Pavement - Flexible

IRC:37, RAP, Surface Dressing, IRC:SP:72

 Flexible Pavement (IRC:37)
• Mechanistic – Empirical design
approach
• Linear elastic layered theory
• Subgrade assumed to be semi-elastic
• Upper layers assumed to be finite in
thickness and infinite in horizontal

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 Failure Conditions
• Flexible in nature
• Deform under load
• Load transfer – Grain to Grain
• Failure Conditions
• Subgrade rutting due to vertical
compressive strain on its top
• Bottom-up cracking due to tensile strain
at the bottom of bituminous surface
• Failure Conditions
• Tensile stress and strain at the bottom
of CTB (fatigue cracking)
• Rutting of bituminous layer due to
accumulated plastic deformation
• Higher temperatures – Plastic
deformation / Age hardening
• Moisture damage / fatigue cracking
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 Failure Conditions
• Requirements to have –
• Fatigue cracking and moisture damage resistant mixes for the bottom bituminous layer
• Rut and moisture damage resistant bituminous mixes for the intermediate (binder)
bituminous layer
• Rut, moisture damage, fatigue cracking and age resistant surface course
• Drainage layer for removal of excess moisture from the interior of the pavement

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Performance Criteria for Pavement

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 Reliability
• 90% reliability – Expressways, National Highways, State Highways, Urban
roads
• Other category of roads – 90% reliability for design traffic of 20 msa or
more; 80% reliability foir design traffic less than 20 msa

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 Design Considerations
• Design period
• Traffic
• Type of road
• Effective CBR
• Rut resistant surface layers
• Fatigue resistant bottom bituminous layer
• Stabilized base and sub-base layers
• Drainage layer
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 Traffic Information
• Initial traffic after construction – CVPD (i.e. commercial vehicles having the
laden weight of 3 tonnes or more)
• Design life in years
• Growth Rate – Percent
• Spectrum of axle loads
• Vehicle Damage Factor – VDF
• Distribution of CV over the carriageway
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 Design Traffic
• Growth Rate – For CV, if not available use minimum 5%
• Design Life – NH/SH/Urban roads 20 years; Expressway/High-density roads (>300 msa)
30 years or as a long life pavement; Other category of roads 15 years
• Design traffic for stage-1 construction: 1.67 times of the estimated design traffic for stage-1
• This allows full thickness composition of granular layers as these layers cannot be replaced
or increased in thickness after construction. Only change that can come is in bituminous
layers and their thicknesses
• It also allows 40% remaining life in bituminous layers and hence periodic maintenance
becomes easier. Otherwise layer will loose structural capacity.

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Load Transformation
• Single Tandem axle = 2 repetitions of single axle carrying 50% of tandem
axle load
• Single Tridem axle – 3 repetitions of single axle carrying one-third the weight
of tridem axle
• Axles separated by a distance of 1.30 m or more do not have a significant
overlapping of stresses

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 Design Traffic
• Distribution of CV over the Carriageway: Lateral placement
• Single lane road – Total CV in both direction
• Intermediate lane width road – 75% of Summed CV in two directions
• Two-Lane Two-way single carriageway road – 50% of Total CV in both direction
• Four-lane single carriageway road – 40% of Total CV in both directions
• Dual carriageway roads – 75% of Total CV in each direction for dual two-lane
carriageway; 60% for dual three-lane carriageway and 45% for dual four-lane
carriageway
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Design Traffic
• Vehicle Damage Factor (VDF)
• Converts CV of different axle load to number of repetition of standard axle load
• Standard axle load:
• 65 kN for single axle with single wheel on either side
• 80 kN for single axle with dual wheel on either side
• 148 kN for tandem axle with dual wheel on either side
• 224 kN for tridem axle with dual wheel on either side
4
𝑎𝑥𝑙𝑒 𝑙𝑜𝑎𝑑 𝑖𝑛 𝑘𝑁
• Formula: 𝑇𝑦𝑝𝑒 𝑜𝑓 𝑎𝑥𝑙𝑒 𝑙𝑜𝑎𝑑 =
𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑 𝑎𝑥𝑙𝑒 𝑙𝑜𝑎𝑑 𝑏𝑦 𝑡𝑦𝑝𝑒
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 Design Traffic
• VDF: Terrain
Initial CVPD
Plain / Rolling Hilly
0 – 150 1.7 0.6
150 – 1500 3.9 1.7
More than 1500 5.0 2.8

