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Irc 37 2001 Design Flexible Pavements

Irc 37 2001 Design Flexible Pavements

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IRC:37-2001

GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS
(Second Revision)

THE INDIAN ROADS CONGRESS

2001

IRC:37-2001
IRe: 37-2001 First Published Reprinted First Revision Reprinted Reprinted Second Revision Reprinted Reprinted Reprinted September. 1970 December, 1976 December, 1984 October, 1990 (Incorporates Amendment No.1, September, 1988) April, 1995 July, 2001 March,2002 July, 2004 April,2005

GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS
CONTENTS Page Personnel of the Highways Specifications Committee Abbreviations 1. 2. 3. 4. 5. 6. 7. Introduction Scope Recommended Method of Design Pavement Thickness and Composition Drainage Measures Design in Frost Affected Areas Worked Examples Illustrating the Design Method Critical Locations, Relationship between Number ... of Cumulative Standard Axles, Strain Values and Elastic Modulus of Materials - Modulus of Elasticity of Subgrade, Sub-base and Base Layers - Substitution of Dense Bituminous Macadam (DBM)
4

& Standards

(i) to (v) (vi)

5 19 43 47

48
51

ANNEXURES Annexure-I

(Rights of Publication and Translation are Reserved)

53
54 55 57 59 63

Annexure-Z
Annexure-3 Annexure-a Annexure-5

Equivalence Factors and Damaging Power of Different Axle Loads Preparation of Laboratory Test Specimens Special Points Relating to Design of Pavement on Expansive Soils Recommended Type and Thickness of Bituminous Wearing Courses for Flexible Pavements under Different Situations -Criteria for the Selection of Grade of Bitumen for Bituminous Courses

Annex~e-6
References
Printed at Aravali Printers & Publishers (P) Ltd., New Delhi-110020 (1000 copies)

65 66

IRC:37-2001 PERSONNEL OF THE HIGHWAYS SPECIFICA nONS STANDARDS COMMITTEE (As on 30.9.2000) AND

L

Prafulla Kumar (Convenor)

Director General (Road Dev.) & Add!' Secretary to the Govt, of India, Ministry of Road Transport & Highways, Transport Bhavan, New Delhi-l 10001 Chief Engineer, Ministry of Road Transport & Highways, Transport Bhavan, New Delhi110001 (C.c. Bhattacharya), Ministry of Road Transport & Highways, Transport Bhavan, New Delhi-l10001 Members

s.c Sharma (Co-Convenor)
3, The Chief Engineer (R) S&R (Member-Secretary)

4,

M.K. Agarwal

Engineer-in-Chief (Retd.), House Sector 16, Panchkula-134113

NoAO,

5,

P. Balakrishnan

Chief Engineer (Retd.), Highways & Rural Works Department, No,7, Ashoka Avenue, Kodambakkam, Chennai-600024 Head, International S&T Affairs Directorate, Council of Scientific & Industrial Research, Anusandhan Bhavan, 2, Rafi Marg, New Delhi-l1000 1 Chief Engineer (Mech.), Ministry of Road Transport & Highways, Transport Bhavan, New Delhi-1 10001

6,

Dr, R.K. Bhandari

7,

P,R. Dutta

ADG(R) being not in position, The meeting was presided by Shri Prafulla Kumar, DG(RO) & Addl, Secretary to the Govt. of India, MORT&H

(i)

K. Naimex House.I IRC:37-2001 8. Maharashtra State Road Dev. Block No.L. Momin 15. Zone-III. Patil 17.). Sarin 10.P. Roorkee. H. K..R. Delhi P. MS 808 Main Building. 751001 to the Govt. Eastern A venue. Sardar Bhavan.R.. Intercontinental Consultants & Technocrats Pvt.l. & Injury Prevention Programme. Nagar.K. Commercial Complex. College of Engg. Transport Bhavan.M. CRR! (Retd. Oriental Structural Engrs. S. Transport Bhavan. Roorkee-Hardwar Road. New Delhi-11 0031 Director. of Rajasthan.W. Secy. Gupta DG(RD) (Retd. S. lIT Main Gate. Nepean Sea Road. S. Mathur 12. Dr. Nirmal Jit Singh 13. New Delhi-110065 Secretary (Roads). Kadiyali IRC:37-2001 Spi. L. Orissa. 1411. Project Building. Jaipur302006 Chief Engineer. Dr. to the Govt.V.R. Ltd. New Delhi-II 0048 Chief Engineer-cum-Officer on Spl. Ministry of Road Transport & Highways.W. Roorkee-247667 (ii) 28. A-S. Vardhman Puram. Gandhinagar-38201O DG(RD) & AS. 2295. Rathore 9. Sharma 11. Ltd. Jagdish Panda Engineer-in-Chief-cum-Secy.D.. Mathura Road.D.). Verma 18. 21. R&B. Singh 24. Hudson Lines. Ajmer Road. Gopal Ranjan (iii) . New Delhi-110016 Chief Engineer. Geetam Tiwari Prabhash Singh 19. Uppal 16. G. C-6/7. Dr. Maharashtra Mantralaya. C.D. New Delhi110016 Engineer-in-Chief. Ranchi Chief Engineer (Pig. A-II.S. Delhi-110009 Associate Director (Highways).B. (Retd. Jaipur-302001 Chief Executive.). New Delhi-110016 Director. Patel Chief General Manager. Director. D. Area. New Delhi110021 I r 21. Mohan Co-operative Indi. Ram Babu Gupta 20. M. Opp. Green Park. Moti Bagh.E. J. S-108.. National Highways Authority of India. 7th K.T. PWD (Roads). Safdarjung Dev. Dr. Indian Institute of Technology. S.. Ministry of Road Transport & Highways. Jharkhand. Panchshila Park.. New Delhi-ll0044 Executive Director.. P. New Delhi-l l 00 17 Dy. V. K. MSO Building. Campus.C. Diplomatic Enclave. New Delhi-110001 Chief Enginer. Meena 23.M. Works Department.W. lB.C. Dr. H. Mumbai-400032 P.). 1. Duty with Public Works Minister.D. Malcha Marg. Secretary & Chief Engineer (SP). Corpn. CII132. MOST (Retd.). Maharani Bagh. 14. H. AIMIL Ltd. 27. New Delhi-ll0002 Transortation Res. Ltd.S. Sachivalaya. Murnbai400036 25.B. L. K. Greater Kailash PartI Enclave. 9 Hathori Market. Estate. Estate..P. New Delhi110001 ChiefEngineer-cum-Addl.B. Delhi P. E-44. Rajoria Engineer-in-Chief.W. of Bhubaneswar26. Jacob Road. Kadiyali & Associates. Sarin I 22.

G-58. Merani 38. The Engineer-in-Chief 40.K. 1. Maharashtra PWD (Retd. The Director & Head 2. N. of Transportation PIg. Prof e. Club. A-47/I344. New Delhi110001 39.G. Transport Bhavan. Ministry of Road Transport & Highways. Koul). Consultant. 458/C/SFS. New Delhi-ll0017 'Badri'. New Delhi-I 10001 G. Justo Emeritus Fellow. Bhatnagarj. New Delhi-l10010 (Dr. Bahadur Shah Zafar Marg. Kashmir House. Chennai600025 Engineer-in-Chiefs Branch. The Director (R&D).E. Maharashtra Indian Roads Congress P. P. 33.. The President. No. U. The Principal Secy. Sharan. Mamtani 37. New Delhi-I 10024 Principal Secretary. Ministry of Road Transport & Highways. Bangalore-560070 Chief Engineer.. Dte. Maharani Bagh. AHQ. Mumbai-400001 (S. 3'd Floor. Chennai-600028 (v) Street. Public Works Department. Transport Bhavan. New Delhi-l10065 (S. New Delhi-llOOll 30. Mumbai-400032 The D. 334. U. Road. Director General. P. 25th Cross. 34. (RD) & Addl.. Highways Research Station. A&EAP.B. Jamdar).). M.). Mantralaya. Maharashtra Public Service Commission. Haryana Public Works Deptt. Juneja) H.).L. IOC 4. 9. New Delhi-I 10001 32. Sardar Patel Road. Department. Elango).W. Ministry of Road Transport & Highways. Eastern Avenue. Ranganathan 5..S. Secretary (Roads). Gandhinagar-382010 The Engineer-in-Chief (V. The Engineer-in-Chief 43. to (H. R&B Department. 14th Main. 76.P. V. Swaminathan (iv) . Worli. Banashankari 2nd Stage. Errum Manzil. Prof. Mumbai-400025 Head of Deptt. 36.J4. The Director General of Works 31. C. B&R. Faridabad121007 42. Manak Bhavan. National Highways Authority of India. Wani Member. Murahari Reddy). Thiruvengandam Puram. R. Hyderabad-500082 (R.G. Secy. of India. Director General (Road Dev. Chief Engineer. M.K. Delhi Cantt. General Border Roads Seema Sadak Bhavan. Sachivalaya. Prafulla Kumar. Sardar the Govt. New Delhi110002 Addl.. Sector 13. Sheoran). The Member Corresponding Members 1. Velayutham). Patil. Ring Road.P. Civil Engg.R. The Chief Engineer (B) S&R Ex-Officio Members 41. R&D Centre. Chandigarh-1600 19 (RL.A. R&B Department. Tikoo 3. The Director IRC:37-2001 (V. A. MOST (Retd.D. Indian Oil Corporation Ltd. Sector 19-B.S. 6. The Secretary. Rajaji Marg. SPA (Retd. Indian Roads Congress 35. Bureau of Indian Standards. Shimla-171001 (V.G. N. Bank of India Building.IRC:37·2001 29. Lajpat Nagar-III.V. Jain).G. of Gujarat Bhavan.2371. Sheikh Sarai I.D. Adarsh Nagar. Secretary to the Govt. Block No. B.) & Addl. Prof.

