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    Irc 37 1984 Guidelines For The Design of Flexible Pavements 1st Revision PDF

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    Rohit Diwakar

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    IRC 1 37-1984 GUIDELINES FOR THE DESIGN : i OF FLEXIBLE PAVEMENTS (Fitst Revision) ‘THE INDIAN ROADS CONGRESS 1995 Inc: 37.1984 GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS (First Revision) Published by THE INDIAN ROADS CONGRESS Jamnagar House, Shahjahan Road, ‘New Delhi ~ 110011 1998 vane po'3| (Plus packing & postage) First published - September, 1970 Reprinted December, 1976 First Revision, : December, 1984 Reprinted October. 1990 (Incorporates ‘mendment No. 1. September 19%.:) Reprinted + April, 1995 (Rights of Publication and of Translation are Reserved) Printed at Sagar Printers & Publishers, New Delhi-110003 (1000 copies) CONTENTS, Introduction Scope Recommended Method of Design Thickness and Composition Drainage Measures sign in Frost-Affected Ar Werked Examples lusting the Design Method Appendices Appendix 1: Preparation of Laboratory Test Specimens Appendix 2: Special Points Relating to Design of Pavements on Expansive Soils 15 2 25 29 3 IRC: 37-1984 GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS INTRODUCTION 1.1. The design ofa flexible pavement involves the interplay of several ariables 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 India quite diverse practices have been prevalent in regard tothe provision of pavement thicknesses so far. Considering the need to have a ‘unified and reasonably acceptable approach for working out the design for ‘conditions obtaining in the country, the Indiart Roads Congress, through its Flexible Pavement Design Subcommittee (personnel given below), set_up tunder the Specifications and Standards Committee examined the various possible methods and formulated guidelines for general adoption : SN.Sisha . Convenor RP.Sikka . Member Secretary BR.Chopra Member DLCEG.Jono DR Kobi . ‘Mahabic Prasad = 3. Marye = Nsen . Dr. Bh, Sobbanju Prof. CG.Swaminatn De. HL Uppal 7 1.3, These guidelines were approved by the Specifications and Stan- dards Committee in their meeting held on the 26th and 27th February, 1970 and by the Executive Committee in their meeting held on the Sth March, 1970 and later by the Council in their meeting held at Darjeeling on the Sth and 6th April, 1970. ‘A subgroup personnel given below was constituted in 1984 to review IRC.37.1984 the guidelines in light of need to meet the } : weavier axle loads and keeping in sw te suggestion made inthe Pane Discusion dig te Anau cn of the Indian Roads Congress held at Nagpur in January 1984, KX. Sarin N. Sivagure De.MP. Dhir SB.Kulkamn DiCEG. tuo N.Sea PK Laura S.A.Latheet SC. Sharma : Convenor Member Secretary Meter The guidelines as revised by the sub eTOUP were approved by Executive Commits and late by the Council im thr TT thraestag tony 'rivandrum on the 15th September 1984, * . 14, tis emphasised that the guidelines are tobe : regarded as tentat <$ yet othe extent tha they wold require fevson rome oe 2.SCOPE 2.1, For the purpose of this guide, flexible: i to include the usual granular type constucons sich as war bog ‘adam and other flexible bases and sub-bases conforming to IRC Standard cy to Sections 400 and 500 of the ‘Ministry of Surface ‘Transport Specit fications a for Road and Bridge Works (Second Revision), 1988. 2.2. The recommendations primarily apply to new const n structions. However forthe ime being these guidelines will also apply to desin of thening measures for existing pavements until a more scientific ap- ‘roach to overlay design is developed for Indian conditions. Special points relevant to strengthening of existing roads ae highlighted where necessary. 2 IRC: 37-1984 ‘An alternative approach to overlay design is described in IRC: 81-1981 “Tentative Guidelines for Strengthening of Flexible Road Pavements using / Benkelman Beam Deflection Technique”. ‘3, RECOMMENDED METHOD OF DESIGN 3.1. General 3.1.1. The method of design recommended is a modification of the California Bearing Ratio (CBR) Method indicated in the previous edition. In this method traffic is defined in terms of the cumulative number of standard axles (8160 ke) to be carried during the design life of the road. It is well recognised thatthe structural damage caused by a vehicle depends on 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 spectrum 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 different 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. 