underFig. 2 may be readin conjunction with this table. These have been developed from present knowledge and may be modified if the environmental conditions and experience so justify. 4.3A. For heavy snow precipitation areas where snow clearance operations may be mechanised, as well at locations like bus-stops and roundabouts consideration ought to be given to the provision of dense asph- altic concrete in single or multiple courses, so as to render the surface more stable and waterproof. 4,3.5 . As a rule the laying of a permanent wearing surface should not be delayed if close control over materials and methods of construction has been exercised. But when a pavement is being built in stages, or when close control during construction is not possible, a temporary surfacing such as single coat surface dressing might be provided at the outset so as to allow further consolidation of the underlying structure to take place under traffic and defective areas to show up which could be rectified at the time of final surfacing, which should follow as soon as possible. In no.case traffic shall be allowed on the bituminous macadam binder course directly. 43.6. When the wearing surface consists of thin surface dressing or open-graded premix carpet of upto 2.5 cm thickness, the thickness of surfacingshould not be counted towards the total thickness of the pavement as the surfacing will then be purely for wearing and will not be adding to structural capacity of the pavement. 19 << IRC 37-1984 1, Granular base including water hound macadam/wet mists macadam (i) Two coat surface dressing (ii) 20mmpremix carpet (P.C.) plus liquid seal coat (iii) 20mmPC. plus sand seal coat (iv) Mix seal surfacing (20 mm) Type A or B. 2. luihup spray grout (BUSG) Base (i) 20mm P.C. plus liquid seal coat (ii) 20mmP.C. plus sand seal coat (iii) Mix seal surfacing (200mm)TypeA or B MandH l0.0 800 LandM 10,0 5800 L,MandH 510.0 800 TABLE 3-SHOWING THE RECOMMENDEDTYPE AND flBCKNF.SS OFBITUMINOUS WEARING COURSES FOR FLEXIBLEPAVEMENTS UNDER DIFFERENT SITUATIONS 5, Type of base/binder Type of Bituminous Annual rainfall 1~sign Correspo- No, course (top layer wearing course Low(L) less traffic for nding** with adequate than 1500 mm; service life traffic in pavement thickness Medium(M) ofthe terms of for the cumulative standard axles (CSA) 15(10-3000 mm and High (H) pavement ((5A in commercial vehicles! shown in Cot. 5.) more than millions) day 31100 mm. 1 2 3 4 5 6 LandM 0.50 540 L,MandH 510.0 5800 LandM l0.0 800 L,M and H 510.0 800 3. Bitumen Penetration Macadam Base 4. Cmshed Cement Concrete Base 5. Bituminous Macadam base/binder course Same as at SI. No.2 above, Same as at SI. No. 2 above. (i) Semi dense bituminous concrete (Seani dense carpet) ( a) 25 mm (1,) 40mm (ii) 20mmPremix carpet with liquid seal coat (iii) Mix seal surfacing (20mm) Type A or B ~1 L,MandH 15.0 1200 20 << [RC: 37-1984 6. Dense Bituminous Bituminous concrete Macadam (DBM) (Asphalt Concrete) (i) 25mm )L,MandH ~15.0 51200 (ii)4Omm Notes: ~~ From the design traffic inCSA inCot, 5, the present traffic in terms of commercial vehicles/day inCol,6 has been calculated for the case of 2-Lane road, design Life 10 years, construction period 2 years, VDF= 2.5, growth rate = 7$ per cent, and lane distribution=75 per cent In applying the recommendations contained in the Table, the following points should be specially kept In view: (I) The pavement should be structurally adequate and stable fo r the design traffic. (ii) As a general nale, the pavement should be designed for a service life ofat least10 years. incases wherea pavement Is decided to be developed in stagea, the iiurfaclng should correspond to that fo r the design stage. (ill) As far as possible, wearingcourse amenable to layingwith paver-finisher should be adopted over paver-finished base/binder course. (iv) Expensive surfacingslike bituminous concrete should not be provided dIrectly over granular bases or built-up spray grout/penetration macadam. (v) Built-up spray grout, w1~ereprovided, should not be inmore than one1ayer~ (vi) The renewal wearing course should be relatedto the design traffic and should be of the type not inferior to that of the existing one. (vii) The design traffic should be in tarsus of cumulativestandard axles (CSA) over the service life calculated inaccordance with the method given Ira [FtC : 37-1984. 