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Guidelines For The Design Flexible Pavements: (Pirsi Rcvlsion)
Guidelines For The Design Flexible Pavements: (Pirsi Rcvlsion)
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lkC: 37-19fl4
Published by
THE INDIAN ROADS CONGRESS
~JamnagarHouse, Shahjahan Road,
New Delhi 110011
—
1995
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CONTENTS
1. Introduction
2.Scope 2
3. Recommended Method of Design 3
4. Thickness and Composition 15
S. Drainage Measures 22
6. Design in Frost~AffectedAreas 25
7. Worked Examples Illustrating the Design Method 25
Appendices
.lppcndix 1: Preparation of Laboratoiy Test Specimens 29
• Ippendix 2: Special Points Relating to Design
of Pavements on Expansive Soils 31
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IRC: 37-1984
1. INTRODUCTION
the guidelines in light of need to meet the heavier axle loads and keeping in
view the suggestion made in the Panel Discussion during the Annual Session
of the Indian Roads Congress held at Nagpur in January 1984.
K.K.Sarin Convenor
N. Sivaguru Member-Secretary
Dr. M.P. Dhir Member
SB. Kulkami
Dr.C.E.G.Justo
N.Sen
P.K, Lauria
S.A.LaLheef
S.C. Shaima
2. SCOPE
2.1. For the purpose of this guide, flexible pavements are considered
to include the usual granular type constructions such as water bound mac-
adam and other flexible bases and sub-bases conforming to IRC Standards or
to Sections 400 and 500 of the Ministry of Surface Transport Specifications
for Road and Bridge Works (Second Revision), 1988.
3.1. General
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4
IRC: 37-1984
~ m~.
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Fig. 2
STRUCTURAL SECTION
(T--150)
L).5 M 20mm PCj2-Coat SD 150 Minimum thickness 100mm on
subgrades of CBR less than 20%
(T-.225)
052M 2OmmPC/MS 225 Minimumthickness 150mmo~s
~T--3OW325)
2-SM 20mm1~1MS/SDC 250 Minim~thickness 150 mm on
+ 50 mmTlS mm BM subgrsdes of CRR less than 30~
5
IRC :371984
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6
IRC :37-1984
Traffic
12.1. General
Estimate of the inItial daily average traffic flow for any road s:hould
normally he based on 7-day 2,4-hour classified traffic counts. However, in
e.xcepliooal cases where this information is not available 3-day count could
he used. In cases of new roads traffic estimates can be made on the basis of
potential land use and traffic on existing rotites in the area.
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ERC :37-1984
3.2.7.2. Very olten it may not be possible to provide the full thickness
of pavement needed ultimately right at the time of initial construction. Stage
construction techniques should be resorted to in such cases and those forms
of construction chosen that could readily be ~t.rengthenedas traffic increased.
The initial stage period should not be less than 5 years.
N~= F
where r
N~=The cumulative number of standard axles to be catered
for in the design
A= Initial traffic, in the year of completion of construction,
in terms of the number of commercial vehicles per day
duty modified to account for lane distribution as
explained in paragraph 3.2.3.2.
r= Annual growth rate of commercial traffic
x= Design life in years
F= Vehicle damage factor (number of standard axles per
<< commercial vehicle) refer to paragraph 3.2.3.3.
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IRC : 37-1984
The design of dual two-lane carriageway roads should be basedon 75 per cent of the
number ofcommercial vehicles in each direction. The distributionfactor shall be reduced
by 20 per cent for each additional lane,
The traffic in each direction may be assumed to be hatf the sum in both directions
when the laster only is known. Where significant difference between the two streams
can occur, the condition in the more beavily trafficked lane should be considered for
design.
