IRC 37-2012 Flexible Pavement Design Guidelines

FLEXIBLE PAVEMENT DESIGN (IRC:37-2012)
BACKGROUND IN BRIEF:
The guidelines on design of flexible pavement were first
brought out in 1970
The guidelines were based on
CBR of subgrade soil
Traffic in terms of no. of

commercial vehicles
(> 3 tonne laden wt.)

Then IRC:37-1970 was revised in 1984 in which design
traffic was considered in terms of cumulative number of
equivalent standard axle load of 80 kN in msa
In addition, design charts were provided for traffic up to
30 msa using an empirical approach
Once again, IRC:37-1984 was revised in 2001
when pavements were required to be designed for
traffic as high as 150 msa

Once again, IRC:37-1984 was revised in 2001
when pavements were required to be designed for
traffic as high as 150 msa
This particular guidelines used a semi-mechanistic
approach based on the results of the MORT&Hs
research scheme R-56 implemented at IIT
Kharagpur
The software, FPAVE was developed for
analysis and design of flexible pavements.
the
Multilayer elastic theory was adopted for stress

analysis of the layered elastic system.

The traffic pattern has changed since then and so
has the technology
The volume of tandem, tridem and multi-axle
vehicles has increased manifold and heavier axle
loads are common
Experience has been gained on the use of new
form of construction and materials such as stone
matrix
asphalt,
modified
bitumen,
foamed
bitumen, bitumen emulsion, warm mix asphalt,
cementitious bases and sub-bases since the
publication of the last revision of the guidelines
Conventional
construction
material
like
aggregates is becoming progressively scarce on
account of environmental concerns as well as

SCOPE OF THE GUIDELINES
The guidelines shall apply to the design of new flexible
pavements for
Expressway
National
Highways
State
Highways
MDR
For the purpose of guidelines, flexible pavements

include pavements with bituminous surfacing
over:
1. Granular base and sub-base
2. Cementitious bases and sub-bases with a crack
relief layer of aggregate interlayer below the
bituminous surfacing
3. Cementitious bases and sub-bases with SAMI
in between bituminous surfacing and the
cementitious base layer for retarding the
reflection cracks into the bituminous layer
4. Reclaimed Asphalt Pavement (RAP) with or
without addition of fresh aggregates treated
with foamed bitumen/bitumen emulsion
A brief introduction to foamed asphalt

In 1956 Prof. Ladis Csanyi came up with the idea of introducing
moisture into a stream of hot bitumen, which effects a spontaneous
foaming of the bitumen (similar to spilling water into hot oil).
In the foam state the bitumen has a very large surface area and
extremely low viscosity making it ideal for mixing with aggregates
Why is foamed asphalt only now gaining popularity?

Part of the answer lies in the fact that the original bitumen
foaming process was a proprietary product, patented by Mobil Oil,
with the associated restrictions on the general use of the
technology.
Furthermore, the lack of standardized mix design procedures
meant that foamed asphalt was overlooked in preference for more
well documented and familiar products.
How Foam Bitumen is manufactured?

Foamed bitumen is produced by injection of a
small amount of tap water into hot bitumen.
The fine droplets of water come into contact
with the hot bitumen (typically 160 C to 170
C).
After the nozzle (pressure reduction) the rapid
evaporation of water produces a very large
volume of foam:
Theoretically 1 liter of water forms about 1200
liters of steam.
The steam expands until a film of bitumen holds
the steam and air in bubbles.
An important factor in foaming is the

nozzle design and
the injection pressure in order to obtain a good water
droplet spray in contact with the hot bitumen
The foaming characteristics of a specific bitumen are
further influenced by numerous factors:
Temperature of the bitumen. For most bitumens

the foaming characteristics are improved with
higher temperature.
The expansion ratio increases with an increase in
the amount of water added, whilst the half-life
decreases.
The water helps in creating the foam, but the foam
can collapse rather fast due to rapidly escaping
steam.
It is known that e.g. silicone compounds can be
effective anti-foaming agents.
On the other hand, compounds have also been
identified that can increase the expansion ratio
and the half-life of the foam from seconds to
minutes.
Illustration Showing How

