Category:450 Bituminous Pavement Design - Revision history

Hoskir: updated per RR 3644

2023-04-19T14:24:06Z

updated per RR 3644

← Older revision		Revision as of 09:24, 19 April 2023
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	==450.1 Asphalt Binder==		==450.1 Asphalt Binder==

	Performance grade (PG) asphalt binders are identified by their desired "high temperature" (e.g. "64", "70", "76", etc.) and "low temperature" (e.g. "-22", "-28", "-34", etc.) characteristics. The temperature numbers represent Celsius degrees and are used in 6 degree increments. The high temperature value is associated with controlling rutting, while the low temperature value is associated with resisting cold weather cracking. The following table should be used as a guide to select asphalt binder grades for bituminous mixtures.		Performance grade (PG) asphalt binders are identified by their desired "high temperature" (e.g. "64", "70", "76", etc.) and "low temperature" (e.g. "-22", "-28", "-34", etc.) characteristics. The temperature numbers represent Celsius degrees and are used in 6 degree increments. The high temperature value is associated with controlling rutting, while the low temperature value is associated with resisting cold weather cracking. The following table should be used as a guide to select asphalt binder grades for bituminous mixtures. Occasionally, asphalt grading will be noted with MSCR Grading notations, as per AASHTO M 332. For instance, PG64-22H is a MSCR graded asphalt that is an allowed replacement for PG70-22. Equivalent grading is specified in Sec. 1015.10.3.1.

	{\| border="1" class="wikitable" style="margin: 1em auto 1em auto"		{\| border="1" class="wikitable" style="margin: 1em auto 1em auto"
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	\|}		\|}

	The low temperature number is to remain as indicated in the above table. The high temperature numbers have been set for the traffic loads and operation speeds normally associated with these corridors. The high temperature numbers are recommended minimums and are not to be reduced; however, may be raised to a PG 70-22 or PG 76-22, when deemed necessary, to accommodate actual or anticipated traffic conditions. Typically, the high temperature number should be raised one increment (6 degrees) when traffic speeds are expected to be in the range of 12 to 45 mph and raised two increments (12 degrees) for extremely slow traffic of < 12 mph. Typical candidates for these high temperature number raises are roadways with AADT greater than 3500 that are in a highly congested, urbanized area, have frequent stop and go traffic, or have steep grades with significantly slow traffic speeds. Use of any other PG asphalt binder must be approved by the State Construction and Materials Engineer.		The low temperature number is to remain as indicated in the above table unless specifying a Surface Level or BP surface mix in one of the northern districts. To improve thermal crack resistance, a PG58H-28 should be specified on minor routes in the Northwest and Northeast Districts.

			The high temperature numbers have been set for the traffic loads and operation speeds normally associated with these corridors. The high temperature numbers are recommended minimums and are not to be reduced; however, may be raised to a PG 70-22 or PG 76-22, when deemed necessary, to accommodate actual or anticipated traffic conditions. Typically, the high temperature number should be raised one increment (6 degrees) when traffic speeds are expected to be in the range of 12 to 45 mph and raised two increments (12 degrees) for extremely slow traffic of < 12 mph. Typical candidates for these high temperature number raises are roadways with AADT greater than 3500 that are in a highly congested, urbanized area, have frequent stop and go traffic, or have steep grades with significantly slow traffic speeds. Use of any other PG asphalt binder must be approved by the State Construction and Materials Engineer.