2. These guidelines were based on semi-empirical approach based on a large extent on past experience and judgement of highway agencies. I IRC:37-2001 FOR THE DESIGN OF FLEXIBLE PAVEMENTS 1. traffic. In the meanwhile. an in-house . . 4. 3. Ii 1: l: 1 The design of flexible pavement involves the interplay of several variables. terrain and sub-grade conditions. the Flexible Pavement Committee in 1997 set up a Sub-group consisting of the following personnel to review the existing "Guidelines for Design of Flexible Pavements". the wheel loads.IRC:37-2001 ABBREVIATIONS GUIDELINES 1. In this approach. Design curves were developed to cater upto 30 million standard axles. This enabled mathematical modelling of the pavement structure using multiple layer elastic theory. With a view to have a unified approach for working out the design of flexible pavement in the country. 8. With the rapid growth of traffic now. 5. These were based on California Bearing Ratio method. these guidelines were revised in 1984 following the equivalent axle load concept. the pavements are required to be designed for heavy volume of traffic of the order of 150 million standard axles. 9. With this background and the feed back on the performance of the existing designs. This Sub-group developed the design charts and catalogue of (vi) . 11. INTRODUCTION 7. AASHTO BC BUSG BM CBR DBM GB GSB IRC MORT&H msa SDBC American Association of State Highway and Transportation Officials Bituminous Concrete Built up Spray Grout Bituminous Macadam California Bearing Ratio Dense Bituminous Macadam Granular Base Granular Sub-Base Indian Roads Congress Ministry of Road Transport & Highways Million Standard Axles Semi-Dense Bituminous Concrete . the IRC first brought out guidelines in 1970. 12. 6. software package was developed under MORT&H's Research Scheme R-56. the pavement thickness was related to the cumulative number of standard axles to be carried out for different subgrade strengths.. such as. climate. 10. To handle large spectrum of axle load.

(S.E. The newly constituted Flexible Pavement Committee (Personnel given below) in its meeting held on 23. IRC (H.S. C.C Sharma Spl.D. Member-Secretary Members Member-Secretary Prof. MORT&H (Indu Prakash) Head. Secy..8.P. S.2~00 discussed and approved the revised draft of IRC:37 for placmg before the Highways Specifications & Standards (HSS) Committee for approval.K. Rathore) Dr.R.P. Sharma Spl.9. S... Prof. Goel Dr. Pandey Dr.S.P.B. Tyagi I. L. Swaminathan Col. Pandey R.P. Jog pavement designs for conditions prevailing in the country. Gandhinagar (S. Srinivasan Prof. S.L. Bhatnagar Dr. L. Sood Dr. Kadiyali Prof. B. V.2. Sharma) Corresponding Members Hari Om Prakash Sharma R.S. CT. Arya) Rep.97) Co-Convenor The draft was further vetted by an Expert Group comprising of Shri S.R.K. C.11. CRR! (I. Chari) Chief Engineer(R) S&R. M. 7. Flexible Pavement Division. M. UP PWD (Ravinder Kumar) 3 .. Dr. S. The draft was approved by H-4 Committee (Personnel given below) in its meeting held on 26. Army HQ (Maj. Justo H. Jain D. A. M. Sunil Bose (Convenor) The Sub-group discussed revision of IRC:37 in a number of meetings and finally on 10. Gupta S. Gupta 2 Engineer-in-Chief. Gupta Dr. Dr. Jain Convenor (upto 6.11. Sreerama Murthy Prof. Jain Members D.S.S.K. MORT&H (A.C.C. Secy.98 submitted the revised draft to Flexible Pavement Committee (H-4). ofDGBR (A.P. Jain and forwarded to newly constituted Flexible Pavement Committee. Jain B.97) Convenor (w.S. Meena Prof. R&B Deptt. Marathe Prof.C. B. L. Rathore) Dr.E. Gandhinagar. B. Gen.K. Kadiyali Dr.. S. Narain) Secretary. Pandey Dr. Shukla I.K.K.f.B. Aiyengar) Engineer-in-Chief. P. C.G.R. Bhattacharya) Convenor Co-convenor .G. Justo R.P.C Sharma R.. Secy.R. Dhir D. M.D. Sharma. Swaminathan Dr. IRC:37-2001 IRC:37-2001 Ex-Officio Members President.R. Dhir S.B. Basu Dr.IRC (S.G.K. Darn B.K. S.G. A. Dhir D. Singh Hargun Das CE (R) S&R MORT&H (C.K.P. C.99 and the Convenor was authorised to incorporate the comme~ts/suggestions made by the members and other experts appropnately and send the final draft to Highways Specifications & Standards Committee for consideration and approval. Bhavsar Dr.S.S. Pandey and Dr. & Chief Engr. Pandey D.e. Jamdar) DG (RD) & Addl..C.P.R. & Chief Engineer R&B Deptt. Kadiyali Prof. Gupta V.C.P.

IRC:37-200 I Ex-Officio Members President. pavement performance. climatic conditions.1. Patil) Secretary. overlay history. 2. 2.2. flexible pavements are considered to include the pavements which have bituminous surfacing and granular base and sub-base courses conforming to IRC Standards or to Sections 500 and 400 of the Specifications 4 . sub grade CBR.IRC (G. These guidelines apply to new pavements. With the increasing traffic and incidence of overloading. HSS Committee for its approval.2000. MORT&H (Prafulla Kumar) IRC:37-200J for Road and Bridge Works. and provide feedback to the Indian Roads Congress. The draft as modified in light of comments of members of the Council was approved by the Convenor. General The pavement designs given in the previous edition IRC:37-1984 were applicable to design traffic upto 30 million standard axles (msa). State Highways.11. Shukla Smt. it is suggested that all the organisations intending to use the guidelines. Major District Roads and other categories of roads predominantly carryingmotorised vehicles.10.5. For design of strengthening measures or overlays for existing pavements.1. IRC IM. The draft of revised guidelines as modified by the Convenor. 2. Sharan) Corresponding Members Sukomal Chakraborty R. soil characteristics. A. 2.9. Joshi DG(RD)&Addl.2001 for printing. As empirical methods have limitations regarding their applicability and extrapolation. National Highways. HSS Committee was approved by the Executive Committee in its meeting held at New Delhi on 5.P.3. The guidelines may require revision from time to time in the light of future experience and developments in the field. the design procedure described in IRC: 81 "Tentative Guidelines for Strengthening of Flexible Road Pavements Using Benkelman Beam Deflection Technique" shall apply. Flexible Pavement Committee to modify the same in light of the comments of members and submit to Convenor.2000 and by the Council in its meeting held at Kolkata on 4. etc. 2. should keep a detailed record of year of construction. pavement composition and specifications.S. HSS Committee on 12. Towards this end.4. the analytical method of design has been used to reanalyse the existing designs and develop a new set of designs for design traffic upto 150 msa making use of the results of pavement research work 5 2. 3.2000 after detailed discussion approved the revised draft IRC:37 and authorised the Convenor. arterial roads need to be designed for traffic far greater than 30 msa. RECOMMENDED METHOD OF DESIGN The HSS Committee in its meeting held on 30. These guidelines will apply to design of flexible pavements for Expressways.V. traffic. SCOPE 3. For the purpose of the guidelines. Ministry of Road Transport and Highways. Secy.2.

the following three types of pavement distress resulting from repeated application of traffic loads are considered: (i) Vertical compressive strain at the top of the subgrade. 3.4 respectively. 3. and (ii) CBR value of subgrade While the permanent deformation within the bituminous layer can be controlled by meeting the mix design requirements as per the MORT &H Specification". The flexible pavement has been modelled as a three layer structure and stresses and strains at critical locations (Annexure-L) have been computed using the linear elastic model FPAVE developed under the MORT&H Research Scheme R-56 "Analytical Design of Flexible Pavements'". 3. Traffic General 3.3. To give proper consideration to the aspect of performance. Using the following simple input parameters. IRC:37-2001 Macadam (DBM) layer with 60170 bitumen has been used in the analysis. Large tensile strains cause fracture of the bituminous layer during the design life.2. (iii) Pavement deformation within the bituminous layer. The relationships used for (i) allowable vertical subgrade strain. 3. For calculating tensile strains at the bottom of the bituminous layer.2. If the strain is excessive.3. appropriate designs could be chosen for the given traffic and soil strength : (i) Design traffic in terms of cumulative number of standard axles.2. the subgrade will deform resulting in permanent deformation at the pavement surface during the design life. Based on the performance of existing designs and using analytical 'approach.1.1.2.3. Design Approach and Criteria 3.3 and 3. The recommended method considers traffic in terms of the cumulative number of standard axles (8160 kg) to 7 . The layer thicknesses obtained from the analysis have been slightly modified to adapt the designs to stage construction. (ii) Horizontal tensile strain at the bottom of the bituminous layer.1. the Elastic Modulus of Dense Bituminous 6 The procedure for estimating design traffic and assessing the CBR value of the subgrade soil is described in paragraphs 3. The pavement designs are given for sub grade CBR values ranging from 2 per cent to 10 per cent and design traffic ranging from 1 msa to 150 msa for an average annual pavement temperature of 35°C. thicknesses of granular and bituminous layers are selected using the analytical design approach so that strains at the critical points are within the allowable limits.IRC:37-2001 done in the country and experience gained over the years on the performance of the existing designs.3. 3. and (ii) allowable tensile strain at the bottom' of the DBM layer along with elastic moduli of different pavement materials and the relationships for assessing the elastic moduli of subgrade.1. 1 and 2) and a catalogue of pavement designs (Plates 1 and 2) have been added for use of field Engineers. simple design charts (Figs.2. granular sub-base and base layers are given in Annexure-I .