• Sample size for axle load spectrum – Minimum 24 hours each direction
• Total CVD < 3000 – 20%; 3000 – 6000 – 15% (min 600); > 6000 – 10% (Min 900)
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 Design Traffic
• Cumulative Numbers of standard axles during design life
1+𝑟 𝑛 −1
• 𝑁 = 365 × 𝐴 × 𝐷 × 𝐹 𝑟
• Where,
• A = Initial CVPD in year of completion of construction = Ao * (1+r)x
• D = Lateral distribution factor
• F = Vehicle Damage factor
• n = design life in years
• r = annual growth rate of CV
• x = years of construction

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 Example
• Four lane divided carriageway; two-way initial traffic in the year of completion of
construction = 5000 cvpd; traffic growth rate per annum = 6.5%; design life of
pavement = 20 years; vehicle type = tandem axle trucks with front axle load 80kN
(single wheels) and rear axle load 180kN (dual wheels). Calculate cumulative number
of standard axles.
• VDF = (80/65)4 + (180/148)4 = 2.29 + 2.18 = 4.47
• Lateral distribution factor = 0.75
• Initial traffic per direction = 2500 cvpd
• Number of standard axles = 118772686 or 118.77 msa
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 Subgrade
• 500 mm below the pavement crust or layers
• Compaction – Minimum 97% of MDD with OMC
• Worst filed moisture condition is simulated by soaking the specimen for 4 days
• Minimum effective CBR 5% for road with traffic 450 CVD or higher (two-way)
• Relation with Dynamic Cone Penetrometer (60o cone)
• Log10 CBR = 2.465-1.12log10 N; N = mm/blow
• 6 to 8 CBR specimens per soil. Design CBR is 90th percentile of CBRs for high category
roads and for other roads 80th percentile if design traffic is < 20 msa and 90th percentile if it
is 20 msa or more

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 Subgrade
• Consider moisture variation in field condition for tests if available
• If rainfall is less than 1000 mm then soaked sample will result in underestimates
• Relation between resilient modulus (MRS) and CBR
• MRS = 10.0 * CBR for CBR <= 5%
• MRS = 17.6 * CBR0.64 for CBR > 5%
• Poisson’s ratio for subgrade soil is 0.35
• For design MRS is limited to maximum 100 MPa
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 Subgrade – Effective CBR
• Effective CBR
• Used if there is a substantial difference between CBR of material used in two layers of
subgrade soil or between subgrade soil and embankment on which it rests.
• Procedure to be followed:
• For single wheel load 40 kN, contact pressure (p) 0.56 MPa, 500 mm subgrade thickness, 2/3
layer system, poisson’s ratio 0.35 (µ), deflection is calculated using IITPAVE software
2 1−µ2 𝑝𝑎
• MRS = 
is used to calculate MRS of equivalent single layer
• Relation of MRS and CBR is used to calculate effective CBR

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IITPAVE Analysis Software
 Example
• For example, if CBR of prepared subgrade = 8%; CBR of borrowed soil =
15%; then
• Modulus of prepared existing soil = 17.6* (8)0.64 = 66.6 MPa
• Modulus of borrowed material = 17.6* (15)0.64 = 99.6 MPa
• IITPAVE: Estimate the maximum surface deflection using single wheel load
40000 N, contact pressure of 0.56 MPa, thickness 500 mm and Poisson’s
ratio 0.35 for two layer system at zero depth and zero radial distance
Max Deflection = 1.619 mm
MRS = [2*(1-(0.35)2)*0.56*150.8]/1.619]= 91.54 Mpa
 Example
• CBR of soil in upper 500 mm of embankment = 8%; CBR of borrowed soil used for
preparing 500 mm subgrade = 20%. Calculate effective subgrade modulus and CBR.
• Elastic modulus of embankment soil = 66.6 MPa
• Elastic modulus of borrowed soil = 119.7 MPa
• IITPAVE: 2 layer system, thickness 500 mm, E 119.7 and 66.6 MPa, Poisson’s Ratio = 0.35, contact
pressure 0.56 MPa, zero depth and zero radial distance
• Surface deflection = 1.41 mm; Modulus of single layer = 105.10 MPa
• Limiting value of effective modulus = 100 MPa
• Corresponding value of CBR = 15.1%