<< 10
tRC : 37-1954
3.2.4.1. The CBR curves (Fig. 3) give the total thickness of the
pavement in terms of the volume of commercial traffic. The traffic is
considered in units of commercial vehicles per day in both directions divided
as indicated in Table~2.
tnto t use categ~arie~s
TAstui 2, O.A5SIF1FATI0N OF TRAFFtC FOR DESIGN
Trslfic CBR design curve applicable
cOlTllsscrcIslvehicles Ix:r dat)
0.15 A
15-45 B
45-150 C
150450 1)
450-15(X) 0
The. design curves are to be used with respect to the number of corn-
mcrcial vehicles expected at the end of design life. The formula for predicting
future traffic is given by:
A
Where
A = Number of commercial vehicles per day for design
P = Number of commercial vehicles per day at lass count
= Annual growth rate of commercial tratlic
n r. Nusnber of ycass between the last count and the year of completion of
con situ ction
a Design life iss years
3.2.4.2.. For Uhvo-lane roads the design will be based on the number of
commercial vehicles per !~avin both directions whereas single lane roads
should be designed for twtce the traffic in both directions.
3.2.5. Where traffic is increasing rapidly, it is probable that a single-
lane~road may require upgrading to two-lane standards within a short period
even otherwise and this aspect should be borne in mind when deciding the
pavement thickness.
3.3. Subgrade
3.3.2. For design, the subgrade strength is assessed in terms of the CBR
of the suhgrade soil atthe most crittcal moisture condition!’s likely to occur in-
situ.
3 .3.4.. Selection of dry density and moisture content for test sped-
men: For a given soil, the CBR value, and consequently the design, will
depend largely on the density and moisture content of the test sample.
Therefore, the test conditions should reproduce as closely as possible the
weakest conditions likely to occur under the road after construction.
3.3.4.2. The choice of moisture content of the test specimen is not quite
so simple. The moisture condition of the suhgrade which the test sample is
expected to simulate is governed by local environmental factors such as the
water table, precipitation, soil permeability, drainage conditions and water-
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IRC: 37.1984
3,3,4,3, However, it should be realised that soaking for four days may
be an unrealistically severe moisture condition in certain cases. Cases falling
in this category would be:
(i) Subgrades (excluding espansive soils) of roads where a comparatively thick bitumi-
nous turfacing of impernseable** nature is provided on top, such as a well laid and
sealed dense carpet, and where simultaneously (a) water table is too deep to affect the
subgrade adversely (i.e. greaterthaa t m in sandt and 3m in sandy clayt), and (b) well-
<< shaped verges exitt facilitatingquick drainage of the surface water to the side drains
and(or pavement base layer is continued across pan/full width of the verge with the
same objective.
**trrespective oftheir thickness, bitsiminout constructions such as open graded premix,
bituminous macadam, or grouted macadam, having voids content of more than 5 per rent, are not
to b. deemed as impermeable.
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mc :37~19S4
(ii) Subgrade in areas (esclssdirsg expanssve soil areas) where the climate s arid through-
out the year, i.e., the annual tsissfaii is of the order ofSO cm csr less and the water table
rs too deep to affect the subgradc adversely.
3.3.5. l.Jse of test results for design and the minimum number of
tests required
33.5.1. The design should he. base.d on the CBR value of the weakest
soil type expected to be. encounlere.d extensively at subgrade level over a
given section of the road, as revealed by the soil surveys. Pavement thickness
may be modified at intervals on new roads as dictated by the soil changes but
generally it will be found inexpedient to doso more frequently than once or
twice per kilometre. Frequent changes in crust thickness are, a.t any rate, an
undesirable feature on resurfacing prqjeccs because of their possible adverse
effect on the longitudinal profile of the road. Hence, these should be resorted
to only when very necessary in the interest of structural design.
4.!. Sub-base
The sub-base material should have minimum CBR of 20 per cent for
cumulative traffic upto 2 million standard axles (msa) and 30 per cent for
traffic exceeding 2 msa, However, where the sub-base required is 300 mm
thick or more a part of this may be substituted in the lower portion by mate-
rial with a minimum CBR of 10 per cent subject to a minimum layer thickness
of 150 mm of either material,
For very low trafficked rural roads the CBR requirement may be
relaxed to 15 per cent.
