Amendment No. 2/IRC:s NOTIFICATION NO. 71 -$9-2019/June, 2024 (Elfective from 1" November, 2024) To IRC:SP:59-2019 “Guidelines for Use of Geosynthetics in Road Pavements and Associated Works” (First Revision) S. | Clause No. For Read No.| Page No. 1 | Clause No. () directional behaviour (uniaxial, biaxial, (@) directional behavior (Geogrid with 12.3.2 etc) cone axis, with two axes, with three axes, with Page No. 6 four axes, with several axes, ete.) 2 | Clause No. ‘There is a formalized procedure available Installation damage in the field should 23.3.1, | to assess installation damage as per ISO 10722. |be assessed as per methodology given in Last two | ASTM 5818-06 may be referred for exposure Anmexure-A. Field samples should be sentences of | and retrieval of sample to evaluate installation | exhumed as per the procedure specified in Paral | damage of geosynthetics ASTM DS8:18. Page No. 19 3 | Clause No. |) However, it is recommended to MIF/LCR considered in design should 3.1.3, ensure correct MIF for proper optimized design |be validated by conducting Cyclic Plate 2nd ast | and MIF must be verified by appropriate testing | Load Test on field trial patch laid along sentence of | for some trial patch before full ledge execution of main carriageway as per methodology given Para3 | the work. in Annexure-B, If necessary, i.e. only in Page case of lower observed value of MIF/LCR No. 34 INDIAN HIGHWAYS| NOVEMBER 2024 59NOTIFICATION than that of value proposed in design, the design should be modified with realized MIF/LCR and with same actual execution of work should be done. References Page No. 93 & 94 2. IRC:37 “Guidelines for the Design of Flexible Pavements” 2. IRC:37 (2018) “Guidelines for the Design of Flexible Pavements” (Fourth Revision) Add New References Indian Codes + IS:16635 (2017) “Geosyntheties - Wide Width Tensile Test” + MoRTH (2013) “Specifications for Road and Bridge Works” (Fifth Revision) International Codes + ASTM D5818 “Standard Practice for obtaining Samples of Geosynthetics from a Test Section for Assessment of Installation Damag + ASTM D8462 “Standard Test Method for Cyclic Plate Load Tests to Evaluate the Structural Performance of Roadway Test Sections with Geosynthetics” + AASHTO R50 “Standard Practice for Geosynthetic the Aggregate Base Course of Flexible Pavement Structures” Reinforcement of ‘Annexure A METHODOLOGY FOR INSTALLATION DAMAGE ASSESSMENT IN THE FIELD FOR GEOGRIDS USED IN FLEXIBLE PAVEMENTS This methodology outlines the procedure for installation damage assessment in the field for geogrids used in flexible pavements. Construction sequence for the laying of geogrids and granular layer for the testing shall be adopted as per MoRTH Specifications for the different layers of subbase and base courses. Atrial stretch of minimum length 100 m and full cross-section width should be selected along main carriageway. Prior to the installation of the pavement layer sections it is required to confirm the CBR of the subgrade as per MoRTH Specifications for Road and Bridge Works. INDIAN HIGHWAYS NOVEMBER 2024NOTIFICATION ‘The selected geogrids, as specified, shall be installed as per the approved pavement design ic., either at the interface of subgrade and sub base or at interface of sub base and base course or as per design. m Fig. A. Geogrid Laying on Subgrade/Sub Base Top Construction of Sub Base or Base layer depending upon location of geogrid and layer thickness, and gradation, in the pavement design shall be carried out as per MoRTH Specifications for Road and Bridge Works, Construction, methodology should be customised so that on installed geogrid only the required construction equipment will be allowed to move over the bare geogrids, Further, the proper nailing ie. atleaset one nail in Im x Im and also the specified overlap of 300 mm should be ensured. In addition, the materials should not be end tipped onto the ‘geogrid but should be spread over by the backhoe loader. Geotagged photographs with date & time stamped should be taken during placement and compaction of subbase and base layer for records. A compaction density check should be done as per MoRTH to ensure the desired compaction is achieved. Fig. A.2 Spreading of Subbase and Base Layer Fig. A.3 Rolling of Subbase Layer After compaction, a total of S numbers of 2.3 m x 2.3 m patches should be identified on the trial stretch from where geogrid is to be exhumed. These patches should be well distributed and should cover the entire trial stretch. ‘The compacted layer should be carefully removed, preferably manually, in these patches to expose the geogrid layer and immediately geotagged photos with date & time stamped to be taken to record the condition of geogrids. It is absolutely necessary to ensure that no damage, whatever occurs to the geogrid while it is being exhumed as per ASTM DS818. INDIAN HIGHWAYS| NOVEMBER 2024 61NOTIFICATION Af 2S : i Fig. A.4 Pit being excavated for echuming Geogrid sample 8. Geogrids should be cut with scissors /cutting tools in each of the patches, and clear geotagged photos with date & time stamped should be taken to record the damage to the geogrid ribs and junctions. 