IRC:37-2018 GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS (Fourth Revision) INDIAN ROADS CONGRESS 2018IRO37 2018 GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS (Fourth Revision} Published by: INDIAN ROADS CONGRESS kama Kol Marg, Socter-6, RK Puram, Now Deihi-110 022 NOVEMBER, 2018 Pricg s% 1400"- (Plus Packing & Postage)IRCST-2018 First Published Reprinted First Revision Reprinted Reprinted Second Revision Reprinted Reprinted Reptinied Reprintad Reprinted Reprinted Reprinted Reprinted Reprinied Third Revision Reprintea Reprinted Reprinted Fourth Revision September, 1270 December. 1876 Devember, 1984 October, 1290 (Incorporates Amendment No. 1, September 1936) pti, 1906 uly, 2001 March, 2002 duty, 2004 Aol, 2005 June, 2006 June, 2007 December, 2007 September, 2008 ‘October, 2008 July, 2011 December, 2012 dune, 2013 May. 2045 Cetoser. 2017 November, 2048 (Att Rights Reserved. No par ofthis publivalion shal be reprodvese, transiated or transmitted in any form or by any means without ihe permissian of the Sacretary Generel, Indian Roads Congress) Printed by india Orteet Prese, Delhi - 110 054 1100 Copies$.No. IRC:37-2018 CONTENTS Description Persannel of the Highways Spectications and Standards Committee Abbreviations and Symbols 2 3 4 Intreduetion Sone Design Principles Traffic 44 General 42 Tratile Growth Rate 4.3 Design Period 44° Vehicle Damage Factor 45 Lateral Distriouton of Gormmersial Traffic over the Carriageway 4.8 Computation of Design Traffic Pavement Compositions Subgrade 6.1 General 6.2. Selaction of Dry Density anc Moisture Content for Laboratory Testing of Subgrade Metaria) 6.3 Resili¢nt Modulus of the Subgrade 6.4. Effective ModulusiCBR for Design Sub-Sasee 71 Ganeral 7.2 Granular (Unbound) Sub-base Layer 7.8 Comentiious (Coment Treated} Suc-base (CTSB) Layer Bases 8.1. Unbound Base Layer 82 Cementitious Bases (CTR) 8.3 Crack Relief Layer 84 Biturnen EmulsionFoamed Bitumen treated Reclaimed Asahall Pavement (FAP) Base Bituminous Layers, 91 General 13 1a 13 4 4 18 17 7 18 18 9 19 a 24 a 24 25 26 a a 79.2 Resiliont Modulus of Bituminous Mixes 10 Long-Life Pavements 4 Pavamenl Design Provedure 14.1 Steps Involved in the Pavernent Design 12 Pavement Structural Design Catelouges 13 Design in Frost Affected Areas “4 Quality Control Tests During Censiruction 18 References Appencix At The Principles and Approach follower in these Guitelines Ad An Overview AQ Cracking in Bituminous Layers A3- Ruiting in Bituminous Pavements AA Structural Analysis of Pavernent AS Effect of Climate and Environment on Pavement Perlomance: AB Mp Design AT Tests and Design Decumentation A8 Performance Monitoring Annex E Installation and Use of IITPAVE Soltware \.1 Sallont Features of ITPAVE 2 Installaton of ITPAVE |. Using IITPAVE for Analysis of Flexible Pavements Annex Il: Worked out Examples for Pavernent Design IL1 Estimation of Effective Subgrade Modulus/CBR 2 Design Example to Check the Adequacy of Granular Sub-base Thickness 113 Design of Situmincus Paverrent wity Granular Base and Sub-base 1.4 |lustretion of Computation of Gumulative Fatigue Damage in Cement Treated Base (CTB) Layer 1.6 Design of iumincus Pavernent with Rectaimed Asphalt Pavement (RAP) material treated with Foamed Bitumen/Bituren Emulsion and Cemented Sub-lase IS Worked out Design Example: Long-life Pavement IL? Stage Construction 118 Design options for Diversions ‘Annex il: Example Calculations for Selected Pavement Compositions. 56 56 38 59 50 fe 82 63 63 83 88 6B a 70 72 76 7 78 79 £07 “8 a 20 a IRC37-2018 PERSONNEL OF THE HIGHWAYS SPECIFICATIONS Singh, BN. (Convener Balakrishna, ¥ (Co-Converor) Kumar, Sarjeey AND STANDARDS COMMITTEE (HSS) {As on 23.10.2018) Director Genera| (Road Development) & Spetial Secratary ta Govt. of india, Ministry of Road Transport and Highways, New Dalhi Additional Diraclor Genera), Ministry of Road Trangpert and Highways, New Delhi Chiet Engineer () S, R&T. Mnisity of Roud Trarepor & Highways, (memper-Secretary; New Delhi Mombors Behera, Bijan Kumar Ergineerin-chief Civil), Ouishae Bose, Dr. Sunil ‘Head (Peet ), FPC Division, Centrel Raed Research Institute, New Delhi Chandra.Dr Satsh Director, Central Road Research Insitute, New Delhi Gupla, DP. DG{RD) & AS (Reta, Mikey ot Road Tranepor: anc Highways, New Dell Jain, RK. Ghiet Engines (Retd,), PWD Haryana Kapila KK Chairman & rraneaing Director, ICT Pvt. Lid. New Del | Kubrety. BP ‘Associalé Direetar CEG Lid, New Delhi umes, Dr. Mehesh ——-_Engingerin-Ghief (Rat) PWD (BBR) Haryana Lal, Chaman Engineer-in-Chief (Rett), PWD Haryana Meena, Hib, Secretary (Retd.), PD Rajasthan Nosh ker, JT Sacrolary (Retd.), PAE Maharashira Nira, 8.4, Secretary Generel, hidian Roats Congress, New Deshi Pandey. Ke Addition! Olastor General, Ministry of Road Transport and Highways: Neue Delhi Parida, Prof (Dr)M. Dean, SRIG, Indian Institute of Technology, Roorkee Patel, §.l Prasad, R Jai Rawal, MS. Secretary (Rete), PWD (loads and Buichngs) Gujarat Engineer-i-Chisf(Retd) PND & Bangalore Mehanaca’ Pate, Karraiaks Exaculve Director, AECOM Incia Put. Lid. Reddy, Dr. .S. Klahna Seerotary, Public Works, Ports & Inland Watar Trans port Dapartment Redely, |G Karratake Engineer-iChiet (NH. GRF & Buildingo), PWD Hyddorabad Ready, Prof. (Dr) KS. Professor, indian Institute of Technology, Kharagpur Sherma, SC. Shrivastava, AK. Singh, Nirmal GIRO) & 55 (Red), Ministry of Road Trenagort and Highways, Now Dalhi Additional D rector General (Retd.), Ministry of Road Transport and Highways, New Delhi DGIRD) & SS (Rell), Mirsty of Road Trenspert and Highways, New DalhiIRC:37-2018 27 28 28 30 a4 32 38 36 a7 a8 38 40 Sinha, AW, The Cher Engineer (Basar, 70H) The Chis Engineer (Hamar Anil) The Direeior {Tech.) (Praahan, B.C.) The Generel Meneger (Hou), Satish) The .IIGA Expert (Kiteyama, Micriya) The Member (Projaetsy (Pandey, RR) ‘The Professor (Chakraborty. D1, Partha} The Saoratary (Vesnva, 8.8) ‘Tha Secratary (Roads) (Joshi, C.F) ‘The Seorstary (Tech) (Tiskno, Bimal) (Reta) “The Spacial Director Genaral Reid.) (Bansal, MC.) Venkatesha, M.C. Wasson, Ashok Jaopal.. RK. Justa, Prof. (Dr) 6.6.6. \Vecraragaven. Prof. (Dry Prasident, Indian Roads Congiess Director-General (Read Development) & Srecia| Secretary to Govt. of Inia ‘Secretary General Indian Roads Congress DGIRD} A SS (Reid }. Ministry of Road Traneportanc Highways, Now Dain PYWD Arunachel Prades Border Roads Organisation, Now Delhi Nalional Rural Infasiruetore Develonment Agency, Naw Dathi National Highways and Infrastructure Development Comoration, New Delhi Jopen International Gooperaton Agency. New Doth National Hignwaya Authorty of Indi, New Delhi Indian Institute of Technotogy, Kanpur Roads ard Eulldinge Department, Gujarat PWD Maharashtra Roads and Buildings Department, Jarrmu 8 Keshrnir PWD, Nirman Ditwen, New Dethi Consultant Member (Tech. (Retd.), National Highways Aulnor ty of India, Now Doth Corresponding Members MD, Struct Geotach Research Laboratories (P) Lid., Bengaluru Professor (Rekd.), Emeritus Professor, Indion Ineticute of Toshnatogy, Madias Bx-officio Members (Reddy, Dr. KS. Krishna), Secretary, Public Works, Ports & Inland ‘Water Transport apartment, Xamataka (Gligh, B.N.). Ministry of Road Tranaport and Highways, New Dela Nirmal, Saryay KumarIRC:37.2018 ABBREVIATIONS AND SYMBOLS ‘All the abbreviations and symbols aré eyplained in the guidelines wherever they azpearcd fist in the document ARSHO + AASHTO. ASTM : AUSTROADS BBD 7 BC Bis : BM 3 CAR - cep : osa - ciact = CTSB g cvPD - aM 3 FWD - GB 5 ope : GRE - GSB - IRC - Is 2 ITs - kk z LOR MEPDG- MIF - mm : MoRTH x MPa : NHA - RAP - RF 2 SAM SDB - SMA - SP z 882 - ucs - Some of the ebbrevietions and syrbals are listad below: ‘American Associaton of State Highway Officia's Amaricen Asgocialion of State Highway and Transportalicn Officials Ametican Society ef Tosting and Mataricls Acooaiation of Australi and New Zealand Read Transgot and Traffic Authorities Benkelman Beam Deflection Bituminous Concrete Bureau of Indian Standards Bitumnous Macadam California Bearing Ratio Cumuatve Fatigue Damage Cumulative slandevd axles Cement Treated Base [includes all ypes of cament and chemical stabilized basee) ‘Cement Treated sub base finch des alltyoes of cemant and chemical stabilized suD-bases) ‘Sommercial Vehices Per Day Dense Bituminous Macadam Falling Weight Deflactometer Granular Base Gross Domestic Produat Gap Graded Mix with Rubberized Bitumen Granular Sup-pase Indian Roads Congress Indian Stancard Indiract Tensile Strength Kilonewton Layer Costfisiant Ratio Mechanistic Empirical Pavement Gesigh Guide Modulus Improvernent Factor Millimetre Ministry of Road Transport & Highways Moga Pascal National Highways Authority of ind a Reclaimed Asphalt Pavement Relibilly Factor Stress Absorbing Membrane Interiayer Semi-Dense Sitiminous Concrete Stone Matti Asphalt ‘Spoctal Publication Slow Setting-2 Entulsion Unoonfined Compressive StrengthIRC:37-2018 VDF Wen mmoos> go7 eran sprere azzeee * ae + Vehicle Damage Factor Water Bound Macadam Wet Mix Macacam Degree Celsius intial tras Radius of circular contact area ‘Adjustment factor for fatigue life of bituminous layar Lateral distribution factor Elsstic modulus of GTB material Elasiic modulus of cement treated sub bases ‘Vehicle Damage Factor (VDF) Used in the design traffic estimation equaton Thickness of the granular kayer + Latitude Resilient modulus of granular layer Resilient modulus of the dtuminous mix Rosiliant madulus of subgrade #0 + Effective resilient mociius of the layer supporting the granular layer 26-day Texural stengt? of the cemantilious baee Milton stardard avies, Microstrain Number of standard ade load repetitions which the cement treated material can sustain Design life period, in years ‘Curmuintive number of standard axes to be 5% 62) Where, M,, = Resilient modulus of subgrarie soil (in MPa) CBR = California bearing ratio of subgrade soil (2) Poisson's ratio value or subgrade soil may be taken as 0.35, 19iRe-37-2018 88 Effective Modulus/CBR for Design 8.4.4 Sometimes. there can he a igniticant difference between the CBR veluee of the ecils: used in the subgrade and In the embankment layer below the subgrade. Atematively, the §0b oan thick subgracia may be laid in two layers, each layer material having d ffarent CBR value. 1n such cases, tho dasign should be basod om the offective modulusiCBR value of a single layer subgrade which is eqLivalenl to the combination of the subgéeds leyer(s} aid embankrrent! layer: The effective mod ulsstGBR value may be determined 28 per the folloning procedure which is generalization of the approach presented sartisr nan indian Roads Congress publication|22}. {l) Using IITPAVE sofmmere, determina the maximum curfsce defection (6) duc to @ single wheel load of 40.000 N end = contact pressure ot 0.56 MPa for a two or tree layer elesic system comprsing of a single (or two Sub-ayers) of the 500 mm thick subgrade layer over the somb nts ombankement layer. The clastc meduliof subgrade anc anibankrmant sola! fayers may be estimated from equalions 6.1 ard 62 using their laboratory CBR values, Poisscn's ratio (U) vakle may be taken as 0.35 for all the layers: (i). Using the mazimum surface daflaciion (8) computed in step (i) above estimaio tho resilent madulus M,, of the equivaienl single layer using equation 6.3, 2 Phe My SRE (63) Where, P= centect pressure = 0.56 MPa 2 = radius of circular contact area. which ean be calculated Using ths las! ‘applied (40,000 N) and the contact pressure ‘p (0.58 MPa) = 150.8 mm uv =Posscon's rate Its the effective cesiliont modulus (M,e+ value and not the CBR that is used in the design Howes ifrequired, the CBR value cen be reported using equations 6.2 and 6.3. A worked out ‘example for the estimaton of the effective resiiant modulusiCBR is given in Annox-l In case tha borrow matonal is placed over ¢ rocky foundation, the effective CBR may be longer than the GBR of the boniow material. However, only the CAR of the bortow material shall be adopled for the pavernant design. Additienally, proper safeguards should be taken againet tha davolocment of pera water proeaure botwoen the rocky fourdetion and the barrow material If the embankment consists of multile layers af matenals having different CBR values. multi layer analysie can be carriad out using IITRAVE sottw are and the effective resilient modulus ean beastimates using the concept discussed above, 84.2 Forthe ourposs of desian the resent moculus (MI, thus estimated. shall be limited {0.8 maximum value of 100 MPa $43 The effective subgrade CBR should by more than 5% for wads esilmatad to carry more than 450 Commercial Vehicles Par Day (CVPD) (two-way) in the veer of construction. 0IRC-S7-2018 7. SUB-BASES 4 General ‘The aub-base ayer convec thras functions: ()to provide a sting support for the compaction of the gronular boco (WWMNECWEN) layer (i) to protect the subprade from overstessing and (Eto ‘sore ae drainage and fitor layars Tha cubshaselayers can be mace of aranular material which fean bo inbound or cherricaly sahilzed with additives sucti as coment, ime, fyash and ether ‘cementitious stabilizers Tha thickness of the sub-base, whether boundor unbound, should meet these functonal requirements. Th meet these requirements, minimum sub-base thcknesses have heen specified in the followina pataarapns. 7.2 Granular (unbound) suo-Gase Layer 7.24 — Sib-base materials may consist of natural sand, moorum, gravel, jaterite, kankar, brick metal crushed ‘stone, crushed slag, reclaimed crushed conoretelreciaimed asphalt pavement. river bod materia or combinations thereof meeting the prescribed grading and physicalreauitements. When the granularsu-base material consists ofacombination of diferent ‘mater, mixing should be done mechanically by ether using @ suitable mises or adopting the ‘mix-in-piace method. Granular sub-tase (GSB) should contorm lo the MoRTH Specaicatians for Road and Brioge Works!23], \ftheth ckness of he sub-base layer provided in the design permite, tha sub-base layer shall have two.sub layara; drainage layer and the Sitar layar. The pyar layer ofthe: sulb-hase functions a8 a droinage layer to drcin away the water that enters through surface cracks. The lower layer of the ‘sub-base should function 2@ the fiter/saparation layar tn reuent intrusion of subgrade: sol into tho pavernent. The aggregate gradations racemmanded for the drainave layer are aranular sub- bese gradations ill ard |V of MoRTH Specificalions!23), The aradalions |, ll V and Vi spaces for GSB by MoRTH[?3} aca recommended for fter’senaration layer. ‘fms design thickness of the granular sub-base is fess than or equal |v 200 mm, both drainame and ter layers cannot be provided separately (considering the minimum thickness requirements ‘ven I 7.2.2). FOF SUCN Cases, a Single Ureilaye-cum-fier layer with GBD gradation V oF Vi ef \MORTH Speciications may be provided ‘The fiter and drainage layers should be designed as per IRC:SP-42J24] and IRC:SP:50(25} Itis necessary to extend bath drainage and fiter layers to full widih up to the slope of the ‘enoankment to have efficient drainage, Commercially available synthetic geo-composte. grid lock gao-cal with perforated vertical faves filed with aggregaies meeting the requirement as spectied in IRC:SP:59(25) can also be used fo functin as bath flter'separation and drainage fayers, Its strengthening effect can be considered in the pavement design in accordance wit the provisions of IRC:SP-$9, When 688 foyer is also provided belew the median in continuation with that of the pavement, anon woven geo-eynthotie may/ba provided! quer the GSR in the median part so thet the fines porcolaing thraugh the median da nnt enter into the GSB and choke it. 72.2 Minimum thicknesses of granular sub-base layers Irrespectiva of the dasign traffic volume, the following minimum thicknesses of aranular sub- aIRC-37-2018 base layers may de provided. a @ The minimum thickness of orainage as well as ‘ter ayer shall be 100.mm (12, minimum thickness af each ofthese mwa layers i 102 ma). ‘The minimum thickness of the single fiter-cum-tirainage layer shall be 154 mm from functional requirement. “Theminimum