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3. 3.3.3. For estimating design traffic. it is recommended that an average annual growth rate of 7. 3. Design life (iii) Design life in number of years (iv) Vehicle damage factor (VDF) (v) Distribution of commercial traffic over the carriageway. Very often it is not possible to provide the full thickness of pavement right at the time of Initial construction. terrain. axle loading.2.1. a design life of 10 to 15 years may be adopted. 3.3.1.IRC:37-2001 IRC:3 7-200 I be carried 1:Jy the pavement during the design life.1. the probable growth of traffic design life.4.3.1. due that and and Estimate of the initial daily average traffic flow for any road should normally be based on atleast 7 days.4. the design life is defined in terms of the cumulative number of standard axles that can be carried before strengthening of the pavement is necessary. consideration should be given to the existing traffic or anticipated based on possible changes in the road network land use of the area served.3. In cases of new roads.3. To obtain a realistic estimate of design traffic. the following information is needed : (i) Initial traffic after construction in terms of number commercial vehicles per day (CVPD) (ii) Traffic growth rate during the design life in percentage of (ii) by establishing econometric models.3. as per the procedure outlined in IRC: 108 "Guidelines for Traffic Prediction on Rural Highways". and 10 . traffic estimates can be made on the basis of potential land use and traffic on existing routes in the area.3.3. type of road and from region to region. 3.3. The VDF is arrived at from axle load surveys II 3.1. It is recommended that pavements for National Highways and State Highways should be designed for a life of 15 years. Traffic growth rates should be estimated: (i) by studying the past trends of traffic growth. Traffic growth rate 3. Vehicle damage factor 3.2. If adequate data is not available. For the design of pavement.3.5 per cent may be adopted.3. 3. 3. For other categories of roads.3.2.2. 3. It is defined as equivalent number of standard axles per commercial vehicle.2. Stage construction techniques should be resorted to in such cases. The VDF varies with the vehicle axle configuration. Expressways and urban roads may be designed for a longer life of 20 years.3.2. 24 hour classified traffic counts. For the purpose of structural design. The vehicle damage factor (VDF) is a multiplier to convert the number of commercial vehicles of different axle loads and axle configuration to the number of standard axle load repetitions.3.3. only the number of commercial vehicles of gross vehicle weight of three tonnes or more and their axle-loading is considered. 3.

roads than two-lane roads and to allow for this concentratlOn of wheel load repetitions. For designing a new pavement. (iv) Dual carriageway roads 1. The axle load equivalency factors recommended in the AASHTO guide are given in Annexure-2. such as traffic mix. the design should ~e b~sed on total number of commercial vehicles in both dlrectlOns. distribution o.3.1. (ii) Two-lane single carriageway roads The design should be based on 75 per .. road conditions and degree of enforcement.5 2. A realistic assessment of.3. 3.ay and dual four-lane carriageway. it I.5 1.5 The design of dual two-lane carriageway roads. 3. shoul~ be b don 75 per cent of the number of commercial vehicles i:s:ach direction. Distribution carriageway of commercial traffic over the 3. the indicative values ofvehic1e damage factor as given in Table 1 may be used. mode of transportation. of the total number of commercial vehicles in both dlrectlOns. the VDF should be arrived at carefully by carrying out specific axle load surveys on the existing roads.5.3. there may be significant difference in axle loading in two directions of traffic. On some sections. Therefore.cent. it is recommended that the designer should take the realistic values ofVDF after conducting the axle load survey.o be half of the sum in both directions when the latter only IS 13 . In the abs~nce of adequate and conclusive data for Indian conditions. They are used for converting different axle load repetitions into equivalent standard axle load repetitions. In such situations.5.5 3.5.IRC:37-2001 IRC:37-2001 on typical road sections so as to cover various influencing factors. (iii) Four-lane single carriageway roads The design should be based on 40 per .Srecommended that for the time being the following distnbutIon may be assum~d for design until more reliable data on place~ent ~f commercial vehicles on the carriageway lanes are available (i) Single-lane roads Traffic tends to be more channelised on single-lane. 3. INDICATIVE VDF VALUES Initial traffic volume in terms of number of commercial vehicles per day 0-150 150-1500 More than 1500 12 Terrain Rolling/Plain 1. the VDF should be evaluated direction wise to determine the lanes which are heavily loaded for the purpose of design.4. terrain.5 Hilly 0.4.3. The traffic in each direction may be assumed t.3.f commercial traffic by direction and by lane IS necessary as It directly affects the total equivalent standard axle load applications used in the design. commodities carried. Where sufficient information on axle loads is not available and the project size does not warrant conducting an axle load survey. the distribution factor will be 60 per cent and 45 per cent respectively.3.5 4. Some surveys have been carried out in the country on National Highways.4. For dual three-lane carriagew.3.2. of the total number of commercial vehicles in both direcuons.cent. State Highways and Major District Roads which reveal excessive overloading of commercial vehicles. TABLE 3.2. time of the year.4. particularly in the case of major projects. 3.

N = The The traffic in the year of completion is estimated using the following formula : A = P(1 + r}" where. State Highways. heavy compaction is recommended. The subgrade whether in cut or fill should be well compacted to utilise its full strength and to economise thereby on the overall thickness of pavement required. 3.1.075) 14 15 .3.5) F = Vehicle damage factor n = Design life in years r = Annual growth rate of commercial vehicles (for 7. These requirements should be strictly enforced. State Highways and Major District Roads. National Highways. This can be computed using the following equation : 365x[(I+r)"-l} N= r where. Where the distribution of traffic between the carriagway lanes and axle loads spectrum for the carriageway lanes are available.6. National Highways. Where significant difference between the two streams can occur. D = Lan~ distribution factor (as explained in para 3.3. Major District Roads and other heavily trafficked roads. The design traffic is considered in terms of the cum~lative number of standard axles (in the lane carrying maximum traffic) to be carried during the design life of the road. For Expressways.1. x = Number of years between the last count and the year of completion of construction. In other cases the subgrade should be compacted to atleast 97 per cent of the standard proctor density conforming to 1S:2720 (Part 7). r = 0. 3. xAxDxF cumulative number of standard axles to be catered for in the design in terms of msa. in A = Initial traffic in the year of completion of construction terms of the number of commercial vehicles per day.IRC:37-2001 IRC:37-2001 known.5 per cent annual growth rate. Most of the specifications prescribe use of selected material and stiffer standards of compaction in the sub grade (top 500 mm portion of the roadway).4. The current MORT&H Specification for Road & Bridge Works (Third Revision 1995) recommend that the subgrade shall be compacted to 97 per cent of dry density achieved with heavy compaction (modified proctor density) as per 1S:2720 (Part 8). condition in the more heavily trafficked lane should be considered for design. Computation of design traffic 3.3.4. the design should be based on the traffic in the most hea~ily trafficked lane and the same design will normally be applied for the whole carriageway width. 1RC:36 "Recommended Practice for the Construction of Earth Embankments for Road Works" should be followed for guidance during planning and execution of work. P = Number of commercial vehicles as per last count.6. This density requirement is recommended for sub grade compaction for Expressways. Subgrade 3.

the CBR value and consequently the design. Thin surfacings do not always seal the pavement effectively against ingress of water. For a given soil. For determining the CBR value. such as. the test conditions should reproduce as closely as possible the weakest conditions likely to occur under the road after construction. the material used for sub grade construction should have the dry density of not less than 1. 3. the compaction requirements. Further. Laboratory Determination of CBR". will depend largely on the density and moisture content of the test sample. 3. drainage conditions and the extent to which the pavement is waterproof.2. As far as possible. it should be realised that soaking for four days may be an unrealistically severe moisture condition in certain cases.4.4. where the climate is arid throughout the year. Where use of expansive clays is unavoidable.3. However.2.4. like.4.4. National Highways and State Highways.2001 3. The moisture condition of the subgrade which the test sample is expected to simulate is governed by local environmental factors. For design.IRC:37-2001 IRC:37-.4. the annual rainfall is of the order of 500 mm or less and 3. This is described in IS:2720 (Part 16) "Methods of Test for Soils..4. 3.5. Hence. soil permeability. the berms and verges are usually unsurfaced. and if not kept in well-maintained state to the requisite cross-fall. the design for new construction should be based on the strength of the samples prepared at the values of prescribed dry density and moisture content obtained in accordance with IS:2720 (Part 8) or (Part 7) as the case may be and soaked in water for a period of four days prior to testing. Use of expansive clays is not allowed for subgrade construction particularly for heavily trafficked roads.1.5.4. a non-expansive soil should be used for the subgrade. the subgrade strength is assessed in terms of the CBR of the subgrade soil in both fill and cut sections at themost critical moisture conditions likely to occur in-situ. Expressways. it is recommended that as a general practice. precipitation. Both procedures are described in brief in Annexure3.4. 3. leading to weak subgrade conditions. The samples of soil collected from selected borrow pits for fill sections or from subgrade level at cut sections 16 17 . Therefore.75 gm/cc. the standard test procedure should be strictly adhered to. will enable surface water to percolate into the sub grade from near the edges of the pavement.5.5. The test must always be performed on remoulded samples of soils in the laboratory.e. Wherever possible the test specimens should be prepared by Static Compaction but if not so possible dynamic method may be used as an alternative. i. and additional measures as discussed in Annexure-A should be followed. the water table.3. For high category roads. 3. In-situ tests are not recommended for design purposes as it is not possible to satisfactorily simulate the critical conditions of dry density and moisture content in the' field.4.5. Selection of dry density and moisture content for test specimen should be compacted to a dry density corresponding to the minimum state of compaction likely to be achieved in practice having regard to the compaction equipment used and the compaction limits specified. 3.

