DESIGN OF FLEXIBLE PAVEMENTS

(As per IRC 37 2012)

Prof. A. Veeraragavan
IIT Madras, Chennai -600036.
[email protected]
1

CHOICE OF DESIGN OF PAVEMENTS

Flexible Pavements
Rigid Pavements
Composite Pavements
Choice of Pavements Based on Life Cycle
Cost Analysis
2

FLEXIBLE PAVEMENTS
Vehicle

Black Topping-200 mm

Base 250 mm
Sub Base 200 mm
500mm

450

Road
Crust

Sub Grade
Embankment

Ground Level
3

CONCRETE PAVEMENTS

TRANSFER OF WHEEL LOAD TO FOUNDATION IN

RIGID PAVEMENT STRUCTURE

INVERTED PAVEMENTS
Vehicle

Black Topping 50 to 75 mm
Granular Base 150 to 200 mm

Cement Treated Base 150 to 300 mm

Road
Crust

Stabilised Subgrade 300 mm

450

Embankment

Ground Level
6

Pavement Design Alternatives

MATERIALS
Road development programmes in India require 150
million cu.m of aggregate per annum - Environment
Problem.
NHDP Project of 60 km road improvement requires 20
Lakh tonne of material. For a lead of 200 km (which is
common in North India) it will require 180,00,000
litres of diesel for transportation alone

CONVENTIONAL PAVEMENT DESIGN IRC37

Pavement Thickness for CBR value
of 5%

CONSUMPTION OF AGGREGATE QUANTITY

Aggregate Quantity for one km - two lane, in metric tones

For a typical 60km stretch aggregate consumption is about

20-30 lakh tones of good aggregate
10

10

Scope of IRC-37-2012 Guidelines

For the purpose of the guidelines, flexible
pavements
include
pavements
with
Bituminous surfacing over:
Granular base and sub-base
Cementitious bases and sub-bases with a crack
relief layer of aggregate interlayer below the
bituminous surfacing
Cementitious bases and sub-bases with SAMI
Reclaimed Asphalt Pavement (RAP) with or
without addition of fresh aggregates treated with
foamed bitumen/bitumen emulsion
11

Scope
Mechanistic Empirical approach
Design life of pavement to last till the fatigue
cracking in bituminous surface extended to 10 per
cent of the area for design traffic exceeding 30
million standard axles.
Bituminous mix design to provide
Fatigue resistant mixes in the bottom bituminous layer to
eliminate bottom-up cracking
Rut resistant bituminous layers of high tensile strength to
eliminate rutting and surface cracking.
12

Scope
Revised guidelines also recommend cementitious
sub-bases and bases .
Elastic Moduli of such layers are to be judiciously
selected, which can ensure long term performance
as a structural layer in the pavement.
Only low strength cementitious bases are
recommended for use; high strength rigid bases
develop wide shrinkage cracks which reflect to the
bituminous surface rapidly.
13

Better Performing Pavements

Guidelines recommend to achieve better performing pavements:
Incorporation of design period of more than fifteen years
Computation of effective CBR of subgrade for pavement design
Use of rut resistant surface layer
Use of fatigue resistant bottom bituminous layer
Selection of surface layer to prevent top down cracking
Use of bitumen emulsion/foamed bitumen treated Reclaimed
Asphalt Pavements in base course
Consideration of stabilized sub-base and base with locally available
soil and aggregates
Design of drainage layer
Computation of equivalent single axle load considering (a) single
axle with single wheel (b) single axle with dual wheels (c) tandem
axle and (d) tridem axles
Design of perpetual pavements with deep strength bituminous layer.
14

Traffic
Traffic in terms of the cumulative number of standard
axles (80 kN) to be carried by the pavement during the
design life.
Axle load spectrum data are required where
cementitious bases are used for evaluating the fatigue
damage of such bases for heavy traffic.
Assessment of the present day average traffic should
be based on seven-day-24-hour count made.
If stage construction is adopted, thickness of granular
layer should be provided for the full design period.
15