1 are total thicknesses and consists of various combinationsof bituminous surfacing and granular base and sub-baso thicknesses. The recommended minimum thick- ‘nesses and compositions of component layers for new constructions are given in'Thickness Combination Block, Fig.2. These may, however, be modified if environmental conditions and experience so justify. In cases of traffic esithates exceeding 30 million standard axle (msa) the curves may be suita- bly extrapolated for determining the design thickness. 3.1.2. Nowwithstanding the aforesaid recommended method, where data is not available to adopt the equivalent axle load concept, thé CBR ‘method which considers traffic in terms of commercial vehicles per day may bbe used provided the design traffic is not more than 1500 commercial vehicles per day. The CBR curves updated for 10.2 tonnes single axle legal limit presently in force are 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 for determining the CBR value of the subgrade 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 37-1986 PAVEMENT THICKNESS MILLIMETRES yorat 3 8 3 :: °, "as ez oscar, 2 «8 810 CUMULATIVE STANDARD AXLES Fig. Pavement thickness design chart, "Nove: 1. Read total pavement thickness from continuous curves 2. Use doted curves for proportioning sub base thickness 20 30x10% Re: 37-1984 THICKNESS COMBINATION BLOCK arrummnous-f;. Ea TOM, Tencnness SURFACING ort OMANAR i FROM THICKNESS CHART oe Ug.) ‘SUB- BASE + Fig2 STRUCTURAL SECTION T ‘Minium hicknes of componen: layers Cumaated compacted ike (on) andar | = aner ‘Sujacng | Base Subtase milion (6) 0 | @ @ | r-150 osm 20mm PCA-Cos'$D) 150. | Minimum thickness 100mm on | fubgrnder of CBR es than 20% | (7-225) osam — | 20mmPcmMs 225 | Minima thiknes 150 mm on fubgrades of CBR ess than 20% (3001325) 25M 2ommPCMSISDC | 250 | Minimum thickness 180:mm on +50 mm/15 mim BM subgrades of CBR ess than 30% 510M 25mmSDCIAC 230 (1335 10355) + 60t080m DEM non ois 4ommSDC/AC 250 (F-35516 310) +6St9s0mm DBM edo 15.20 sommac | (1-310 w 390) £800 100mm DBM Sido 230M | dommac | 250 (7.3901 405) £10010 115mm DBM | don SD - Surface dressing othe MOST Specfcntion IRC/Standards PC | Premix Capt “to MS__ Mix Sal Surin tothe MOST Speciation Sdc > Semisense Cat “eo AC | Atphalie Concrete ‘ BM | Bituminous Macadam Binder Course tote MOST Specification DBM." - Dente Bituminous Macadam Binder Course aw: (ifthe CBR of te sabre i more than thei requirement fo the sub- ‘bse, sub bates reuired. (i) Binder couse ofthiskness more than 80 mm shouldbe Id in two lnyers. 5 Re 37-1986 IRC: 37-1984 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: ee ‘Trafic range ‘Adopt minimom layer thickness tnd composition applicable to CAITORNIA BEARING. fario- Pencen (Desai 10 tip in : Cakaneato stn to) 4 2 arte cease S80 om to 2 iw «© weomom 9 Pai ty oe ry oo Sem 20 oy i (CBReane) eed woof] FZ 3.2. Traffic f TE 32.1, General 400 6 3.2.1.1. For the purpose of structural design only the number of commercial vehicles of laden weight of 3 tonnes or more and their axle- loading will be considered. 2wdmse Tencus Pa 3.2.1.2. To obtain a realistic estimate of design traffic due considera- tion should be given to the existing traffic or that anticipated in the case of new ‘constructions, possible changes in road network and land use of the area served, the probable growth of traffic, and design life. aor coe los exceeome 9 g DEPTH OF CONSTRUCTION~ «THICKNESS Inmmi 3 | | Estimate of the inital daily average taflic flow for any road should normally be based on 7-lay 24-hour classified traffic counts. However, in exceptional cases where ths information is not available 3-day count could be used, In cases of new roads trafic estimates can be made on the basis of potential land use and taic on existing routes in the area. Fig. 3. CBR carves for flexible pavement design ‘An estimate of likely growth rate can be obtained by studying the past trends in taffic growth. If adequate data is not available, itis recommended that an average value of 7.5 per cent may be adopted for rural routes. IRC 37.1986 3.2.2. Design life 3.2.2.1. Itis considered appropriate that roads in rural areas should be designed fora life of 10-15 years but provision rast be made in the design 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 judgement and depending on the rate of growth of the traffic expected. 