Therefore.6. permissible maximum variation within the CBR values from the three specimens is indicated in Table 2.6.6. TABLE 2.6.6. In addition. as revealed by the soil surveys. Use of test results for design and the minimum number of tests required 3. the Pavement Thickness Chart is given in Fig. wide variations in values can be expected.4".1. the alternative of retaining local areas of soft soil or soil not meeting prescribed compaction level should also be considered. The design evolved should be revised during construction phase if found necessary on account of the field compaction being lower than that considered in the initial design. specimens for finding the CBR value may be prepared at the ~atural. PERMISSIBLEVARIATIONIN CBR VALUE CBR (per cent) 5 5-10 11-30 31 and above Maximum variation in CBR value ±1 ±2 ±3 ±5 Where variation is more than the above. This will enable a reliable average value to be obtained in most cases.4. The design curves relate pavement thickness to the cumulative number of standard axles to be carried over the design life for CBR values of sub grade ranging from 2 per cent to 10 per cent. Pavement thickness on new roads may be modified at intervals as dictated by the soil changes but generally it will be found inexpedient to do so frequently from practical considerations.IRC:37-2001 ~he w~t~r table is too deep to affect the subgrade adversely. 1 and for traffic in the range of 10-150 msa. As the reproducibility of the CBR results is dependent on a number of factors. 3. In such cases . PAVEMENT THICKNESS AND COMPOSITION 4. moisture content of the soil at subgrade depth immediately after recession of the monsoon. IRC:37-2001 3.4. 3. the design CBR value should be the average of test results from atleast six samples and not three. A more complete study of the soil may be warranted in such cases to arrive at a more reliable design. 4. atleast three samples should be tested on each type of soil at the same density and moisture content.3. The design should be based on the CBR value of the wea~est soil type proposed to be used for sub grade construction or encountered extensively at subgrade level over a given sect~on of the road. It is possible that in certain soil types or under abnormal conditions the measured CBR values may appear doubtful and not truly representative of the strength of soil. resulting in unduly conservative designs if soaking procedure is adopted. the . 2. The thickness deduced from Fig. 3. It IS anticipated that in this situation the most severe moisture condition in the field will be far below that of the sample at the end of four days soaking.4. 2 for the given CBR value and 18 19 .1. 1 or Fig. the Pavement Thickness Design Chart is given in Fig.2. To weed out erratic results. Pavement Thickness Design Charts For the design of pavements to carry traffic in the range of 1 to 10 msa.4.4.

These specifications suggest three gradings each for close and coarse graded granular sub-base materials and specify that the materials passing 425 micron sieve when tested in accordance with IS:2720 (Part 5) should have liquid limit and plasticity index of not more than 25 and 6 respectively. crushed concrete or combinations thereof meeting the prescribed grading and physical requirements. 20 21 . brick metal. The design procedure is illustrated with examples in paragraph 7. mixing shall be done mechanically either using a. the recommended designs giving minimum thickness and compositions of pavement layers for new constructions are given in the Pavement Design Catalogue. laterite.2. I E E (msa) ea GSB IIlIDGB ~ DBM ~ BM II BC • SDBC m PC Contd.moorum .1.1.2. Sub-base materials comprise natural sand .IRC:37-200 1 IRC:37-2001 PAVEMENT DESIGN CATALOGUE design traffic is the total pavement thickness to be provided and consists of granular sub-base. kankar. suitable mixer or adopting mix-in-place method.2.1.2. 4. When the subbase material consists of combination of materials. Sub-base Composition course PLATE 1 _ RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR2% Cumulative Traffic (msa) Total Pavement Thickness (mm) 660 715 750 795 850 COMPOSITION Bituminous Surfacing Granular Granular Sub-base Base Binder Wearing (mm) (mm) Course Course (mm) (mm) 435 225 20 PC 20 PC 20 PC 25 SDBC 40 BC 50 BM 60 BM 70 DBM 100 DBM 225 250 250 250 440 440 450 460 PAVEMENT I 2 3 5 10 4. Granular sub-base materials conforming to Clause 401 of MORT&H Specifications for Road and Bridge Works are recommended for use. These requirements and the specified grain size distribution of the sub-base material should be strictly enforced in order to meet stability and drainage requirements of the granular sub-base layer. gravel. The requirements for the component layers are given in paragraph 4. Pavement 4. crushed slag. granular base and bituminous surfacing. crushed stone. Plates 1 and 2. Based on these.

BM l1li Ir]J PC Contd._ U :J: TRAFFIC TR AFFIC (msa) ~ BC • SOBC GSJ (msa ) BM Iilill GB E3 OBM ~ IIIB BC • SOBe ~ PC ~ GSa IIIID GB Ia OBM ~.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR4% Cumulative Traffic (msa) Total Pavement Thickness (mrn) 480 540 580 620 700 PAVEMENT COMPOSITION Granular Base (mrn) 225 50 BM 50 BM 60 DBM 80 DBM 225 250 250 250 .RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR3% Cumulative Traffic (msa) Total Pavement Thickness (mrn) 550 610 645 690 760 PLATE 1 . 600 o Z 400 o u of 11'1 11'1 Z z "" x:: ~ 11'1 11'1 "" x:: 200 U l: ._ . PAVEMENT COMPOSITION Bituminous Surfacing Granular Granular Binder Base Sub-base Wearing (mrn) (mrn) Course Course (mrn) (mrn) 20 PC 20 PC 20 PC 25 SDBC 40 BC 50 BM 60 BM 60 DBM 90 DBM 225 225 250 250 250 435 335 335 335 380 Bituminous Surfacing Wearing Binder Course Course (mrn) (mrn) 20 PC 20 PC 20 PC 25 SDBC 40 BC Granular Sub-base (mm) 255 265 280 285 330 1 1 2 3 5 10 2 3 5 10 800~-------------------------------' 8'00 E E E E ~ t= in Q..IRC:37-2001 PAVEMENT DESIGN CATALOGUE -. lRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 1 .... 22 . 23 Contd.

E z o i= VI Q.. C.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR6% Cumulative Traffic (msa) Total Pavement Thickness (mm) 390 450 490 535 615 PAVEMENT COMPOSITION Bituminous Surfacing Granular Granular Wearing Binder Base Sub-base Course Course (mm) (mm) (mm) (mm) 20 PC 20 PC 20 PC 25 SDBC 40 BC 50 BM 50 BM 50 DBM 65 DBM 225 225 250 250 250 165 175 190 210 260 1 2 3 5 10 1 2 3 5 10 E E E 700 600 CBR 5 . z 0 t= iii 0 Q. ~GSB mmGB E:30BM ~BM II Be . 24 .SDBe ~PC Contd. 20 PC 20 PC 25 SDBC 40 BC 50 BM 50 BM 55 DBM 70 DBM 225 225 250 250 250 205 215 230 250 300 PLATE 1 .IRC:37-200l PAVEMENT DESIGN CATALOGUE PAVEMENT DESIGN CATALOGUE -.7-2oUl PLATE 1 . o 400 o V 2: 2: 0 V 01 W Z lIC: 01 VI VI ~ ~ 200 V ..X V lIC: l: ~ ~ OL-~~~--~~L-~~~--~~~~~~~ TRAFFIC (msa) 0 2 TRAFFIC (rns c ) ~GSB DIIDGS laOBM ~ BM III Be _SOBe r:3l PC Contd.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR5% Cumulative Traffic (msa) Total Pavement Thickness (mm) 430 490 530 580 660 PAVEMENT COMPOSITION Granular Bituminous Surfacing Granular Base Sub-base Binder Wearing (mm) (mm) Course Course (mm) (mm) 20 PC. B R 6 -t.

26 27 . t: If) 0 III u If) I. E 700r-----------------------------------~ E 600 z Q ~ in 0 a.. ~ z Q ~ ~ eSR 8 'I.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR 7% Cumulative Traffic (msa) Total Pavement Thickness (mm) 375 425 460 505 580 PAVEMENT COMPOSITION Bituminous Surfacing Granular Granular Sub-base Base Binder Wearing (mm) (mm) Course Course (mm) (mm) 20 PC 20 PC 20 PC 25 SDBC 40 BC 50 BM 50 BM 50 DBM 60 DBM 225 225 250 250 250 150 150 160 180 230 Cumulative Traffic (msa) Total Pavement Thickness (mm) 375 425 450 475 550 IRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 1 ..J o 400 _ \ '" ::IC UJ Z 200 UJ Z If) If) '" :x: .. X ~ I.J ::IC U 0 TR AFFIC (msa) 10 TRAFFIC (msa) GSB rnm GB ea DBM ~ BM 11m Be • SDBC ~pe Contd. ~ GSB mm GB 53 DBM ~ BM lIII BC • SDBC ~ PC Contd...RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR 8% PAVEMENT COMPOSITION Bituminous Surfacing Granular Granular Wearing Binder Base Sub-base Course (mm) (mm) Course (mm) (mm) 20 PC 20 PC 20 PC 25 SDBC 40 BC 50 BM 50 BM 50 DBM 60 DBM 225 225 250 250 250 150 150 150 150 200 1 2 3 5 10 1 2 3 5 10 ..IRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 1 ._ 200 . E E 700 eSR 7 "I.

