For computing the stresses, strains and deflections, the pavement has been considered in

these
guidelines as a linear elastic layered system. IITPAVE software, developed for analysis of
linear
elastic layered systems, has been used in these guidelines for analysis and design of
pavements.
Details of the IITPAVE software, which is supplied with this document, are given in Annex-
I. As
mentioned previously in these guidelines, the vertical compressive strain on top of subgrade
and
the horizontal tensile strain at the bottom of the bituminous layer are considered to be the
critical
mechanistic parameters which need to be controlled for ensuring satisfactory performance of
flexible pavements in terms of subgrade rutting and bottom-up cracking of bituminous layers.
Similarly, the horizontal tensile stress and horizontal tensile strain at the bottom of the CTB
layer
are considered to be critical for the performance of the CTB bases. Figs. 3.1 to 3.6 show
different
flexible pavement compositions for which the locations at which different critical
mechanistic
parameters should be calculated are shown. The critical locations are indicated as dots in the
figure. Table 3.1 presents the standard conditions recommended in these guidelines for the
pavement analysis.
Theoretical calculations suggest that the tensile strain near the surface close to the edge of the
wheel can be sufficiently large to initiate longitudinal surface cracking followed by transverse
cracking much before the flexural cracking of the bottom layer occurs, if the mix tensile
strength
is not adequate at higher temperatures[13] [14]. For computing the stresses, strains and
deflections, the pavement has been considered in these
guidelines as a linear elastic layered system. IITPAVE software, developed for analysis of
linear
elastic layered systems, has been used in these guidelines for analysis and design of
pavements.
Details of the IITPAVE software, which is supplied with this document, are given in Annex-
I. As
mentioned previously in these guidelines, the vertical compressive strain on top of subgrade
and
the horizontal tensile strain at the bottom of the bituminous layer are considered to be the
critical
mechanistic parameters which need to be controlled for ensuring satisfactory performance of
flexible pavements in terms of subgrade rutting and bottom-up cracking of bituminous layers.
Similarly, the horizontal tensile stress and horizontal tensile strain at the bottom of the CTB
layer
are considered to be critical for the performance of the CTB bases. Figs. 3.1 to 3.6 show
different
flexible pavement compositions for which the locations at which different critical
mechanistic
parameters should be calculated are shown. The critical locations are indicated as dots in the
figure. Table 3.1 presents the standard conditions recommended in these guidelines for the
pavement analysis.
Theoretical calculations suggest that the tensile strain near the surface close to the edge of the
wheel can be sufficiently large to initiate longitudinal surface cracking followed by transverse
cracking much before the flexural cracking of the bottom layer occurs, if the mix tensile
strength
is not adequate at higher temperatures[13] [14]. For computing the stresses, strains and
deflections, the pavement has been considered in these
guidelines as a linear elastic layered system. IITPAVE software, developed for analysis of
linear
elastic layered systems, has been used in these guidelines for analysis and design of
pavements.
Details of the IITPAVE software, which is supplied with this document, are given in Annex-
I. As
mentioned previously in these guidelines, the vertical compressive strain on top of subgrade
and
the horizontal tensile strain at the bottom of the bituminous layer are considered to be the
critical
mechanistic parameters which need to be controlled for ensuring satisfactory performance of
flexible pavements in terms of subgrade rutting and bottom-up cracking of bituminous layers.
Similarly, the horizontal tensile stress and horizontal tensile strain at the bottom of the CTB
layer
are considered to be critical for the performance of the CTB bases. Figs. 3.1 to 3.6 show
different
flexible pavement compositions for which the locations at which different critical
mechanistic
parameters should be calculated are shown. The critical locations are indicated as dots in the
figure. Table 3.1 presents the standard conditions recommended in these guidelines for the
pavement analysis.
Theoretical calculations suggest that the tensile strain near the surface close to the edge of the
wheel can be sufficiently large to initiate longitudinal surface cracking followed by transverse
cracking much before the flexural cracking of the bottom layer occurs, if the mix tensile
strength
is not adequate at higher temperatures[13] [14]. For computing the stresses, strains and
deflections, the pavement has been considered in these
guidelines as a linear elastic layered system. IITPAVE software, developed for analysis of
linear
elastic layered systems, has been used in these guidelines for analysis and design of
pavements.
Details of the IITPAVE software, which is supplied with this document, are given in Annex-
I. As
mentioned previously in these guidelines, the vertical compressive strain on top of subgrade
and
the horizontal tensile strain at the bottom of the bituminous layer are considered to be the
critical
mechanistic parameters which need to be controlled for ensuring satisfactory performance of
flexible pavements in terms of subgrade rutting and bottom-up cracking of bituminous layers.
Similarly, the horizontal tensile stress and horizontal tensile strain at the bottom of the CTB
layer
are considered to be critical for the performance of the CTB bases. Figs. 3.1 to 3.6 show
different
flexible pavement compositions for which the locations at which different critical
mechanistic
parameters should be calculated are shown. The critical locations are indicated as dots in the
figure. Table 3.1 presents the standard conditions recommended in these guidelines for the
pavement analysis.
Theoretical calculations suggest that the tensile strain near the surface close to the edge of the
wheel can be sufficiently large to initiate longitudinal surface cracking followed by transverse
cracking much before the flexural cracking of the bottom layer occurs, if the mix tensile
strength
is not adequate at higher temperatures[13] [14]. For computing the stresses, strains and
deflections, the pavement has been considered in these
guidelines as a linear elastic layered system. IITPAVE software, developed for analysis of
linear
elastic layered systems, has been used in these guidelines for analysis and design of
pavements.
Details of the IITPAVE software, which is supplied with this document, are given in Annex-
I. As
mentioned previously in these guidelines, the vertical compressive strain on top of subgrade
and
the horizontal tensile strain at the bottom of the bituminous layer are considered to be the
critical
mechanistic parameters which need to be controlled for ensuring satisfactory performance of
flexible pavements in terms of subgrade rutting and bottom-up cracking of bituminous layers.
Similarly, the horizontal tensile stress and horizontal tensile strain at the bottom of the CTB
layer
are considered to be critical for the performance of the CTB bases. Figs. 3.1 to 3.6 show
different
flexible pavement compositions for which the locations at which different critical
mechanistic
parameters should be calculated are shown. The critical locations are indicated as dots in the
figure. Table 3.1 presents the standard conditions recommended in these guidelines for the
pavement analysis.
Theoretical calculations suggest that the tensile strain near the surface close to the edge of the
wheel can be sufficiently large to initiate longitudinal surface cracking followed by transverse
cracking much before the flexural cracking of the bottom layer occurs, if the mix tensile
strength
is not adequate at higher temperatures[13] [14].