3.2.2.2. Very often 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 strengthened as 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 (inthe lane carrying maximum traffic) to be carried during 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 10 standard axles. ‘The following equation may be used to make the required calculation: % Nex 3OS8AL(4NRU r where ‘Ne= The cumulative number of standard axles to be catered for in the design Initial traffic, in the year of completion of construction, in terms of the number of commercial vehicles per day daly modified to account for lane distribution as. ‘explained in paragraph 3.2.3.2. Annual growth rate of commercial traffic Design life in years Vehicle damage factor (number of standard axles per commercial vehicle) refer to paragraph 3.2.3.3. 8 IRC: 37-1984 Distribution of commercial traffic over th an} coer ee Jane is necessary as it directly affects the total ee aa sigenceeaara applications used in the design. In eee searec or fe ‘Indian conditions, it is recommended | at for b Se meee rine aaa oa placement of commercial vehicles on the carriageway Ss available: () Singletane roads (3.75 m width): lid on single ane ronsthan ono lane od ano Fen er ton of wel lod repins eds shold be bsedon he aoe rea whic pt day bth reins mie by 0. (Intermediate width roads (5.5 m width): les per day inboth “The design shouldbe based onthe total numberof commercial ehiles per day iections malted by 15 ay roads: (Gy Two-tane single carriageway | “The design shouldbe based on 75 percent ofthe total numberof commer both directions (jo) Four-lane single carriageway roads: “The detgn shouldbe based on 40 percent ofthe total namber of commer ‘bath directions (@) Dual carriageway roads: wo ae aig ron sald be ado 75 er et of te rat a er nech ein, inton acl bed By pect foreach sito! ae [Bk For dual thre Jane carriageway dibuton factor. 60 percent. sum in th Senos fines econ my be soumedo en he tin Tie iy knw Whe sip dens bree ee Seamt RES kon hemor hsly eked ne sold econ exes the distribution er, ifina particular situation a better estimate o ric bewecn he cariagevay ans i available rom wai saneys ie Sane shold te adoped and te design s based onthe afi in the most heavily wafficked lane. The design will normally be applied over cariageway width 9 IRC 37-1984 ___ 3.2.33. Vehicle damage factor: The vehicle damage factor isa multi- Plier for converting the number of commercial vehicles of different axle loads to the number of standard axle-load repetitions. The vehicle damage factor is amived at from axle-loal surveys on typical road sections so as to cover various influencing factors such as: traflic mix, type of transportation type of commotites carried, time of the year, terrain, road condition and degree of enforcement. The AASHO axle-load equivalence factors may be used to Gonvert the axe lot spectrum to an equivalent number of standard axles. For signing a new roa pavement or strengthening an existing road pavement te vehicle damage fair be ave at aeflly by Ug rena available data. Some surveys hav been carried out inthe country on National Highway sections. The results can be taken advantage of, to the extent that they may be relevant in a particular case. ‘TABLE I INDICATIVE VDF VALUES ee tiiseae | VDE as (tnd sf 816) see | tenn nr pecan ei) ‘ferme soy tnmticrt | Thin Thick | sate) | cue Lana 150 ty os os fallng 5 i ha" 28 Fey soso ty o Kelleg 20 a ru 33 as Mort 1500 iy has ls alg te B fae te ia ee Where sufficient information is not available, the tentative indicative values of vehicle damage facior as given in Table 1 may be used. These may 'be judiciously modified for any special conditions with regard to traffic mix, {ype 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 ean be undertaken, 10 IRC: 37-1984 3.2.4, Computation of traffic for use of CBR design curves given in Fig. 3 32.4.1. The CBR curves (Fig. 3) give the total thickness of the pavement in terms of the volume of commercial waffic. The waflic is considered in units of commercial vehicles per day in both directions divided into five categories as indicated in Table 2. ‘TABLE2, CLASSIFICATION OF TRAFFICFOR DESION Trafic (CBR design curve apliable mercial vebidesperday) J (commercial vehicles per day) os 14s 45.150 150-450 450-1500 ‘The design curves are to be used with respect to the number of com- mercial vehicles expected atthe end of design life. The formula for predicting, future traffic is given by: mooe> Arup ‘A-=Nunber of éommercal vehicles per day for design Pa Number of commercial vehicles per day at last count ‘r= Annual growth rate of commercial trafic : ‘n= Nunberof years between the last count andthe year of completion of = Design fein yeas 3.2.4.2. For two-lane roads the design will be based on the number of commercial vehicles per day in both directions whereas single lane roads should be designed for twice the traffic in both directions. 