Design traffic
Following information
estimating design traffic;

is

needed

for

Initial traffic after construction in terms of

number of Commercial Vehicles per day (CVPD).
Traffic growth rate during the design life in
percentage.
Design life in number of years.
Spectrum of axle loads.
Vehicle Damage Factor (VDF).
Distribution of commercial traffic over the
carriageway.
16

Traffic Growth Rate

Present day traffic has to be projected for the end of
design life at growth rates (r) estimated by studying
and analysing the following data:
Past trends of traffic growth
Demand elasticity of traffic with respect to macroeconomic parameters (like GDP or SDP) and expected
demand due to specific developments and land use
changes likely to take place during design life.

17

Design Life
The design life is defined in terms of the
cumulative number of standard axles in msa that
can be carried before a major strengthening,
rehabilitation or capacity augmentation of the
pavement is necessary.
It is recommended that;
pavements for National Highways and State Highways
should be designed for a minimum life of 15 years.
Expressways and Urban Roads may be designed for a
longer life of 20 years
For other categories of roads, a design life of 10 to 15
years may be adopted.
18

Vehicle Damage Factor

It is defined as equivalent number of standard axles per commercial
vehicle.
The Vehicle Damage Factor (VDF) is a multiplier to convert the
number of commercial vehicles of different axle loads and axle
configuration into the number of repetitions of standard axle load
of magnitude 80 kN.
The guidelines use Vehicle Damage Factor (VDF) in estimation of
cumulative msa for thickness design of pavements.

In case of cemented bases, cumulative damage principle is used for

determining fatigue life of cementitious bases for heavy traffic and
for that spectrum of axle loads is required.

19

AXLE LOAD SURVEY

20

AXLE LOAD SURVEY

21

AXLE LOAD SURVEY

22

AXLE LOAD SURVEY

23

24

VEHICLE DAMAGE FACTOR (VDF)

AXLE
LOAD, t

No. of Axles

Total
Axles

Eq.
FACTOR

Damage
Factor

0-2

30

34

64

0.0002

0.0128

2-4

366

291

657

0.0140

9.198

4-6

1412

204

1616

0.1320

213.312

6-8

1362

287

1649

0.5200

857.48

8-10

98

513

611

1.0440

637.884

VEHICLE DAMAGE FACTOR (VDF)

AXLE
LOAD, t

No. of
Axles

Total
Eq.
Axles FACTOR
803
03.50

Damage Factor

10-12

795

2810.5

12-14

804

804

07.16

5756.64

14-16

274

276

13.35

3684.6

16-18

56

56

23.17

1297.52

18-20

17

19

36.50

693.5

VEHICLE DAMAGE FACTOR (VDF)

AXLE
LOAD, t
20-22

No. of Axles

Total
Axles

0
5
5
Total Damage Factor

Eq.
FACTOR
53

VEHICLE DAMAGE FACTOR =

= 4.95

Damage
Factor
265
16255

16225
------(No. of Veh. Weighed) 3280

(Sample size = 86 %)

VEHICLE DAMAGE FACTORS

LCV

0.259

2-Axle Trucks

4.95

3- Axle Trucks

7.587

BUS

1.027

MULTI-AXLE TRUCKS -

9.535

INDICATIVE VDF VALUES

Initial Traffic
in terms of
CV/PD

Plain/Rolling

Hilly

0 150

1.5

0.5

150 1500

3.5

1.5

> 1500

4.5

2.5

Terrain

COMPUTATION OF CSA FOR

DIFFERENT VEHICLE CLASSES
Veh.

GF,%

DF

VDF

CSA

LCV

500

0.75

0.259

0.89

BUS

200

0.75

1.03

16.64

2-axle

3000

0.75

4.95

94.62

3-axle

500

0.75

7.58

20.7

M-axle

200

0.75

9.54

0.29

CSA for design life of 15 Yrs.