thickness of ary eompacied granuler layer should preferably be at Teast 2.0 times tine nominal Maximum size of aggregates subject 19 ssitimum of 100 mm. ‘Tho total thickness of the granular eub-base layer should be adequate to carry the construction traMc that may ply on the GSB. This thickness requirement may be worked out fo salisiy the subgrade rutling lining strah cretion given by equation 3.1 or 32 (as apphcabie forthe classification cf highway and design Ureffic). The design traffic fer this purgose can bo worked aut based on the exected number of operations of dumpers anc other construction vahieles on the GSB layer ts carry material for the Gonsinu ction of gianularor cement treated base layer. The indicative values of construction ttf loading and theprocedure. given in the worked out example in Annexdl can be used for the asitnation of the construction trattic operating ovar the granular sub-base if mare accurate and practical estimation cannot ba dane, ‘The sub-baso thickness shoul be checked for the design traffic Worked out as per the above mentioned procedure of 10.000 standard axie repetitions whichever 8 rrore, Tha two-layer system (eubgrade and GSB) should be analyzed by placing a slondard load over il (dual whee! set of 20,00 0N each acting at 0.56 MF contact pressuro} and computing (using TPAVE) tha maximum subgrade vertical compressive strain. The GSB thickness should be varied until the comouted sitain lass than oF aqual th the fimiting subgrade vertical compressive strain, siven by equations 3.1 of 8.2 {as applicable). The worked out example given in Annexdl Wustrates the estimaton oF GSE thickness fram construction trai consideration, 7.23 Rasilont modirius of GSB teyer The elaslicresiiont modus value of the granular leyer is dependent.on the resile“t modulus value of the foundstion or supporting layer on which il rests and the thickness of the granular layer. A weaker support does nol ceri higher modulus of the upper granular layer because of the larger deflections caused by Ioads result in de-compaction in the lower part of the granular layer. Equation 71125] mey be used ‘or the estimation of the modulus of the granular layer from lls thickness and the modulus valua of the supporting layer Mcaune= 02th) My, wareom 474) Where, 0 = thickness of prantiar layer in mm Meee. = Fasiliant madulLs of the granular layer (MPs) Macmom 7 (aflective) resi ent modulus of the supparting layer (MPa) 2RC37-2018 ‘Asstoted previously in these guidelines, the granularbase anc granularsub-baseare consdered fas a single layer for the purpose of analysts and a single modulus value is assigned to the combined layer. Thus whenthe pavemanthas :hecombnatianof granular basa arc granular Sub- ‘base, the modulus ofthe single (combined) granulat layer mey be estinated using equaton 7.1 taking the Na-yay 85 he modulus ofthe combined granular layer aNd Mpiomner BIE BFECNE modulus of the subgiade. However, when 2 cement treated or emuleiorvfosm bitumen treated base layer is used over the granular sub-baze both thelayers haveto be corsidered soparately inthe analysis and saparaie mocuks valves hare © be assgned ‘or the GBB and the treated ase layers. Equetion 7.1 can beused ‘0 estimate Ine nadulus of the grenulbr sut-base tating Mcaay 83 the modulus of the granular sub-bas@ laYer aNd Muymoq, a tha elflactive modulus of the subgrace. Fer the granular layers roirForces using geo-synfhefe materials. IRC-SP:59[26] suggests Lever Cooficient Ratos(LCR) and Modulus Improvement Factors (MIF) which can be used to estimate the improvernent m the modulus Yaiue of the granular tayer due io gec-synthetic reinforcement ‘Thess values areto be oblaired from detailed fald are! laboratory irsestgations as discussec In IRC:SP-59. IRC.SP-59 suggests the estimation of the moduli valves of the un-reinfarcac granvlarbase anc sub-tase layers eperataly and té obtaln the moculiof the reinforced granular (aub-0ase and base) layers ty applying suitable modficaticn factors, The uneinforeed GSE ‘modulus velue estirrated from equation 71 can be adjusted using appropiate LCF and MIF factors for obtaining tha medulus vaus of ‘ne rointowwod GSE Poisson's rate ofthe granularsub-tase may be taken as 0.25 7.3 Cementitious (Cement Treated) Sub-base (CTSB) Layer 734 Geners! The maerial used for cemeriitious (camant treated) sub-base may consist of sail iver 2ed materials, natura! gravel acgregates, reclaimed concrete aggregztes, cushed aggregates or Gl aggregale misiuie mosified with diferent cementitious materials suchas coment, ime, line: Mash, commerci: The lems, ‘cementitocs’ and ‘cement treated’, are used Inerchangeably in these cuivelines ifthe CTSB rater, which typically isa cosrs@opan graded material, is disturbed end shows signe of instability be‘ore the next ayer is laid, the same ray be restcred by treating it with coment or bitumen emulsion. If soil stabilized wih cemantticus meteral is \sed as @ sub-base ‘commercially avalable gec-cempostes can be Wed tasorveasa cainage cum fileriseparation layer 73.2 Uechsnical proparties of CISE material The ElasticMeduus [E)oftre CTSB material may beestimated from the Urconfined Compressive Srength (UCS) of the naterial. The cementitious sub-bas2 (CTSB)shoutd have a T-day JCS ct 15 to 30 MPa as per RO-SP:89(28). Third point loading test flexural Modulus Epa.q Of 26-day cured CT'SB material can be estimated using eqaton 72/11) 2IRG:37-2018 Exes = 1000+ UCS (h2) Where UCS = 28day unconfined compressive sirengin (MPa) of Yhe comonthicus grantor material. It should be ensured that the averaye taboratary strength value should be more than { 5 times the required (design) field strength © yao Elssto modulus (Ma) of 26-day cured GTEE moter! For typical cement treated granular sub-base materials, the E.,., an vary frorn 2000 to 6000 MPa. Since ihe suibase aets as a platioim for he construction vehicles carrying 30 10 35 tonnes of construction material. low strength cemented sub-baca would arack under tha heavy construction irafi¢ and a dasign value of 600 MPa is recammanded fer the analysis and design of pavernents with GTSB layers. CTSB with grading IV of IRE SP-59/26) having strength in the range 0.75-1.5 MPa is not recommandes! for major highways but t can be used for roads with cesign bats lass than 10 msa. When the CTSB wit UCS In the ‘ange of 0.75 to |. MPa is used its madulus value may be taken as 400 MP2 as specified in IRC SP-69 (Part IN)/27], Poisson's ratio value of CTSE layer may be taken as 0.25, The cemented sub-base shal be cured for a minimum of three days before the construction of tho noxt layer. In case sufficient strangth of cementitious aub-base i nat achieved as per tho requiramen! of IRC:S® 89(26] in 3 days of curing, 7 cays curng shall be cone for sub-base before the construction of the upper layer can be started, 8. BASES: at Unbound Base Layer The unbound base leyer consists of wet mix macadam, water bound macadam, orushor run macacam, recaimed concrete, atc., contoming to MORTH Specifications[23). vvet mix macadam may alse consisi of blast furiace siag mixed with crushed stone meeting the MlsRTH Specifications. The thickness of the unbound granular layer shall not be less than 150 mm except for the creck rolie’ layer placed over cement treated base for whieh the thickness shal be 100 mm. ‘When both sub-base and the base layers are made up of untound granular layers, thecomposite resitent moculus of the granular base 22n o¢ estimated using ecustion 7.1 taking Mycqj4 88 UG rrouulus of the combined (GSB + Granular base| grenuler layer In MPa, ‘has the combined {ickness (ram) of the grarwlar sub-base and base an My«uagex- 38 the effacties mod.dus MPA} of tre subgrade, For the granular bese plaoed on CTSB layer. the resilient modulus may be taken as G00 MPa. ‘and 380 MPa for naiural gravel and crushed rock respectively. Poisson's ratio of graniilar bases and sub-bases rmay be laken as 0.35, ‘As done in the case of pranuar sub-base. IRC:SP-59 recommends the adjustment of the un- reinorced granular bese modulus using LOR of MF faclors. The modulus valve of the un- 28IRC 37-2018 reinforced granular base-(which can then be adjusted using LCR or MIF factors for analyzing the pavement} may be estimated using equalion 7,1 Waking Maa, 28 the modulus af the granular base and Mpcjeacar athe ‘effective madulus ofthe un-reinforced GSB. The effective modulus of the un-reinforcod sub-base can be estimetedin the same mennerinwhich the effective subgrade modulus is estimated. In this case, the two-layer systom of (a) granuiar sub-base af selocted thicknass (whose modulus is estimated using equation 7.1}ard (b) he subgrade wit ‘effociive! modulus, is converted into an equivalent granular sub-base of infinite thickness whose effective: ‘cul is to b9 determined by mulipio ‘ale Wherrboth granular base and granularsub-base are reinforced, the modulus ofthe ur-reinforced granular base cen be estimated using Equation 7,7 taking Mz, 8 the modulus of he gran ular base and bl paqqr 25 the ‘effective modulus of the relnforead granular sub-bese’ calculated as, discussed in the previous saction. In this case, the two-layer system of fa] reinforced granular sub-base of selected thickness (whose modulus value has been estimated by acusting the unreinforced cranulsrsub-bese using LCR or MiF factors| and (0) effective subgrade s converled inloan equivalent reinforced granular sub-base layer of infinte thickness vrose modulus can be determined by multiple trals a2 ‘Gementitious Bases {CTB) 82.1 —Cemantad base layers consist of aggregates, recioimed asphalt material, crushed slag, crushed concrete aggrecates or soll-aggrevale mixture stabilized with chemical stabilizors such 28 coment ima, me-ly ash or other commercially available stabiizers which can produce mix of requisite strength. Flexural strength of the comerted base is crifcal to the satisfactory performance of a biuminous pavement. Cementitious bases shall ba prapared by piant mixing ‘a by a mechan zed in-situ moving process, The aggregele gladaton for CTE shall be 2s ven in table 460-4 of MCRTH Specttications[23] The CTB material shall have a. niinimum Unconfinad Compressive Strength {UCS) of 4.5 to 7 MPa as per |RC'SP 89 in 7/28 clays, While the conventional cement stabilzed material should attain this strength in seven days, granular materials ard soil-nggregale mixture stabilized win lime, pozzolenic stabilizers, ime-fly ash e%c,, should meet the above strength requi‘ement in 26 days since the strength gain in such materalsisa stow process. As considered in the case of sub-bases, average laboratory strength values should be 1.5 tmes the required minimum (design) feld strength. The cementitious base material must also meet the durabilly erlaria given in Para 8.2.4 For the functional requirement, the thickness of cement treated basas shall not be loss than 100 mm, The ptocedure to be follawed for the estimation of the thickness of the CTB layer required lo valer to the construction traffic has been lliustrated in Annex-tI. The elastic modulus of cementitious bases depends upon the quality of materials. Low grade aggregates such as mosrum and kankar may give lower hodulus al lower cement canients. Fine grained scil may require larger quantity of cement tous acditivefar higher strenath ard may <éevelop wicker cracks upon curing. Equation 7.2 may be used for estimating the clastic modulus ‘01 Egy, ftom the 28-day Unconfined Comprassive Strength (UIC) of CTB materia. Poisson's ratio value of CTE material may be taken as 0.25. Strength of cementtious layers Keeps on rising with time and an elastis modulus of 5000 MPo ay be wonsidered for analysis of pavements with CTB layers having 7/28 day uncentinad 25IRO-37-2018 compression strength valuse ranging between 4.5 to 7 MP2. Whilo lhe conventional cament ‘reeted layer should atin tha above strength in 7 days, ime end lime-flyash stabilieed orarular mmalerials and scits should achieve the sitength in 28 days smee the sttengty gain in such moleriots is slow (RC:SP:88), Curing of cemented bases shall be dena for a minimum period af seven days before the commencement-of the construction of the next upper layer for achiexing the required strength as described in IRC SP:807" and curing should start immediately by spraying bittancn erruision! wet jute mator period cal mist spray of water without looding or ober metho, 6.2.2 Flexural strength (mostauis of rupture) of CTE material The madulue cf rupture (May,) OF flexural strength of Use CTA material is required for caring aut fatique damaga analysis o! the cement treated base. The values of modulus of rupture (MP2) for cementitious bases may be taken a3 20 per car of the 28-day UCS value (MPai[12] subjact to the folowing Imting (maximum) values. Cemeniious stabiized aggragates - 140 MPa Lime-tyash-sal 71.05 MPa Sol-cament = 07D MPa Atelalionshig between UCS, Indirect Tensile Strengh (ITS) and Flexural Strength, f developed for the maienais being used in c projoct, will bo useful for quality control since ITS fs easy to determing of the cores taken from the field, Flax nal Strangth is approximately 4.5 times the (TS ‘value for cement bound aggreaates. 3.2.3 While tha minimum size of the sample of the bean for cament stabilized aggragate for flexure tost ehauid Be 100 mm x 100 mm « 500 mm, the heam size for flexural testa for stabilized soi with hydraulic binders (cement, lime, ime-tlyash and other commercially aveilaole ‘cementitious binders) can be 50 mm x 50 mm x25) mm to 7Smm x75 mm x25 mm. Third point loading shall be applied at a rate of 1.25 mm per minute, wheh is the same as that used in the CBR test B24 — Durahitay ontena The minimum quantity ef comnentitious material in the baund base layer should be such that in a wattng and dryng test (BIS: 4332 Pat 1V[29}, the loss of welght of the stabilized material dass not exceed 14 nar eant after 12 cycles of welling «wd drying. In cold and snove bound regions tke Arunachal Piacesh, Jammu & Kashmir, Ladakh, Himachal Pradesh ctc.. durability should also be ewalualad by Ireezing and thawing testand the lous of wolght should ba Isss than 14 per cant aftar 12 oycles as per BIS:4332 Part BS Crack Relief Layer Incase of pavements with GTA, a crack relief layer, provided between the bituminous layer and the nemontitous base, dalaye the reflection of crack from the CTB layer in to the bitumincus layer The crack self layer may eansist of dense graded crusiad aggrogates of 100 mm thickness conforming to MoRTH[23] Speciicatiors for Wel Mix Macedom (WMM) ar the Stress ‘Absorbing Membrane Intetlayer (GAM) of elastomeric modilied binder applied at the rate of 40 — 12 kgit0 m? covered wih 0.1 me? of 11.2 mm agcrevales, For the pavement analysis, the 26IRC:37-2018 ‘SAMI layer is not cansWerod es ¢ etructural layer, 1.8, It shall Hot be included in the: pavement ‘composition for pevernent analysis Tre resiiont modulus of a welkoraded grenular layer depends upon the gradation and the confinement pressure to which It subjected to under the application of whee! Joad. A typical valve of 450 MPa[30,31] is used for the sandwiched aggrogatolayor forthe snalys's of pavement. Tre granular crack relief layer shall be compacted to 100% cf the madified Proetgr compantion maximum demnity Poisson's ratio of the granular crack relief layer may ke taken a8 0.36. a4 Bitumen Emulsion/Foamed Bitumen Treated Reclaimed Asphalt Pavement (RAP) Base Reclaimed Asphalt Pavement (RAP) materal with or without virgin reated with foamed bitumen or bitumen emulsion can be used as the base lay The resilient modulus of the materal with bitumen emulsion (SSZ}Moamed bilumen shall be laken as 809 MPa though values as high as 3000 MPa have ako been achioved on tests Conducted on 150 min ciemeter specimens, YG30 bitumen is recommended for preparation of th foamed bituinen used for slabifzing the RAP/RAP-aggreante materia ees penst SGOT Oe aed tarot specimen of the bitumen emutsion/ ire fear Senne STRIDE ue value of 100 kPa after soaking and 226 kPa in dry condi ‘a. deformation rats af 50 mm/ minote at 25°C) The recommended Paisson’s ratio is 0.35, 9, BITUMINOUS