Foamed
Asphalt
is
Applied Inside the Mixing
Chamber
Illustration Showing How

Foamed Asphalt Works
The Wirtgen 2500 Is Used

to Both Pulverize the Road
Bed and Apply the Foamed
Asphalt
What's so special about foamed asphalt?
Foamed asphalt epitomizes the asphalt industry drive towards energy

efficient, environmentally friendly and cost effective solutions for roadbuilding.
Some of the most striking advantages of foamed asphalt are as follows:
1.
The foamed bitumen increases the shear strength and reduces the
moisture susceptibility of granular materials. The strength
characteristics of foamed asphalt approaches that of cemented
materials, but foamed asphalt is flexible and fatigue resistant.
2. Foam treatment can be used with a wider range of aggregate types

than other of cold mix processes
3. Lower binder and transportation costs because foamed asphalt

requires less binder and water than other types of cold mixing.
4. Saving in time because foamed asphalt can be compacted immediately
and can carry traffic almost immediately after compaction is completed.
5. Energy conservation because only the bitumen needs to be heated

while the aggregates are mixed in cold and damp (no need for drying).
6. Environmental side-effects of the evaporation of volatiles from the

mix is avoided since curing does not result in the release of
volatiles.
7. Foamed asphalt can be stockpiled with no binder runoff or leeching.

Since foamed asphalt remains workable for very extended periods the
usual time constraints for achieving compaction, shaping and finishing
the layer are avoided.
8. Foamed asphalt layers can be constructed even in adverse weather
conditions, such as cold or light rain, without affecting the workability or
the quality of the finished layer
Bituminous layer
Aggregate interlayer for cemented
base/SAMI layer
Base layer (cemented/unbound)
Sub-base layer (cemented/unbound)
Subgrade/Stabilised Subgrade
Stress Absorbing Membrane Interlayer (SAMI)
Basically, it is a reinforced layer. Researchers have

used FiberMat as SAMI
FiberMat is a process that sandwiches strands of chopped
fiberglass between two layers of polymer modified asphalt
emulsion, and is applied using specialized equipment.
The first layer of emulsion provides a bond to the existing
hard surface, with random interweaving of the fiberglass
strands providing tensile strength to the mix, the second
application of asphalt emulsion encapsulates the fiberglass,
ensures the existing pavement is sealed, and is quickly
covered with a thin veil of aggregate
The aggregate is seated into this second layer of

emulsion using traditional rolling techniques and the
SAMI is capable of accepting traffic in approximately 20
minutes
This reinforced layer can be used as a temporary
wearing surface, on high volume roads, and is usually
covered with a thin layer of hot mix asphalt within 14
days.
Once capped with hot mix, it becomes a true SAMI.
Its function is to seal the existing pavement with a

resilient waterproof membrane, reduce reflective cracking
through the new wearing surface, and ultimately prolong
the useful service life of the road.
Hot mix
asphalt
overlay
SAMI
Preexisting
pavement
SAMI within the pavement

structure
2nd
layer
of
asphalt
emulsion
1st layer
of
asphalt
emulsion
Chopped
fiber
glass
Even distribution of
materials
PRINCIPLES OF PAVEMENT DESIGN

A flexible pavement is modelled as an elastic structure.
Stresses and strain at critical locations are computed
using a linear layered elastic model.
IITPAVE
has
been used for
the
computation of
stresses
and
strains
in
flexible
pavements
Top Down Cracking in Bituminous Layer:
Fatigue cracking is conventionally considered as a
bottom-up cracking phenomenon.
Top down cracking has also been observed on high
volume roads in the country, because of excessive tensile
stresses developing at the top surface due to heavy axle
PRINCIPLES OF PAVEMENT DESIGN

Tensile strain, t, at the bottom of the bituminous layer and the
vertical subgrade strain,v, on the top of subgrade are
conventionally considered as critical parameters for pavement
design to limit cracking and rutting in the bituminous layers and
non-bituminous layers respectively.
DESIGN STIPULATIONS
1. TRAFFIC
2. TRAFFIC GROWTH RATE
3. DESIGN LIFE
4. VEHICLE DAMAGE FACTOR (VDF)
5. LANE DISTRIBUTION FACTOR
6. COMPUTATION OF DESIGN TRAFFIC
VEHICLE DAMAGE FACTOR(VDF)

It is a multiplier to convert the number of
commercial vehicles of different axle loads and axle
configuration to the number of standard axle load
repetition
It is defined as equivalent number of standard axles
per commercial vehicle
The VDF varies with the vehicle axle configuration,
axle loading, terrain, type of road and from region
to region
The VDF is arrived from axle load surveys
LANE DISTRIBUTION FACTOR
EXAMPLE 1: Design the pavement for construction of a new

flexible pavement
with the following data:
1. 4 lane divided carriageway
2. Initial traffic in the year of completion of construction = 5000
CV/day (both directions)
3. % of single, tandem & tridem axles are 45%, 45% and 10%
respectively
4.
5.
6.
7.
8.
Traffic growth rate per annum (r) = 6.0 %