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 Subgrade Rutting Criteria
• Subgrade rutting affects serviceability – As it transmits upwards
• Limiting value for rut – 20 mm
• Rutting life defined as equivalent number of standard axle load (80 kN) repetitions that can
be served by the pavement, before the critical average rut depth of 20 mm or more occurs
• NR = 4.1656 x 10-08[1/εv]4.5337 (80 percent reliability)
• NR = 1.41x 10-8x [1/εv]4.5337 (90 percent reliability)
• Where,
• NR = Rutting life as Number of cumulative standard axles, and
• εv= Vertical compressive strain at the top of subgrade
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 Subgrade Rutting Criteria
• Standard axle load – 80 kN
• Single axle with dual wheels
• Wheel load – 20 kN
• Centre to centre spacing of dual wheels – 310 mm
• Tyre contact area – circular
• Vertical contact stress – 0.56 MPa (0.80 MPa for CTB fatigue damage analysis)
• Material assumed to be isotropic
• Layer interface assumed to be fully bound
• NR shall not be less than design standard axles or design traffic
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 Example
• Pavement composition – 80 mm bituminous, 400 mm granular; effective
CBR of subgrade 10%; design traffic 10 msa; compressive subgrade strain
0.000407 as per IITPAVE. Check adequacy of subgrade.
• Considering 90% reliability, number of standard axles (80 kN) or subgrade rutting life
= 33.13 msa > 10 msa Hence safe
• OR
• For 10 msa the vertical subgrade compressive strain = 0.00053 > 0.000407
• Hence safe
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 Sub-Base Layer
• Un-Bound Layer - Natural sand, moorum, gravel, laterite, kankar, brick metal, crushed stone, crushed slag
• Bound Layer – Soil, aggregate, soil-aggregate mix, stabilisers cement/lime/flyash
• Liquid Limit not greater than 25; Plasticity index not more than 6
• Fines passing 0.075 mm less than 2%; Loss Angeles Abrasion value less than 40 for working as drainage layer
• Constructed in TWO layers – Lower layer as filter or separation layer (GSB Grade I, II, V, VI) and upper
layer as drainage layer (GSB Grade III and IV)
• If GSB thickness is <= 200 mm then both layers cannot be provided. In such a case drainage-cum-filter
layer is provided with Grade V or VI.
• GSB is laid in full width of embankment. In case of median it is laid below it with non-woven geo-synthetic
on top so that no fines from median passes to GSB and choke it.

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 Sub-Base Layer
• Minimum thickness of GSB layer
• 100 mm for both the layers
• 150 mm if one layer (as filter-cum-drainage layer)
• 2.5 times the nominal maximum size of aggregates, minimum 100 mm
• Adequate enough not to cause rutting in subgrade for given design traffic (msa) or
10000 standard axle repetitions whichever is more
• Analyse for maximum subgrade vertical compressive strain (using 20 kN wheel load,
0.56 MPa contact pressure for dual layer (subgrade and GSB) using IITPAVE un till the
thickness is such that computed strain is lower than limiting strain as per equations.
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 Sub-Base Layer
• Resilient modulus (MR) for granular layers (one layer system)
• MRgsb = 0.2 h0.45 * MRsupport
• Where, h = thickness of granular layer in mm
• If GSB is treated or stabilised then both Sub-base and Base has to be
considered separate
• Poisson’s ratio is taken as 0.35