LAYERS. on General ‘A bituminous peventent generally consists of bituminous surfacing course and a bituminous besedbindes cavise, For high trafic volume roads with a design tratio of more than 50 rnsa, (2) Stone Matrix Asohalt (SMA)[S4} (b) Gap Graded Mix wih Rubberized Blumen (GGRB) [35] and (c} Bituminous Concrete (BC) with modifed binders. are recommended far surfacing course for durable, ageing resistant and erack resistant suflace courses. For the Stone Matrix ‘Asphalt (SMA) mix (recommended for high iratfic volume roads) also, use of modified binders is Preferred 2s itis expocled that mixes with mosifed binders wil esuit in longer service life and Willbe mo* resistant lo ageing. For roacs (national highways as well as non-national highways) with design traffic in the range of 20 Io 50 msa, and for national highways with lass than 20 sa design trafic, 3C with VG40 bitumen can bo used for the surface course in additon to the aforementioned mixes. For highly stressed areas or woads in high rainfall a/2as and junction locations, mastic axphatt mix can be used as en alternative surface course For nonNational Higiway roads with loss than 20 thea design trafio, besices SMA GORE ‘and EC (with madified binders), the mize recommended for surlaca course are Bituminous aIR@:37-2018 Concrete, Semi Derse Bituminous Conctete (SDBC), Pre-Mix Carpet iPRIC), Mix Sea Surfacing (MSS) and Surface Dressing (SD) with unmndified binders, The thin bituminous layers such as PC, MSS snd SD shall not be considered as part of the bkuminous layer for analysis of the pavement Donso Bituminous Mavadam (DBM) mix with VG-40 binder and confirméng to IRC and MoRTH Specifications, stall be the material used for base/bincer courses for roatis wilt 20 msa or more design traffe, Dense Bituminous Mécedem [DBM)Etumineus Macadam (BM) cam be used ac baseébindet courses for toads with design traffic less than 20 msa. These guidelines recommend ‘VG30NVG40 bitumen for design tratfic loss than 29 msa and ViG40 bitumen for the DBM layers ‘for design traffic of 20 msa or more, For expressways and national highways, even ifthe design ‘raffic is less than 20 msa, VGG40 or madified bitumen shall be used for surface course and VG4O itumen shall be used for the CBM, In view of fhe avertap in the viseosity ranges specified in 1S:73(36] for VG30 and VG40 bitumen, il is recemmended that the VG40 bitumen used in the surface, binder and base bituminous ‘courses shall have 2 minimum viscosity of 3600 Foss 260°C temperature to safeguard against auiting, For snow bound locations, sofer binders Such as VETO may oe used to limit thermal ‘ransvarse crack ng (especially ifthe maximum pavernant temperatura Is ess than 30°C), Ifthe total thickness ofthe bituminous layars is ess than 40 mm, VIB30 bitumen may bre used for ‘the BC/SDBC layers ovan 1 VG40 bitumen may be more appropriate from ravement temperatura consideration, Thin pavements will deflect mora under the traffic loads and stifer VG-40 mixes may not nave adequate ‘lexbilty to undergo such large detections. The summary of bituminous mixes ard binders recommended in the present quitelinas is presanted in Table 9.1 Teble 9.1 Summary of Bituminous Layer Options Recommended in these Guidelines S. | Traffic Surface course Base/Binder Course | Nos | Laval Mix type Bitumen type ix type | Bitumen } = i | pe 4 >50 [SMA | Modified bitumen or G40 | DBM 7 VGa0 mea GGRB Crumb rubber modified bitumen | | With modifiee bitumen | Moailed bitumen or vG40 | DBM | VGs0 | | | | Crumb rubber incdified eee ee BO Modified bituman o VG40 | 3 |<20 [BCISDBGPMGMSS | VvG40orvGR0 DBMIEM | VG40 or msa_ | Surface Dressing (besides G30 | SMA. GGRB and 86 with pen ROR | ee ew eid ee a ‘For expressways and rational highways, even ithe dasign tats fess than 20 msa, WG40 or modifier bumen shall be used for surtace course and VG40 bitumen shall be used for the DEM 28IRCAT-2018 Special cases: + Mastic Asphalt can also be used for toads in high rainfallareas and junction locations + BCISDBC with ¥G30 isrevommended if total bituminous layer requirement jg lass than 20 mm, + ¥G10 etumen may bs Used fh t19 snow bound \ceatiory. Resilient modulus of bituminous mixes depends upon the grade of binder, frequencyoad ‘application “ime, air voids, shape of aggregate, aggragato gradation. maximury size. oF the aggregate, bitumen content, etc, Indicative maxirrurn values of the resilient medull of diferent bilurninoius mixes with different binders. are given in Table 9.2 for reference, ‘The modulus values given in Table 9.2 are besad on a numbar cf laboratory lasts conducted on oluminous mix specimens as par ASTM4 123/37] upgraded now lo ASTM: 07 469-938] ASTM: D7989-09 essentially retains most of the lealLres of ASTM 4123 but recommends that Passon's [falioedeeribi heck ys Lineend candi veel citpse fimo nocia ofc end the actual moculus values could be mare than thase gwen Hh Table 9.2. For the measurement of the resilient modulus of DBW/, 150 mm diameter specimens should be used because of the larger size of aggregates used in the DBM mixes “The modulus value of bRuminous mixes prepared with mocited bitumen varies widely depending upon the modifier, duration cf lending, quantity of admixtures and the extent of air blowing of the hase bitumen. These mises may have iower resilient modula value than those of the rrixes prepared with unmodified bitumen. The lower resilient modulus values of mixas with modified bindars are cua to the larger proportion of @astic‘esiient deformatonistiain oossibie with modified rixss The smaller rasiliant modulus values do noi necessarily indesie thet modfied bindar mies will have inferior performance compared to unmodified mixes. In fact, mixes with marlied binders are, in general, expected to hava better ‘atigue end ruting perlormance and durability compared to sonventional maxes. ‘As mentioned previously in these guidelinas, ail the biturinows layers in the pavernant shall be considered as one layar in the analysis of the navament and will be assigned the same elastic proporlies (clasticieetignt modulur ave Poisson's rato) Considering the possibilty that the resi ent moduli of Stone Mairix Asphail(34], GGRB[35] and BC mixes with modified binders will be less than those cbiained for dense graded mbics (BC and DBM) prepored with unmodifiod binders such as VG40, and laking in'o corsidaration thal these surface mixes are expected fo give much belter porlormance than the conventonal danse graded mixes with unmodified bindars, Ines puidatines: recommend thatthe btuminaus layer (combination cf all the kiturninous layeis) shall be assianed the modulus value af the DEM mix (ootiom DAN mix if tw DEM ayers are used) for mnalysisane design. 2IRe-37-2018 The design of paverrent shal be carried out based of the actual values obtained with field designed DBMBM mix subject to the maximum values indicated in Table 9.2 for the selecteci mix {OBM/BM mixas with seleczed unmedtied binder) for an average annual pavement tempersture of 35°C. For the climatic eongitions prevailing in the plains af India, the: ‘Averege Annual Pavement ‘Temperaluire is expected to be clase 10 35°C, If the resilient modulus value of the ‘Specimens propared using the Aleit bottom (base) bituminous mix is more than the carrasponding maximum value indcated In Table 9.2 for 35°C. the value ivan in the table shal| be Used for tha analysis and design Modified Dingers are not recommenced ‘or the DBM layers due to the concem ebcul the reeyclablity of DBM layers with modified binders, Table 9.2 Indicetive Values of Resilient Modulus (MPa) of Bituminous Mixes type Average Annual Pavement = Hate 20 [2 | 30 | 35 BC and DBM for VG10 bitumen 2360 2000 1460 | 1000 BG and DM for VG30 bitumen - 35003000 2500.20 BC and DBM lor VG40 btumen soan | 5990 2000 | 3000 BC with Mocifed Bitumen (/RC:SP.59] s700 | 3800 | 2400 | 1600 BM with ¥G10 bitumen ‘800 MPa at 35°C |BM with V630 bitumen _ 700 MPa at 35°C RAP treated with 4 per cent bitumen emulsion/| 600 MPa at 36°C foarned bitumen with 2-2.5 per cant residual bitumen “2nd 1 per cent cementitious material Note; For the purpose of the design *) For snawbound areas resilient modulus shall be measured at 20°C. The cesign ‘modulus shail be the smaller af the measured modulus and the value indicated inthe table, by The same indinative maximum medulus values are recommended fer 2C (surface course] as wel! a8 OBM (binder/base course} with unmodified binders. ¢} Tha restien| medulus values for surfacing couses with modified bitumen shall de taken to be the same as tho resilient modulug values indisated for DEM. ‘The following empirical relationships (equations 9.1 and 9.2) between resilient modus and Indrect tensiie sirenath lus! of different bituminous mixes and are recommended for arriving at a reasonable estimation af the resiliant modulus value, The user agencies ate encauraged to provide feedback for their further refinement. Alsa refer to Clause 14. Resilient Moduls of 150 mm diameter DEM spooimens at 35°C M, = 17,088 x ITS - 3015.80 an (RP = 0.68) 20IRC:37-2018 Resilient Modui's of 102 man dfameter specimens with slasiemeris polymer madifiod kinder miresat 25°C M.21.1991 eITS# 1170 @2) (R= 0.29) vers, ITS. = Ingweact Tensile Strangty in KPa, UU, = Resilient Modulis in MPa [A Posson's rao value of 0.95 is recommended for the bituminous layer for analysis of the pavement ‘The DBM layer may be constructed in a single layer orn two layers depending upon the deeign thickness requirement. When enly one layer of DBM is used, DEM-1/DBM-2 (selected depending ‘nthe thickness of the layer) may bo constructed with @ suilable eurface course. When the DEM 's laid in bvo.layers, the sequence of bituminous layers from the:betfom ta ton is: DBM, DBM-2 and a sutable surtace Sourse, For longer lif of bituminous pavemanis, 19 avoid moisture induced disiresses and far better bajlom-up fatigue resistance, bitumen rich DBM bottom layeris recommended In these guidelines, The rich votlom mikes are Typically designed to have mare binder volume oy selecting lover design air void content which yields more design binder content than normal. itis also.a common: practice to compact the rich bottom bituminous mes to smaller in-place alr voics. The increased compaction aconted far those mixes will result in mixas with good aggregate interlecking and will make the mixes slifer, The increased compacticn wil also teduce the mix rutting that might be piodused in the mix by secondsry compaction under waffc load etraszes. In Wiew Of the increased binder requirement, the upper limit of the woids filed with the bitumen (8) eriterion for such bottom nich mixes designed x per the following cntena, shal be 80%. catulatng the faique if using eouatons 2.3 and 3.4 I shall be compacted to 4 fear bwer air void gontent in the field. Corresponding volume of used for calculating the taigus le Using equations 3.9 and 9.4. The mix shell be coinpiacted to zn air void eantant ef 4% of lower inthe fied Incase the parameters indicated above for rch bottom mixes are not achievable for any reason, the actual sir void sontant achieved anc the eoreepending effective binder volume are to be used jor estimation of fatigue life “The recommendations for raix design end field compaction of the other bituminous layers (upper BM ayer ofa tro-dayer DBM system and surface layer) shall be 2s pat ihe jevaling apokcable audeines, aIRO:37-2018 While itis easy to achiove a target air void content (V,} duting mix éesign, the coresponding -sifective binder contem at which the ¥, Is achieved (fora piven laboratory compaction ertor) may ‘vary widely dapending on the variations in aggregate gradaion, spacfic gravity of aggroqslos and the absorption of bitumen by aggregates. If weter absorption of aggregates 1 2.0 Ye, percentage of bitumen sbsorplion ilo the surface poree of aggrogates eon vary from 0.8% 19 4.6% (by weight of aggregeles), Hence V, and V,, must be correcily estimated as per Aspialt Insitute Mix Design, MS-2(10} ‘The minimum thicknesses of ofarent bitumincus layers shall be as per c@levanit MORTH and IRC specifications, In the case of pavements with Cement Treated Bases (OTB) for tialic exceeding 20 mea, the combined tole! thickness of surface course ard baseibinder course shail not be less than 100 mm respective of the actual thickness roquirement abained from structural consideration 10, LONG-LIFE PAVEMENTS ‘A pavement having a life of fily years or longer is generally lermed es a long-life pavement or perzetual paverment. In he Indien context, pavements with a design traffic of 300 msa or more may be designed 2s long-Fe pavements. AS per Asphait Institute, MS-4, 7° ediion[39), if the tensile strain caused by the rarfic in the Citurninous layer is less than 70 microstrain (considered to Le te endurgnee limit of the material), the bituminous layer wil never crack, Sinwlany, i the verlical subgrade strain is less than 200 misrostrain, there will be practically very litle wuting in the subgrade. For the eimatic conditions provaling in tha plains of India, where the Average Annual Pavament Temperature may be close to 35°, the oorrespanding limiting strains moy he taken as. 80 and 200 micrnstrains respectively Thus, long-#fe pavement design involves selecting a surtable pavoment layer combination nhrch can keen the horizontal tensile strain and verical compressiva stan limited to the aforementioned lining sirain values comaspending to endurance condition. Diferent layers of the long life pavement have lo Be designed and constructed in Such a ray thal ony the surface course woUK! need replacement from me to tme. Adesign exemple is given in Annex-tL 11, PAVEMENT DESIGN PROCEDURE 114 Steps involved in the Pavement Dasign WIA Selecting a trial campessifon \nsslecting he pavoment composition, the designer shout be guided by the expected functional requirements of the layers in a high performing pavement, such as @ strong subgrada, a wall rained sub-bese sxiong encugh to withstand the construction trafic loads, a stiong cracs, rutting and moisture damage resistant biwminaus Daze and 2 bRuminous surfacing that is resistant to rutting, top-down cracking end lo demiages caused by exposure to emonment 11.1.2 Bitummous mx dosgn and the mor resilen! modulus Sourcing of the maierial ingredients for tha mix has to be decided anc the physical requirements ‘and properties of the sourced materials should be checked for their conformity with Ure provisions a2IRC:37-2048 ‘of applicable Specifications and these Guidelines. The right propertioning of the mix ingredients orthe design mox sheulld be arrived at by trials and tasting, Where the tes sent modulus is requroc ‘to be testec inaccordance wih the procedures recommenced in these Guidelines, the semples cf the design mix should be appropriately tastod as specie’. Where the resiient rrodulus is requi'ed to be deived indirectly by using empircal ecuaions given 1 these Guiselnes oF are to ‘be adopted as per 2 certzin ‘ecorrmendsd value, the moculus should be selecten/Ueleni red accordingly ard used for cesgn subject b the compliance with the conditions spectied in these Guidelines. incase the resilient maduus determined in this manner exzeecs ine tiny vanes specfied in these Guidelines, the later vaue has to te adopted. In case, it fs (ess than the limiting value, the actual value should beadbpted in the design. 444.2 Semating laerthinkross The ‘election of trial thicknesses of various layers constituting the pavennent snould be based on the desgnery experience and subject to the minimum thicknesses recommended in trese Guidalines and in cther relevart Specifications (when there Is no specif recommiexdation in thase guidelines) from furctiorel and constructabillty consterations, 144d Biractiral analysis oi the eolected pavement stractire ‘This is 1 bo dore ky running the IITPAVE software or eny other linear elastis ‘ayer programma using 2s inputs the laver thcknesses, the fayer moduli, the layer Pcisson’ ratio values, ths standard atlelocd of 89 KN dstroutedon four wheels (20 kN on each wheel), and alyre prosture as 0156 MP2. Fer carrying out fatigue damage analysis of coment reated bases, the axie oad under consideraion and a conlac! pressure of 080 MPa will be considered. the pregram wit output the stresses, stairs and deflections al selectec critical locations in ne pavement rom ‘nhich the valuescf critica mectaristic parameters can be HontiTedfordasan. A son copy 9! n= JITPAVE software is attached as partof this document. Details about TAYE and Instrucaurns for ts Installation ard useare given in Annex. Table 1.7 gwvastne astats ot arterentirpus b be considered fer the analysis. 