3.2.5. Where traffic is increasing rapidly, itis 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. Where 3.3. Subgrade 33.1. The subgrade whether in cut or fil should be well compacted to utilise its full strength and to economise thercby on the overall thickness of pavement required. Most specifications prescribe use of selected material and u IRC 37-1984 stiffer standards of compaction isi the top 50 cm portion of the roadway (usually 95-100 per cent of the Standard Proctor density; sometimes even higher) and these clauses should be stricly enforced, IRC:36-1970 Recom- ‘mended Practice for the Construction of Earth Embankments for Road Works” should be followed for guidance. 3.3.2. Fordesign, the subgrade strength is assessed in terms of the CBR ‘of the subgrade soil at the most critical moisture conditions likely to occur in- situ. 3.3.3 Since the CBR testis an ad hoc penetration test, it is necessary that the standard test procedure should be strictly adhered to, This is de- scribed in 18:2720 (Par 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 be prepared by static compaction but if not so possible dynamic ‘method may be used as an alternative. Both procedures ae described in brief in Appendix 1. In-situ tests are not recommended for design purposes as itis ‘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 speci ‘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 having regard to the compaction equipment used and the ‘compaction limits specified. By and large Proctor density (conforming to 1S:2720 (Part VID) could be made use of. In the case of existing roads, however, the moulding density should correspond to the actual density ofthe subgrade soil as determined in-situ with the help of a sand-jar apparatus ‘n accordance with procedure laid down in IS : 2720 (Part XXVIII, 3.3.4.2. The choice of moisture contentof the test specimen is not q 0 simple. The moisture condition of the subgrade 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 37-198 ment The sufacings provided in Inia are relaively Snape cho notaayo sate jvemen civ asin igs nat Fre he es and vege ly sr not kept in well-maintained state to the requisite, cross-fall, which enat i. Sore warty percolate ssbpde fom neath edges of he pavement, leading to weak subgrade conditions. it is recommended that as a general practice the design for new ee should be based on the sength ofthe samples prepared at optimum moisture content and dry density corresponding to Proctor 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 Appendis 2. f existing roads requiring strengthening the soil should be ro i Sl most cont nd el desis soso days prior to testing. The field moisture content used for moulding shoul determined preferably immediately after the rainy season. However, in case not found practicable to determine the field moisture content in the right season, o theres dfiulty in moulding the samples at this moisture content, specimens for test may be prepared simply at optimum moisture content; these must of course be soaked prior to testing. ity and moisture It is recommended that measurements of field density an content, in the case of designs for strengthening of 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 33.43, However, it should be realised that soaking for four days may bbe an tsorslistically severe moisture condition incertain cases. Cases falling, in this category would be: 0 Sgn ig mv il sf dex cng i i Seteerngeren* news pose one chs ela ‘elder any rematch “Senate guacrameamcsns3m at So eran lng qe ngs ses wurst is ine ESE tat as lpr comand acs paral wih of he verge wih he a “= ipepeine of rhein emaraios och ws open ged pent, siunincusmotadan or owed macadon having voici of te an per et et tobe deen stipe in areas (aching expansive sil areas) where the climates arid tough- ‘out the year, the nual rainfalls ofthe order of Sem o lets and he wane eee is oo deep toaffect the subgrade adversely, In the above situations it is anticipated that the most severe moisture condition in the field will be far behind that of the sample atthe end of four days soaking, resulting in unduly conservative designs if soaking procedure was adopted. Hence the procedure of soaking for four days could be discarded in such cases and the specimens tested immediately after compaction at ‘moisture contents indicated in the next paragraph, 1433-44. Its recommended that forthe determination of CBR the soil Sspetimens of category (i) road should be compacted at optimum moisture Content in the Proctor compaction test. Investigations