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 Sub-Base Layer
• CTSB Layer
• Recommended gradation is Grading IV
• Minimum thickness is 200 mm; cured for minimum 3 days. 7 days if strength is not achieved
• Elastic Modulus E of bound sub-bases:
• Ecgsb = 1000 * UCS (range 2000 to 6000 MPa) (7-day UCS 1.5 to 3.0 MPa)
• Where, UCS = 28 day strength of the cementitious granular material
• Poisson’s ratio for CTSB is taken as 0.25
• Resilient modulus of 400 - 600 MPa for CTSB layer (0.75-1.5 / 1.5-3.0 MPa)

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 Example
• Effective CBR of subgrade = 5%; Construction site; 200 dumpers required to construct 2 km
single lane base layer over GSB; tandem axle load 240 kN and front axle load 80 kN; Design
thickness of GSB
• Resilient modulus of subgrade soil = 50 MPa
• Assuming thickness of GSB as 150 mm. Resilient modulus of GSB = 95 MPa
• VDF of dumper = ((240*0.5)/80)4 + (80/65)4 = 12.41
• Traffic estimate = 200 × 12.41 = 2483; Minimum for design is 10000 standard axles
• Allowable vertical subgrade strain = 0.002433 (from equation)
• IITPAVE: computed vertical subgrade strain for 2 layer system, 0.35 Poisson’s ratio, 50 MPa, and 95 MPa, 150
mm thickness, 20 kN wheel load, 0.56 MPa tyre pressure = 0.004324 > Allowable
• Hence not safe, Change thickness and do computations again
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 Base Layer - Unbound
• Base layer may consist of wet mix macadam, water bound macadam, crusher
run macadam, reclaimed concrete etc.
• Resilient modulus of the granular base and sub-base (combined) is calculated
using the equation given in Sub-base analysis. Thickness is taken as combined
thickness of the two layers and MRSupport is for subgrade
• Poisson's ratio of granular bases and sub-bases is recommended as 0.35
• Resilient modulus of base layer placed on CTSB layer – 300 MPa; on natural
gravel and crushed rock 350 MPa
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 Base Layer - Bound
• Cemented base layers may consist of aggregates or soils or both stabilized with
chemical stabilizers, to give a minimum strength of 4.5 to 7 MPa in 7/28 days.
• Default values of modulus of rupture are recommended for cementitious bases
(MEPDG) as follows:
• Cementitious stabilized aggregates: 1.40 MPa
• Lime – flyash – soil : 1.05 MPa
• Soil cement: 0.70 MPa
• Poisson's ratio of the cemented layers may be taken as 0.25.
• Thickness of CTB shall not be less than 100 mm
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 Base Layer - Bound
• Crack Relief Layer
• Provided between cementitious base and bituminous layer
• 100 mm thick if of dense graded crushed aggregates (WMM); or can be SAMI i.e.
Stress Absorbing Membrane Interlayer of elastomeric modified binder sprayed on 11.2
mm aggregate gradation
• Resilient modulus 450 MPa
• Poisson’s ration is 0.35

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 Base Layer - Bound
• Bitumen emulsion / Foamed Bitumen treated RAP Base
• 100 mm thick
• Resilient modulus 800 MPa with bitumen emulsion / foamed bitumen
• VG30 used for stabilizing RAP-aggregates
• Poisson’s ration is 0.35