21 << IRC :37-1984 S. URAINACE MEASURES 5.1. The performance of a pavement can be seriously affected if adequate drainage measures to prevent accumulation of moisture in the paverent structure are not taken. Some of the measures to guard against peer drainage conditions are: maintenance of transverse section in good shaje to reasonable crosslail so as to facilitate quick run-off of surface water~anti provision of appropriate surface and sub- surface drains where necessary. Drainage measures are especially important when the road is in cutting or butht on low permeability soils or situated in aheavy rainfall/snow precipi ia- lion area. 5.2. On new roads the aim should be. to construct the pavement as far above, the water table. as economically practicable. The difference be vee.n the fOrmation level and the level of water table/high flood level should, however., not be less than 0.6.1 m. In waterlogged areas 9where the suhgrade is wi thin the zone of capillary saturation, consideration should be given to the nstaliatton of suitable capillary cutoffs** at appropriate level underneath the... pavement. 5.1 When the traditional granular construction is provided on a. relatively low pc.rmeability subgrade, the granular sub-base should ix. cx- tende.d over the entire formation width (Fig. 4) in order to drain the pavement structural section. Care should be exercisedto ensure that ils exposed end.s do not get covered by the embank~.ment soil. The trench type section should not be adopted in any case as it would lead to the entrapment of water in the pavement structure~. Drainage of the pavement structural section can be greatly improved by providing a high p.rmeabiliiy drainage layer (open graded material) which c.an be substituted on a centimetre for centimetre basis for the granular sub- base, Aggregates meeting the following criteria are regarded as very good drainage materials: D55<4D15 D2)2,5 mm [RC::341970 Reccmmendations for Road Constriction in Waterloggrd Arear~ 22 << IRC :37-1984 means the size of the sieve that allows 85 per cent by weight of the material to pass through it. Similar is the meaning OfDai and D 2 The drainage layer when placed on soft erodibie soils should be underlain by a layerof filter material to prevent the intrusion of soil fines into the drainage layer (Fig. 4). 5.4. \Vhere large inflows are to be taken care of, an adequately designed sub-surface drainage syste.m consisting of an open graded drainage layer with collector and outlet pipes should be provided. The system should be designed on .a. rational basis using seepage principles to estimate the inflow quantities and the..: outflow conductivity of the drainage system. It should be ensure.d that the outflow capabilities aithe system areat least equal to the total inflow so that no free. water ac.cumulate.s in the pavement structural section. Sub-surface drains should conform to the requirements prescribed in Clause 309.1 of the MOST Specification for Road and Bridge Works. .5 5. Drainage of existing pavement of Trench type stxtion on low permeability sub-grades can be. improved by providinga continuous drainage layer of 10-15 cm thickness under the shoulders at the suhgrade level or by providing a combination of longitudinal and lateral drains, the latter spaced at.5 to 6 tm intervals. The drains are cut through the shoulders upto the subgrade level and hackfilled with coarse drainage material. 