Design life = 20 years
Vehicle damage factor (based on axle load survey) = 5.2
CBR soil below the 500 mm of the subgrade = 3%
CBR of the 500 mm of the subgrade from borrow pits = 10%
DESIGN CALCULATIONS
1. LDF for 4 lane divided carriageway = 0.75

2. Initial traffic = 2500 CVPD assuming 50% in each direction
3. VDF = 5.2 (given)
Cumulative no. of standard axles to be catered for in the design
2500 x 365 x { ( 1+0.06)20 1}
x 0.75 x 5.2 = 131 msa
N=
0.06
4. Since there is a large difference between CBR of the

embankment
material (3%) and CBR of 500 mm subgrade (10%),
effective CBR of the
subgrade should be obtained
Effective CBR of the subgrade from Fig. above = 7 %
Now, find the relevant resilient modulus for a known effective

CBR :
(1)
MR (MPa) = 10 x CBR
for CBR 5
(2)
MR (MPa) = 17.6 x (CBR)0.64
for CBR > 5
Since effective CBR > 7%, using eqn (2)

Resilient modulus (MR) is calculated as below:
MR = 17.6 x (7)
0.64
= 61.14 say 62 MPa
Thickness of proposed Bituminous layer with VG 40

bitumen (40/60 as per IS:73-2006) with bottom DBM
layer having air void of 3% (0.5% to 0.6% additional
bitumen over OBC) over WMM and GSB = 185 mm at
reliability of 90 %
Two fatigue equations were fitted , one in which the computed
strains in 80% of the actual data in the scatter plot were
higher than the limiting strains predicted by the model (and
termed as 80% reliability level) and the other corresponding to
90% reliability level
Two equations for conventional bituminous mixes designed by
Marshall method are as given below:
Nf = 2.21 x 10
04
x [1/t] 3.89 x [1/MR]0.854
(80% reliability)
--- (1)
Nf = 0.711 x 10 04 x [1/t] 3.89 x [1/MR]0.854 (90% reliability) --(2)

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
As per the prevailing practice, the mixes used

in the pavements under study section were
generally designed for 4.5% air voids and
bitumen content of 4.5% by wt. of the mix
(which in terms of volume should come to
11.5%)
Most literature recommend 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
Vb
- 0.69)
relationships
Va +Vb
CCorresponding
= 10M, and M
= 4.84 (
to the values of Va & Vb as stated above,
introduction of C in eqn (2) leads to Eqn (3)
0.854
Nf = 0.5161 x C x 10-04 x [ 1/t]3.89 x [1/M
----------(3)
R]
recommended for
90% reliability
RUTTING MODEL
Rutting model also established and calibrated with the R-56
studies using the pavement performance data collected during
the R-6 and R-19 studies at 80% and 90% reliability levels.
Two equations are given below:
N = 4.1656 x 10
08
N = 1.41 x 10
(5)
x [1/v] 4.5337
08
x [1/v] 4.5337
(80% reliability)
--- (4)
(90% reliability)
---
N = Cumulative no. of standard axles to produce rutting of

20 mm
v = Vertical strain in the subgrade
Bituminous concrete = 50 mm
Dense Bituminous Macadam (DBM) =
140 mm
Wet Mix Macadam (WMM) = 250 mm
Granular Sub-base (GSB) = 230 mm
50 mm
90 mm
100 mm
150 mm
100 mm
130 mm
Subgrade/Stabilised Subgrade
For BC or SDBC = in no case a single layer thickness should be
less than 25
mm
& not
more
thanlayer
100 mm
For DBM or DGBM =
in no
case
a single
thickness
should be less than 50 mm & not more than 100 mm
For WMM = in no case a single layer thickness should be less
than 75 mm & not more than 200 mm
For GSB = in no case a single layer thickness should be less
than 100 mm & not more than 225 mm
SELECTION OF SUBGRADE CBR FOR PAVEMENT DESIGN