	If a higher type PG asphalt binder is warranted, it shall be used in the surface mixture and the first lift of the underlying mixture.		If a higher type PG asphalt binder is warranted, it shall be used in the surface mixture and the first lift of the underlying mixture.
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	! style="background:#BEBEBE"\| SP250 !! style="background:#BEBEBE"\| SP190 !! style="background:#BEBEBE"\| SP125<sup>'''1'''</sup> !! style="background:#BEBEBE"\| SP095<sup>'''1'''</sup> !! style="background:#BEBEBE"\| SP048<sup>'''1'''</sup>		! style="background:#BEBEBE"\| SP250 !! style="background:#BEBEBE"\| SP190 !! style="background:#BEBEBE"\| SP125<sup>'''1'''</sup> !! style="background:#BEBEBE"\| SP095<sup>'''1'''</sup> !! style="background:#BEBEBE"\| SP048<sup>'''1'''</sup>
	\|-		\|-
	\|align="center"\| 3 in. \|\|align="center"\| 2 in. \|\|align="center"\| 1¾ in. \|\|align="center"\| 1½ in. \|\|align="center"\| 1 in.		\|align="center"\| 4 in. \|\|align="center"\| 3 in. \|\|align="center"\| 2 in. \|\|align="center"\| 1½ in. \|\|align="center"\| 1 in.
	\|-		\|-
	\|colspan="5" width="750"\|<sup>'''1'''</sup> When used as the riding surface. When used as a leveling course below the top lift, the minimum lift thickness should be in accordance with [[#450.4 Level Course\|EPG 450.4 Level Course]].		\|colspan="5" width="750"\|<sup>'''1'''</sup> When used as the riding surface. When used as a leveling course below the top lift, the minimum lift thickness should be in accordance with [[#450.4 Level Course\|EPG 450.4 Level Course]].
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	! style="background:#BEBEBE"\|PMBB !!style="background:#BEBEBE"\| BP-1<sup>'''1'''</sup> !!style="background:#BEBEBE"\|BP-2<sup>'''1'''</sup> !!style="background:#BEBEBE"\| BP-3<sup>'''1'''</sup>		! style="background:#BEBEBE"\|PMBB !!style="background:#BEBEBE"\| BP-1<sup>'''1'''</sup> !!style="background:#BEBEBE"\|BP-2<sup>'''1'''</sup> !!style="background:#BEBEBE"\| BP-3<sup>'''1'''</sup>
	\|-		\|-
	\|align="center"\| 3 in.\|\|align="center"\| 1¾ in\|\|align="center"\| 1½ in.\|\|align="center"\| 1 in.		\|align="center"\| 3 in. \|\|align="center"\| 2 in. \|\|align="center"\| 1½ in.\|\|align="center"\| 1 in.
	\|-		\|-
	\|colspan="4" width="550"\|<sup>'''1'''</sup> When used as the riding surface. When used as a leveling course below the top lift, the minimum lift thickness should be in accordance with [[#450.4 Level Course\|EPG 450.4 Level Course]].		\|colspan="4" width="550"\|<sup>'''1'''</sup> When used as the riding surface. When used as a leveling course below the top lift, the minimum lift thickness should be in accordance with [[#450.4 Level Course\|EPG 450.4 Level Course]].
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	The above minimum lift thicknesses are recommended to ensure adequate field density can be achieved and a quality product can be provided. The minimum lift thicknesses do not account for surface irregularities in the roadway. Additional asphalt quantities should be included with single lift asphalt overlays to account for the surface irregularities. The additional asphalt quantities added should be in accordance with the average rutting depth measurements from the roadway as provided in [[:Category:402 Bituminous Surface Leveling#402.1.2 Mix and Quantities\|Table 402.1.2.1]].		The above minimum lift thicknesses are recommended to ensure adequate field density can be achieved and a quality product can be provided. The minimum lift thicknesses do not account for surface irregularities in the roadway. Additional asphalt quantities should be included with single lift asphalt overlays to account for the surface irregularities. The additional asphalt quantities added should be in accordance with the average rutting depth measurements from the roadway as provided in [[:Category:402 Bituminous Surface Leveling#402.1.2 Mix and Quantities\|Table 402.1.2.1]].

	Central Office Construction and Materials may recommend thicknesses greater than the above minimums but projects should not be designed for thicknesses less than the above minimums. If using the minimum lift thickness criteria results in the project exceeding its budget, then a finer gradation asphalt mixture should be used and designed for its minimum lift thickness or greater (for example, if ~~1.75~~ in. of BP-1 exceeds project budget, use 1.5 in. or greater of BP-2).		Central Office Construction and Materials may recommend thicknesses greater than the above minimums but projects should not be designed for thicknesses less than the above minimums. If using the minimum lift thickness criteria results in the project exceeding its budget, then a finer gradation asphalt mixture should be used and designed for its minimum lift thickness or greater (for example, if 2 in. of BP-1 exceeds project budget, use 1.5 in. or greater of BP-2).

	==450.4 Level Course==		==450.4 Level Course==
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	! style="background:#BEBEBE"\| BP-1 and SP125 !! style="background:#BEBEBE"\| BP-2 and SP095 !! style="background:#BEBEBE"\| BP-3 and SP048		! style="background:#BEBEBE"\| BP-1 and SP125 !! style="background:#BEBEBE"\| BP-2 and SP095 !! style="background:#BEBEBE"\| BP-3 and SP048
	\|-		\|-
	\|align="center" width="155"\| 1½ in. \|\|align="center" width="155"\| 1 in. \|\|align="center" width="155"\| ¾ in.		\|align="center" width="155"\| 1¾ in. \|\|align="center" width="155"\| 1¼ in. \|\|align="center" width="155"\| ¾ in.
	\|}		\|}

	The level course can be one design level lower than the lift above it. For example, an SP level C design may be used to level under an SP level B overlay. A BP mix may be used to level under an SP Level C overlay.		The level course can be one design level lower than the lift above it. For example, an SP level C design may be used to level under an SP level B overlay. A BP mix may be used to level under an SP Level C overlay.