The material should be tested at the dry density and moisture content
expected in the field. Where soaking conditions apply for design, the
minimum strength of the sub-base material should be determined after
soaking the test specimen in water for four days. Where the proposed sub-base
material contains an appreciable amount of particles coarser than 20 mm, its
suitability can be esti.mated from past experience or by conducting the CBR
test on the fraction of material passing 20mm sieve in accordance with Clause
401.2.2. of the MOST Specification.
4.1.3. Where the CBR of the subgrade is less than 2 per cent a capping
layer of 150 mm thickness of material with a minimum CBR of 10 per cent
is to be provided in addition to the sub-base required for CBR of 2 per cent.
4.1.4. If the CBR of the subgrade is more than the minimum require-
<<
ment for the sub-base., no sub-base is required.
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tRC: 37-1984
4,1,5, In areas affected by frost, care should be taken to avoid using
4.2.. Base
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IRC 37-1984
1 2 3 4 5 6
2. luihup spray grout (i) 20mm P.C. plus MandH l0.0 800
(BUSG) Base liquid seal coat
(ii) 20mm P.C. plus LandM 10,0 5800
sand seal coat
(iii) Mix seal surfacing L,MandH 510.0 800
(200mm)Type’A’
or ‘B’
Notes:
~‘~‘ From the design traffic in CSA in Cot, 5, the present traffic in terms of commercial
vehicles/day in Col,6 has been calculated for the case of 2-Lane road, design Life 10
years, construction period 2 years, VDF = 2.5, growth rate = 7$ per cent, and lane
distribution=75 per cent
In applying the recommendations contained in the Table, ‘the following points should be
specially kept In view:
(I) The pavement should be structurally adequate and stable for the design traffic.
(ii) As a general nale, the pavement should be designed for a service life ofat least10
years. in cases where a pavement Is decided to be developed in stagea, the iiurfaclng
should correspond to that for the design stage.
(ill) As far as possible, wearing course amenable to laying with paver-finisher should be
adopted over paver-finished base/binder course.
(iv) Expensive surfacings like bituminous concrete should not be provided dIrectly over
granular bases or built-up spray grout/penetration macadam.
(v) Built-up spray grout, w1~ereprovided, should not be in more than one 1ayer~
(vi) The renewal wearing course should be related to the design traffic and should be of
the type not inferior to that of the existing one.
(vii) The design traffic should be in tarsus of cumulativestandard axles (CSA) over the
service life calculated in accordance with the method given Ira [FtC : 37-1984.
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IRC :37-1984
S. URAINACE MEASURES
5.2. On new roads the aim should be. to construct the pavement as far
above, the water table. as economically practicable. The difference be vee.n
the fOrmation level and the level of water table/high flood level should,
however., not be less than 0.6.1 m. In water logged areas9wherethe suhgrade is
wi thin the zone of capillary saturation, consideration should be given to the
nstaliatton of suitable capillary cutoffs** at appropriate level underneath the...
pavement.
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IRC :37-1984
means the size of the sieve that allows 85 per cent by weight of the
material to pass through it. Similar is the meaning OfDai and D2
5.6. Very often, water enters the base, sub-base or the sub-grade at the
junction of the verges and the bituminous surfacing.. To counteract the
harm ful effects of this water, it is recommended that the shoulders should be
well-shaped and, if possible, constructed of impermeable material.. With the.
same intent it is suggested that as far as practicable, and in any case. on major
through roads, the base should be constructed 30-45 cm wider than the
reiuired bituminous surfacing so that. the run-off water disperses harmlessly
well clear off the main carriageway.