133.14

DISTRIBUTION OF TRAFFIC
SINGLE LANE ROADS

Total No. of Commercial Vehicles in both Directions

TWO-LANE SINGLE CARRIAGEWAY ROADS

75% of total No. of Commercial Vehicles in both
Directions

FOUR-LANE SINGLE CARRIAGEWAY ROADS

40% of the total No. of Commercial Vehicles in both
Directions

DUAL CARRIAGEWAY ROADS

75% of the No. of Commercial Vehicles in each
Direction

Computation of Traffic for Use of

Pavement Thickness Design Chart
365 xA[(1+r)n 1]
N = --------------------------- x D x F
r
N = Cumulative No. of standard axles to be catered for the design in
terms of msa
D = Lane distribution factor
A = Initial traffic, in the year of completion of construction, in terms
of number of commercial vehicles per day
F = Vehicle Damage Factor
n = Design life in years
r = Annual growth rate of commercial vehicles

Load equivalency factors

The equations for computing equivalency factors
for single, tandem and tridem axles given below;

33

Traffic survey
Sample Size for Axle Load Survey

34

Subgrade
Requirements of CBR for Subgrade

Subgrade is the top 500 mm of the embankment

immediately below the bottom of the pavement.
Subgrade shall be compacted to a minimum of 97 per
cent of laboratory dry density achieved with heavy
compaction.
Select soil forming the subgrade should have a
minimum CBR of 8 per cent for roads having traffic of
450 commercial vehicles per day or higher.
In-situ CBR of the sub grade soil can also be
determined from the Dynamic Cone Penetrometer
(60 cone) from the following relation ;
Log10 CBR = 2.465 1.12 log10 N 5.

Where N = mm/blow
35

Dry density and moisture content

Compaction in the field is done at a minimum of 97
per cent of laboratory density at moisture content
corresponding to the optimum moisture content.
As a general practice, the worst field moisture is
simulated by soaking the specimens in water for four
days.

36

Number of tests, design and tolerance

A minimum of six to eight average CBR values
(average of three tests) for each soil type
The 90th percentile of these values should be
adopted as the design CBR for high volume roads
such as Expressways, National Highways and
State Highways.
For other categories of roads, design can be
based on 80th percentile of laboratory CBR
values.
37

Permissible Variation in CBR Value

The maximum permissible variation within the
CBR values of the three specimens

38

Effective CBR
Where there is significant difference between the
CBRs of the select subgrade and embankment soils,
the design should be based on effective CBR.

39

Resilient Modulus
The relation between resilient modulus and
the effective CBR is given as:
MR (MPa) = 10 * CBR for CBR < 5
= 17.6 * (CBR)0.64 for CBR > 5
Where,
MR = Resilient modulus of subgrade soil

40

Resilient Modulus (ANNEX-VIII)

Determination of resilient modulus, MRgm, by
triaxial test ;

r = atmospheric pressure = 100 kPa

K1, K2 and K3 are experimental test constant
41

Principles of Pavement Design

Different Layers of a Flexible Pavement

42

Fatigue
With every load repetition, the tensile strain
developed at the bottom of the bituminous
layer develops micro cracks, which go on
widening and expanding ,this phenomenon is
called fatigue.
Cracking in 20 per cent area has been
considered for traffic up to 30 msa and 10 per
cent for traffic beyond that.
43

Fatigue Model
Two fatigue equations were fitted:

Where;
Nf = fatigue life in number of standard axles
t = Maximum Tensile strain at the bottom of the bituminous layer
MR = resilient modulus of the bituminous layer.