4148 Gomeuting iho allewabhe stransistroesos ‘The allowable strains in the bituminous lxyer end subgrade for the selected design trafic 2% b be estimated using the fatigue and rutting pedommence (imting sain) models gven in these guidelires. Tha inputs to the rmudels are the design period of pavement in terms of cumUlUVe standard axles, the "eslient modulus value of the bottom iayerbituminous mix and te volumetrc proportons (air voids and affeccive binder) af the mix, For estmating the imning tensile strain n the GTB layer, the elastic modulus ofthe CTBmetetialis an nput. 144.6 Doing the iterations ‘lew iterations may be required by changirg tie layer thicenesses unt the strans computes ty IITPAVE aro oss tran the alowable strains derived tom performance medals. TWAT Check for curuetive fatigue damage Where cenentitous tases are used in the pavement, the cumulative fatigue damage analyss: ig required to ba done as done in the case of rigid pavement design to make su’e thal the cumuletive damage ceused by the expected exle load spectrum doesnot exceed unty. 33IRC-a7.2018 41.1.8 The minimum thicknesses, as specified In the guidelines, shall bo provided to en sure Intended functional requirement of the layer. 14.2 The design procedurea aro oxplainad through lus‘raitvs worked oul design examples siven in Annexcll of this document. 13 In the case of relatively low trate volume roads, with design trafic net exceeding 50 mse, and in situaions where investigations prior Ia design are not feasible on account of exigencies, thickness cesign catalogue is provded in tese Guidelines to help the highway ulhovities in expeditious project approval and procurement. t needs to be bome in mind thet the design assumations marie in the preparstian af tha catalogues need we be [ulfiled in actual execution In case there are deviations ftom traee assumplicns, the design should be revisited following the procedure explained in para 11.1 above, 444 For design traffic lower than 2 mea, the recommandations of IRC:SP:72[5] may be used. 44.5 The designar is expacied to apply his/her judgment and experia noe in the choice of pavement materials and layer thickness es a number of options of paveamants are suggested in the guidelines. “Material Type | Elastic/Rosilient Modulus (fPa) Poisson's Rata Bitumincus layer with VG40 er "3000 or tested value (whichever is less} 0.35 Modified Bituman Bilummnous layer with V630 "2000 or tested value (whichever is less} [0.35 | Cement treated base 5009 0.26 Cole recycled bese ~ [B00 0.36 Granular interlayer 450 0.35 ‘Cement treated sub-hase 600 025 | Unbound granular fayors Use Eg. 7.4 0.35 Unbound granular base over CTSB — 300 for natural gravel 0.35 sub base 350 for crushed aggregates: (6.35, Subgrade use Eq. 6.10152 O35 12 PAVEMENT STRUCTURAL DESIGN CATALOUGES 42.4 The pavement strictural catelogues presented In these guidelines for design Lrafic. lovele up to 50 mea arg intended fer initial cost estimation and for guidance anly. For all mads. vyith rove than 2 mse design traffie, the design enel bs cariod gut using site specific inputs to satiaty the machanistic-omplrical performance models given in these guidelines which may require analyets of ¢ifferent tnel pavernent sectons using I TPAVE software, Theindivdual layer thicknesses shovrn in the catalogues are only for ilustration and the 2czual optime| requirement aeIRC-37.2018 of layer thicknesses stall be evoved asad on detailed analysis. Practical consideratons and Gurabilty of the selected layers should always be kept in mind. 122 Catalogues have been given for the following six calegories of pavements: (a) bituminous surface coursa with granular base and sub-base {b) bituminous surface course with (CTSB, CTB and granular crack relief layer (6) bituminous surfsca course with CTSB, CTB and SAMI (d) bituminous curlace coureo wrth CTSB and emulsion/ioam bitumen stabilised RAP! vigin aogregete (e) bituminous surface caurse with GEE, CTE anc! granular eack rete ayer {and (1) bruminoue eurtace course with CTSB and granular base course. 12.3 Tha Catalogues have heen developed considering 60% raiebilty aubgrade rutting and fatigue craeing performanee rradole for eosign traffic up to 20 msa, ancl using 90% models ‘orhigner tatfictevels. It may be noted that for expressways, nalionel highways, state higrways and urzan roars, 90% reliability should be adaated respective cf the desion Waffc Rasitan! mocull of 2000 MPa (VE30 bindar mix for BE ass well as DBM) and 9000 MPa [vG4g binder mix for 36 as well as DEM were considered for less than 20 mea and 20 to 5 mse categnries respectively It may bo notad thal, for expiessways and naliznl highways, even t the desion trafic i less than 20 mesa, G40 bitumen shall be used for surlace as well as DBM leyers _ Inthe absence of aie load spectrum deta, in the evelopment af the design catalogues, the CTS layer wes checked only for one fatigue criterion given by equation 3.5. Howener, itis essential to check the CTB thickross swith project specific axle load spectrum as mentioned in these guide ines, The values of RF factor used n Equation 3.5 ara takan as 2 for design traffic less than 1D msa and as 1 for design traffic of 49 msa or mara, The rx vournstic parameters used are: V, of 2.5% and V., of 11.5% and fatigue equation ‘C” Jactor of 2.95 for pavement cases (2), (5) and (6) mentioned in 12.2. For (1), (4) and (8) pavement cases, for design trafic of §, 10 and 20 mea, the V., V,, and 'C’ factor values considered are 4.5%, 19.6% and 1.12 and far 20, 30,40 and 50 msa, the values até 3.6%, 11.5% and 235 respectively Figs. 12.1 0 12.48 present the design cate bques developed for the sa pavement compeattan types mentored in section 12.2. The catzlogues were developed based on the assumptions discussed in the above section. Example calculations for 10% effective subgrade CAR case are presented in Annexell. Some of the thicknesses (especially shose of bituminous layers) given in the thickness fernplates have been ca.selod baeed on Ue minimem thicknaes equiremact of bituminous layer for pavernents with OTB base A large number of pavement design aptions ara possible for loss than 50 msa dasign traffic with varying values of (2} design trafic (b) effective subgrade CAR (c) rellabilty (4) mix volumetric: parameters and the corre sponding’ testorte)pavamen: comeosition (fctassificalon ofhighway 22nd (g) binder used with the base (OBM/BM) mix Il must bercted that the catalogues a’e forthe pacific inputs considered for developing them. The desiqners or tha user agencies are advised <2 go! femiarizod with the use of ITPAVE software (for which very cotaled guicelines are given Armexl) so that pavements can be designed with any solocted combination of inputs, 96IRC:37-2018 Pavement Takes Ta oRBSEERR Pavone TRICKRGS ia mam ob eSERe TELL Fig. 12.4 Catalogue for Pavement with Bituminous Surface Course with Granular Base and Sub-base - Effective CBR 5% (Plate-1) ueSuriace course w Ease/binde ‘Trafic in ma Fig. 12.2 Catalogue for Pavement with Bituminous Surface Course with Granular Base and Sub-base - Effective CBR 6% (Plate-2) m Surface couse Base/Binder course = WMM__ = G38. *"prafctamee Fig, 12.3 Catalogue for Paycment with Bituminous Surface Course with Granular Base and Subsbase « Effective GBR 7% (Plate-3) 35IRe37-2018 Base/finder course = WMM GSB erie Fig. 12.4 Catalogue for Pavomont with Bituminous Surface Course with Granular Base and Sub-base - Etfactiva CBR 8% (Piate-4) woo MSuacecoune — Siste/tider cours 8 WMM = GSB zm 2 500 i fsa E200 ie bo * [a Pratcinm Fig. 12.5 Catalogue for Pavement with Bituminous Surface Course with Granular Base and Sub-hase - Effective CBR 9% (Plate-5) a mSurfacecourse © Base/Bincerc SW 6 G58 Fig. 12.6 Catalogue for Pavervent with Bituminous Surface Course with Granular Baga and sub-base « Effective CBR 10% (Plate-6) arIRO:37-2018 mWMM mese 700 = geo 2500 400 Fa00 i> ° Fig. 12.7 Catalogue for Pavement with Bituminous Surface Course with Granular Base and Subsbase « Effective CBR 12% (Plate-7) surfacecourse — mBuse/Binder course WWMM GSO = ae = a 7 eo — — io i — feo , : eo S =e [racine Fig. 42.8 Catalogue for Pavement with Biturninous Surface Course with Granular Bose and Sub-hase - Effective CBR 15% (Plate-8) . 2 Fig. 12.9 Catalogue for Pavement with Bituminous Surface Course with CTS8, CTB and Granular Crack Relief Layer - Etfective CBR 5% (Plate-9) 38Biatwcue —eeaa/aniiromne GAL CTE weTSD HH atten ea dees 52 4. 8 8 g Fig, 12.40 Catalogue for Pavement with Bituminous Surface Course with TSB, CTB and Granular Crack Rellef Layer - Effective CBR 6% Piate-10) Fig, 12,11 Catalogue for Pavement with Bituminous Surface Course mith TSB, CTB and Granular Crack Relief Layer - Effective GER 1% |Piata-18) 7H Fig, 12.42 Catalogue for Pavement with Bituminous Surface Course with TSB, CTE and Granular Crack Relief Layar - Effective CBR 8% (Plata-12) 8 IRCA7-2018IRC:s7-2018 TPE Trae ma Fig. 12.13 Catalogue for Pavernent with Bituminous Surface Course with CTSS, CTE and Granular Crack Reliof Layer - Effective CBR 9% (Plate-13) ee THT ‘Teafe a8 Proven Techn re #8 Fig, 2.14 Catalogue for Pavement with Bituminous Surface Course with CTSB, CTB and Granular Crack Relief Layar - Effective CBR 10% (Plato-14} 40IRC37-2018 Fig. 12.46 Catalogue For Pavement with Bituminous Surfaca Course with (GTSE, CTB and Granular Crack Rolif Layer Ettectiva CBR 18% [PIste-15) ivi saase Sonar sue Fig. 12:17 Catalogue for Payernent with Bituminous Surface Course with ‘C188, CTB and SAMI - Effective CBR 5% (Plate-17) avec ceure _w Bie/indercoune aa m i i Fig, 12.18 Catalogue for Pavement with Bituminous Surface Course with ‘GTSB, CTB and SAIA -Elfevtive CBR 6% (Plate) aIRO:S7-2018 itnse/aindercourse GTB CTS Un 2 ratcnun? Fig. 12:19 Catalogue for Pavement with Bituminous Surface Course with CTSB, CTB and SAMI- Effective CBR 7% (Plate-19) Hiuhacest Sanalonereane eth we ts = == 1 - s = iol ' =3 iz t bee Eis ° _ . 19 0. 30 “ ” a Fig. 12.20 Catalogue for Pavement with Bituminous Surface Course with CTSB, CTB and SAMI - Effective GBR 8% (Piato-20) sssurtiee cone sEb/Sindey enews er 5 All ba! Bol Fig. 12.24 Catalogue for Pavement with CTSB, CTB and SAM - Effective CBR 9% (Plate-21) 42IRCST-2018 won MSuetuesaie —sieltIcarcoame CTR wcTSS ra Fig, 12:22 Catalague for Pavement with Bituminous Surface Course with TSB, GTE and SAM! - Effective CBR 10% (Piate.22) a Fig: 12.23 Catalogue for Pavement with Bituminous Surtace Course with (CTSB, CTBand SAMI- Effective CBR 12% (Plate-23) ee ee Figure 12.24 Catalogue for Pavemont with Btursinous Surface Course with CTSB, CTS and SAMI - Effective GBR 15% (Plate-28) 43IRC:37-2018 Fig. 12.25 Gatalogue for Pavement with Bituminous Surface Course with (TSB and Emulsion/Foam Bitumen Stabllised RAPIVirgin Aggregate - Effective CBR 5% (Plate-25) surface cue Saas wher couine a a Fig. 12.26 Catalogue for Pavement with Bituminous Surface Course wi TSS and Emulston!Foom Bitumen Stablilsed RAPIVircin Aggregate «Effective CER 6% (Plate-26) Surface couse © Bave/Bindercowse = RAP CTSB ] Pa ; E i Ee 1 = ” uw c =~ na Fig, 12.27 Catalogue for Pavement with Bituminous Surface Course with CTSA and Emulsion/Foam Bitumen Stahilised RAPIVirgin Aggregate - Effective CBR 7% (Platw-27) asIRC=37-2018 mr ~esurace came wBese/Binier come RAP CSD i. Je =| J | Fig. 12.28 Catalogue for Pavemnt with Bituminous Surfece Gourse with. (CTSB and Emulston/Foam Bitumen Stablixed RAP/Virgin Aggregate - Effective GBR 0% (Plate-20) ‘wSeface cours Oae/Bledercoune RAP CT Fig. 12.28 Catalogue for Pavement with Bituminous Surface Course with TSB and Emutsion/Foarn Bitumen Stabillsed RAP/Virgin Aggregate - Effective GBR 9% (Plate-20) ae syaeare oReiinwmce aM BCS Fig, 12.39 Catalogue for Pavement with Bliuminous Surface Course with (CTSB ang EmulsioniFoam Bitumen Stabilised RAP/Virgin Aggregate - Effective CBR 10%b (Plsle-30) 45iRG:37. crsa, cise 2018 urea ents Aeeindercoune RAR wT ll ee Fig. 12.31 Catalogue tor Pavemont with Bituminous Surface Course with ‘and Emulsion/Foam Bitumen Stabiiiced RAP/Virgin Aggragate - Effective CBR 12% (Plate-21) Sufcecoure we abbe/Rindercouse WRAP CTS Fig. 12.32 Catalogue for Pavement with Bituminous Surface Course with ‘ond Emulsion/Foam Bitumen Stablised RAPIVagin Aggregate - Effective CBR 15% (Piat2-32) eee smn OAL Fig, 12.33 Catalogue for Pavement with Bitursinaue Surface Course with GSB. CTR and Granular Crack Relist Layer -Effect'vo CBR SY; (Plate-23) 48IRC.37.2018 Fig, 12.34 Catalogue for Pavervant with Bituminous Surface Courea with GSB, CTB and Granular Crack Retio Layer -Ffective CBR 6% (Plate-td) Sernorume —S wffindeesmine aL HT Paseo Tease me 28882884 Fig, 12.35 Catalogue for Pavement with Bituminous Surface Course with GSB, C18 and Granular Grack Relief Layer - Effective CBR 7% (Plate-28) at Fig. 12.26 Catalogue for Pavement with Bituminous Surface Course-with GSB, GTB and Granular Grack Reliof Layer - Effective CBR 6% (Plate-26) a ‘tistaaesIRC37-2018 Fig, 12.37 Catalogue for Pavemant with Bituminous Surtece Course with (GSB, CTB:anc Granuiar Crack Relief Layer - Etfoctive CBR 9% |Plate-37} HU Fig, 1238 Cotaiogue for Pavement with Bituminous Surface Gourse with (685, GTB anc Granular Grack Relief Layer - Effective CBR 10% (Plate-38) aes Foran ines a8 Fig. 12.8 Catalogue for Pavement with Bituminous Surface Course with G88, CTB and Granular Crack Relief Layer -Enective CBR 12% (Plate-33} 48IRO-s7-2018 aces cae TWH 5 Fig. 1240 Catalogue for Pavesnent with Bituminous Surface Course with (GSB, GTB and Granular Grack Relief Layer - Etfective CBR 15% (Piate-40) TH 1244 Catalogue for Pavement with Btumincus Surface Cours with CCTSB end Granlr Bose Course -Eftective CBR 5%, (Pate) Fig. 12.42 Catalogue for Pavement with Bituminous Surtace Gourse with (CTSA and Granular Base Course - Effective CBR. 6% (Plato-42) 49IRO-37-2018 5 » 2 > “ 50 Fig. 1243 Catalogue for Pavement with Bituminous Surface Course with CTSB anc Granular Base Coures - Effective CBR 7% (Plate-43) ‘ei Base/eindereaurse WMI Fig. 12.44 Celalogue for Pavement with BHumineus Surface Course with CTS® and Granular Base Course - Effective CBR 83; (Plats-44) Fig. 12.45 Catalogue for Pavement with Bituminous Surface Course wih (GTSB and Granular Base Course - Effective CBR 9% [Plate-25] 50IRC:37-2018 msurfacecouse — mBase/Binder course ote a Fig. 12.46 Catalogue for Pavement with Bituminous Surface Course with TSB and Granular Base Course - Effectivo CBR 10% (Piste-40) ‘Surfer course sc[Bindercoaie WIM CSB. rata et Fig. 1247 Catalogue for Pavemant with Bituminous Surface Couree With (CTSB and Granular Base Course - Effective CBR 12% (Plte-47] 5 a © © Fy Fig. 1248.Catalogue for Pavement with Bituminous Surface Course with GTSB and Granular Base Coures-Ettective CBR 154, (Pite-48| 51IRCS7-2018 13 DESIGN IN FROST AFFECTED AREAS 19.4 In avess susceptbte to ‘root action, the design will havo to bo rotated to: the actual dezth of panairation and seventy of the fraat At the subgrade level ine grained cleyay and sity soils are more suscepible to ice formaton, but freezing coneilians could also develop within tho: pavement siructure If water naa 6 chance ef ingress trom above. 13.2 —_Gneremedy against trost artacc's to increase the depth oF consiruction to correspond {o the depth cf Fost penetration, but th's may not always be econoricelly practicable. As & general rue, it would not be adv sable to provide total pavement thickness ‘ess than 450 mm even when the CBR value ofthe subarade wa rants asmaller thickness, In addition, the materials Used for building up the crust should b¢ frost restateat. 