In z ~ :z: en . o ~ 600 eBR 9 'J. en e e Q o Q. 28 29 .. u v:. E . BC DBM & Sub-base (rom) (mm) (rom) 40 40 40 40 50 50 eBR 2 '1.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 1-10 msa CBR 9% & 10% Cumulative Traffic (msa) Total Pavement Thickness (rom) 375 ' 425 450 475 540 PAVEMENT COMPOSITION Bituminous Surfacing Granular Granular Binder Base Sub-base Wearing (rom) (rom) Course Course (mm) (rom) 20 PC 20 PC 20 PC 25 SDBC 40 BC 50 BM 50 BM 50 DBM 50 DBM 225 225 250 250 250 150 150 150 150 200 Cumulative Traffic (msa) 10 20 30 5.. o z ~4 u . >t: 400 W III III z U 200 ~ OL-_LL?a__J~~--~~--~~--~~~~ TR AFFle (msa) t- i: o Be • SOBC ~ PC 10 TR AFFIC 50 (msa) fi!ZJ GSa DIID GB §I OBM ~ BM III ~ GSB DIll GB iii OBM l1li Be Contd.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 10-150 msa CBR 2% PAVEMENT COMPOSITION Bituminous Surfacing Granular Base . r 1 2 3 5 10 100 130 150 175 195 215 Sub-base = 460 .0 100 150 E Total Pavement Thickness (rom) 850 880 900 925 955 975 IRC:37-200 I PAVEMENT DESIGN CATALOGUE PLATE 2 . & 10 'J. Base = 250.IRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 1. 200 v . 0 0 t- ~ Q.

31 ....c v .--------------------.---------------------------- IRC:37-2001 PAVEMENT DESIGN CATALOGUE PAVEMENT DESIGN CATALOGUE IRC:37-20i)j PLATE 2 .. CB R 4·/... 8 E E z o6 ~ IfI ~ ~ o 0.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 10-150 msa CBR3% Cumulative Traffic (msa) 10 20 30 50 100 150 Total Pavement Thickness (mm) 760 790 810 830 860 890 PAVEMENT Bituminous Surfacing DBM BC (mm) (mm) 40 40 40 40 50 50 90 120 140 160 180 210 Sub-base = PLATE 2 .> 05 W Z 4 ~ :. :J: TRAFFIC (mso) m GSB mm GB iii OBM III Be Contd..RECOMMENDED DESIGNS FOR TRAFFIC RANGE 10-150 msa CBR 4% Cumulative Traffic (msa) 10 20 Total Pavement Thickness (mm) 700 730 750 780 800 820 COMPOSITION Granular Base & Sub-base (mm) PAVEMENT COMPOSITION Bituminous Surfacing Granular Base BC DBM & Sub-base (mm) (mm) (mm) 40 40 40 40 50 50 80 110 130 160 170 190 Sub-base Base Base = 250 30 50 380 100 150 = 250 = 330 900'----------------------------------------_.

..... 33 32 ...RECOMMENDED DESIGNS FOR TRAFFIC RANGE 10-150 msa CBR5% Cumulative Traffic (msa) 10 20 30 50 100 150 Total Pavement Thickness (mm) 660 690 710 730 750 770 C BR IRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 2 ... 0 TRAFFIC TRAFFIC (msa) (mso ) ~ GSB l1li GB !!!I OBM l1li Be m Contd. III 0 0 III o CL 2: :E o u III III lC V ... :r: u .. . 70 100 120 140 150 170 E E Sub-base = 65 90 105 125 140 160 Sub-base = 250 30 50 300 100 150 Base = 250 260 E E 0 z z Q i= CL .-----------------------------~------------------------------------IRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 2 . Gsa IIlD GB iii OBM II BC Contd. Total Pavement Thickness (mm) 615 640 655 675 700 720 CBR PAVEMENT COMPOSITION Granular Base Bituminous Surfacing & Sub-base DBM BC (mm) (mm) (mm) 40 40 40 40 50 50 6 .RECOMMENDED DESIGNS FOR TRAFFIC RANGE 10-150 msa CBR6% Cumulative Traffic (msa) 10 20 Base = PAVEMENT COMPOSITION Bituminous Surfacing Granular Base BC DBM & Sub-base (mm) (mm) (mm) 40 40 40 40 50 50 5 . Z ~ "" W III III x: U J: ....

RECOMMENDED DESIGNS FOR TRAFFIC RANGE 10-150 msa CBR 8% Cumulative Traffic (msa) 10 20 Base Total Pavement Thickness (mm) 550 575 590 610 640 660 PAVEMENT COMPOSITION Bituminous Surfacing Granular Base & Sub-base DBM BC (mm) (mm) (mm) 40 40 40 40 50 50 60 85 100 120 140 160 Sub-base Base = 250 = 230 30 50 100 150 = 250 = 200 Sub-base E 800~--------------------------------------~ E eBR 7 0'0 e ~ l- cB R 8 0'0 Q l- z I/) V o Q.RECOMMENDED DESIGNS FOR TRAFFIC RANGE 10-150 rnsa CBR 7% Cumulative Traffic (msa) 10 20 30 50 100 150 Total Pavement Thickness (mm) 580 610 630 650 675 695 PAVEMENT COMPOSITION Bituminous Surfacing Granular Base BC DBM & Sub-base (mm) (mm) (mm) 40 40 40 40 50 50 60 90 110 130 145 165 E PAVEMENT DESIGN CATALOGUE PLATE 2 . Contd. 35 34 .IRL:37-2001 IRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 2 . ~ o oil I/) o Q. ~ 8 oil I/) I/) 4 I/) I/) UJ Z UJ Z v x: I- v I- x: :r :r ( msa) TRAFFIC (rns c ) m fa Be GSa om GB II DBM l1li Be GSB DUD GB II DBM l1li Contd.

( msa) (msQ) TRAFFIC ~ GSB mIl GB ~ DBM III Be Contd.IRC:37-2001 PAVEMENT PLATE 2 .. 0 3 v' III III W Z . z 9 'I.RECOMMENDED DESIGN CATALOGUE DESIGNS FOR TRAFFIC CBR9% Cumulative Traffic (msa) 10 20 30 50 100 150 Total Pavement Thickness (mm) 540 570 585 605 635 655 PAVEMENT COMPOSITION Bituminous Surfacing Granular Base BC DBM & Sub-base (mm) (mm) (mm) 40 40 40 40 50 50 50 80 95 115 135 155 Sub-base = IRC:37-2001 PAVEMENT DESIGN CATALOGUE PLATE 2 ..~ ~ 0 v ~ .. 'o ... CBR .. t: III Q. ~ GSa IIIIIG8 !!08M III BC Contd. E iii o Q. z o i= 700~--------------~--------------------~ C B R 10'/. :r:: v 4 1£1 Z III III v x ~ :r:: x ~ TRAFFIC.RECOMMENDED DESIGNS FOR TRAFFIC RANGE to-ISO msa CBR 10% Cumulative Traffic (msa) 10 20 Base = RANGE 10-150 msa Total Pavement Thickness (mm) 540 565 580 600 630 650 PAVEMENT COMPOSITION Granular Base Bituminous Surfacing & Sub-base BC DBM (mm) (mm) (mm) 40 40 40 40 50 50 50 75 90 110 130 150 Sub-base Base 250 30 50 200 100 150 = 250 = 200 E E 700 0 E .. 37 36 .

1.e.lRC:37-2001 IRC:37-2001 The sub-base material should have minimum CBR of 20 per cent for cumulative traffic upto 2 msa and 30 p~r cent for traffic exceeding 2 msa.2. like.2.1.6.2.2. 4. the design should be based on sub grade CBR value of 2 per cent and a capping layer of 150 mm thickness of material with a minimum CBR of 10 per cent shall be provided in addition to the sub-base. the minimum strength of the sub-base material should be determined after soaking the test specimen in water for four days. 4. Where soaking conditions apply for design. Materials for use in the base course must satisfy the grading and physical requirements prescribed in the IRC/ MORT&H Specifications.2. The material should be tested for CBR at the dry density and moisture content expected in the field.7. The thickness of sub-base in the extended portions should not be less than the prescribed minimum as given in para 4. The recommended minimum thickness of granular base is 225 mm for traffic upto 2 msa and 250 mm for traffic exceeding 2 msa. care should be taken to avoid using frost susceptible materials in the sub-base. 4.2.2. It should be ensured prior to actual execution that the material to be used in sub-base satisfies the CBR and other prescribed physical requirements. Where stage construction is adopted for pavements. 4.1.3. other granular sub-bases. Where the granular sub-base material conforming to the above specifications is not available economically.].1.2. 38 39 . Unbound granular bases which compnse conventional Water Bound Macadam (WBM).1.2. In the areas affected by frost. 4.4. the thickness ofWBM base-shall be increased from 250 mm to 300 mm (i. From drainage considerations the granular subbase should be extended over the entire formation width in case the subgrade soil is of relatively low permeability.2. 4.2. Base course 4.2. The thickness of sub-base should not be less than 150 mm for design traffic less than 10 msa and 200 mm for design traffic of 10 msa and abcve. 4.5. 4. Preferably the sub grade soil should Dave a CBR of 2 per cent.2.2.2. Water Bound or Wet Mix Macadam conforming to MORT&H Specifications are recommended. 4 layers of WBM grades II and III each of 75 mm compacted thickness) for ease of construction with corresponding reduction in the sub-base thickness keeping the overall pavement thickness unchanged as deduced from the design chart.. use of WMM base laid by paver finisher or motor grader is recommended. Where the CBR value of the subgrade is less than 2 per cent. Wet Mix Macadam (WMM) or other equivalent granular construction conforming to IRC/MOR T &H Specifications shall be adopted.l.2. Where WBM construction is adopted in the base course for roads carrying traffic more than 10 msa. For heavily trafficked roads.2. 4.3. the thickness of sub-base shall be provided for ultimate pavement section for the full design life.4.4. 4.2.2.1.