9. record should be maintained in the following format (Table A.1) with photographic evidence: Table A.1 Format of Recording the Physical Damage of Geogrid during Installation Parameter to observe | Totalnumbers | Pateh-l | Pateh-2 | Patch-3 steht | Patches Number of ribs damaged ‘Number of junctions damaged 10. The number of damaged ribs and junctions should be compared with the total number of ribs and junctions, respectively. 11, Wide-width tensile strength tests should be done as per IS 16635 on 1 control specimen and | exhumed specimen from each patch in each direction. Results need to be reported in the following format as per Table A.2. 12, A maximum strength loss (Tensile Strength/Stiffness as applicable) of 10.0% is acceptable. In case of Retained Tensile Strength/Stiffness is less than 90.0%, either geogrid or construction methodology need to be modified and Installation damages should be assessed afresh. Table A.2 Format of Recording the Tensile Strength Results of Control Specimen and Exhumed Specimens of Geogrid Parameter Patch-I | Patch-2 | Pateh-3 | Patch-4 | Pateh-5 | Average ‘Wide width Tensile Strength of control specimen (Machine Girection X Cross machine direction) kN/m X kN/m. 5G Elongation at fllure of contol specimen (Machine direction X Cross machine direction) Wide width Tensile Stength of exhumed specimen from field (Machine direction X Cross machine direction) kN/m X kN/m_ ‘% Elongation at failure of exhumed specimen from field (Machine direction X Cross machine direction) ‘Average % Strength Loss (Machine direction) ‘Average % Strength Loss (Cross machine direction) ‘AccepiReject 62 DIAN HIGHWAYS| NOVEMBER 2024> 7 v vv = 7 v v NOTIFICATION Annexure B METHODOLOGY OF FIELD CYCLIC PLATE LOAD TEST FOR GEOSYNTHETIC-REINFORCED PAVEMENTS TO DETERMINE LCR OR MIF Introduction This methodology outlines the procedure used to determine the performance of pavement, with and without geosynthetic reinforcement (geogrid and geocell), that are built in a controlled manner and tested using a plate, cyclic load applied to the surface to simulate traffic condition in the field, Test section performance from this test is normally calculated as a function of life extension but can also be determined based on structural improvement. Life extension is related to the number of load cycles that can be accommodated by a particular configuration when compared to a similarly constructed control section, Structural improvements are based on elemental or system-wide stiffness increases. The Cyclic Plate Load Test (CPLT) is intended as a performance test to quantify the benefits of geosyntheties in pavement structures, as per AASHTO R50 recommendations. Performance is predominantly defined in terms of Traffic Benefit Ratio (TBR), ‘Terminology Traffic Benefit Ratio (TBR), the ratio of the number of load cycles of a pavement structure with geosyntheties to the number of load cycles for the same test section without geosynthetics to reach the same defined failure state. (Ref. ASTM D8462) Objective ‘Testing is performed by loading the surface of the roadway using a stationary cyclic load representative of a typical truck to induce progressive vertical displacement of the surface (rut). (Ref. ASTM D8462) The purpose of conducting stress-controlled CPLT is to simulate the traffic loading on the pavement to determine the LCR/MIF of the pavement layer at the site ‘Measuring Instruments Loading system for reaction loading A hydraulic jack with eyclic loading of approximately 1 Hz frequency with a duly calibrated load measuring device, such as an electronic load cell, shall be used as prescribed in Fig. B.1 Bearing Plate - Circular bearing plate of mild steel of 300 mm diameter. Settlement Recording Device - LVDT. Datum Beam or Rod - Beam or rod of sufficient strength capable of maintaining straightness when fitted on two independent supports fitted with arms or magnetic bases for holding LVDT. Test Arrangement Level the upper surface of the test layer. ‘The test plate shall be placed over the 6.4 mm thick nitrile