have revealed that under the circumstances of these roads the most adverse moisture condition of the subgrade soon after withdrawal ofthe monsoon is in general drier than the optimum moisture content, In arid regions the normal road camber and surface water drainage measures will usually suffice to prevent any excessive accumulation of water beneath the pavement. Therefore, it is recommended {hat soil specimens for category (ii) roads should be prepared at natural ‘moisture content of the soil immediately after recession of the monsoon at subgrade depth for finding the CBR value, 3.35. Use of test results for design and the minimum number of tests required 33.5.1. The design should be based on the CBR value of the weakest soil type expected to be encountered 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 dicated by the soil changes but ‘generally it will be found inexpedient to do so more frequently than once or twice per kilometre. Frequent changes in crust thickness are, at any rate, an Undesirable feature on resurfacing projects because of their possible adverse effect on the longitudinal profile of the road. Hence, these should be resorted ‘o only when very necessary in the interest of structural design, 3.3.52. Itis possible that in certain soil types or under abnormal con- dlions the measured CBR values may appear doubtful and not truly represen ‘stive Gf the strength of soil. A more complete study of the soil may be ‘watvanted in such cases to arrive at a more reliable design. 4 IRC: 37-1984 3.5.3. On new works the design evolved should be revised at site if found fay uring the construction phase on account of the field ‘compaction being lower than that anticipated. Normally this could be 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 sol. 4, The reproducibility of the CBR results is dependent on a suber of fans and wide vain in walus canbe expected. Therefore, in order to avoid errors, atleast three samples shoul be tested on each type of soil atthe same density and moisture content. This will enable a reliable average value to be obtained in most cases. To weed out erratic results, permissible maximum variation within the CBR values from three specimens indicated below: CBR (per cent) ‘Maximum variation in CBR value Upto 10 3 Above 10 to 30 5 ‘Above 30 t0 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. A. THICKNESS AND COMPOSITION thickness deduced from Fig. 1 or Fig. 3 is the total physical thickest provid and consi of granular sub-base, granular base and bituminous surfacing. A practical design ofthis thickness can be derived 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 vtinate avement serine be fll design life and the thickness of road base should be based on the initial stage périod chosen. The sub-base and base are placed and covered with a thin bituminous surfacing (20 mm premix. carpet) without any underlying layer of bituminous binder course. Extra pavement thickness is added when the frst stage design traffic has been carried, Example 2 given in paragraph 7 illustrates the design procedure for stage construction, 15 IRC 7.1984 4.1. 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 tested in accordance with 18:2720 (Part V) should have liquid limit and plasticity index of 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 a part of this may be substituted in the lower portion by mate- ‘ial with a minimum CBR of 10 per cent subject toa minimum layer thickness 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 tested at 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 soaking the 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 estimated from past experience or by conducting the CBR. test on the fraction of material passing 20 mm sieve 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 i less than'2 per cent a capping 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. I the CBR of the subgrade is more than the minimum require- | ment for the sub-base, no sub-base is required, 16 IRC: 37-1986 4.15. In areas affected by frost, care should be taken to avoid using frost susceptible materials in the sub-base. 42, Base a io 42.1. Thicknesses deduced from the design charts are appropri .vements with unbound granular bases which comprise conventional water Fund macadam, wet mix macadam and any other equivalent eenulsr construction. 