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 Fatigue Analysis - CTB
• CTB – Cementitious Treated Base
113000 12
+191
• Number of standard axles that CTB can sustain 𝑁 = 𝑅𝐹 𝐸0.804
𝑡
• Where,
• RF = Reliability Factor for cementitious material against fatigue (1.0 for EW, NH, SH,
Urban Rds and other category of roads if design traffic is more than 10 msa; other cases
2.0)
• E = Elastic modulus of CTB material (MPa)
• t = tensile strain at the bottom of CTB layer (microstrain)
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 Fatigue Analysis - CTB
• Cumulative Fatigue Damage (CFD) due to different repetitions of axle loads of different
categories and different magnitudes
• CFD = ∑(ni/Nfi)
• Where,
• ni = expected number of repetitions of axle load of class ‘i’
0.972 −
𝑡ൗ
𝑀𝑅𝑢𝑝
• NFi = Fatigue life (maximum repetitions of axle load of class ‘i’; 𝑙𝑜𝑔10 𝑁𝐹𝑖 = 0.0825
• t = tensile stress at the bottom of CTB layer for class ‘i’
• MRup = 28-day flexural strength of CTB
• If CFD = < 1.0 Design is acceptable, otherwise revise pavement section
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 Example
• Computation of Cumulative Fatigue Damage in CTB
• Thickness of layers – 250 mm CTSB, 120 mm CTB, 100 mm Granular crack relief
layer, 100 mm bituminous layer; Effective CBR of subgrade soil 7%; Elastic
modulus – bituminous layer 3000 MPa, granular crack relief layer 450 MPa, CTB
layer 5000 MPa, CTSB 600 MPa; flexural strength of CTB 1.40 Mpa; standard axle
load 80 kN, type pressure 0.80 MPa; centre to centre spacing of wheels 310 mm;
Poisson’s ratio 0.35 for bituminous, crack relief and subgrade and 0.25 for CTSB
and CTB; single axle dual wheel.
• For tensile stress IITPAVE – 5 layers, thickness, Poisson’s ratio as above, 2 point analysis
(radial 0 mm, depth 320 mm) and (radial 155 mm, depth 320 mm), wheel load (=load/4)
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 Example
Axle load Mid point, Expected Tensile Stress ratio Fatigue Fatigue
class, kN kN repetition, stress at life, N Life
n bottom of Consumed,
CTB n/N
185-195 190 70000 0.70 0.50 5.26 × 105 0.13
175-185 180 90000 0.67 0.48 9.57 × 105 0.09
165-175 170 92000 0.63 0.45 2.12 × 106 0.04 CFD
155-165 160 300000 0.60 0.43 3.86 × 106 0.08 = 0.42
< 1.0
145-155 150 280000 0.56 0.40 8.58 × 106 0.03
Safe
135-145 140 650000 0.53 0.38 1.56 × 107 0.04
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 Bituminous Layer
• Surface course and Base or binder course
• Surface course – SMA, GGRB, BC, SDBC, PMC, MSS, Surface dressing
• Base or Binder course – DBM, BM
• Bitumen type – Modified Bitumen, Crumb Rubber Modified bitumen, VG40, VG30
• Expressways, NH, DBM – VG40
• Mastic Asphalt can be used on stressed roads, on roads in high rainfall areas, junctions, etc.
• If thickness of surface course is less than 40 mm then VG30 can also be used, though
VG40 may be more appropriate
• VG10 can be used in snow bound areas
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 Bituminous Layer
Surface Course Base/Binder Course
S No Traffic Level Bitumen
Mix Type Bitumen Type Mix Type
Type
SMA Modified bitumen or VG 40
1. > 50 msa GGRB Crumb rubber modified bitumen DBM VG 40
BC With modified bitumen
SMA Modified Bitumen or VG 40
2. 20 – 50 msa GGRB Crumb rubber modified bitumen DBM VG 40
BC With modified bitumen or VG 40
BC/SDBC/PM VG 40 or
3. < 20 msa C/MSS/SD
VG 40 or VG 30 DBM/BM
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VG4130
 Bituminous Layer
• DBM –
• It may be either Grade 1 or 2.
• If there are two layers it shall be DBM-2 above DBM-1.
• Rich DBM layer helps in reducing moisture damage and bottom-up fatigue.
• Voids filled with bitumen in such rich bottom mix can be maximum 80%
• In case of single layer DBM, air void content of mix shall be taken as 3.5%. In field it shall
be compacted to 4.5% or lower air voids.
• In case of two layer DBM, bottom layer mix shall have air voids as 3.0%. In field the mix
shall be compacted to an air voids of 4.0% or lower
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 Bituminous Layer
• The thickness of layers is as per MORTH. In case CTB is used then the minimum
thickness of base/binder and surface course shall be not less than 100 mm.
• The Poisson’s ratio of bituminous layer depends upon the pavement temperature
and a value of 0.35 is recommended for temperature up to 35°C and value of 0.50
for higher temperatures
• Higher viscosity of bituminous binders will improve both fatigue and rutting
behavior of mixes
• Resilient modulus is measured at 35oC. In snow bound areas it is at 20oC
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Resilient Modulus of Bituminous Mixes