5.6. Very often, water enters the base, sub-base or the sub-grade at the junction of the verges and the bituminous surfacing.. To counteract the harmful effects of this water, it is recommended that the shoulders should be well-shaped and, if possible, constructed of impermeable material.. With the. same intent it is suggested that as far as practicable, and in any case. on major through roads, the base should be constructed 30-45 cm wider than the reiuired bituminous surfacingso that. the run-off water disperses harmlessly well clear off the main carriageway. .5.7. Shoulders should be accorded special attention during subsequent ma.tenance operations too. They should be dressedperiodically so that they always conform to the requisite crossfal.i and are not higher than the level .of the carriageway at any time. 23 << IRC :37-1984 ~ITUI~INOUS SUR FACING GRANULAR 8 AS~ SUB-8ASE (a) R OAD ON FILL (NO SUB- St~FAc~DR AIN~ t.AYtR ~ ~J~SASE I WNt~~,OUI~O I (bI R OAD IN CUT IKO SUB- SURFa~DRA~N5I r $flU~9~NOUSSUP FAC1MG lr~,u~uLAReA. s~ T EXrENOUNOCP ll,o p~~ OUTLET PIPE SHOULDERS ~ LAItR OP $JB- BASE C%U-ICTOR PIPI ...~ REQUIRED tFILTER MATERIAL IWNIR E PIOUrR ID I (cI DR AIN~6 GESYSTEM WITH SUB-SUR FACE DR AINS Fig 4 . Dratn age of pavements on impermeable subgrades ~Not to scale) 24 << tRC : 37-1984 6. DESIGN INFROST-AFFECTEDAREAS 6.1. In areas susceptible to frost action, the design will have to be related to actual depth of penetration and severity of the frost. At the suhgrade level, fine grainedclayey and silty scilsare more susceptible toice formation, hut freezing conditions could alsodevelop within the pavement structure if water had a chance of ingress from above. 6.2. One remedy against frost attack is to increase the depth of construction to correspond to the depth of frost penetration, but this may not always be economically practicable. As a general rule, it would be inadvis- able to povide total thickness less than 45 cm even when the CBR value of the subgrade warrantedasmaller thickness. In addition the materials used for building up the crust should be frost resistant. 6.3. Another precautionagainst frost attack is that water should not be allowed to collect at the subgrade level which may happen on account of infiltration through the pavement surface or verges or due to capillary rise from a high water table, Whereas capillary rise can be prevented by subsoil drainage measure.s and cutoffs, infiltering water can be checked only by providing a suitable wearing surface. 7. WORKEDEXAMPLES ILLUSTRATINGTHEDESIGNMETHOD Example I.. Design or pavement for the ttslI designlife that Is without consldertng stage construction DATA: (i) Two lane single carriageway (ii) Initial traffic in the year of completion of construction (iii) Growth rate per annum (iv) Design life (v) Vehicle damage factor (vi) Design CBRof subgrade soil Dt.sIcNC&.cutsnoNs (i) tnitial traffic in design lane Initial traffic a Distribution factor as per pera 3.2.3.2. = 1000 CV/day Sumof both directions = 7.5 per cent = t5yeara = 2.5 (standard axles per commercial vehicle) = 4percern = 1000 a 0.75 = 750 CV/day 25 << IRC i7~1984 (b~ calcolsecumulative number of standard axles to be catered = 18 msa for in the design (Equation given inpara 3 3.1.) (iii) Total pavement thickness for CBRr=4percent, = 680mm Traffic = 18 maa (Fig.l) (iv) Pavement Composition: From Fig.. 2, Thickness Combination Block (a) Bituminous surfacing : 130mm consisting of 40mm AC wearing course + 90mm DBMbinder course (b) Road base : 250mm WBM (c) Su&base : 300mmgranular material of CBR not lest than 30 per cent inthe top 150mm portion and of CBR not less than 10 per cent in the lower portion (pars. 4.1.1.) Example: 2: : Design ofpavement providing for stage construction DATA: (i) Data as for Example I () I>. sign the pavement for an initial stage period of 5 years and rpecify the strengthening layer to be added after the initial stage traffic has been carried. DEStON CALCtJt.A11ONS (i) initial uaffic itt design = 750 CV/day lane (Example 1) (ii) Cumulative number of = 18 msa standard axles to be carried over the design life of 15 years (Example 1) (iii) Calculate cumulative number of standard asks to be carried over the initial stage period of 5 years (Equation givrn inpans 3.2.2.) = 4 msa 26 << ERC :37-1984 (iv) Total thickness for 15 years life (Example 1) (v) Sub-base thickness for the fulllifeofl5yeaes(As worked out in Example 1) (vi) Design thickness for S years life, CBR= 4 per cent, Traific = 4 msa (Fig, I) (vii) Pavement composition for the initial stage period of 5 years: = 680mm = 300mm = 550mm (a) Bituminous surfacing (b) Road base (ror 4 rosa from Fig. 2) (c) Sub-base (Provide thickness required for the full design life of IS years, pars 4) Total: thickness required-thickness provided initiatly=680.550=l3thnm. lhe existing surface should be rectified to permissible tolerance prior to laying of the strengthening course E.xansple3: Design or strengtheningmeasures DArk Checkwith respect to the total thickne~sas per step (vi) (viii) Extra thickness to be added after the initial stage traffic has been carried. Ultimate = 20 mm PCwearing c.ossrse = 2SOmmWBM = 300mm granular material of CBR not tess than 30 per cent in the top 150mm portion and ofCBR not less than 10%us the lower portion 550 mm = O.K. = 4OmmAC 90mm DBM 130mm On thebasis ofthe assessmentofthe existing conditionofa certain NH section, a decisionhas been taken to strengthen it. Design a suitable overlay to carty 10 msa in the neat five years after construction. The existing pavement is of 380 mm granular thickness with thin bituminous surfacing. Subgrade CBR is 5 per cent 27 << 1RC :37.1984 DmstoN CALQtI .AT1ONS: (i) Deduce life of existing structure as a new asement From thickness design curve for CR S per cent in Fig. 1 read life (rosa) corresponding to 380 mm thickness Future traffic to be carried (ii) (iii) Design traffic fur determining overall thickness (i) + (ii) (iv) 1~os.al pavement thickness for C13R = 5 percent Traffic = IC. 5 rosa (Fig. 1) (v) Overlay thickness required (Total design thickness- liaitting-thiekness) (vi) Overlay composition Providing surfacing correspondingto 10 rosa, Fig. 2 Total: = 180mm = 25mmAC +80mm DBM + 75 mmWBM 180mm = 0.Smaa = lOmsa = 10.5 rosa = 560mm 28 << IRC :37-1984 Appendir I PREPARATiON OF LABORATORY TEST SPECIMENS GENERAL 1. Wherever possible, the test specimens should be prepared by static compaction, but if not possible, dynamic method may be used as an alterna- tive, STATIC COMPACTION 2. The weight of wet soil at the required moisture content 10 give the intended density when occupying the standard test mould is calculated as follows Volume of mould = 2209 cc Weight of dry soil = 2209 dgm Weight of wet soil = 100+ m ~2209 d gm Where d = required dry density in gm/ce m = required moisture content (per cent) 3. The soil is broken into lttmps, any stones larger than 20 mm being discarded. S ufficient quantity of the soil is mixed with water to give the required moisture content. The correct weight of wet soil is placed in the niould. Alier initial tamping with a steel rod, a filter paper is placed on top of the soil, followed by (he 5 cm displacer disc, and the specimen cornpn:~ssed in the compression machine unlil the 101) of the displacer is flush with the top of the. collar, The load is held for about 30 seconds and then released. In some soil types where acertain amount of rebound occurs it may he necessary to re~ apply load to force the displacer di.se slightly below the top of the moLl,ld so that on rebound the rtght volume is obtained. t)YNAMIC iOMPACTION 4. The soil ismi~ed with water to give the reqtiired tnoisturc content, and then compacted into the mould in 3 layers us.. .ing a standard soil rammer. ~to m onp tc lion thi sotl is trimmed Ilttsh wtttt the top ol thc rnoaltl with thi 29 << IRC :37t984 help of ametal straight edge. The mould is weighed full and empty to enable determination of wetbulk density, and from it, knowingthe moisture content, the dry density to be calculated. 5. Farther specimens, at the same moisture content, are then prepared to different dry densities by varying the number of blows applied to each layer of soil so that the amount of compaction that will [illthe mould uniformly with calculated weight of wet soil (vide para 2 above) is known. 