4.2.2. Base materials must be of good quality so as to withstand high suess concentrations which develop immediatly under the wearing surface, For this reason itis recommended that nomally no material with CBR value less than 10 per cent shouldbe used in base construction. Sine bases wil affected by wate thee strength shouldbe determined on soaked specimens, ‘Where a substantial part ofthe proposed base material consists of patces larger than 20 mm size, the CBR test wll not be applicable and their stengt wil have tobe estimated from experience, Standard conventional consuc, tions of adequate thickness over a properly designed sub-base wil assumed to satisfy the CBR tequirements of 100 per cent. in i lar road-base in 4.2.3, The recommended minimum thickness of granul terms of cumulative numbers of standard axle to be cared is given in Fe. 7 ‘Arminimum of 15 cm thick road-base is considered necessary even for lightly trafficked roads. wided in addition 4.2.4, When a bitumen bound structural layer is pro to the minimum bituminous surfacings specified in Fig. 2, a es in . wvement thickness from that deduced from Fig. 1 or Fig. 3 may pamicable mended that pending further experience_an equiva Jency factor of 1.5 for bituminous macadam and 2 fr-dense-bituninous “macadam might be utilised in design to equate the thickness cof the bitumen bound-layer (provided in addition to the minimum bituminous surfacing ‘shown in Fig. 2) to that of conventional ‘water bound macadam iaaeae Built-up :spray grout to the MOST Specification, will however, ‘as equivalent to conventional granular construction. asised that the above equivalency factors are only a sugges- tion which ba tobe comoborted and modified inthe light of farther study ‘and future field performance. WW IRO37-1988 4.2.5. When semi-rigid materials such as lean cement concrete, Iean cement-Alyash concrete are used in flexible constructions, this method of ‘design is not strictly applicable. However, in the absence of an established Procedure forthe design of composite structures, the thickness of lean cement cconcrete-base/sub-base may be designed for the present with this method using an equivalency factor of 1.5. The thickness of the semi-rigid layer so obiained shall be checked for adequacy by calculating its ultimate load carrying capacity using Meyethof equations as per the procedure described in IRC:74-1979 ‘Tentative Guidelines for Lean Cement Concrete and Lean ‘Cement-Flyash Concrete as a Pavement Base or Sub-base! 4.26. For roads carrying light to medium traffic soil-cement bases (having an average crushing strength of 20 kg/cm? at 7 days age) may be used when suitable granular material is not available or where the use of soil- ‘cement is more economical and convenient, 4.3. Bituminous Surfacings 43.1. The surfacing consists of a wearing course or a binder course plus a wearing course depending upon the traffic to be carried. The most ‘commonly used wearing courses comprise surface dressing, open-graded ‘premix carpet, mix seal surfacing, semi-dense carpet and asphaltic 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. Further 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 designed to carry more than 5 msa, A properly designed dense bituminous macadam mix or a ‘recipe mix’ may be adopted. 4.3.2, Recommended surfacing materials and thickness in terms of the ‘cumulative standard axles to be Carried during the design life are given in 18 1RC:37.1984 Fig. 2.The suggested surfacngs are a desirable minimum fom funeonal and Stora requirements and should ot be assigned Ngher equivaens) aac to oiher component layers in proportioning the overall structural thickness of the pavement. Such as new pave- r ts becomes necessary in several cases ' Mea an pene, The eof weingin se several factors like design traffic over the service life, the tp (reer course provided, the fact whether the pavement is to be’ ee Pa sages, sina and oter related factors. The recommended ype and thickness of| wearing course under different situations are ee aa oe ‘section under Fig, 2 may be read in conjunction wit ‘ ke ‘been developed from present knowledge and ‘may be modified if the environmental conditions and experience so justify 434, For heavy snow precipitation areas where snow same operations may be mechanised, as well at locations like bas siops roundabouts consideration ought to be given tothe provision of dense: es de concrete in single or multiple courses, so as t0 render the surface mo stable and waterproof. Je the laying of a permanent wearing surface should not ve deine hoe como over materials and methods of constuction hs ‘een exereied. But when a pavements being bil in stages, or when clase onto during constuction isnot possible, a temporary surfacing such a8 See meees wearer {ai cee es to show up whic could be ecified the tie fn Strfacing, which should follow as soon as possible, Inna case ‘Towed on the bituminous macadam binder couse directly. 