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 Fatigue Criteria – Bituminous Layer
• Fatigue cracking – interconnected cracks
• Fatigue critical or failure condition: 20% or more of the paved surface area is cracked
• Fatigue life – standard load 80 kN repetitions possible before critical condition is reached
• NF= 1.6064 * C * 10-04 * [1/εt]3.89* [1/MRm]0.854 (80 % reliability)
• NF= 0.5161 * C * 10-04 * [1/εt]3.89* [1/MRm]0.854 (90 % reliability)
• Where,
• NF= Fatigue life in number of 80 kN standard axles before 20% cracking,
• εt= Maximum horizontal tensile strain at the bottom of the bottom bituminous layer, and
• MRm= Resilient modulus (MPa) of the mix used in bottom bituminous layer
• NF shall not be less than design standard axles or design traffic

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 Fatigue Criteria – Bituminous Layer
• C = Adjustment factor to account for the effect of variation in volumetric parameters of the bituminous mix
(binder content, air voids)

• Where,
• Va = Per cent volume of air void
• Vb = Per cent volume of effective bitumen in the bituminous mix
• Fatigue life can be enhanced by making bottom bituminous layer richer in bitumen
• This will also make mix moisture damage resistant and reduce aging of the binder
• Asphalt Institute Manual recommends – 2 to 2.5% air voids or less than 4% in-place air voids

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 Example
• Design traffic 131 msa, effective subgrade CBR 7%, percent air voids 3%, effective bitumen
content 11.5%, resilient modulus of bottom bituminous layer 3000 MPa, 90% reliability,
Design pavement layers
• Resilient modulus of subgrade = 62 MPa
• Traffic higher than 50 msa – provide 40 mm surface layer, 70 mm + 80 mm binder layer, 250 mm
WMM, 230 mm GSB – total bituminous 190 mm, total granular 480 mm
• Resilient modulus of 480 mm thick granular layer = 200 MPa
• Allowable vertical compressive strain on top of subgrade, calculated = 0.000301
• M factor = 0.50; C factor = 3.16; M = 3000 MPa
• Allowable horizontal tensile strain at bottom of binder layer, calculated = 0.000150
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 Example contd.
• Design pavement layers
• IITPAVE: Inputs are 3 layers, E value 3000 MPa, 200 MPa, 62 MPa, Poisson’s ratio 0.35
for all layers, layer thickness 190 mm and 480 mm
• Computed vertical compressive strain on top of subgrade = 0.000243 < 0.000301
Hence okay
• Computed horizontal tensile strain at bottom of binder layer = 0.000146 < 0.000150
Hence okay

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Output of IITPAVE
 Wearing Course
• Impermeable course in wet climate
• Damage is more if it is long duration rainfall with low intensity rather than high intensity
rainfall with short duration
• Minimum thickness of DBM is 50 mm with good quality wearing course as SDBC, BC, if
traffic is 5 msa or more
• Practically mix is impermeable if air voids is about 4 percent
• Important to protect shoulders and prevent lateral entry of water into lower layers from
high ground
• Use lime or anti-stripping compound in a mix to have a good bond between aggregate and
bitumen (especially in wet area)
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 Wearing Course
• Pre-mix carpet or seal coat gives only satisfactory performance in built-up
area whereas it works reasonably well in rural areas (drainage is the key)
• Mixed seal surfacing is the preferred alternative in Eastern India having
heavy rainfall
• Two coat surface dressing has been successful for traffic upto 5 msa even in
wet region (due to thick film of bitumen around aggregate)
• If sunshine days are shorter then emulsions can be used for faster bonding
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 Selection of Binder for Bituminous Mix
Maximum Average Air Traffic , CVD Bituminous Course Grade of Bitumen to
Temperature oC be tested
 30oC  1500 BM, DBM and BC VG 10 / VG 20
< 40 For all types BM, DBM, SDBC, BC VG 30
 40 Heavy loads, DBM, SDBC, BC VG 40 for all, or
Expressways > 30 msa Modified bitumen for
wearing course