The CBR values of the subgrade soil varies along a highway
alignment even on a homogenous section. 90th percentile
CBR is recommended in the guidelines.
Method of determination of the 90th percentile is shown below
Say Sixteen CBR values have been obtained from different
chainages of the road section.
3.
5
5.
2
8.
0
6.
8
8.
8
4.
2
6.
4
4.
6
9.
0
5.
7
8.
4
8.
2
7.
3
8.
6
8.
9
7.
6

3.
5
5.
2
8.
0
6.
8
8.
8
4.
2
6.
4
4.
6
9.
0
5.
7
8.
4
8.
2
7.
3
8.
6
8.
9
7.
6
8.
4
8.
6
8.
8
8.
9
9.
0
Arrange the above 16 values in ascending order

3.
5
4.
2
4.
6
5.
2
5.
7
6.
4
6.
8
7.
3
7.
6
8.
0
8.
2
Now, Calculate the percentage greater than equal to each of the values:
For CBR value of 3.5, % of values greater than equal to 3.5 = 16/16 * 100 =
For CBR value of 4.2, % of values greater than equal to 4.2 = 15/16 * 100 =

3.
5
4.
2
4.
6
5.
2
5.
7
6.
4
6.
8
7.
3
7.
6
8.
0
8.
2
8.
4
8.
6
8.
8
8.
9
9.
0
Similarly for :
For CBR value of 4.6, % of values greater than equal to 4.6 = 14/16 * 100 = 87
For CBR value of 5.2, % of values greater than equal to 5.2 = 13/16 * 100 = 81
For CBR value of 5.7, % of values greater than equal to 5.7 =
12/16 * 100 = 75.00
11/16 * 100 = 68.75
10/16 * 100 = 62.50
Now a plot is made between percentages of values greater

than equal and the CBR values versus the CBR as follows
The 90th percentile CBR value = 4.7, and 80th percentile CBR =
5.7.
According to the Asphalt Institute, USA, 87.5 percentile
subgrade modulus is recommended for design traffic greater
than one msa
PAVEMENT DESIGN CATALOGUES

FOR
TUMINOUS SURFACING WITH GRANULAR BASE & GRANULAR SUB
Five different combinations of traffic and material
properties have been considered for which
pavement composition has been suggested in the
form of design charts presented in plates
The five combinations are as follows:
1. Granular Base and Granular Subbase (Plate 1 to
8)
2. Cementitious Base and Cementitious Subbase
with aggregate interlayer for crack relief. Upper
100 mm of the cementitious subbase is the
drainage layer (Plate 9 to 12)
3. Cementitious base and subbase with SAMI at the

interface of base and the bituminous layer (Plate
13 to 16)
4. Foamed bitumen/bitumen emulsion treated RAP
or fresh aggregates over 250 mm cementitious
subbase (Plate 17 to 20)
5.
Cementitious base and granular subbase with

crack relief layer of aggregate layer above the
cementitious base (Plate 21 to 24)
1. GRAULAR BASE & GRANULAR SUB-BASE
Treated
as
single
granula
r layer
im
e
S
i te
n
fi
in
gra
b
u
s
de
CROSS SECTION OF BITUMINOUS PAVEMENT WITH
GRANULAR BASE AND GRANULAR SUB-BASE
Note:
1. These charts are to be used for traffic of 2 msa and
above. For traffic below 2 msa, refer IRC SP 722007. City roads should be designed for minimum 2
msa traffic.
2. Thickness design for traffic between 2 and 30 msa
is exactly as per IRC 37-2001
3. In all cases of cementitious sub-bases, the top 100
mm thickness of sub-base is to be porous and act
as drainage layer
It is considered as a three layer elastic structure

consisting of bituminous surfacing, granular base
and subbase and the subgrade
The granular layers are treated as a single layer
Strain and stresses are required only for three
layer elastic system
The critical locations are shown in the Fig. above
For traffic > 30 msa, VG 40 bitumen is
recommended for BC as well as DBM for plains in
India
Thickness combinations up to 30 msa are the
same as those adopted in IRC:37-2001.
BITUMINOUS PAVEMENTS WITH CEMENTED