This equation is recommended for use for traffic

upto 30 msa where normal bituminous mixes
with VG 30 bitumen can be used.
44

Influence of Air Voids

A factor C to be introduced in fatigue models to take
into account the effect of air voids (Va) and volume of
bitumen (Vb), which is given by the following
relationships :

This equation is recommended for use for traffic greater

than 30 msa where richer bituminous mixes with stiffer
VG 40 binder should be used.
45

Rutting
Rutting is the permanent deformation in
pavement usually occurring longitudinally
along the wheel path.
The limiting rutting is recommended as 20mm
in 20 per cent of the length for design traffic
up to 30 msa and 10 per cent of the length for
the design traffic beyond.
46

Rutting model
Two rutting equations were fitted:

Where,

N = Number of cumulative standard axles, and

v = Vertical strain in the subgrade

Rutting in the bituminous layers also occurs due to the

secondary compaction and shear deformation apart
from that in the subgrade.
47

Cementitious Sub-base and Base

Cementitious materials normally crack due to
shrinkage and temperature changes even without
pavement being loaded
Elastic Modulus (E) recommended for design is much
lower than their respective laboratory value obtained
from unconfined compression test

48

Fatigue of cement bases

The treatment of fatigue cracking of cement

treated layers is recommended at two levels.
A. Fatigue life in terms of standard axles

49

Fatigue of Cement Bases

B. Fatigue Equation for Cumulative Damage analysis

The fatigue criterion is considered satisfied if (Ni/Nfi)

is less than 1, where Ni is the actual number of axles
of axle load of class i.
50

PAVEMENT COMPOSITION
Different Layers of Bituminous Pavement

51

Pavement Composition
Sub-base and the base layer can be unbound
(e.g. granular) or chemical stabilized with
stabilizers such as cement, lime, flyash and
other cementitious stabilizers.
The sub-base layer serves three functions
to protect the subgrade from overstressing
to provide a platform for the construction traffic
to serve as drainage and filter layer
52

Sub-base layer
1. Unbound sub-base layer

When the sub-base material consists of combination

of materials, mixing should be done mechanically
Should have liquid limit and plasticity index of not
more than 25 and 6 respectively
Fines passing 0.075 mm should be less than 2 per cent
Sub-base should be composed of two layers, the
lower layer forms the separation/filter layer and the
upper GSB forms the drainage layer
53

Unbound sub-base layer

Strength parameter
The relevant design parameter for granular sub-base
is resilient modulus (MR), which is given by the
following equation:

Where,
h = thickness of sub-base layer in mm

54

Sub-base layer
2. Bound sub-base layer
Drainage layer of the sub-base may consist of
coarse graded aggregates bound with about 2 per
cent cement while retaining the permeability.
Drainage and separation layers are essential when
water is likely to enter into pavements from the
shoulder, median or through the cracks in surface
layer.
55

Bound Sub-base Layer

Strength Parameter
In case of cementitious granular sub-base having a 7-day
UCS of 1.5 to 3 MPa, the laboratory based E value
(AUSTROADS) is given by the following equation:

Where,
UCS = 28 day strength of the cementitious granular material
If the stabilized soil sub-bases have 7-day UCS values in the
range 0.75 to 1.5 MPa, the recommended E value for
design is 400 MPa with Poissons ratio of 0.25.
56

Base Layer
1. Unbound base layer
When both sub-base and the base layers are
made up of unbound granular layers, the
composite resilient modulus of the granular subbase and the base is given as:
Where h = thickness of granular sub-base and base,
mm

Poissons ratio of granular bases and sub-bases is

recommended as 0.35.
57

Base Layer
2. Cementitious bases
Cemented base layers may consist of aggregates or soils or
both stabilized with chemical stabilizers such as cement,
lime, lime-flyash or other stabilizers which are required to
give a minimum strength of 4.5 to 7 MPa in 7/28 days.
Strength parameter
The following default values of modulus of rupture are
recommended for cementitious bases (MEPDG).
Cementitious stabilized aggregates 1.40 MPa
Lime-flyash-soil 1.05 MPa
Soil cement 0.70 MPa
Poissons ration of the cemented layers may be
taken as 0.25.
58