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IRC :37-1984
~ITUI~INOUS SURFACING
GRANULAR 8AS~
SUB-8ASE
r $fl’U~9~NOUSSUPFAC 1MG
lr~,u~uLAR
eA.s~
T EX’rENOUNOCP ll,op~
~
OUTLET PIPE SHOULDERS ~ LA’ItR OPMATERIAL
t’FILTER $JB- BASE
C%U-ICTOR PIPI ...~ REQUIRED IWNIRE PIOUrRID I
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tRC : 37-1984
Example I.. Design or pavement for the ttslI design life that Is without consldertng stage
construction
DATA:
(i) Two lane single carriageway
(ii) Initial traffic in the year of = 1000 CV/day
completion of construction Sum of both directions
(iii) Growth rate per annum = 7.5 per cent
(iv)Design life = t5yeara
(v) Vehicle damage factor = 2.5 (standard axles
per commercial vehicle)
(vi) Design CBR of subgrade soil = 4percern
Dt.sIcN C&.cutsnoNs
(i) tnitial traffic in design lane
Initial traffic a Distribution = 1000 a 0.75
<< factor as per pera 3.2.3.2. = 750 CV/day
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IRC i7~1984
DATA:
Total: 550 mm
Check with respect to the = O.K.
total thickne~sas per step (vi)
(viii) Extra thickness to be added = 4OmmAC
after the initial stage traffic 90mm DBM
has been carried. Ultimate 130mm
thickness required-thickness
provided initiatly=680.550= l3thnm.
‘l’he existing surface should be
rectified to permissible
tolerance prior to laying of
the strengthening course
DArk
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IRC :37-1984
Appendir I
GENERAL
STATIC COMPACTION
2. The weight of wet soil at the required moisture content 10 give the
intended density when occupying the standard test mould is calculated as
follows
3. The soil is broken into lttmps, any stones larger than 20 mm being
discarded. S ufficient quantity of the soil is mixed with water to give the
required moisture content. The correct weight of wet soil is placed in the
niould. Alier initial tamping with a steel rod, a filter paper is placed on top of
the soil, followed by (he 5 cm displacer disc, and the specimen cornpn:~ssed
in the compression machine unlil the 101) of the displacer is flush with the top
of the. collar, The load is’ held for about 30 seconds and then released. In some
soil types where a certain amount of rebound occurs it may he necessary to re~
apply load to force the displacer di.se slightly below the top of the moLl,ld so
that on rebound the rtght volume is obtained.
t)YNAMIC i’OMPACTION
4. ‘The soil ismi~ed with water to give the reqtiired tnoisturc content,
and then compacted into the mould in 3 layers us...ing a standard soil rammer.
<<
~to m onp tc lion thi sotl is trimmed Ilttsh wtttt the top ol thc rnoaltl with thi
29
IRC :37’t984
help of a metal straight edge. The mould is weighed full and empty to enable
determination of wetbulk density, and from it, knowing the moisture content,
the dry density to be calculated.
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30
Appendix 2
The amount of volume change that occurs when an expansive soil road
bed is exposed to additonal moisture depends on the following:
(a) the dry density of the compacted soil
(Li) the moisture content
(c) structure of soil and method of compaction
Expansive soils swell very little when compacted at low densities and
high moisture but swell greatly when compacted at high densities and low
moisture. Hence, where the probability of moisture variation in the subgrade
is high, it is expedient to compact the soil slightly wet of the field optimum
moisture content determined on the basis of a field trial, Experierce shows
that generally it is not practicable to compact expansive soils at OMC
determined by LaboratoryProctor Test It is, therefore, necessary to study its
field moisttire-density relationship through compacting the soil at different
moisture contents and under the same number of roller passes. A minimum
density corresponding to 95 per cent of the standard proctor density should
be attained in the field,
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IRC 37-t984
DESIGNCBR
2. BUFFER LAYER
3. BLANKET COURSE
4. DRAINAGE
of 1:20 for the berms should be provided to shed off surface run-off
quickly.
(c) No standing water should be allowed on either side of the road em-
bankment,
(d) A minimum height of I m between the subgrade level and the
highest water level should be ensured.
5. BITUMtNOUS SURFACING
6,SHOULDERS
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