4. like. like.3.2. However. Bituminous surfacing IRC:37-2001 4. Choice of the appropriate type of bituminous wearing course will depend on several factors. Recommended surfacing materials and thicknesses in terms of the cumulative standard axles to be carried during the design life are given in Plates 1 and 2. consideration ought to be given to the provision of bituminous concrete in single or multiple courses so as to render the surface more stable and waterproof. Where this is done the thickness of the DBM layer will be suitably reduced. The most common~y used wearing courses are surface dressing. the MORT&H Specification prescribes Bituminous Macadam and ~ense Bituminous Macadam. 4.3.IRC:37-2001 4. 41 . in case the granular base is manually laid or if recommended by the Engineer.3.2. the Dense Bituminous Macadam (DBM) binder course may be preceeded by a 75 mm 40 thick Bituminous Macadam (BM) layer.4. which may be read in conjunction with Annexure-5 and may be modified if the environmental conditions and experience so justify. bus stops and roundabouts. The grade of bitumen will be selected keeping in view the traffic. the type of baselbinder course provided. rainfall and other related factors.3. The bituminous surfacing shall consist of either a wearing course or a binder course with a wearing course depending upon the traffic to be carried. The selection criteria for the grade of bitumen to be used for bituminous courses are given in Annexure-6. during prolonged hot spells the average pavement temperatures are very high and consequently such a mix will operate over a very low stiffness range. whether the pavement is to be built up in. open-graded premix carpet. mix seal surfacing.1. For practical purposes 10 mm BM can be taken as equivalent to 7 mm DBM for modifying the thickness of DBM layer. Hence. 4. rainfall and other environmental conditions. For areas with heavy snow precipitation where mechanised snow clearance operations may be undertaken as well as at locations.2.2. the use of bituminous macadam binder course to IRCIMORT&H Specifications may desirably be restricted only to roads designed to carry traffic less than 5 msa.2. semi-dense bituminous concrete and bituminous concrete. 4. Use of high performance mixes/modified binders are recommended in heavily trafficked situations. The recommended types and thic1&esses of wearing courses for traffic from 10 msa to 150 msa are given in Plate 2 and for traffic less than 10 msa in Plate 1.3. Bituminous Macadam has low bmder content and high voids and is thus not impervious to water.2.3. 4.2. design traffic over the service life. From fatigue considerations. stages.6. Mastic asphalt may be used at bus-stops and intersections.3. The suggested surfacings are a desirable minimum from functional and structural requirements.3.2. Further the effect of high voids is reduced stiffness and increased stress concentrations. On the other hand. For binder courses. the deterimental effect of voids is more apparent at low temperatures. Dense Bituminous Macadam binder course is recommended for roads designed to carry more than 5 msa.5.

The performance of a pavement can be seriously affected if adequate drainage measures to prevent accumulation of moisture in the pavement structure are not taken. Some of the measures to guard against poor drainage conditions are maintenance of transverse section in good shape to reasonable crossfall so as to facilitate quick run-off of surface water and provision of appropriate surface and sub-surface drains where necessary. practical requirements and specifications spelt out in paragraph 4.4.formation and appropriate design values. Pavement Design Catalogue 4.5. 5. On new roads.. DRAINAGE MEASURES 5.20.3.1. The pavement compositions given in the design catalogue are relevant to Indian conditions.3.2. Based on the results of analysis of pavement structures. the total pavement thickness given in the recommended designs is slightly more than the thickness obtained from the design charts. the pavement design appropriate to 150 msa may be chosen and further strengthening carried out to extend the life at the appropriate time based on pavement deflection measurements as per IRC:81.3.100.3. Where any change in layer thickness and specification is considered desirable from practical considerations. Drainage measures are especially important when the road is in cutting or built on low permeability soils or situated in heavy rainfall/snow precipitation area. 5.3. the granular subbase should be extended over the entire formation width 43 Dense Bituminous Macadam shall be constructed in two layers when the prescribed thickness is more than 100 mm. 42 ° . In water logged areas.6-1 m. the pavement layer thicknesses will be interpolated linearly. 4. 5.50. This is in order to : (a) provide the minimum prescribed thickness of sub-base (b) adapt the design to stage construction which necessitated some adjustment and increase in sub-base thickness. materials and specifications. The designs relate to CBR values ranging from 2 per cent to 1 per cent and ten levels of design traffic 1.3. 4. For traffic exceeding 150 msa. In some cases.3.30.1.7. 4. When the traditional granular construction is provided on a relatively low permeability subgrade.150 msa. the thickness of surfacing should not be counted towards the total thickness of the pavement as such surfacing will be purely for wearing and will not add to the structural capacity of the pavement. The difference between the bottom of sub grade level and the level of water table/high flood level should.2.3.2.3. consideration should be given to the installation of suitable capillary cut-off as per IRC:34 at appropriate level underneath the pavement.2. For intermediate traffic ranges.IRC:37-2001 IRC:37-2001 4. the composition can be suitably modified using analytical approach with in-service performance related . the aim should be to construct the pavement as far above the water table as economically practicable. where the sub grade is within the zone of capillary saturation. the recommended designs for traffic range 1 msa to 10 msa are given in Plate 1 and for traffic range 10 msa to 150 msa are given in Plate 2.:.2.10. Where the wearing surface adopted is open graded premix carper of thickness upto 25 mm. however. not be less than 0. 4.

s of subgrade GRANULAR SUB-BASE (0) ROAD ON FILL IRC:37-2001 BITUMINOUS GRANULAR SURFAC[NG BASE oo SUB-SURFACE DRAINS) BITUMINOUS SURFACING GRANULAR BASE :::5 OPEN GRADED DRAINAGE LAVER OR SUB-BASE FILTER MATERIAL (WHERE REQUIRED) (b) ROAD IN CUT (NO SUB-SURFACE DRAINS) To prevent entry of soil particles into the drainage layer D. 3) in order to drain the pavement structural section. Drainage of Pavements on Impermeable Subgrade 45 . If the granular sub-base is of softer variety which may undergo crushing during rolling leading to denser gradation and low permeability.s O2> 2.IRC:37-2001 (Fig. Drainage of the pavement structural section can be greatly improved by providing a high permeability drainage layer satisfying the following criteria : D. Care should be exercised to ensure that its exposed ends do not get covered by the embankment soil.5 mm 44 FILTER MATERIAL (WHERE REQUIRED ) (c) DRAINAGE SYSTEM WITH SUB-SURFACE DRAINS Fig. The trench type section should not be adopted in any case as it would lead to the entrapment of water in the pavement structure.s of drainage layer D.s of subgrade ~5 085 of subgrade 050 of drainage layer And 050 of subgrade ~5 BITUMINOUS SURFACING GRANULAR BASE OPEN GRADED - DRAINAGE LAVER OR SUB-BASE Aggregates meeting the following criteria are regarded as very good drainage materials : 085 < 4 D. the top 100 to 150 mm thickness should be substituted by an open graded crushed stone layer to ensure proper drainage. 3.

Drainage of existing pavement of 'Trench Type' section on low permeability subgrades can be improved by providing a continuous drainage layer of 100-150 mm thickness under the shoulders at the sub grade level or by providing a combination of longitudinal and lateral drains. and in any case on major through roads.1. the latter spaced at 5 to 6 m intervals. As a general rule.7. In addition.4. They should be dressed periodically so that they always conform to the requisite crossfall and are not higher than the level' of carriageway at any time. 5. it is suggested that as far as practicable. 6. 5. The drains are cut through the shoulders upto the sub grade level and backfilled with coarse drainage material. 5. Similar is the meaning of D5o' DI5 and D2 . Very often. One remedy against frost attack is to increase the depth of construction to correspond to the depth of frost penetration. 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. At the sub grade level.3 of the MORT&H Specification for Road and Bridge Works. 3). it is recommended that the shoulders should be well-shaped and if possible. Nonwoven geosynthetic can be provided to act as filter. the materials used for building up the crust should be frost resistant. constructed of impermeable material. sub-base or the 46 subgrade at the junction of the verges and the bituminous surfacing. the design will have to be related to actual depth of penetration and severity of the frost. water enters the base. Sub-surface drains using geosynthetics can also be used. an adequately designed sub-surface drainage system consisting of an open graded drainage layer with collection and outlet pipes should be provided. The permeable sub-base when placed on soft erodible soils should be underlain by a layer of filter material to prevent the intrusion of soil fines into the drainage layer (Fig. but this may not always be economically practicable. it would be inadvisable to provide total thickness less than 450 mm even when the CBR value of the subgrade warrants a smaller thickness. 5. 6. fine grained clayey and silty soils are more susceptible to ice formation. Sub-surface drains should be constructed to the requirements prescribed in Clause 309. the base should be constructed 300450 mm wider than the required bituminous surfacing so that the run-off water disperses harmlessly well clear off the main carriageway.6. To counteract the harmful effects of this water.5. It should be ensured that the outflow capabilities of the system are atleast equal to the total inflow so that no free water accumulates in the pavement structural section. DESIGN IN FROST AFFECTED AREAS 6. 47 . but freezing conditions could also develop within the pavement structure if water has a chance of ingress from above. Where large inflows are to be taken care of.IRC:37-2001 IRC:37-2001 DS5 means the size of sieve that allows 85 per cent by weight of the material to pass through it. Shoulders should be accorded special attention during subsequent maintenance operation too. In areas susceptible to frost action. With the same intent.2.