Base Layer
3. Bitumen emulsion/foamed
aggregates/reclaimed asphalt base

bitumen

treated

If the base is made up of fresh aggregates or milled

material from reclaimed asphalt pavements treated with
foamed bitumen or bitumen emulsion, the value of
resilient modulus of the material may be taken as 600 MPa
Foamed Bitumen treated material has a minimum value of
100 kPa in wet condition and 225 kPa in dry condition
under a rate of loading of 50 mm/minute (59) at 25C.
Poissons ratio is recommended as 0.35.
59

Bituminous layers
Higher viscosity of bituminous binders viz., using
higher viscosity grade bitumen or modified bitumen to improve both fatigue and rutting behaviour of mixes
as compared to mixes with normal bitumen.
Fatigue life can be further improved by reducing the
air voids and increasing the volume of binder (both
modified and unmodified).
Temperature upto 35C the Poissons ratio is 0.35
For higher temperature the Poissons ratio is 0.50
60

Resilient Modulus of Bituminous

Mixes, MPa

61

PAVEMENT DESIGN CATALOGUES

Five combinations are as under:
1. Granular Base and Granular Sub base.
2. Cementitious Base and Cementitious Sub base with
aggregate interlayer for crack relief. Upper 100 mm of
the cementitious sub base is the drainage layer
3. Cementitious base and sub base with SAMI at the
interface of base and the bituminous layer.
4. Foamed bitumen/bitumen emulsion treated RAP or
fresh aggregates over 250 mm Cementitious sub base
5. Cementitious base and granular sub base with crack
relief layer of aggregate layer above the cementitious
base.
62

Design Catalog-Choice1
Granular Base and Granular Sub base

63

Sample Design template- Choice1

64

Sample design-Choice1

65

Design Catalog-Choice2
Bituminous Pavements with Cemented Base and
Cemented Sub base with Crack Relief Interlayer of
Aggregate

66

Sample Design template- Choice2

67

Sample design-Choice2

68

Design Catalog-Choice3
Cemented Base and Cemented Sub base with Sami at
the Interface of Cemented Base and the Bituminous
Layer

69

Sample Design template- Choice3

70

Sample design-Choice3

71

Design Catalog-Choice4
Foamed Bitumen/Bitumen Emulsion Treated
Rap/Aggregates Over Cemented Sub base

72

Sample Design template- Choice4

73

Sample design-Choice4

74

Design Catalog-Choice5
Cemented Base and Granular Sub base with Crack
Relief Layer of Aggregate Interlayer Above the
Cemented Base

75

Sample Design template- Choice5

76

Sample design-Choice5

77

Design Catalog-Choice6
Other Pavement Compositions-Bituminous Surfacing
with Wet Mix Macadam Base and Cemented Subbase

78

Sample design-Choice6

79

INTERNAL DRAINAGE IN PAVEMENT

Drainage measures are important when the road is in
cutting or built on low permeability soil or situated in heavy
rainfall/snow fall area.
The difference between the bottom of subgrade level and
the level of water table/high flood level should, generally,
not be less than 1.0 m or 0.6 m in case of existing roads.
When the traditional granular construction is provided on a
relatively low permeability subgrade, the granular sub-base
should be extended over the entire formation width in
order to drain the pavement structural section.

80

Filter layer
The filter layer must have enough permeability to
prevent development of undesirable pore water
pressure
The filter/separation layer should satisfy the following criteria:

81

Shoulder
Pavement along a Slope

82

Drainage Requirement
The coarse graded granular sub-base (62) would have
the necessary permeability of 300 m/day with per cent
fines passing 0.075 mm sieve less than 2 per cent.
If the surface of the open graded drainage layer is likely
to be disturbed by the construction traffic the layer
may be treated with 2 per cent cement/2-2.5 per cent
of bituminous emulsion without any significant loss of
permeability.
It was found that the infiltration rate through the
cracks was 0.223 m3/day/m and this value can be used
for design of drainage layer in the absence of field
data.
83

Worked-out ExampleIllustrating the Design Method

Bituminous pavements
granular layer

with

untreated

84

Calculations

85

THANK YOU

86