13.3. Another precaution againat frost atiock isthal water should not be allewoe! ke calla: at the subgrade level which may happen on account of infigratian though the pavement aurfae oF ‘verges or dua to capillary rise from 3 high water table. Whereas capillary ise can be preveriac by subsoil drainage measures and cul-ons, Inftrting surface water can be checked only by providing a sutable surfacing course and a subsurface drainage system. 44 QUALITY CONTROL TESTS DURING CONSTRUCTION ‘Therecommendations containedin Clause: 903.0' Speciications of the Ministry ot Road Transport and Highways for Road and Bridge Works{23}, IRC-120[33], IRC.SF.69[28), IRC:SP:59)26| about ciflerent tests along with their frequencies for different Types of spacifcations to ensure quali in tha construction are fo be followed. In addition, tne following tests are also required “or addressing the spectfications/aspecis not covered in the documents referred to above 8. No. | tiem of Construction | Test Froquonsy 1 | Bituminous Reslient modulus esiimatent Thre specimens for each construction from indirect tensile strength 400 tonnes of mix subject ‘o| taston specimens prapaed minimum 2 tests per day. usicg Mets mix* 2 |Cementirested! — [Unoonfinad compressive Three specmens for each stabilised base and | strength 400 tonnes of mix subject 10 sulebase rminicnum 2 tests per day. 3 Cementirested! | Binderteemnant content Three speamens for each stabilised base-and | 408 tonnes: of mix subject io sub-base _iniowm 2 toss per day. 4 |Cementirestea’ ——Fleaurel steengtivindiest | Three specimans for each stabilised bese and tensile strength test 400 tonnes of mx subject 10 sub-base rrinimum 2 tests per day. 52IRCHF-2018 |5.No, tom of Censtruction | Tost Frequency slash bt ee LE 5 Cement bealed) | Scundnass test ‘ne specimen for each source sladlised base and (B'S 4332 Party) and whenover shore fe change sub-bese in the quality of eggregain te a eee eee 6 —Comant treated) | Density of compacted leyer | Ons specimen of tno tosis nor slaalisod base and 500 89 m. sibbesm 7 | Emuision'Foam Indirect tensie strength tosi | Threa spasimans for each bitumen }400 tonnes of mix sudject 10 | inna 2 testa par ony. 2 |EmuisionFoam —— [Denstyefeompacted layer ne specimen per 100 sq m bitumen | In case, tha M,, estinialed from the mndivect tensile erencth s less Lian €C% al the design value the i, should bo rech ecked in accordance with ASTM! 428, ay io a 9) 18 REFERENCES IRC:37-200', “Guidelines for the Dasign of Flexible Pavements,” Indian Roses Congress, Now Both, Re Reseeien Scheme, ‘Levelopmert of Methods such as Benkelman Beam Method for Estimation and Design of Ovailays for Strengthening of Weak Pavoments,* Final Report submites tothe ldnisty ot Surface Transport (Roads Wing) by the Central Road Research Insttute, New Delhi, 1995, R56 Research Scheme, ‘Anslytcal Design of Flexible Pavements,” Final Resort gutmitted to the Miniszy of Surtace Trangport (Reads Wing) by the Ci Engingenng Depariment, West Bengal, 1220, IRCI37-2012, “Tentalve Guidobines for the Design of Flexible Pavements,” Indian Roads Congress, Now Delhi FRC:SP:72, "Guide lings for the Dosign of Flovibio Pavamonts for Low Volume Rural Rowds,’ indion Rosds Gangress. New Delhi FRO:16, "Guidelines for Siuckwal Evaluation and Strengthening of Fleeble Roar Pavements using Falling Weig'it Deflectomster (FWD1 Tachnique,” meiar Roads Congress, New Dein IRC:81, “Gulelines for Strengthening of Flexble Road Pavemen's Using Benkelman Beam Defection Tachncue,”ledin Roads Congrass, Naw Delhi, Ref Research Scheme, "Payomert Porfoananes Stacy of Excetng Paversent Sections,” Final Repor (Volume-2) submitted to the Ministry of Surface Transport (Reads Wing} by the Contral Road Research lrstlule, New DelhiIRO:37-2018 ial ho) my (13) 13] [4] 8] (16) (17) 13) 3) feo] faa) (22) (23) [24] (25) (261 MS-1, “Thickness Design - Asphalt Pavements for Highways and Stroots (MS - O1)." Aschalt Institute, Lexington, 1981 MS-2 (Tih Ecltion) “Mix Design Methods,” Asphalt Institute, 2014. AGPTO2-(2, “Gude to Pavement Technology Pert 2: Pavement Structural Design,’ Ausiroads, Sycney, Australia, 2012. MERDG, ‘Guide for Mechanist e Empircel Pavement Detign Guide" AASHTO, 2008. S.S. Kumar, R. Sridhar, K. Sudhakar Reddy and 8. Bose, "Analytical Investigation on the Influence of Loading end Temperature on Top-Down Gracking in Bituminous Layers," Journal of Indian Roads Congress, vol, 63, ne. 1, pp. 71 77, 2008 R. Sridhar, Top-Down Geacking in Bituminous Pavemente,” Indign Inettute of Technology Kharagpur (PhD Thesis), 2009, IRC:9, ‘Traffic Census on Non-Urban Roads,” Indian Roads Gongress, New Delhi. IRO:108, “Guidelines for traffic prediction of Rural Highways,” India Roada Congress, New Delhi. 18:27208, "Methods of Test for Soils - Determination of Water Gontent-Dry Density Relation using Heexy Compaction.” Burect! of Indian Standards, New Delhi, 1994. 1S:2720-16, “Wothode of “Test for Soils: Laboratory Determination of CBR,” Bureau of indian Siandaris, Now Delhi, 1967, Rearmed 2007 AASHTO 7307-99, ‘Standard Method of Test ‘or Determining he Resilient Modulus of Solis ang Aggregat= Materials,” 2003 Shell International Perroloum Company Limited, “Shall Pavement Design Manual—Asphalt Pavement ard Overiays for Road Traffic," Lendon, 1978. W.D. Powoll, J. F. Potter, H.C, Mayhew and ME. Kunn, “The Structural Design cf Bituminous Roads," TRRL Laboratory Regort, Crowthorne, UK, 1964. ‘M. Amarnatha Reddy, K. Sudhakar Reddy and B. 8, Pandes, “Design CBR of ‘Subgtace for Flexible Pavements.” Journal of Indian Roads Congress, np. 61- 69, 2081 MORTH, “Specifications for Road and Bridge Works, Ministry of Surfacs ‘Transport (Roads Wing)," Indisn Roads Congress, New Delhi, 2013, IRC.SP.42, "Guidelines for Read Drainage,” Indian Roads Congress, New Delhi IRCISP:50, "Guidelines for Urban Drsinage," Indian Roads Congress, New Dati IRC-SP.59,"Guidelines for use of Geotextiles inRoed Pavements andAssociated Works,” indian Roacs Congress, New DelhiwResg7-2018 [PT] IRG:SP:89 Part lj, “Guidelines for the Design of Stebiised Pavements Par! I)” Indian Roads Congress, New Delhi [28] (RE-SP9, “Guidelines for Sol end Granular Material Stabilization using Cement, Limo & Fly Ash,” indian Roads Congress, New Delhl. [P9] 51S:4322 (Part IV), "Methods of Test for Stabilized Soile: Wetting anc Drying, Freezing and Thawing Tests ior Compacied SoikGenient Mixtures" Bureau of Indian Standerdé , New Delhi, 1968, Realfirmed in 2010. [80] H. L. These, “Mechanistic Desian of the Pavement Stucturas in the TRH 4 Pavement Design Catalogue,” Divsinn for Road Transport Tecnology, CSIR, Proton, South Africa, 1995, 161] HL, These. M. de Beer and F.C. Rust, “Overview of the South Mfcan Mechanistic Pavement Design Avalysis Mathod." Transportalion Research Record, Washington DG, 1986. 82] ASTI D 6921, ‘Standard Test Method for inaireet Tensile {ICT} of Streagih of Asphalt" ASTM International, 2917. [83] 1RC:120, "Rocommanded Practice for Recycling of Bituminous Pavements,” Indian Roads Congress, New Dein. [84] IRC:SP-75, "Tentative Specifcations for Stone Matrix Asphalt” Indian Roads ‘Congress, New Death [35] IRC:SP:107, “Guidelines for Gag Graded Wearing Course with Fubberised Biluruen (Bliumer-Rubber}” Indian Roads Congress, New Dalhi [26] 15:73, ‘Paving Bitumen-Specificatians (Fourth Revision),* Bureau of Indian Standards. New Delhi, [87] ASTM 0 4125, “Standard Test Mathod for Indieet Tension Test for Resiont ‘Mocuius of Bituminous Wistures,"ASTM International, 1882 (Rea pproved 1995), [88] ASTM D 7369, ‘Stancard Teet Metros for Determining the Resiten! Modulus of Bituminous Mixtures by incirect Tension Test ASTI International, 2008. [29] MS-4, "The Asphalt Hand Book." Asphalt Insitute, 2007. 55IRE37-2016 APPENDIX-A ‘THE PRINCIPLES AND APPROACH FOLLOWED IN THESE GUIDELINES Ad ‘An Overview Highway pavements should be cafe and eerviesabie, They should bs capable of carrying the loads coming on itduring their life geriod wknout unacceptable levelsof failures. Unlixe structures: where the fallure fe usually followed ly complete co lapse, failure in pavements is not sudden ‘bul usally by gradual deterioraion over time. At some stage in its lite, when the deterioration renders it unserviceabies to the users, the pavement is assumed as failed, Thus, safely srieric in pavement design sre defined by sorvicesbilty throshclcs (such 25 acceptable cracking and rutting), which, f braachad, the design should be considered as unsele end pavevert unservicesble, Az Cracking In Bituminous Layers Cracking in pavement ean occur in three primary mades: (a) battom up cracking, (b} top down oracking, and (c} low temperature cracking. A241 Boho upevacking A2tf Cracks may initiate at the bottom of any bound layer due to fatigue phenomenon reducing the effective layer thickness causing the crecks to progress and mows upwarcs with repeated application of traffic loads. When the whole layer cracks, the crack progresses in‘o the upper ayer and will evertuelly appoar on the surface ot he pavement as alligator cracks. Mies should have adequate flexural tensile strenglh and should be sufficiently flexible at intermediate temperatures at which the traffic loads (except the very small proportion of traffic which is applied when the pavement hes peak summer ct peat winter temperatures) to resis’ fatigue: ermeking caused by repeated flexure under tafficloads. Stites mixes usuelly have larger flexural tense strengin comparad to the softer ones. However, the higher stiffness Is usually associated with more britleness. The fatigue cracking in bituminous layers has been addressed in these: guidelines using a performanca model which gives limiting tensie strain value for a given cesign traffic level and for a selected mix 2.1.2 Thetaliguecraciieg euscentionty of nebruminous layoreen bo reduced by controling the flexural tnsl e stains at the bottom of the blouminous layer, This can be done by () providing ‘strong support from the undedying layers which reduces the deflaciion in the bituminous layer (i) using stiffer ttumnirous mix which recucas the tensile strain in the matenal and Gil} using 8 imix tha’ is adequately elastic to recover from damage. A.2.2.2 _Astrong subgrade is essential for giving firm support to the upper peveriert layers, The elastic medulus of the subgrade (required as input for analysis using linear elastic layered theory) is recommended to be estimated from its CAR value using the empirical equations given in the guidelines. When there is significant diference in the mecranical propertes o! the material used In the propared subgrada compared to the matorlal used in the embankment, it 58IRC:37-2018 is proposed to estimate an equivalent subgrade property (affective modulus) for use In desian. Those guidelines recommend tha use of eubgrades with 2 minimum affective CER of 5% for ‘roads with more than 450 commercial vehicies per day These Guidelines also restricts the value of the effective modulus of the suagrade that can be Uced for design to 3 mapimum value of 100 MPa. A244 Since determining the resilient (elastic) modulus of the granular material used in ‘ho sub-hase and basa layars requires sophisticated equipment and skill, itis proposed to aslimate the modulus value of the granular layer irom a widely used empirical equation for 4h the alastic modulus value of the supporting layer and the thicknass of the granular layer gre inputs, A245 In situalions where granuler materials are placed over cementitious materials. 8.0 ‘granular base over cementitious sub-case and granular crack relief layer over camenied bases, the ‘ayer M, cannol be estimated directy using the same empirical equation as mentioned above, Though models are available in literature far estimating the modulus of granuler layer based on the state of stress provalling in the mate‘ial, no such rigorous analysis is proposed in these guidelines for estimating {he resilient modulus of the grafular materials. A resillent modulus value of 450 Pa is oro posed for tne crack relief layer of WMI placed over CTB, In case oF a granular hase placed over cementitious sub-base (CTSB), the recommended values are 300 MPs and 35) MPa for netural grevel and crushed rock respectively 42.7.6 The modulus values of camentad materials are usually estimated trom their Uneanfined Compressive Strenath (UCS)vakies (ifthe flaxural modulus cannotbe determined directly), The values estimated ‘rom the laboratory measured UCS are not adopted directly for analyeie and design for two reasons, 4) these ate laboratory values of the LCS tested on ‘un-cracked material sarnples wihve in the field, the material, used in the cub-bace, wil start cracking immediately on agplication af the constructian traffic and progressively loses its strength during construction as wall as ‘in-service’ stages till t reaches the fully erackedt terminal condition when itwill behave rors like a granular material rather han a rigid layer, (ll higher the UCS wider will be the cracks, which have the chance af reflection into the overlying layer leading to an undesirable stuaticn for pavement performance. Therefore, lower UCS materiale are targeted 10 use In pavement layers. A2d.7 The design elastic modulus of cemented sub-base materials is capped at a rolabvaty low value of 600 MPa because cf tho possiblity of the layor gelling eraexed right trom the start, As far 25 the gementiious bases are concerned, the design modulus is recommended a 5000 MP2. These recommended values of modulus values are subject to the condition that the laboratory values of he UCS are within the rangas spaced in these guidelines A2.1.8 Testing the durabilly of he can\entitious base matenals is compulsory, This isbecause the low UCS materials have small quantity of cemont binder and there may be the likelincod of inadequate binding of the matariais, especially ifthe proportion of fines in the materials s high. The loss cf weight in the ‘wetting- drying’ or Yreeze-thaw teat aa relovan will rayaal whether the ‘cementad material will ba durable when subjacted to moisture cycles and wither adverse climatic conditions, 57IREST-2018 A219 The cementitious bases have to be analysed for cumulative fatigue damage a3 reeommanged In these Guldalines. Fatigus porformanze mode's have becn recommenced in these guidelines for cemenied bases. Flexural sisength {modulus of ruplure) of the OTB material Isnecessary for carrying out the cumulative taligua damage analysis. The guidelines recommans. thatthe flexural strength of he cement treated materials may be taken as 20 percent ofthe UCS value. A210 Where Reclaimed Asphall Pavement (RAP) material (with or without adzition of virgin aggregate), stabilised with foamed Dtumen or emulsion is used 6s base, @ conservative value of 800 MPa is recommended a¢ the module value of the material for design provided the RAP mixes arc designed and tested as ner the precedure recommended in these Guidelines. 2.4.11 The resilient moduli cf bituminous mixes used in the surface and base binder layers are important inputs affecting the disiricution of stresses: and sirsins in different layers of the pavoront, rutting and top-down cracking resistence of the upper layers and botom-up cracking of the lower bitummous leyar. The resilient modulus af bituminous mx varias aver a wide range opsnging upon the aggregate gradation ssiccted and tne grade of otumon used beskies otner influencing conditions. The temperature for vdiich lie M, value should be considered for dasign is 35°C and the recommended test procedure is as m ASTM D4123. A22 © — Top down creckiog A221 At the Instance when the tyres come in contact with the road surface, they expand laterally and push the pavement surface at heir erlges AL the neat instance when ihe tyre moves ‘over, the laterally pushed suriace should be elastic enough to pull itsett back. If it iS not, the surface vill crack at the wheal edges along the longitudinal direction anc the crack wil propaciale ‘downwards from the surface. Another reson tor top down oraoking is the age hardening at bitumen. With age and exposure to sun light and Uitra Violet rays, the volatiles in bitumen are lost end the binder becomes hard and britle, which significantly increases the cracking suseopltlity af the material A222 The objective of design for controling top down cracking should be to use mies that can accommedate mere bitumen te hove thicker films which *ecuco tho rato of ageing to minimize the effect of ageing by using ageing resistant modified binders in the surfacing course. 