rubber pad (40A durometer). Check the level of the stationary plate by bubble tube. Ensure that the center of the plate coincides with the center of loading, INDIAN HIGHWAYS| NOVEMBER 2024 63v v NOTIFICATION ‘The hydraulic jack should be centrally placed over the plate with the loading column in between the jack and the reaction beam so as to transfer the load to the plate. Ifthe reaction is drawn from a loaded truck, the hydraulic jack. is supposed to be placed at its center of gravity. The supports of the reference beam or datum rod shall be placed over firm ground, fixed with LVDT’s resting on the plate. The LVDT’s shall be so arranged that settlement is measured continuously. On the contrary, the loading can be mobilized using any other equipment that can produce repeated loads (ESALs) at a given frequency and amplitude as prescribed in Fig. B.2. Procedure Fig. B.1 Typical Testing System to the Pavement Section ‘The testing system consists of a hydraulic actuator for applying cyclic loads to the pavement section, Testing is controlled using an automated software system. The load is transmitted to the pavement via a 300 mm diameter, 25 mm thick steel plate, Applied loads are measured using a pressure transducer or load cell. A cyclic load consisting of a maximum of 40 KN and minimum of 0.5 kN with a frequency of I Hz is applied in the form of sinusoidal/haversine cycles to the surface of the pavement through a 300 mm diameter rigid steel plate to simulate the field condition, where one load pulse represents 1 ESAL. Individual repeated load pulses have a trapezoidal shape, as illustrated in Fig. B.2; repeated loading shall be applied to the pavement surface until surface displacement reaches equilibrium (defined as less than 0.01 mm accumulated permanent displacement per applied load pulse or prescribed failure criteria 20 mm, whichever earlier is achieved. The test shall be performed on the upper surface of the test layer of the un-reinforced and reinforced sections. The settlement/no, of cycles data shall be recorded by automated digital software. 64 Fig. B.2 Typical Shape of the Repeated Load Pulse INDIAN HIGHWAYS| NOVEMBER 2024> v 7 NOTIFICATION Determination of LCR & MIF ‘Traffic Benefit Ratio (TBR) ‘The ratio of the number of load applications necessary to reach the constant settlement/specific failure state (20 mm rut depth) ina geosynthetic reinforced pavement to the number of load applications required to reach the same state (settlement/rut value) in an unreinforced section. aie 0 TBR @ Where, N,= Number of cycles on reinforced section, and N, LCR & MIF should be backcalculated using illustrative excel calculation sheet given in separate CD and sample excel sheets are given at the end. ‘umber of eycles on un-reinforced section. Report Number of cycle v/s Settlement Graph Sattenent Gam) Sumbeeof cles Fig. B.3 Settlement and Number of Cycles ‘Traffic Benefit Ratio (TBR) Layer Coefficient Ratio (LCR) Modulus Improvement Factor (MIF) ‘Traffic Benefit Ratio (TBR) | Layer Coefficient Ratio (LCR) | Modulus Improvement Factor (MIB) Photographs Fig. B.4 Automatic Cyclic Load System with Software & Loading Arrangement INDIAN HIGHWAYS| NOVEMBER 2024 65NOTIFICATION SAMPLE EXCEL SHEETS TBR No. of repetitions for 20mm settlement in Reinforced Section 75850 No. of repetitions for 20mm settlement in Uninforced Section 20550 TBR| 3.690998 Structural No. of Unreinforced Section ‘Structural Number of Unreinforced Section Gumisows [___100 08 1 aaa fam 2s s9 a Toots x sms Cun orsubgrads Chaise | r00 | UUnrtaforeed Calntation = iss ws | susc0 | aoe,wy | 2901226 w, Design ate THT acoao | 24°5, | astes 15] st | Desgnsenicay oe 1s oaszaT9 'y ((SN+1)*5.19) » | resasa (SN+1) “a07 2a2"hg, Mf 940257 7oon501 INDIAN HIGHWAYS NOVEMBER 2024NOTIFICATION MSA Unreinforced Design MSA unreinforced design [ 361717762 MSA Reinforced Calcul Guide for Design of Pavement Structures AASHTO 1993 ENT DESIGN Inputs: Effective resilient modulus of ; : 583 M, reed met psi 11520 log pW 8.55837 v esign tafe 1kip 8 “ wy, Design tra tsar | sot7i7762 78, 0.5769 Z for 90% reliability “1.282 6.10914 % log yfPSU42. S, (Overall standard deviation 0.45 Trial SN 659 | OK PSI Design serviceability loss 18 o.aorosaSNrIys.i9) | 0.42955 9.364log y(SN+1) 8.239068 02 “8.07 2.32*10g,, My 9.42257 SN Reinforced 659) LCR Calculation Dif. of SN 1.02 SN of reinforced Base 3.01 Layer coefficients of reinforced base | 0.240254 LCR 1.511031 MIF Calculation Modulus of unreinforced Base | 4.562249 | 36496.31 Modulus of reinforced Base | 4.88857 _| 7736955 mur _| 2.119928 INDIAN HIGHWAYS| NOVEMBER 2024 67