BASE AND CEMENTED SUBBASE WITH CRACK
RELIEF INTERLAYER OF AGGREGATE
Fig. shows a five layer elastic structure consisting of

bituminous surfacing, aggregate interlayer layer, cemented
base, cemented subbase and the subgrade
Important points:
Material properties such as modulus and poissions ratio
are the input parameters apart from loads and geometry of
the pavement for the IITPAVE software.
For traffic > 30 msa, VG 40 bitumen is used for preventing
rutting
DBM has air void of 3% after rolling (bitumen content is 0.5
% to 0.6% higher than the optimum)
Cracking of cemented base is taken as the design life of a
pavement
For traffic > 30 msa, minimum thickness of bituminous

layer consisting of DBM and BC layers is taken as 100
mm (AASTHO-1993) even though the thickness
requirement may be less from structural consideration
Residual life of the bituminous layer against fatigue
cracking is not considered since it cracks faster after
the fracture of the cemented base.
Allowable horizontal tensile strain in bituminous layer is
153 x 10-6 for VG 40 mixes whereas as per IRC: 37 2001
this value is 178 x 10-6 (eqn 1) for a mix with VG 30
Allowable vertical compressive strain on subrade is 291
x 10-6 whereas as per IRC: 37-2001 this value is 370 x
10-6 (eqn.4).
Allowable tensile strain in cementitious layer is 64.77 x
10-6
Illustration
For traffic 150 msa
Subgrade CBR = 10 %
Since CBR value is > 5% therefore, use eqn MR= 17.6 x (CBR)0.64
MR subgrade = 17.6 x (10)
0.64
= 75 Mpa
Pavement composition for 90% reliability is

DBM + BC = 100 mm
Aggregate inter layer = 100 mm (MR = 450 MPa)
Cemented base = 110 mm (E= 5000 MPa)
Cemented Subbase = 250 mm (E= 600 MPa)
Design criteria adopted

Corresponding to the values of Va & Vb as stated above,
introduction of C
1. Nf = 0.5161 x C x 10-04 x [ 1/t]3.89 x [1/MR]0.854
2. N = 1.41 x 10
reliability)
08
x [1/v] 4.5337
12
(11300/E0.0804 + 191)
3. N = RF
(90%

N = RF
12
(11300/E0.0804 + 191)
t
RF = Reliability factor for cementitious materials for failure

against fatigue
= 1 for expressways, NHs & other heavy vol roads
= 2 for others carrying less than 1500 trucks per day
N= Fatigue life of the cementitious material
E= Elastic modulus of cementitious material
t = tensile strain in the cementitious layer, microstrain
CEMENTED BASE AND CEMENTED

SUBBASE WITH SAMI AT THE INTERFACE
OF CEMENTED BASE AND THE
BITUMINOUS LAYER
Fig shows a four layer pavement consisting of bituminous

surfacing, cemented base, cemented subbase and the subgrade
Upper 100 mm of the cemented subbase having the gradation 4
shown in Table below is provided over the cemented lower
subbase
For the given composition of pavement thicknesses, 90%
reliability is adopted
SAMI is provided on top of cemented base
The reduction in thickness of the cemented base increases the

bending stresses considerably because it is inversely proportional
to the square of the thickness. Hence, design should be checked
against fatigue damage.

introduction of C
1. Nf = 0.5161 x C x 10-04 x [ 1/t]3.89 x [1/MR]0.854
2. N = 1.41 x 10
reliability)
08
x [1/v] 4.5337
12
(11300/E0.0804 + 191)
3. N = RF
(90%
FOAMED BITUMEN/BITUMEN EMULSION

TREATED RAP/ AGGREGATE OVER CEMENTED
SUBBASE
Fig shows four layer pavement consisting of bituminous

surfacing recycled layer Reclaimed asphalt pavement,
cemented subbase and the subgrade
Illustration:
Traffic 150 msa
Subgrade CBR = 10%, E subgrade = 17.6 (CBR).64 = 75 Mpa
MR = 3000 Mpa, MR of RAP = 600 MPa, E of cemented
subbase = 600 MPa
From the plate shown above,
BC+DBM = 100, RAP = 160, Cemented subbase = 250 mm
Design traffic = 150 msa therefore, 90% reliability is adopted

introduction of C
1. Nf = 0.5161 x C x 10-04 x [ 1/t]3.89 x [1/MR]0.854
2. N = 1.41 x 10
reliability)
08
x [1/v] 4.5337
(90%
CEMENTED BASE AND GRANULAR SUBBASE