10 Improve the viseo-olast properties of the cinder by using binders that have better elastic recovery. These Guidelines recommend Stone Matrix Asphalt (SMA) and Gap Graded Rubberised Bitumen (GAB) and Bituminous Goncrets (8G) with medified binders, tor hign traffic (more than 50 msa) roads. In other cases, stif grade binders or modified binders arc considered suitable for surtane course mixes, A3 — Rutting minous Pavements 3. Ruling in pavement occurs in two ways: (a) Due to deformation in subgrade ano other unbound layers (granular sub-base and base and (b) due to rutting in bituminous layer. ‘The guidelines provice imiting strain erteria for contraling muting in subgrade. Even through no separate criteria are included in the guidelines for rutting in tho granular layors, contr ing the vertical sompressive strain on too of subgrade incinectly results in the, contro of strains ir 58IRC:37-2018 the uppor grevular layers. Largor etsetie strains in the eubgtade and unbouncl granular layers (unich ate cakuleted by linear eles laysted theory} are generally expected te produes targor plastic shainy. Thicker btuminous layers and Stronger sub-besesibases (such as CTSB and CTB) reduce the subgrade stiains significantly 32 Evontfthoeubgrads or unbound granular layers do not undergo rutin, thebtu minous layers may do Tris happens in various situations auth &6 wnen tho dkurrinous layers ale not intially property compacted ard undergo lange secondary compaction during thir sei: He the binder used! is ofa soflar grade. hat less elostiety, hian pavemont tomparatures arid Nigh wheel lood stresses. Il is necessary te use sufficiently slife* mixes with binders thal will have less plastic deformation at high temperalures and high stresses, especially in tne upper layers. ‘Al fowar dapths, to sresege ac woll as the temperatures wll be less compared tate surface layers and thus the lower bituminous laysrs ore |aee suscaptible to rutting, Ad —— Structural Analysis of Pavement AA1 These Guidelines continu 10 follow (he heclianisti-Empircal approach for pavement analysis as in ils previous Wo versions. The stresses and strains in the povemont layore arc analysed hy the sofware |ITPAVE. which requires inputs from users in tems of nurrbor oF layers, thairthickniasses and elastic moduli Standa“d loading of 80 kf acting aver four wheels (two dua! wheal sets.0n cach side of the axle) at 0.56 MPa Lniferm contact pressure is considered fer the analysis, For evaluating the CTB bases, a contact pressure of 0.40 MPa shall be considored, A.42 —Thattial pavernent canposition and layer thicknesses are selacted ari! the stresses, and strains ai the cttical lacalions ete computed by running the ITRAVE software. The ormigsigle strains are obtained from the fatgue and ruttirg models, for a given design trafic (csa), IFthe computed straine ars larger then those dorived fram the model (i ming stains), the tulal comaasiton and layer thicknase are changed until the valves come within the permiesitles limits, AS Effect of Climate and Environment on Pavement Pertormance ABA The discussion so far has been on the response of the pavement te load repetiions and on the design of pavement to limit he cracking and rutting, Climate ana envircrnment ere ‘thar factors, Which can affect the performance of pavemierts, A52 Water entering the croks ‘fom Socom (bottom up cracks), top (op down cracks) or sides ¢shauiders or medians) may stip the bitumen leading ls loss of bond between aggregates and btumen, and may reduoa the strength of granullar and subgrace ‘ayers. AS.3 Binders age when exoosed to anvironmentand loge wolaties, Narcen, necome brite and then crack, Thus, It § necassery fo use an appropriate grade af bitumen, with medifcalicns ifrequired, in he sufacing layer to make it resistantto tne exigation of bitumen. AS Alnigntemporaturee, the binder ard hence tha mix becomes softer and is-susceptble to rutting. At low tsmperaturay, the mig i liely to become britia and is suscoptinie to cracking. Hence, binders thal are less lvimperalure susceplibie and have adequate properties al hgh as well low service temperatures arg exzected to yield better performance. 58IRCS37-2018 A55 The resilient modulus of bituminous layors is quite sensitive to temperature. At high lemperatures, the modulus is low ard at low temperatures its high. The maximum pavernant temperature is important for understanding which grade of binder would be the rmost suitable fer designing bituminous mixes. One model, 7ased en rasparch carried esewhero, has the potenisl to prodiet the average seven day maximum aurfaeo temperature of the pavement from the cemesponcing cir tamperalures. Teo = [Ty 0.006 18Lat + 0.2289Lat + 42.2) *(0.9545))— 17.78 ity here, T,y,,% Pavement temperature (°C) at a depth of 20 mm Lat = Latitude of the place Typ = Average of maximum temperatures (°C) of seven days Riased on this equation and for the maximum leriperalures prevalting in diferent paris of the country. tis reasonable to consicer that in most parts af the country, the maximum pavement emperature may reach around 70°C ASG The appropriate grads of binder for a given project site should ideclly be the one that is suitable for the range of variation in the pavermant tamperature, Even though thers appears to be some gap in the existng standards with regard Lo the sullabilty of birders in extreme temperatura conditions that are likely tr prevail in the country itis mcommen ded that the grade suilable for temperatures nearest to the specified maximum could be adopted. Very broadly, the silifesi grade of available bitumen should be used where the pavement temperature is expactod to rise above 60°C and the sofler grades under low temperature conditions, ix Beslan A641 Bitiminous bindertbase courses andthe surlacingcourses haved ifferentrequiremants, ‘The base is subjacted to flexural tension and, therefore, noads t¢ have sufficiently large stiffrass (modulus) to reduce strains. Larger stifness is usually achiawed with dense aggregate grading a8 in DIM, Fatigue cracking steris ai the bollor of the base. The mis alse has to be surficiontiy ‘pxible to be more compliant with the deflections to whish the iayer will be subjected to under ‘aFicloads. The fatigquelife of the layerimix canbe increased by increasing the pet cent of brumen in tha mix, but the dense grading of DSkl does not allow enough void space to accommodate more bitumen vithow! reducing the alr voids, More bitumen and less air vids in the DEM would increase the fatigue life. Top down craciing starts a the surfacing at the edges of the wheel because the inflaiisn pressure of the fyres at the contest surface coforms It across the whee! pat and the mix should be clastic enough to recaver thes deformation afer the passage of the umeels. The birder in the surfacing layer should therefore, nave high elastic recovery. Surfacing is also exposed to atmosphera and thereby te ageing. Theretora, the suracing material should he ago rocistant. The surfacing is also exposed io waler damage by stricping or dioplacomant ol the bitumen film by water, and therefore, it should be resistant to wator demaga AG A.6.2 Some cansiderstions for design of bituminous inix for base layer A high resiliant madulus of DBM (typical baseibinder course mix) should be targeted in the design, which in comparigon to mixes Naving low cr moderate resilient modulus values, wil 60IRC-37-2018 result in smaller tensile strain and lass piasti¢ ¢train under the same sei of loading and hence veil result in emator OBM layer thicknesses. Thus, a higher resiliant modulus mix will be more: “zppropriate to resist beth cracking (unloes the mix becomes too brite) andl rutting. Ashigh resilient medlulus mix can be achieved by a strong granular sktleton of aggregates. represented by their cvaaing. DBM grading having Figher maximum nominal size of aggregates will have 2 stronger aggregate struclwre compared to DBM Gracing-!l of MeRTH. The choive betwoan the two agyreyae gradings, however, is also dependent upon Lie layer thickness, which should net be less thar 2.6 1rmos the maximus nominal sizes of the agaregate. The lewer layer DBM mot nas to be rich in bitumen and low in ait voids, The lower layer DEM, sublect 10 the thickness and nominal size limitations, should be in Grading-| The lerger size fractions of aggregates and ower surface area would enable more void apse to aconmmagela ‘arditiona) cuantty of bitumen and thicker coating of aggregate panicies by bitumen. The bkelihood of rutting of the layer is minimal for two reasons, first because the lower Never fs Libject fo lower siresses as the infensity of the load decreases with deptn, and secandly the maximum termperaturoe of the bottom bituminous layer will be signiigantty smaller compared to the meni mum temperatures applicabla 16* tho surface layer. Also, the degree of sacondery compaction in the bottom layer will be less due fo the faet that the voile layer will have mere confining stresses than the upper [ayers A part of tho quantity of bitumen used in tha mix ia last in the aogragate pores where the ‘aggregates hove porosity evan though Ife within perm asidle limits. This will reduee the effective Quantity of bitumen in the mix, which might ineke the mo¢ detiolon: in beuman. Ills necessary that the binder quently lost due to absorption by sagregales shaulk be carefully estimated durng tho mix design process. Inaress of water inio the DIBM layer from shoulder and mhecien needs to ba provartad by taking adequate mensuires $0 that stripping and loss of bond between aggregates and Bitumen docs not happen, AB.3 Some consiogrations for cesign of tvlumincus iiines for sucfacing layer ‘Surfacing layer should have good elastic recevery property, which means that the binder should hove Inee plastic deformation athigher temperatures The surfacing layer chould hava adequate binder la make it durable, Selecting aurtace mixac in which mors binder can be used haa three: mein advartagas; frst, Ii will provide beller bonding of aggregete and binder, savond, on oxpesure: io atmosphare twill tesist the effects of oxidation and agelng, (with the resulting reduction ih the top-down cracking susceptibility) and third. resistance to moisture damage. For agcammedsting mor binder, the aggregates should have mare vai¢ space te scoommedate ‘he additional binder. This is somewhat difficut # tne grading is a dense one as Used in BO. The gradinghes to be opened up while relaining the granular load bearing skeleton that gives sirenath, Stone Matrix Asphalt (SMA) and Gap-Gradad Rubbarised Bitumen (GGRB} are exarnples of such mises. Thase Guidelines strongly recommend SMAend GGRE ss surfacing leyers and BC with modified bindars Gn ail important rade having design traffic mare than 80 msa\ a1(ROBT 2018 AT Tests and Design Documentation ATA Design has to be bassd on @ rumper of tes!s conducted in accordance with the Proosdures indicated inthe main racumant at the appropriate places, The tests on works and their frequancies are enumerated in Seton 14. Ths designer has te pian all the requses ‘eats ef ciffarent points af time such as wher selecting materist sources, at tho time of delivery of materials, before using te matarial ter preparation of syecimans, at the time of testing of specimens; and at different places such a9 atthe supplier's premises. inthe Laboratory in the lock yartly‘slorage tenis, in the mising plants, inthe fad, sto AF2 — Aflar matortal soumes are solocted, tne cevigner needs to make sute that the supply fram the source will be available for the entire project. otherwise the design hae to be changed with change in material coures. Conformity of alltha matenal ingredients tothe relevant Epectiications ang the praceduressta those Guidelines reed lo be ensured. A738 A-design documentation comprising the complats dosign including the Urewings, skatchas, plane, vesumprons mada, if any, time and location caberenced test results thal the design s bases 0a haste be prepared and made available to the P gjact Authority formonitoring the performance of the designed pavernent aver ume, AS Performance Monitoring These Guidelines strongly recommend that the Projact aviherities moniter over ams tho: potformanes ef tha designed pavement ve lain the field to validate the adopted design and to further refine lhe models and the proceciures usted in the design. This shoula be done by i) Measuring set of pavement performance paramatsrs: surface ine gulatity, rutting, alligator cranking, top down wanking. ji) Observing other kinds of distresses: age hardening, reveling, pathcles, bleeding, le. lil) Invastigating the daliesses cbaerved. # any; core samples ofcistressed portians, iv) Gathering the alr ard pavement wimperaiure data, a2|RO:37-2018 ANNEX INSTALLATION AND USE OF IITPAVE SOFTWARE la Salient Features of |ITPAVE ITPAVE software has Seon developed for the analysis of linea’ elastic layered pavement zystem, Tha stanaes, slrine and deletions caused a ciferent looalions in a pavament by @ uniformly distributed single load applied over a circular contact area at the surface of the pavemant ean bo computed using the software, The effet of additions loa (yeicn should also be uniformly distributed loads aver circular contact ereas] was considered using superpusitian principle, The single vartesl load anplied at ine surface is described in terms of (a) conlacl pressure and radius af contact area OR (h) Wheel load and contact pressure OR (¢] Wheel load and radius of contact area, For IITPAVE, wheel load and contac! pressule are the Inad inputs. The pavement inputs required ere the elastic properties (Clasterestient medyli and Palaean’s ratio values of sil the pavement layers) and the thicknesses of all the layers (exclucing subgrade). IITPAVE software, in ils current version, can 2¢ used fo analyze anvamente with @ maximum of ten layers including the subgrade. IT the number of layers in lhe pavement is more then ten, ciferant layers of similar nature (eg. granular, otuminoua) can be combined and considaied as ane ayer Cylindrical co-ordinale system is fallawed ‘the program, Thus, the locaton of any element! tt (he pavemen is Genned by (a) deptn of ne Iheation of the slement from Ihe surface of the pavernent and (b} the radial distance of the ssleinent measired from the vertical axis of symmetry (along the contre of the circular contact area of one wheel load). rr Installation of ITPAVE Forinstallingthe software, copythelRC_3T_IITPAVEfoldersuppliedalonawithtreseguiselnes into your systern and install Java (if not already installed in your computer) by ciicking on Jre-Tu2-windows-1586.ex0 fila, Your sysiem needs to be cunnacied ta the intemet for doing this. a Using IITPAVE for Analysis of Flexible Pavements The following steps may be followed for snatyzing flexible pavements using ITPAVE (2) Open IRC_37_IITPAVE telus, () Double-click on ITRAVE EX.exe ile in the IRC_S7_IITPAVE foldat. IITPAVE start sereen will appear as shawn in Fig. Lt 6aIRC:37-2018 toy to} fe) DEVELOPED EY TRANSPORTATION ENGINEERING DIVISION | CIVILENGINEERING DEPARTMENT. IIT KHARAGPUR or Fig. L4 Seroenshot of ITPAVE start screen Click cn Design New Pavement Section to give inputs for the analysis ct the selected pavement Section ‘The Inputs 19 be eileréd are: (Number of pavement layers including subgrade (fall che bituminous layers are taken as one bituminous layer and sll the granular layers are taken as one layer, then the number of layers ig 2 [bituminous layer, granular layer and subgrade), I) Resilient modulus/Elastic modulus values of al the levers in MPa (ii) Poisson's ratio values of all the bayers (iv) Thicknesses (in mu} of al the layers except subgrace. Single wheel load: For the purpose of calculation of criical strains such as vertical compressive strain on top of sutgraés, herizontal tania strain at the bottom of bitumingus layer and horizontal tensile strain at the bartom ef cement treated layers, sinos the analysis is done for a standard ava of 0 kN,» einale whee! load of 20000 (N) is given as inpul. Far carrying out cumulat've faligue damage analysis cf CTB layers, the tenslie stressisirain at the botiorn of the CT, layer has \o ba calculated for different axic loads. For this, the I(TPAVE will bo ‘un with different single wheel loeds corresponding to tha awle load coneide ed. For cxemnlc, if tensile stress cum io 9 single axle Icad (with dual wiwels) of 100 KN is t be calculated, a single whes! load of 25,600 (N) is given as input. For estimating the elfective subgrade strength as por para 6.4 of the guidelines, select a single whocl laad of 40,000 [N). 