5 per cent = 15 years = Example .08 = = 0.5 x5600xO. CBR 4% (a) Bituminous surfacing (b) Road base (c) Sub-base 7. WORKED EXAMPLES ILLUSTRATING THE DESIGN METHOD = 6. 1) Pavement Composition interpolated from Plate 1.75x2.5 = 99. Whereas capillary rise can be prevented by subsoil drainage measures and cut-offs.2 msa (from Fig.5) Vehicle damage factor (ii) Cumulative number of standard (iii) axles to be carried during (a) Design life of 10 years N= 365x[(1+0.075 x400xO. infiltrating water can be checked only by providing a suitable wearing surface.75x4.08)1O_1] 0.1 : Design the pavement for construction of a new bypass with the following data : DATA (i) (ii) (iii) (iv) (v) (vi) Two-lane single carriageway Initial traffic in the year of completion of construction Traffic growth rate per annum Design life Vehicle damage factor (based on axle load survey) Design CBR of sub grade soil = 400 CV/day (sum of both directions) = 7.1) N= 365 x [(1+0.3.5 = 7200000 = = 0.IRC:37-200 1 IRC:37-2001 (iii) Total pavement thickness for CBR 4% and Traffic 7.5) Cumulative number of standard axles to be catered for in the design (Equation given in para 3.3.3.6. Another precaution against 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.5 (standard axles per commercial vehicle) 4 per cent 10 years/15 years = 5 per cent = 8 per cent = 4. 660 mm (iv) = 25 mm SDBC + 70 mm DBM = 250 mm WBM = 315 mm granular material of CBR not less than 30 per cent Example .075)15-1] 0.2 : It is proposed to widen an existing 2-lane National Highway section to 4-lane divided road.75 7.5 (Standard axles per CV) = = DESIGN CALCULATIONS (i) (ii) Distribution factor (para 3.2 msa or say 100 msa 48 49 .3. Design the pavement for new carriageway with the following data : DATA (i) 4-lane divided carriagway (ii) Initial traffic in each directions in the (iii) (iv) (v) (vi) year of completion of construction Design life Design CBR of subgrade soil Traffic growth rate Vehicle damage factor (Found out from axle load survey on existing road) = 5600 CV/day 2.75 4.2 msa DESIGN CALCULATIONS (i) Distribution factor (para 3.

Based on large amount of field performance data of pavements of south. .5 = IRC:37-2001 185... I. . l BASE .6 msa or say 186 msa Annexure-I CRITICAL LOCATIONS. -- ----- GRANULAR: I. --------.. = = 50 mm BC + 170 mm DBM Fatigue Criteria : Bituminous surfacings of pavements display flexural fatigue cracking if the tensile strain at the bottom of the bituminous layer is beyond certain limit.----1--. SUB-BASE I.5-1] 0..3. CBR 5%) Bituminous surfacing Base Sub-base Critical Locations in Pavement = 745 mm Be. = 760 mm (Ez) C is the critical location for the vertical subgrade strain since the maximum value of the Ez occurs mostly at C.08). (from Plate 2.4) Accordingly provide pavement thickness and composition for 150 msa Total pavement thickness (from Fig.-.--------I . CBR 5%) Bituminous surfacing Base Sub-base Provide Total Pavement Thickness = 750 mm A and B are the critical locations for tensile strains (EJ Maximum value of the strain is adopted for design..I" II I .-~~- IRC:37-200 1 (b) Design life of 15 years N 365 x [(1+0. RELATIONSHIP BETWEEN NUMBER OF CUMULATIVE STANDARD AXLES.--- 1 I Ie = 250 mm Wet = Mix Macadam 300 mm Granular Sub-base of CBR not less than 30 per cent -4-.--I Ie. east 51 = = 250 mm Wet Mix Macadam 300 mm GSB of CBR not less than 30 per cent 770 mm 50 .~.------ - ----~~~---~~-------------------------------. /" = 50 mm BC + 150 mm DBM oeM A GRANULAR _________ . 2) CBR 5% Composition (from Plate 2.I .J . >. 2 and Plate 2) for CBR = 5 per cent and traffic = 100 msaJ186 msa. north. STRAIN VALUES AND ELASTIC MODULUS OF MATERIALS Pavement thickness and composition (from Fig..75x4. 2) Composition. (a) For 10 years life Total Pavement thickness for traffic 100 msa (from Fig.. .. SUBGRAOE Provide Total Pavement Thickness (b) For 15 years life (para 4.08 (iv) x5600xO.I.

the rutting equation was obtained' as NR = = = * 10-4 [11&/89 [11E.0854 NF Number of cumulative standard axles to produce 20 per cent cracked surface area Tensile strain at the bottom of BC layer (micro strain) Elastic modulus of bituminous surfacing (MPa) The above fatigue equation was calibrated at 35°C for Bituminous Concrete surfacing having 80/1 00 bitumen and the equation was generalised' by introducing the term containing the elastic modulus (E) of the bituminous layer so that pavement can be designed for temperatures from 20°C to 40°C using any grade of bitumen. Setting the allowable rut depth as 20 mm. Fatigue equation at any pavement temperature from 200C to 40°C can be evaluated by substituting the elastic modulus of the pavement temperature.1656*10-8 [1/~r5337 NR Ez Number of cumulative standard axles to produce rutting of 20 mm Vertical subgrade strain (micro strainj) Mix Type 20 Be and DBM 8011 00 bitumen Be and DBM 60/70 bitumen Be and DBM 30/40 bitumen (75 blow compaction and 4 per cent air void) BM 80/100 bitumen BM 60/70 bitumen 2300 3600 6000 25 Temperature °C 30 1455 2579 3809 35 975 1695 2944 40 797 1270 2276 1966 3126 4928 Modulus Layers Subgrade" of Elasticity of Subgrade.IRC:37-2001 IRC:37-2001 and wes.21 Where. SUb-base and Base E(MPa) = 10*CBR for CBR.35 may be adopted. of India . Govt. the relation between the fatigue life of the pavement and the tensile strain in the bottom of the bituminous layer was obtained' as 2. The Poisson's ratio of bituminous layer may be taken as 0. Catalogue of designs has been worked out for temperature of 350C. a value of 0.::: 5 and = 176*(CBR)064 for CBR > 5 Granular SUb-base and Base? " - - 500 700 - 52 53 . ELASTIC MODULUS (MPa) VALUES OF BITUMINOUS MATERIALS 4. For temperatures from 20°C to 30°C. Rutting Criteria : As large number of data for rutting failure of pavements were obtained from the Research Scheme R-64 of the Ministry of Road Transport and Highways and other research investigations.zones in India collected under the Research Schemes R-64 and R-195 of Ministry of Surface Transport. The values of the elastic moduli of Bituminous Concrete! Dense Bituminous Macadam and Bituminous Macadam meeting the specifications of the MOST2 are given below'.50 for pavement temperatures of 35°C and 40°C.

27 4.003 0.009 0.5 19.49 5.38 1.35 0.08 0.013 0. Based on the above equation.0002 0. following equivalent thicknesses may be used : Example 180 mm DBM 240 mm DBM 75 mm of BM = = 125 mm DBM+ 75 mm BM = 185 mm DBM + 75 mm BM 75* (700/1695)1/3 = 55.85 ~ril of DBM 54 55 . EJH"I1.15 where.4.002 0.0 POWER OF Poisson's ratio for both the granular layer as well as subgrade layer may be taken as 0.031 0.024 0.001 0.7 33.631 0.831 1.5 15.470 0.98 7.55 2. 112 are the parameters (Elastic Modulus.0 23.0000 0.043 0.342 0.110 0.61 3.0 12.14 2.0 27. and E2H2. Substitution of Dense Bituminous Macadam (DBM) : Part of the DBM can be substituted for BM on the basis of equal flexural stiffness given as Gross Axle Weight Kg. 900 1810 2720 3630 4540 5440 6350 7260 8160 9070 9980 10890 11790 12700 13610 14520 15420 16320 17230 18140 19051 19958 20865 21772 22680 23587 24494 Factors Tandem Axle 0.8 10.3 46.IRC:37-2001 E2= Composite Elastic Modulus of granular Sub-base and Base (MPa) E3= Elastic Modulus of Subgrade (MPa) h = Thickness of granular layers (mm) IRC:37-2001 Annexure-Z EQUIVALENCE FACTORS AND DAMAGING DIFFERENT AXLE LOADS Load Equivalency Single Axle 0.17 7.00 1.48 5.61 1.28 6.166 0.0 39.006 0. Thickness and Poisson's Ratio) of the DBM and BM respectively.0002 0.16 3.176 0.070 0.30 3.79 4.73 2.242 0.08 1.5 55.