WITH CRACK RELIEF LAYER OF AGGREGATE
INTERLAYER ABOVE THE CEMENTED BASE
Critical location
for vertical
subgrade strain
It is modelled as a five layer elastic structure in IITPAVE software
For reconstruction of a highway , designers may

have a choice of bituminous surface, aggregate
interlayer, cemented base while retaining the
existing granular subbase.
The drainage layer in GSB is required to be restored
in area where rainfall may damage the pavements
Using IITPAVE, it has been modelled as five layer
elastic structure
The aggregate interlayer acting as a crack
relief should meet the specifications of Wet
Mix Macadam and if required, it may contain
about 1 to 2 % bitumen emulsion if the
surface of the granular layer is likely to be
disturbed by construction traffic
Emulsion can be mixed with water to make the

introduction of C
1. Nf = 0.5161 x C x 10-04 x [ 1/t]3.89 x [1/MR]0.854
2. N = 1.41 x 10
reliability)
08
x [1/v] 4.5337
12
(11300/E0.0804 + 191)
3. N = RF
(90%
PERPETUAL PAVEMENT
The pavement having a life of 50 years or
longer is termed as a perpetual pavement.
If the tensile strain caused by the traffic in the
bituminous layer is less than 70 micro strains,
the endurance limit of the material, the
bituminous layer never cracks (Asphalt Institute,
MS-4, 7th Edition 2007).
Similarly, if vertical subgrade strain is less than
200 micro strains, there will be little rutting in
subgrade.
In such pavement design concept, different
layers are so designed and constructed that
only the surface layer is the sacrificial layer
which is to be scrapped and replaced with a

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FLEXIBLE PAVEMENT DESIGN (IRC:37-2012)

CBR of subgrade soil

Traffic in terms of no. of

FLEXIBLE PAVEMENT DESIGN (IRC:37-2012)

FLEXIBLE PAVEMENT DESIGN (IRC:37-2012)

Multilayer elastic theory was adopted for stress

FLEXIBLE PAVEMENT DESIGN (IRC:37-2012)

FLEXIBLE PAVEMENT DESIGN (IRC:37-2012)

For the purpose of guidelines, flexible pavements

A brief introduction to foamed asphalt

Why is foamed asphalt only now gaining popularity?

How Foam Bitumen is manufactured?

An important factor in foaming is the

Temperature of the bitumen. For most bitumens

Illustration Showing How

Illustration Showing How

The Wirtgen 2500 Is Used

What's so special about foamed asphalt?

Foamed asphalt epitomizes the asphalt industry drive towards energy

2. Foam treatment can be used with a wider range of aggregate types

3. Lower binder and transportation costs because foamed asphalt

5. Energy conservation because only the bitumen needs to be heated

6. Environmental side-effects of the evaporation of volatiles from the

7. Foamed asphalt can be stockpiled with no binder runoff or leeching.

Stress Absorbing Membrane Interlayer (SAMI)

Basically, it is a reinforced layer. Researchers have

The aggregate is seated into this second layer of

Its function is to seal the existing pavement with a

SAMI within the pavement

PRINCIPLES OF PAVEMENT DESIGN

PRINCIPLES OF PAVEMENT DESIGN

VEHICLE DAMAGE FACTOR(VDF)

LANE DISTRIBUTION FACTOR

EXAMPLE 1: Design the pavement for construction of a new

Traffic growth rate per annum (r) = 6.0 %

1. LDF for 4 lane divided carriageway = 0.75

4. Since there is a large difference between CBR of the

Effective CBR of the subgrade from Fig. above = 7 %

Now, find the relevant resilient modulus for a known effective

for CBR > 5

Since effective CBR > 7%, using eqn (2)

= 61.14 say 62 MPa

Thickness of proposed Bituminous layer with VG 40

x [1/t] 3.89 x [1/MR]0.854

Nf = 0.711 x 10 04 x [1/t] 3.89 x [1/MR]0.854 (90% reliability) --(2)

As per the prevailing practice, the mixes used

N = Cumulative no. of standard axles to produce rutting of

SELECTION OF SUBGRADE CBR FOR PAVEMENT DESIGN

SELECTION OF SUBGRADE CBR FOR PAVEMENT DESIGN

Arrange the above 16 values in ascending order

SELECTION OF SUBGRADE CBR FOR PAVEMENT DESIGN

Now a plot is made between percentages of values greater

PAVEMENT DESIGN CATALOGUES

3. Cementitious base and subbase with SAMI at the

Cementitious base and granular subbase with

1. GRAULAR BASE & GRANULAR SUB-BASE

It is considered as a three layer elastic structure

BITUMINOUS PAVEMENTS WITH CEMENTED

Fig. shows a five layer elastic structure consisting of

For traffic > 30 msa, minimum thickness of bituminous

Pavement composition for 90% reliability is

Design criteria adopted

Design criteria adopted