43.6. When the wearing surface consists of thin sts desing = graded. premix carpet of upto 2.5 em thickness, the thickness Strang sould not be counted towards the wal thickness of the paverac fas the surfacing will then be purely for wearing and will not 8 structural capacity of the pavement. 9 IRC 37-1984 ‘TABLE 3 SHOWING THE RECOMMENDED TYPE AND THICKNESS OF BITUMINOUS WEARING ‘COURSES FOR FLEXIBLE PAVEMENTS UNDER DIFFERENT SITUATIONS S. Type of batebinder Type of Bitminoor Ann I Design Comespo No. couse (oplayer weeringcoune Low ()ieseatfefor ding"™ wh adequate than 1500 mm; serie life traffic in prvement thickness Medium (Mf terns of forthe comslative 1500-3000 mm pavement commercial suodard ales SA) sodHigh (Cain vehicle! shown in Ca 5) sore than fuillons) day 3000 mn, 1 2 3 ‘ fg 1. Grane bse @ Toone LadM 50 0 including water droning ‘ound macadsm/vet Gi) 20mm premix“ LMandi# 100 —<800 rmix macadam caret PC) pis uid teal cout Gi)2OmmP.C phe — Land 100800 sand sel cout, (i) Mixseal surfacing «LM and <100 800 2mm) Type "AY 2.Buil-upspry grom —@) 20mmP.C plus Mand s109——<800 (BUSG) Base Tigo sel coat (i) 2mmPC pls — LandM 100800 sand seal cost i) Mixseal surfacing §—-LMand 100 -<400 (200 men) Type ‘A" oe" 3. Bitumen Penetration Same at ‘Macadam Base SLNo.2above. 4. Crushed Cement Sameas at ‘Concrete Bate SLNo.2above, 5. Bituminous Macadam’ (Semi dense ‘baserbinder course Dinminows concrete (Semi dense carpe) 25mm ©) 40mm (i) 20 mm Premix ‘xpet with gud seal cost (Gi) Mi seal surfacing (@0mm) Type ‘A’ oe 20 LMandH 150 1200 IRC: 37-1984 Bituminous concrete (Asphalt Concrete) 6, Dense Bituminous ‘Macadam (DBM) © 25mm i) 40mm ———ee—E—— eaten 150 $1200 Notes: ‘20 From the design traffic in CSA In Col. the present trae in terms of commercial ‘ehices/day in Col hasbeen calculated forthe case of Z-1ane road, design life = 10 [Jears, construction period = 2 years, VDF = 2.5, growth rate=7.S per cet, and lane ‘istrIbution=75 per cent {In applying the recommendations contained Inthe Table he following points should be specaly kept in view: (The pavement shouldbe structurally adequate and stable for the design trafic. (W)_Asageneral rule the pavement should be designed for a service life of at Teast 10 ‘ears: In cases where a pavement is decided tobe developed in stage, the surfacing ‘Should correspond to that forthe design stage. (li) Asfar as posible, wearing course amenable tolaying with paver-finsher should be ‘dopted over paver-fnished asefbinder course. dv). Expensive surfacags lke bituminous concrete should not be provided directly over granular bases or bult-up spray grou/penetration macadam. (9) Buit-up spray grout, where provided, should not be in more than one layer. (v9) The renewal wearing coarse should be related tothe design traffe and should be of the type not inferior to that of the existing one. (ip The design trafe shouldbe in terms of cumulative standard axes (CSA) over the service lif calelated in accordance withthe method given io IRC :37-1984. a IRC 37.1984 5. DRAINAGE MEASURES 5.1, The performance of a pavement can be seriously affected if adequate drainage measures 10 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 Teasonable crossfall so as to facilitate quick run-off of surface water, and. provision of appropriate surface and sub-surface drains where necessary. Drainage measures are especially important when the road is in cutting ot built on low permeability soils or situated in a heavy rainfall/snow precipita- tion 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 between the formation level and the level of water table/high flood level should, however, ot be less than 0.6-Im. in water logged areas, where the subgrade is within the zone of capillary saturation, consideration should be given to the installation of suitable capillary cutofts** at appropriate level underneath the pavement, __ 53. When the traditional granular construction is provided on a relatively low permeability subgrade, the granular sub-base should be ex- tended over the entire formation width (Fig. 4) in order to drain the pavement structural section. Care should be exercised to ensure that its exposed ends do ‘ot get covered by the embankment 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 permeability drainage layer (open graded material) which can be substituted on a centimetre for centimetre basis for the granular sub- base, __ Aggregates meeting the following criteria are regarded as very good

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