a filter paper is placed on top of the soil.2 19.7 15. d m Required dry density in gm/cc Required moisture content in per cent Tandem axle load Equivalency factor = (axle load in kg/14968)4 The above equations also give reasonably correct results for practical values of axle loads.8 31. followed by the 5 em displacer disc. 4thpower law may be used .7 12. After initial tamping with a steel rod. 3. but if not possible.for converting axle loads into equivalent standard axle loads usmg the following formulae : 2209 cc 100 + m Weight of dry soil = 2209 d gm Weight of wet soil = x 2209 d gm 100 Single axle load Equivalency factor = (axle load in kg/8160)4 where. 25401 26308 27216 28123 29030 29937 30844 31752 32660 33566 34473 35380 36288 1.IRC:37-2001 Gross Axle Weight Load Equivalency Factors Single Axle Tandem Axle 8.3 23. Wherever possible.4 10.6 26. The soil lumps are broken down and stones larger than 20 mm are removed. and the specimen compressed in the compression machine until the top of the displacer is flush with 56 57 . the test specimens should be prepared by static compaction.2 21.7 IRC:37-2001 Annexure-3 PREPARATION OF LABORATORY GENERAL TEST SPECIMENS Kg.20 9.4 17.1 13. Sufficient quantity of the soil is mixed with water to give the required moisture content. dynamic method may be used as an alternative. STATIC COMPACTION 2.1 28. The correct weight of wet soil is placed in the mould. The weight of wet soil at the required moisture content to give the intended density when occupying the standard test mould is calculated as follows : Volume of mould = In case the class mark of the axle load survey does not match with the above axle loads.

at the same moisture content. Due .IRC:37-2001 IRC:37-2001 the top of the collar. and from it. such as. the soil is trimmed flush with the top of the mould with the help of a metal straight edge. black cotton soils are montmorillonite clays and are characterised by their extreme har~ess an~ deep cracks when dry and with tendency for heaving dunng the process of wetting. DENSITY AND DESIGN CBR The amount of volume change that occurs when an expansive soil road bed is exposed to additional moisture depends on the following : (a) the dry density of the compacted soil (b) 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 58 59 . whic?aggravate the problem of swelling and shrinkage. Roadbeds made up of such soils when subjected to changes in moisture content due to seasonal wetting and drying or due to any other reason undergo volumetric changes leading to pavement distortion cracking and general unevenness. and then compacted into the mould in three layers using a standard soil rammer.recogmtlOn of these problems at the design stage itself is required so that counter measures could be devised and incorporated in the pavement structure. In semi-arid c1imati~ conditions. Further specimens. pronounced short wet and long dry conditions occur. After compaction. DYNAMIC COMPACTION Annexure-4 SPECIAL POINTS RELATING TO DESIGN OF PAVEMENT ON EXPANSIVE SOILS 4. it may be necessary to reapply load to force the displacer disc slightly below the top of the mould so that on rebound the right volume is obtained. The load is held for about 30 seconds and then released. 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 fill the mould uniformly with calculated weight of wet soil (vide para 2 above) is known. The soil is mixed with water to give the required moisture content. SUBGRADE MOISTURE. 5. In some soil types where a certain amount of rebound occurs. Potentially expansive soils. A proper design mcorporatmg the following measures may considerably minimise the problems associated with expansive soils. the dry density is calculated. knowing the moisture content. The mould is weighed full and empty to enable determination of wet bulk density.

It is.3 of section 5 (Drainage Measures). 60 3. 4. where the probability of moisture variation in the subgrade is high.6-1. 2. However. The desirable requirements are : (a) Provision must be made for the lateral drainage of the pavement structural section. 1. 61 . lime-stabilised black cotton sub-base extending over the entire formation width may be provided together with measures for efficient drainage of the pavement section. where provision of non-expansive buffer layer is not economieelly feasible. a blanket course of suitable material and thickness as discussed in para 3 below must be provided. therefore. refer to para 5. It prevents ingress of water in the underlying expansive soil layer. Drainage Improvement of drainage can significantly reduce the magnitude of seasonal heaves. it is not practicable to compact expansive soils at OMC determined by Laboratory Proctor Test.0 m thickness. Alternatively. it is expedient to compact the soil slightly wet of the field optimum moisture content determined on the basis of a field trial. remoulded at placement density and moisture content ascertained from the field compaction curve. necessary to study its field moisture density relationship through compacting the soil at different moisture contents and under the same number of roller passes. Blanket Course A blanket course of atleast 225 mm thickness and composed of coarse/medium sand or non-plastic moorum having PI less than five should be provided on the expansive soil sub grade as a sub-base to serve as an effective intrusion barrier. Buffer Layer There is a definite gain in placing the pavement on a nonexpansive cohesive soil cushion of 0. Hence.IRC:37-2001 IRC:3 7-2001 at high densities and low moisture. Design CBR The pavement thickness should be based on a 4-day soaked CBR value of the soil. Experience shows that generally. be given to provision of good drainage measures as also discussed under Section 5 (Drainage Measures). therefore. The blanket course should extend over the entire formation width. the movement will be more uniform and consequently more tolerable. (b) Normal camber of 1:40 for the black top surface and a cross slope of 1:20 for the berms should be provided to shed-off surface run-off quickly. A minimum density corresponding to 95 per cent of the standard proctor density should be attained in the field and recommended moisture content should be 1-2 per cent wet of optimum moisture content. (c) No standing water should be allowed on either side of the road embankment (d) A minimum height of 1 m between the sub grade level and the highest water level should be ensured. The granular sub-baselbase should accordingly be extended across the shoulders. Special attention should. counteracts swelling and secondly even if the underlying expansive soil heaves.

M and H L. I.M and H <10. Medium (M) 1500-3000 mm. Bituminous Macadam (i) baselbinder course L. 6. Bituminous Surfacing Desirably 40 mm thick bituminous surfacing should be provided to prevent ingress of water through surface. Lime stabilised black cotton soil shoulder of 150-200 mm thickness may serve the purpose economically. High (H) more than 3000 mm Land M Design Traffic (msa) < 10. Wet Mix Macadam.IRC:37-2001 IRC:37 -200 I 5.0 2.0 <10.0 3.M and H >5<10 2:10 2:100 62 63 . Crusherrun-Macadam. Shoulders Shoulders should be made up of impervious material so as not to allow water to permeate into the body of the pavement.M and H L. No. Dense Bituminous Macadam Bituminous Concrete (i) 25 mm (ii) 40 mm (iii) 50 mm L.M and H L. Water Bound Macadam. Annexure-5 RECOMMENDED TYPE AND THICKNESS OF BITUMINOUS WEARING COURSES FOR FLEXIBLE PAVEMENTS UNDER DIFFERENT SITUATIONS Type of Basel Binder Course Type of Bituminous Wearing Course Annual Rainfall Low (L) less than 1500 mm. Built-up Spray Grout (i) 20 mm Premix Carpet (PC) with sand seal coat (ii) 20 mm PC with liquid seal coat (iii) Mix Seal Surfacing (MSS) (20 mm) Type 'A' or 'B' Semi-Dense Bituminous Concrete (25 mm) (ii) 20 mm PC with liquid seal coat (iii) MSS (20 mm) Type 'A' or 'B' Sl.0 L.M and H <10.

BPM. wearing course amenable to laying with paver-finisher should be adopted over paver-finished basel binder course. Bituminous Concrete (BC) should not be provided directly over manually laid granular bases. BC HotIModerate Cold Hot/Moderate Cold Premix Carpet Premix Carpet Mastic Asphalt Mastic Asphalt 50/60 or 60/70 80/100 15±5 30/40 64 65 . (ii) As far as possible. Expressways. BUSG BM. (iii) Expensive surfacings.r I IRC:37-200l IRC:37-200J In applying the above recommendations. BPM. like. SDBC. Bituminous Course Grade of Bitumen to be used 60/70 801100 60/70 BM. BUSG DBM. the surfacing should correspond to that for the design stage. points should be kept in view : the following Annexure-6 CRITERIA FOR THE SELECTION OF GRADE OF BITUMEN FOR BITUMINOUS COURSES Climate Hot Moderate/Cold Any Traffic (CVD) Any Any Heavy Loads. Urban Roads Any Any Any Any : (i) In case where a pavement is decided to be developed in stages.

Research Scheme R-6 of Ministry of Surface Transport (Roads Wing). Specifications for Road and Bridge Works (Third Revision). 1987. Final Report submitted by Central Road Research Institute.IRC:37-2001 IRC:37-200 I REFERENCES 1. Final Report. 'Design Practice for Bitumen Pavements in the United Kingdom'. Powell. Pavement Performance Study of Existing Pavement Sections. New Delhi 1995. Washington DC. 2. 1995. N. 8. Lister and W. 1993 . Shell Pavement Design Manual . .D. New Delhi. March Engineering Department.W. submitted to the Ministry of Surface Transport (Roads Wing). Shell International Petroleum Company Ltd. Published by Indian Roads Congress. New Delhi. 5. Indian Institute of Kharagpur. Ministry of Surface Transport (Roads Wing). 4. 1978. Volume-2. Benkelman Beam Method for Evaluation of Structural Capacity of Existing Flexible Pavements and also for Estimation and Design of Overlays for Strengthening of Weak Pavements. New Delhi 1994. IRC:81-1997 "Guidelines for Strengthening of Flexible Pavements Using Benkelman Beam Deflection Technique".Asphalt Pavement and Overlays for Road Traffic. Indian Roads Congress. AASHTO Guide for Design of Pavement Structures. American Association of State Highway and Transportation Officials. 7. 66 67 3. West Bengal. Development of Methods. Proceedings of 6th International Conference on Structural Design of Asphalt Pavements. Volume 1. Research Scheme R-56 'Analytical Design Pavements' Final Report submitted to the Surface Transport (Roads Wing). of Flexible Ministry of 1999. 6. London. Central Road Research Institute. such as.. Civil Technology.

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