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 Bituminous Layer
• Design Procedure
• Selecting trial composition
• Bituminous mix design and the mix resilient modulus
• Selecting layer thickness
• Structural analysis of the selected pavement structure
• Computing the allowable strains / stresses
• Iterations
• Check for cumulative fatigue damage
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Pavement Design Catalogues

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Pavement Design Catalogues

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Pavement Design – Aggregate Inter layer

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Pavement Design – Aggregate Inter layer

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Pavement Design – SAMI Interface

SAMI:
Stress Absorbing
Membrane
Interlayer

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Pavement Design – SAMI Interface

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 Perpetual or Long-Life Pavement
• Pavement with life of 50 years or longer
• Design traffic 300 msa or more
• Does not crack if tensile strain in the bituminous layers is less than 70
microstrain at 20oC or 80 microstrain at 35OC
• Rutting in subgrade is little if vertical subgrade strain is less than 200
microstrain

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 Example
• Effective subgrade CBR 7%, Modulus of bituminous layer with VG40
bitumen 3000 MPa, design traffic 300 msa, Design a long-life pavement
• Assume thicknesses as follows: GSB 200 mm, WMM 250 mm, bituminous layer 310
mm
• Elastic modulus of subgrade = 62 MPa (from equation)
• Resilient modulus of granular layer = 194 MPa for 450 mm thick layer
• IITPAVE: Vertical subgrade compressive strain = 0.000153 < 0.000200 allowable, and
horizontal tensile strain at bottom of bituminous layer = 0.000080 ~ 0.000080, Hence
thicknesses are okay
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Pavement Design – Aggregate Layer

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Pavement Design – Aggregate Layer

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 Low Volume Roads (IRC:72-2015)
• Commercial motor vehicles of gross laden weight of 3 tonnes and above are
considered (HCV and MCV)
• Average annual growth rate of 6% may be adopted
• Design life period of 10 years is recommended

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Low Volume Roads (IRC:72-2015)

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 Low Volume Roads
• Load
VDF:Condition and Vehicle Type VDF
Ladan HCV 2.58
Unladan / Partially ladan HCV 0.31
Overloaded HCV 2.86
Ladan MCV 0.31
Unladan / Partially loaded MCV 0.019
Overloaded MCV 0.344

• Lane distribution for single/intermediate lane 1.0; two-lane road 0.75

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 Low Volume Roads
• Traffic categories

𝐶𝑢𝑚𝑢 𝐸𝑆𝐴𝐿
1+𝑟 𝑛 −1
N = 365 × 𝑇𝑜 × 𝑉𝐷𝐹 × 𝐿 × 𝑟

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 Low Volume Roads
• Subgrade – 300 mm in thickness; compaction 100% of MDD; Minimum dry unit weight
16.5 kN/m3
• Presumptive design CBR - soaked
• Highly plastic clays and silts: 2-3
• Silty clays and sandy clays: 4-5
• Clayey sands and silty sands: 6-10
• If CBR is 2 or less then it is good to replace 300 mm subgrade with suitable soil
• Quality is very good if CBR is 10 to 15
• A non-bituminous gravel surfacing is recommended if ESAL < 100000

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Low Volume Roads

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Low Volume Roads

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Low Volume Roads

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Low Volume Roads
GSB Requirements

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 References
• MoRTH – Specifications for Road and Bridge Works, Fifth Revision 2013
• IRC:16-2008 – Standard specifications and Code of Practice for Prime and Tack Coat
• IRC:37-2018 – Tentative Guidelines for the Design of Flexible Pavements
• IRC:34-2011 – Recommendations for Road Construction in Areas Affected by Water Logging, Flooding and/or Salts
Infestation
• IRC:36-2010 – Recommended Practice for Construction of Earth Embankments and Subgrade for Road Works
• IRC:75-2015 – Guidelines for the Design of High Embankments
• IRC:110-2005 – Standard specifications and Code of Practice for Design and Construction of Surface Dressing
• IRC:SP:42-2014 – Guidelines of Road Drainage
• IRC:SP:72-2015 – Guidelines for the Design of Flexible Pavements for Low Volume Rural Roads

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THANKS

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