84rRO:37.2018 (f) Tyre (contact) pressure: For calculation of the vertical compressive stain on ‘top of the euiugrade and the horizontal tensile strain at the bottom of bituminous layer, @ contact presaure of 0.56 MPa is considered. For analyzing the tensile strain oF tensla stress at the botiom of the CTB base for caring out fatigue damage enalysis of CTR bases using equations 3.6 t 3.7, tho contact proscura suggested fs 0.50 MPa, The bituminous layer bottom-up fatigue crecking and subgrade ruting porformanica models have boon dovelopadiealbrated wah It strains calculated with stendard axle (80 KN) loading and @ contact pressure of ASB Mea and heros, hese inks should not be change (g) The number of locations in the pavement at which stressistrain’deftection has ta be computed. This input can be entered through a drop down menu. (h) For ta locations eefactas for tie analysis, the values of depth (mm) frm the paver ent surface and the radial distanee {mm} from the centre of the wheel load contact arsa are to be given. (i) ITTPAVE Sonware provdes ine oztion 10 comnout anahsis for a single wheel load or for 2 dual wheel load set (two wheels al a centre to centre spacing of 310 mm) by selecting 1 or 2 respectively from the crap dcwn menu next ta "Whoo! Set’. Far design of pavarants, saloct “Dual Weel sot” cpton. Fer estimating the eflacive subgrade stangth as per the procedure aven in para 6.4, select enelo wee Fig. 1.2 shows an abridged screenshot of the input pags of IITPAVE aoe os (ee | nt penn S =a nett aki et hm pe nish — ta jaa nse ee ee ee ae wom Be Sonos, Fig, L2 Abridged Screenshot of Input Page of ITTPAVE 6IRC:37-2018 @)inpuns san eleo ve gor throught an input fle. The name of the input file can be selected by clicking on ‘Edit Existing File’ option which appears on the IIT PAVE Start Screen. (hy). After al na inputs are onteted, submit them by Clicking on “Submit”, To charge tho data submitted, use “Reset” option () After successfully submitting the inputs use the “RUN” options which will appear next to “Reset after the inpuis are submitted (mm) Fig. 3 stows the screenshot of the output page showing the output for the input data appearing in the screenshot of the input page given under Fig. 1.2. 50.09 Fig 13 Abridged screenshot of the outoul page ‘The oulpul screen displays options for the made of output te be viewed aither through "Open editor” or “view here” Ones either of the oplions is chosen the output page reperts all the put daia and gives the computed values of Identifiad sitesses, strains and deflections for the locations [represented by the depth (2) of the jooation measured from pavamienl surface, ane the racial distance (R) of the location measured from the centre of the circular contact area ot tho load) selected. Ths machanistic parameters reported in the output page ore: vertical sirase (Sigina2), tangential stress (SigmaT), radial slese (SigmaR), shear stress (TaoRZ), vertical datlection (01892), vertical strain (ep2), horlzontal tangential strain (epT), and horizontal raciel strain (ep) For locations on the interface of two layers, the analysis vr be done twice: (a) assuming the olestc properties (elastic modulus and Pulsson's ratio) of he lays abave the interface and than {b) wrth the elastic properties ofthe layer below. The second set of results, for the layer below the: interface, are identified in the output by the suffix ‘L" appearing after the depth (Z) value. 86IRC:37-2018 For he resuits of pavement analysis presented in tha screen stot of the output pags, the cial mechanistic pararveter, horizontal tensile stain (¢), willbe the lorgest of Ihe tangential and iach streins al the Gecione of the bitumincas layer (layer above the interface between biturirous layer anc: granular layer) computed at two radial distances of “0” and “185, Thus, norlzuntal tensile strain (f,) wil be taken as 0.000122 (0 1283°10") whicr is the maximum out of the jour sisin values ftangeriisl and radial al 0° and °158' oun racial distances], i@ , 0.000128, €.00071243, 0 00008320 and 0.COO0E0SE (shown in rectangular boxes), Note that the values ‘have boan taken from the uppsr line of the twa sels of results reported for the interface between ‘he bituminous leyer and grenular leyer (at © depth of 14% mm}. Similarly, for this pavement, ‘vertical compressive strain (¢,) willbe fexen ‘tom the results correeponding to the lower lina Cuts “U1 of the two sets of results avaliable for the Inierface between granular layer and subgrade Thuis, the vertical compressive strain (f,) valus ef 0.002053 40.2053°10% whieh in te larger coTithe Iwo sltain valves obiained for ihe interface between the subgrade and the granular layer ot radial distances of Wand “756° mm), L6., 0.002053 and 0.000133 (shown in reatanguler boxes) Positive stresses and sleins are "lensie” whereas Nagetive slesses end stains are “Compressive”, Only the absolute values without the (+) or |-| sign willbe used in the perfomance models given by equetions 9.4 io 3.6 eTIRC-37-2018 ANNEX:I WORKED OUT EXAMPLES FOR PAVEMENT DESIGN ma Estimation of Effective Subgrade Modulus/CBR Problem: if Ine CBR of ha coi used in mo upper SOO mm of embankmentis §% and the CBR of the borrow soit used for preparing the 500 mm thick compacted subgrade above embankment is 20%, what's the effective subgrade Modulus/CBR for design of flexible pavement? Solution: Elastic modulus of the prepared (upper S00 min) embenkment ell = 17,6/(84' = 66.6 MPa Elastic modulus of the selee! borrow material = 97.620)" = 119.7 MPa Consider a two-layer elastic system consisting of 580 mm of select boron soil of moculus: 199.7 MPa and the semi-infinite embankment soil of mudulus 86.8 MPa ee shown in Fig. 1.1. Load =49,600.8 TDA Conn resowe ~ 0.56 MPa ' use 4) 509 mm seems | = layer Fig. 114 Two-Layor Pavement System with Subgrade and Embankment Consider the Poisson's ratio value of th the layers fo be 0.35. Apply a single load of 40,000 N at a contact pressure of 0.55 MPa. Radius of circular coniact arsa for this load and contact preseire = 150.8 mm Calculate aurface defiaction athe centre of the load (Point A in Fig. U1) using IIPAVE (no of layére = 2; elastic medull of 119,7 MPa and $6.6 MPa; Poisson's ratio of 0.35 far both the layers, thickness of 500 mm for upper layer: single: whee! load of 46000 N, analysis. points = 1; Depth = 0 mm; Redial distance = 0 mm. For this input data, surface deflection = 1.41 mim from IITPAVE, For am equivalent single layer avstom, the modulus valle of the single layer which will produce the saine surface deflection of 1.41 mn for Uie same loed end fer a Poisson's ratio of 0.35 PO-we 05 (2(1-0.55°)'0.56"150.8)/1.41=105.10 MPa As perthase design guidelines, the effective modulus value willbe limited to 100 MPa for design purpose. The corresponding CBR (using equation 6,5) is 15.52 % for 105.1 MPa, For a restricted modulus vsiue of 100 MPa. the corresponding effective CBR can be reported os 16.1 %. The equivalent single layer subgrade which gave the same surface deflection as that given by the worayer system is Shown In Fig. 112, 68Wz IRO37-2018 1 Lesd =40,90010 (Comtact Pressure = 0.56 MPa 48 105.1 MPa Semi-anfinite layer Fig. IL? Equivalent [effactive) Subgrede System Design Example {o check the Adequacy of Granular Sub-base Thickness Problem: Datormine tha thickness of the GSB layer required over a foundation having an ffactive CBR of 5 % lo camry construction mater al tecuired for conatruation of WMN layor over asa, Solution: Effectve Subgrase CBR = 6%. Hence, rosilion: madulLs of gubgrade may be taken as 50.MPa (10%5 = 50 MPa) ‘Salsot a rial thiainees of 150 mm for the granular sub-base- ‘Assume that 200 repetitions of dumpers rill be required for laying 260 mm thick WMI layer over a single lane of length 2.0 km stretch ‘Assume that the load on the rear tandem axle of the dumper is 240 KN and that ‘onthe front axe is 80 KN. (Consider the 240 KN tandem axle as two 120 kN single axtes ‘Thus, the VDF of a dumper = 2x(120/80}* + (BOr65} =12.41 ‘Toxal slendard ale load repetitions = 200 x 124f = 2483, Design construction traffic to be considered is the traffic thus estimated gr 19,000 standard axles, whichever is more Allowabia veries! subgrade strain for 10000 repetitions of SA = 2433 x 10 4-0.002428) ‘Computed (using |ITPAVE} vertical subgrade strain for a standard axle for the ‘worlayer system (subgrede and granular sub-base) with Subgrede tnoculus = S0MPa, granular sus-hase modus =0.2*((180}*)*60 = 96 MPaard Fosson's ratio of 0.35 for Roth layers, ie 4328 x 10% > 2433 x 109 Hance, the thicxness o! 180 mm G9B is deficient, Inoreasé the thickness to 250-mm Mrofthe G36 = 149 MPa {using Equation 7.4} The computed vertical subgrace strain= 2179 x 10* fshown In the box in Fig. 11.3) < 2433 x 10* hence safe (Fig. IL shows tre IITPAVE oLtput for this analysis}. a9IRG:ST-2018 Fig, 3 Screenshot of ITPAVE for example ik2 ws Design of Bitur Problem: Design a bituminous pavement with granular base and sub-bese tyers Using ths follewing aut daia us Pavernent with Granular Base and Sub-base ()Feur lane divided cariagenay (ii) Initia! trafic in the year of completion of construction = 5000 ovpd (two-way) (ii) Traffic growth rate per avium = 6.0 percent (iv) Design tre periog = 20 years (”) Vehicle damage factor = 6.2 (taken to be the sama for both directions} (ii). Effective CBR of subgrade estimated as par the procaduira givan in exampie Ih =?% (vii) Marshall mix design carried out on the bituminous mix to be used in the bottom bituminous layer (DBM) for an air void content of 3 % resulted in an effective bitumen content (by volume) of 11.5 % Solution: () Lateral Distrioution factor 0.78 (for eae direction) (i) ritial directional traffic = 2500 CPD fassuming 60 per cant in pach direction) {i) Vehicle Damage Factor (VDF) =5.2 (jv) Cumuiative number of standard axles to be caterad for in the design j= BREA 10" Dare cm 44 me \v) Effective CBR of subgrade = = 7% 0IRO.37-2018. (Effective resilient modulus of Subsrade = 17.6(7.0) = 2 MPa (less than 400 .MPa, the upper limit) {vil) Since the dasign traffe is more than 80 mga, provide @ SMA/GGRB or BC with rmotiied bitumen surtace course anc DBM Dinceribase layer wkn Vee wrth ‘iscos ty more than 3600 Poise (at 60°C} {vill Selecta wial section with 780 mm total bituminous layer (provide 40 mm thick surrace layer, 70 mm thick OBMMI, 80 mm thick bottom rich DBM: 259 mm ‘thick grenular bese (WMM) and 220 mm thick granular sub-base (GSB), Totel thickness © granular layer = 480 nm (00) Resilient modus of ha granular layer = 0.2 x 4as0y"x 62 = 200 MPa ie) Use 10 %, raliabilly performance models for subgrade rutting and biwwminous: layer cracking (design taffic * 20:msa) (el) Allowable vertical compressive stray an subgracta for adesign trafic of 131 rsa ‘and for 99% retiablity (using equation 9.2) = 0.000201 (9.201 X 104) bai) Allowable horizontal tensile strain at the bollons of bituminous layer for a design traffic of 131 msa, 90 % reliability, air vad content of 3 % ane affective binder volume of 17.5 %, end 2 resilient madulus of 2000 MPa for bottom rich bottom DEA layer (DNV) (using Equatan 3.41 * 0.000150 (0.150 x 10%) (ell), Analyse the pavement using ITTPAVE with the following inputs (elastis mocul: 3000 MPa, 200 MPa, 62 MPa, Possan’s raie values of 0.35 for all the thre leyers. layer thicknesses of 199 mm and 480 mm). Computed Honzontal tensile strain = 0.000146 « 0.000150. Hence OK (ely) Computed vertical compressive strain= 6.000243 « allowable strain of 9.000804, Hence On tev], Asoreenshot of the |iTPAYE output generated tor this problem is given as M4, ‘Screen shot of ITPAVE out for example IL nIRCST-2018 ILA Iflustsation of computation of Cumulative Fatigue Damage in Cament Tivated Base (OTH) Layer Problem: Gompute the cumuiatvo fatigue damage in CTE layer far the following combination of paverneni cunsiructed over a subgrade naving 7 % enactwe CBR. @) 250mm cement uested granular sub-bese (TSB) i) 120 mm coment teated tase (GTB) fi) 100 mm grenuiar crack reliot layer (ix) 100 mm biturninous layer (3. Flarural strength of cemerited treated sase = 1.4 {dP Use the following axla 980 spectrum dale which snows the expected (during the design period) repslitons of diferent catagories of axla (singe. tandom ane tridem) with dillerent ade toad ranges, Algo cheek ihe CTE layer for construction traffic Single Axie Loads Tandem Axie Loads ] Tridom Axle Loads: ‘faxie Load | Expectad | axieLoad | Expected AxleLosd | Expected Class {KN} | Repetitions | Class (kN) | Repotitions Class (kN) | Repetitions 165-185 7ocoo | 990-410 200000 seseis | ss000 175-165 90000 70-80 230000 SSE-525 40000 195-175 32000 350-370 240000 526-555 40900) | 185-165 300000 3900350 2as000 498-525 48200 145-155 280000 310-330 225000 265425 asc00 135-145 860000 20319 | 475000 235-485 +000 425-135 890000 270.290 450000 08.435 soca 115-125 ssaoo0e =| 260-270 1435000 975-405 430009 1056115 tz0on00 | 250-260 4250000 345.a75 | 3n0a00 25-105 4590000, 10-730 stes000 215-345 275000 85-05 41380000 190-210 sone000 | 288-315 260000 33 a7oa000 179.790 ‘nn000 285-265 ‘pend <170 3260000 <255 720000 72|RO;g7-2018 Solution: ) Elastic Modul values: Bituminous layer = 9000 MIP: granular crack relief layer = 430 MPa: GTB layer = $000 MPa, CTSE = 600 MPa; subgrade = 62 MPa (effective CBR of 7 % (Poisson's ratio values: Bituminous, creck relief layorandsubgrade = 0.35: GTSB and CTE = 0.25 Nate: This example has heen given onky ta ilustiate the prooecure for computation o” Cumulative ‘aligue damage n Comect ireated base. For compete desion, the pavement nas io be chackec ‘or limiting slrains for subcrads rutting, bituminous jayer fetgue cracking and GTE cracking a5 pet the methodology civen in axamalz 112. The bottom tena strain CTE layer also shall be Calcuiated fora stanede id aile iad of 20 kN end tvre contact pressure cf 082 MPa, ) Cumulative fatigue damage analysis for Single Axles Modulus of Rupture (naxural strangth) of the cameniinus basa = 1.4 MPs, Sires Retio~ Tensile siraaa atthe betinm ofthe GTB cue tothe opplied leat/Moculus of Rupture Fatigue Ie N, is estimated using equation 3.6 of the guidelines, Fatigue Ie consumed = oxpected repetiions of a pantcalar axle foadfatlgue fife corraspording to that axle Tingle Expected Tonsil Stress] Stress Ratio | Fatiquelita Fatigue life ‘Axie Single Axle | atte bettom | (0 My.) ) Consumed Load Ropetitions | of CTBo, (yn) ikNi tn) (HPs} 13 70000 o79 080 5280S a3 180 99000 06? cag | O57EHS ay "a7 2000 os 0.85 212E+06 304 aso | sc0a00 aan 0.43 3.26408 0.08 760 | 2e0v00 one ogo 8.S8ErO8 a3 ~ aaa | stoma [08s 038 1585407 o04 730 | 00200 049 028 348=+07 a2 vza_| 1340000 ra 0.38 8.M0EOF 002 mo ¥909000 az 0.30 4.005+08 ont ror | tsoan00 038 o2e | 2s4eos | O01 oa | 1350000 0.36 025 | _~BSHE+Oa 0.00 ss | svoq000 as | Om OATEr08 ono Gumulativo Fatigue Damage in CTS due to Single Axes 0.48 13IRC 37-2018 The tensite stress at the bottom of bituminous layer is computed using ITPAVE using Lhe following inputs: 5 layers, Elastic moduli of 3000, 480, 5000. 