30 << Appendix 2 SPECIAL POINTSRELATING TODESIGN OF PAVEMENTS ON EXPANSIVE SOILS Potentially expansive soils such as black cotton soils are mont- ,ntorillonite clays and are characterised by their extreme hardness and deep cracks when dry and with tendency for heavingduring the process of wetting. Roadbcds made up of such soils when subjected to changes in moisture con- tents due to seasonal wetting and drying or due to any other reason undergo volumetric changes leading to pavement distortion, cracking and general unevenness. In semi-arid climatic conditions with pronounced short wet and long dry periods, significant fluctuations in the subgrade moisture conditions occur which aggravate the problem of swelling and shrinkage. Due recogni- tion of these problems at the design stage itself is required so that counter measures could be devised and incorporated in the pavement structure. A proper design incorporating the following measures may considerably mini- mise the problems associated with expansive soils: 1. SUBGRADEMOISTURE, DENSITYANDDESIGNCBR The amount of volume change that occurs when an expansivesoil road bed is exposed to additonal moisture depends on the following: (a) the dry density of the compacted soil (Li) the moisture content (c) structure of soil and method of compaction Expansive soils swell very little when compacted at low densities and high moisture but swell greatly when compacted at high densities and low moisture. Hence, where the probability of moisture variation in the subgrade is high, it is expedient to compact the soil slightly wet of the field optimum moisture content determined on the basis of afield trial, Experierce shows that generally it is not practicable to compact expansive soils at OMC determined by Laboratory Proctor Test It is, therefore, necessary to study its field moisttire-density relationship through compacting the soil at different moisture contents and under the same number of roller passes. A minimum density corresponding to 95 per cent of the standard proctor density should be attained in the field, 3 1 << IRC 37-t984 DESIGNCBR The pavement thickness should be based on a 4-dat soaked CER value of the soil remoulded at placement density and moisture content ascertained from the field compaction curve. 2. BUFFER LAYER There is a definite gain in placing the pavement on a non-expansive cohesive soil cushion of 0.6-1,0 m thickness~,It prevents ingress of water in the underlying expansive soil layer, eounteracts swelling and secondly even if the underlying expansive soil heaves, the movement will be more uniform and consequently more tolerable, However, where provision of non-expan- sive buffer layer is not economically feasible, a blanket course of suitable material and thickness as discussed in para 3 below must be provided. 3. BLANKETCOURSE A blanket course of atleast 225 mm thickness andcomposedof eoarse/ medium sand or non-plastic moorum havingP1 less than 5 should be provided on the expansive soil subgrade as a sub-base to serve as an effective intrusion barrier. The blanket course should extend over the entire formation width, Alternatively, lime-stabilised black cotton sub-base extending over the entire formation width may be provided together with measures fbr efficient drainage of the pavement section. 4. DRAINAGE Improvement of drainage can significantly reduce the magnitude of seasonal heaves, Special attention should, therefore, be given to provision of good drainage measures as also discussed under Section 5 (Drainage Meas- ures). The desirable requirements are: (a) Provision must be made for the lateral drainage of the pavement structuntl section, The granular subbase/base should accordingly be extended across the shoulders, refer to pam 5.3 of Section 5 (Drainage Measures). (b)Normal camber of 1:40 for the black top surface and a cross slope 32 << 1RC: 37-1984 of 1:20 for the berms should be provided to shed off surface run-off quickly. (c) No standing water should be allowed on either side of the road em- bankment, (d) A minimum height of I m between the subgrade level and the highest water level should be ensured. 5. BITUMtNOUS SURFACING Desirably 40 mm thick bituminous surfacing should be provided to prevent ingress of water through surface. 6,SHOULDERS Shoulders should be made up of impervious material so as not to allow water to permeate into the body of the pavemenL Lime stabilised black cotton soil shoulder of 15-20 cm thickness may serve the purpose economically. 33 <<