600 and €2 MPa; Poisson's ratio valves of 0.33, 0.38, 0.25, 0.26 ane 0.36; layer thicknesses of 100, 100, 120 and 250 mm; Wheel oad of 47500 (W) ‘or the first ae load group (single axle with four wheels) of 780 KN (vheel load = 180000/4), Tyie (contact) pressure = 0.60 MP2s Analysis points = 2; Coorainates for the first point (depth af 320 mm at the interfece between CT lzyer anc GTSB at ihe bortom of CTB) ‘and radial distance of 9” mm (at the centre of one wheel |oad|; Coordinates for the sacond point (dopth of 320 mm and radial distance of 155) mm fon the axis of symmetry of the dual whee! set (the two wheels are at a centre fo cente specing cf 318mm trom each other) at the conte of ‘ane wheal load); are wheel load set of 2 (dual wheel). The largest tensile stress at the bottom of OTB layer obnained trom the redial and ‘angeniia! stresses calculated at twa radial distances ‘0° and 155 mm is taken for estimating the cumulative Taligue damage. For example, far a single anle of 180 KN, for the iadial distance af '0' mm, tangential stress and rad al stresses are 0.5436 MPa and 0.496 MPa respeclively. The corresponding stresses for 156 mm radial distance aro 0.6996 MPa and 0.5367 MPa respectively. Hence, 2 valua of 0.6995 MPa (0.70 MP2) has been considurad as shown ia the table above, (b) Cumulative fatigue damage analysis far Tandem Axies “Tandem Axie| Expected | Tensile | Stress Ratio | Fatigue Lite | Fatigue Ie Load (kN) Singlo Axio | Stress at the jo! M,.) (N) Consumed Repetitions bottom of (oN) {n) =Tandem | GTB; (MPa) axles X2 400 40000K) 078 2.286405 176 380 480000 070 050 5 20E+08 oa7 360 ap0000 087 043 957EXS 050 sav 470000 on oas | 2a2E+06 0.22 320 450000 0.80 043 3.806406 one 30 950000 0,56 049 asecvos | ot 280 300000 Oss 038 1.56E+07 0.06 260 (2870000 0.49 O35 3.46E+07 0.08 zo | 2500000 0.46 any 830E+07 0.04 2a) 2870000 0.42 04D 1.40E+08 0.02 200 2000008 030 028 254408 | 001 180 i 1600000 0.35 | 9250 5.64E+08 0.00 170 6400000 oat 022 1.256109 oat ——Gurrulative Fatigue Damage in GTB cua to Tandem Axles =[ 3.79 741RO37.2018 ) ‘Cumulative fatigue damage analyele for Tridem Axles Tridem Axe Expeated | Tensile | Stress Ratio. Fatigue Life | Fatigue life Load (kN) Single axle | Stress abthe | (c/M,,,) tN) Consumed Rapetiions | bottom ot a) {hy = Iridem | CTB 0, (MPa) axles X3 600 108000 o7a on 2286-05 oas 570 120000 070 0.50 526605 023 540 420000 087 048 B.S7E+o8 3 s10 4135000 on | ous 24206 06 aso) 428000 060 043 86406 ana 450 90000 056 040 | asar+o0 os 420 goose | ase 0.38 1.S6E+07 oz 390 90000 asg 0.36 3465107 ons 60 son000 0.46 933 620E+07 oot 320 e25000 0.2 a30 1.406408 ont ee oxe | asazoe | oxo | aro sa0000 os 025 S8ae+08 ono | 288 2460000 ost oz | 1abeWe a0 Cumulative Fatigue Damage in CTE clue to Tide Alas = 1.08 Itean be seen that the total fatigue damage dusto single, tandem and tiger exes ie 0.48 +3.73 +402 = 5 28> 1.0, Hence, the pavement is unsafe and cemented layer will crack prem alyrely, Itcan also ve notices nat the Tencem axle Welghing 400 kN causes maxirrum tatigue damage followed by Tandem axls of 380 KN. This highlights the importance of contoling overloading. it ‘can be vertfied that the CFO-wili te jess than 1.0 f the thickness of the CTB layer is inveased from 120 to 160 men, mBIRC:a7-2078 Checking the GTB for construction tratic i) Assume that the gross weight of a three-awe dumper (rear tandem end Iron single] is 220 kN ii) Assume that tha load an the fear tandem axle is 240 &N and that on the front steering axie 880 KN {li} Assume the T-oay nexural strengtn of GTE material io be 7.0 MPa febout 70 % of the flexural sirongth of 1.4 MPay (iv) _Aeguine that there willbe 70 dumper trips for lay ng 2.0 km of 100 mm thick ane lane wide grenular crack relief layer (¥) Allowable fleeural stress for 70 X 2= 140 tepetiions of a singlo aice of 120 kN (24002) from Bquatton 3.8 = 4.785 MPa. (vik thon be vertigg tnat a GTE layer mickness of 160 wim (for the other pavement data giver in this exampla) will be required, Analysing this a5 @ Three-layer system with CTB (460 mm), CTSB (250 mm) and subgrade, La maximum tensile stress at the ballom of CTE layer de to 7120 IN single axda warks our to 0.767 MPa wp Design of Situminous Pavement with Reclaimed Asphalt Pavement (RAP) vaterial treated! with Foamed Bltumen/Bluren Emulsion and Cemented Sub.bace Problem: Design bituminous pavement with RAP material stabilised using foam bitumen as base material and a CTSB for the subgrade and Waffie data given exemple |l2. Solution: (0. Design vate = 194 msa (i) Consider a Vial pavernent combination of 100. mm thick bitumineus layer. foam bitumen stabilised RAP base of 180 mm thickness and CTSE of 250 mm thickness {il Elastic: madull 2000 MPa For bituminous layes" 800 MPa tor stabiisest Rap layer, 600 [MPa for CTSB, 62 MP3 for suograde tfrom example 11.21 (iv) Polscon sat for all tha tgyore oxonpt CTSA = 0.35, Far CTSE It ic 0.25. (4) Allowable subgrade vertical compressive stain {for 90% veliabiliy, 131 msa traffic) =0 000301 (vi) Allowable horizontal tansiie strain (90 % reliability, 3000 MPE mx modulus, mix design parametars of 3% air void content and 11 5% affective bitumen voLime) D,c001 =o (VI Compurea vertics! subgrade strain = 0.000148 < 0.000307. Hance, OK 76IRC:37-2018 (vil) Computed horzonte! tensile strain in biturinous layer = 0,0001042 < 0.000150. Hence, OK 6 Worked out Design Example: Long-life Pavement For design trafic of 309 mos or more, a long-life pavement, also termed as perpetual pavement, fe revommonded. iFtha tone strain caused by the traficin the bituminous layer is bess than 70 microstrains (80 pe al 96°C) 28 pe! lasts conducted in laboratories at 20°C in US, the endurance limit of the material, he bituminous laver never cracks (Asohatt institute, MS~4, 7eckticn 2007). Similarly, if the vertical subgrade strain is less than 200 microstrain, rutting in subgrade wil be negligible. Fora paverert iemperatura of 36¢, tha endurance limit is about Bue Design of euch a pavements ilustrated hare. Design 2 long-life pavement for the following data for a 7% effective subgrade: ‘Solution 4: Consider 2 conventional pavement option with granular base and sub-base with 200 mm GSB and 250 mm granular base (\WéMM}. Consider a trial bituminous layar of 310 mm theknoss Alonebie subgrade: strain = 200 pe. Allowable tenis erin in tha bitumineus ‘ayer = 80 ys (for 95°C, Modiulus of the Bituminous ayer = 3000 MPs (VG40 Bitumen}, Elsetle Modulus of eubgradlo = 62 MPa (corroeponding to CBR of 7 %). Granular layer modulus = 0 21450tB2 = 184 MPA ‘The computed strain in the biuminous layer 8 8U He 80 Ye and the vertical suberads stralnic. obtained as 0.000183 < 200 us. (The analysis is done by |/TPAVE software) Solution 2: Gonaider a CTSElayer e301) menthickness, WWMM layer of 150 mand s bituminous layer tnicknese of 250. mm Elastic moduli of layers are: 3000 MPa for bituminous layer, 350 MPa for granular layer (crushed aggregate} over (CTSB}, 800 MPa for GTSE ard 62 MPa for subgrade Tre computed stain in the bluminous layer ig 80 ye = BO ps and the vertical subarade strain is obtained ae 0.000157 < 200 ye ‘Solution 3: Use of high Modulus binder ‘Consider 2 thickness af 130 mm for the high modulus mix Modulus of Bituminous layer = 5500 MPa, WM = 150 min af modulus 350 MPa (crushed rock), CTSB of 200 mm thickness of modulus 600 MPa ‘The computed strain in the bituminous layer Is 76 ue < 60 Le and the vertical subgrade strata is obtained as 0.000172 < 200 peIRG:37-2018 Gomparison with @ Conventional desiga for 150 msa Consider the same CER = 7% WWMM = 260 mn. GSB=250 mm Consider 2 Bituminous layar of 200 mm with VG40 and medulus 3000 MPs, Granuiar yer modulus = 208 MPS (Computes toneils strain in Bituminous layar = 136 pe +145 we artical subgrade strain is 224 pe <282 ue Table belour shows tha comparizen of longelte pavement designs with conventional navemant dooign Salution i Long life | Solution 2 Long life | Solution $ Leng lite | Conventional Fora pavement paverient pavement design lite of 150 mm Bituminous layer = [Bituminous leyer= Situmincus layer= | Bituminous layer = stommwthvGao {250 mnwih V4 130mm with hard) 200 nn wm G40 are waniz2somm— |Weti= 150mm |wwuMt= 750mm ww =250mm | GS8 = 200mm €TSS= 300mm — |CTSB= 300mm GBB = 260mm 4 ong lite pavement with WMM and GSB needs 310 mm of bituminous layer with WG40 ‘binder while that wth Comant Treated su-bese needs 250 mmf biturinous layer. 190 mim thickness is needed for the high modulus mix while 209 mm of bituminous layer is nasced for 150 msa which may be attained in 19 to 20 years of Iie or even earlinr. Ikan be S86" that solution 3 can bo most ecanomical, Praciilionars of pavement design should examine vyerious options far pavement design discussed abave for the efficient use of materials for a long Ie pavement. Low strength cementitious GSB permits use of marginal aggregates uch as natura! river gravels. wr ‘Stage Construction In this type of construction, thickness of the WIM and GSB I. providad for the full cesign period and the thicknass of the bituminous layer is then determined fora shorter design petiod, Consider a design period of ten years for the example ~1 Design trettic = 48,9 mss forten years [131 msa for 20 years) Thepavement shatinotbeallowed to bo damaged 10 an extent cf 50% only oo that evetlay will be efecive in extending *he Iie til the design peried. Cumulative Fatgue Damage = 060, hence the paverment shall be designed {or 46 910.6078 mse Ionly 40.9 msa is selected for the pavement dacign, tha paverant may suffer siruclural damage in the form of Ul depth cracking and peiiodical maintenance such as patching, crack sealing ond micro-curfacing will not prevent bottam un crack because ot short 18\ROa7-2o18 ANNEX-IIL EXAMPLE CALCULATIONS FOR SELECTED PAVEMENT COMPOSITIONS. ‘This section presents examples of the celoulazons and design outputs of IITRAVE in a tabular form. The examples are presanied for 10% effective subgrade CBR ease for the all the six pavement compesition types end far six iavels of design traffic for which thickness catalogues ale given in section 12 of the guidelines. ‘The folowing design inputs are considered for the pavement analysis, it may be noted that these calculations are presented only to illustrate the design procedure. The designers are encouraged 10 salect appropriate inpu's depending on the “yre of highway, cesion trafic ard other considerations, Reliability: 20% for §. 10, 20 msa and 90% for 20, 40, 50 msa 2, Biumen type: VG80 for 5, 10, 20 msa and VG4O for 30, 40, 5D ns@ 3. Resilient madulus of bituminous layer 2000 MPa for V30 mix are) 3000 Pa tor vG40 mix Elastic medLlus of CTB: 6000 MPa 5. Elastic medUlus of CTSB: 600 MP2 Elastic modulus of RAP/aggregate stablised with emulsion or foam bitumen’ 800 MPa. 7. Elastic modulus of granuiar layer (WAIM) over CTS: 350 Pa (crushed rock} |. Effective Elast.s modulus of sudgmade (using Equation 6.2): 77 MPE 9. Poisson's ratio: 0.25 for GTB and CTSB and 0.35 for all other layers 10. ‘The mx volumetric parameiers assumed for estimation of the fatigue life are iver in the tables 1. The valuoe of RF factor usid in Equation 2.5 are taken as 2 for design traffic less than 10 wse and as 4 fordesign baffle of 10 msa or more ‘Somo of he thicknesses (eepecially those of bituminous layers) given inthe thickness templates in Section 12 of the guidelines and in the following tables have been selectsd baved on tha imirimum thidkness: mquiemont of bituminous layer for payaments with CTE base. If only one bituminous layer is provided, the minimum thickness of the bituminaus layer has been provided as 40 rm, The “* aopearing uncer the biturninous layer fatigue life column indieata that the computed horizontal stran at the bottom of the bituminous fayor ‘= ‘compressive’ and thus fatigue performance need notbe chacked. 80IRC:37-2018 Table Il Calculations for Pavement with Bituminove Surface Course with Granular Base and ‘Sub-baze (Etfeotiva Subgrads GBR = 10%1 ‘ MixPeramcicr | Compued Swaine og |g Re Be ye | ge ee Ze a: | 23 esi | BE gE | aianatr az te | #2 Tate | 2 ayer | | = 3 gas EE) EE fla E|monm| =] 2 ¢ | F8E Eos Se | oF (reg | BE 83) wm) | >| ot EB2 £28 a3 | Ps gr | at we 3 | 3: g le Ie é 2 = [eS 3 | a | a0 ae [as|ts s2|emcoa ameu, ww | 46 so | a | 40 mo [aa[tes wi2larseos ame] a | #7 ee ee Ce O 425 | 489. 2b 36] 11.6 2.95 201.64 | 3.00804 an 16 ao 46 | 450 | zi [os a5 [a0 sereos|zeco| a) | a7 wos [aso | za [so ms [2ss 17800] evens] | 167 ‘Table II2 Galeulations tor Pavement with Bituminous Surtace Course with CTSB, CTE and Granular Crack Relief Layer (Effective Sung race CHR = 10%} Layers Thiet eee al a ae hed ] - [£225 | a |s B de de gale g eigie fe fe # [Bada ayn Sy ale a |% # |23\23 : |E E 2 a2 é = 40 [100] 100 200 {.tec04 |. 196:05 596-04 sone | 202 | te | 19 40] toe] 100 200 4.486-04 |8.795-05 |3:32e-08] 1056 22 | 18 anse-08 37223 20 so} oe |-10 200 vareaa so joa} ane] 100 200 tae 2ave-on 199 | aa 4» 10} aue] 100 209) ysue01|Suzeup|20ze-o8 tno | 283 | 238 so tno} 490] 19 200 1926-04 | 5006-05 |2526-08 160 783 81IRC:37-2018 “Table .3 Galeulations tor Bituminous Surface Course with C7SB, CTR sid SAMI (Elfoctve Subgrade BR = 10%} FTEs rarnww| conpmtamne § 2 |Z | — | |e g 3,|/2F tap] § 2 32/33/38 Tratfic| 3 t £ E ze ze ii Zo als i. | és | fs 33/38 | |= 3 oe z = twa [ERE BE S| gh | s5 | 8§ s8/s8)/35 z : a> | 3% selstloe z e 9 |2 | se a B 2 |E |e a 2 jz |e + far ma ao as fire aa[2985 (eve fameor = [aw | to | m wo 200 85] tis 239] 259° | creas [easeae “| ver | 20 wo |e 10 20 se[rre 295] 2888] rascan fansea = | oo | sr Ea T co [ico too om [ss] ive vas] S28 [romeo [aveo = | ae | we 0 [10/125 a as/ ts aas| 186°] roncue faaicoy = acs | ot so [ro|ts a as] vs aae| SES] raccos[aacoe = ae | ot Comp: the hovirontol strain ia eampronah= Tabla lid Calculations far Pavemant with Bituminous Surface Coursa with CTSB and Emulsion! Foam Bitumen Stabiliced RAPWirgin Aggregate (Effective Subgrade CBR 10%} Layer Thicket px paremetere | Computed rine g re Mix Pprgmatere Computed 5 a fom) ee Z Design | | te atte | E E | 32 iE aig = | fas z ring | 2 2\2le| 2 BEE 2: {rvset if z 6S 3°) 8 | BEE 22 3 | |B #3 ai 5 | < 6 | 40 100 200 | 46 106 110) sase05 | o25E Oa a qo) 40109” 200 | 48108) 112) 243608 | 5.25E.04 3m x | 4a a) 20 | 45 105) 112 | aeaeos | 5 zse08 3t 30 100 400 00 | as) 445] 235 | ies | a raed a3 40 100 409 eo | 3G 496 | 296 | Ed | a 74E 04 Me sa | tes 109-200 [3515296 060 | 904-08 Bi 2IRCaz-2018 Tobla I Galculations for Pavernent with Bituminous Surtace Course with GSB, CTB end Gremuler Greck Relief Layer (EHoctive Suberade CBR = 10%) Layer Thickness in! Mix e le |e pe cotes Gommuinssions gla |e 4 73 |3 aa * é i g 2glesl25 Desion| § E. fgtzy Trathe | BS 5 e (bse et 3 Baia 5 2. \egaule 2)a|a/ah2Z\£ Be be gies: wos) Z/2/2/8le” 2/8 c| SE f £9/2% 25) BT /e (FE oo] st ae oa |sAjer se 2 a° is |e |g) a ib Z Roa lg iar z 2 i: g & a ee an 100/135 290 187/53 |insfzas)rsreo8| ooeros zorE04 sue! 8) 6 a0 100 145 200 *ar/4a 145)ea5| lerEO SecHEOS 249601 seu you! 10 v9 a6 196 465200 197] 4.5 11,512.95] 1.85604] Ae4Eo8 |Z anroa| srs q4e4 25 3a 1an|1c0 180]200 | 187 85/115 249] 1296-04] rane-ns | 207E-04 40109] 100) 188]200|167/a5 |ras|zas| 1 2ana4| 7.14808 |2 ore 04] 178 x08 49 50 | 109/100) 1801 z00]sa7] 35 [15 \2a5 12e08| eaco5 | 1ene-04| 179] c19, 66 Table Il6 Galeulations for Pavement with Bituminous Surtace Course with TSB and WMM Layer (EMactive Subgrade CBR = 10%) Layer Thickness in | iy oaramoters Computed Strains. z | (erm) Be | BE i g2| 22 besign es | es Trafic ow < ef | 25 at Se 2/32) Be | fhe | 56! 58 (may FESR 2) 2) & c 26 BEE ge Pe ES Blo] + 3 dhe 28 2: & | # 6) fF Fs 49 | ts 2c 45 198 112 183-04 asneoa] of | 30 3IRC37-2018 = Layer Thickness in on} Mix Parameters | Computed Strains x i 5 z | [ee | (22/35 | Design a3 |e ate | a | oe | PE] 25 aftla slel@),| fe | fel te] oy mo [Eee EB) E)& o| SE | Bee | 38] 22 ees Si x| 3 & | BES 87/24 a ag |Gh)es | z| * | a0 | #50] 200 45 | 1ns| 112) 2ereod | stseos 41 | a8 2» 9 [x zoo 55 | 115) 298] 1946-04 | saeoa) 38 | ag ao | oe | 1a0] 2m 55/115] 295] e964 | arto) vo | 50 earch } so | 110 150 }2n0| 36 115 | 238) a7aE04 | a4seo4| $6 | 70(The Official nmeadments to this document would be published by the TRC im its periodical, ‘Indian Highways’ which shall be considered as effective and as part of the Code/Guidelines/Manual, ete. fram the wate specified therein)