	==450.5 Payment==		==450.5 Payment==

Kleins1: /* 450.1 Asphalt Binder */

2021-08-12T16:42:56Z

450.1 Asphalt Binder

← Older revision		Revision as of 11:42, 12 August 2021
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	\|}		\|}

	The low temperature number is to remain as indicated in the above table. The high temperature numbers have been set for the traffic loads and operation speeds normally associated with these corridors. The high temperature numbers are recommended minimums and are not to be reduced; however, may be raised to a PG 70-22 or PG 76-2, when deemed necessary, to accommodate actual or anticipated traffic conditions. Typically, the high temperature number should be raised one increment (6 degrees) when traffic speeds are expected to be in the range of 12 to 45 mph and raised two increments (12 degrees) for extremely slow traffic of < 12 mph. Typical candidates for these high temperature number raises are roadways with AADT greater than 3500 that are in a highly congested, urbanized area, have frequent stop and go traffic, or have steep grades with significantly slow traffic speeds. Use of any other PG asphalt binder must be approved by the State Construction and Materials Engineer.		The low temperature number is to remain as indicated in the above table. The high temperature numbers have been set for the traffic loads and operation speeds normally associated with these corridors. The high temperature numbers are recommended minimums and are not to be reduced; however, may be raised to a PG 70-22 or PG 76-22, when deemed necessary, to accommodate actual or anticipated traffic conditions. Typically, the high temperature number should be raised one increment (6 degrees) when traffic speeds are expected to be in the range of 12 to 45 mph and raised two increments (12 degrees) for extremely slow traffic of < 12 mph. Typical candidates for these high temperature number raises are roadways with AADT greater than 3500 that are in a highly congested, urbanized area, have frequent stop and go traffic, or have steep grades with significantly slow traffic speeds. Use of any other PG asphalt binder must be approved by the State Construction and Materials Engineer.

	If a higher type PG asphalt binder is warranted, it shall be used in the surface mixture and the first lift of the underlying mixture.		If a higher type PG asphalt binder is warranted, it shall be used in the surface mixture and the first lift of the underlying mixture.

Oligst1: Update link for 401 file in 450.9

2018-09-18T19:20:19Z

Update link for 401 file in 450.9

← Older revision		Revision as of 14:20, 18 September 2018
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	==450.9 Safety Edge<sup>SM</sup>==		==450.9 Safety Edge<sup>SM</sup>==

	Shaping the edge of pavement to a 30-degree bevel is an effective strategy for mitigating the negative effects associated with vertical edge drop-off. Refer to [https://www.modot.org/media/16832].		Shaping the edge of pavement to a 30-degree bevel is an effective strategy for mitigating the negative effects associated with vertical edge drop-off. Refer to [https://www.modot.org/media/16832 Std. Plan 401.00].

	As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.		As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.

	Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.		Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.

Oligst1: Updated 401 link in section 450.9

2018-09-18T19:13:48Z

Updated 401 link in section 450.9

← Older revision		Revision as of 14:13, 18 September 2018
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	==450.9 Safety Edge<sup>SM</sup>==		==450.9 Safety Edge<sup>SM</sup>==

	Shaping the edge of pavement to a 30-degree bevel is an effective strategy for mitigating the negative effects associated with vertical edge drop-off. Refer to [~~http~~://www.modot.org/~~business~~/~~standards_and_specs/documents/40100.pdf Std. Plan 401.00~~].		Shaping the edge of pavement to a 30-degree bevel is an effective strategy for mitigating the negative effects associated with vertical edge drop-off. Refer to [https://www.modot.org/media/16832].

	As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.		As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.

	Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.		Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.

EPGsysop: Per EPS, updated Tack Coat estimate factors

2018-02-27T16:56:15Z

Per EPS, updated Tack Coat estimate factors

← Older revision		Revision as of 11:56, 27 February 2018
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	\|'''Figures'''		\|'''Figures'''
	\|-		\|-
	\|[[Media:450 Estimate Factors.~~pdf~~\| Estimate Factors]]		\|[[Media:450 Estimate Factors 2018.doc\| Estimate Factors]]
	\|}		\|}

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	==450.5 Payment==		==450.5 Payment==

	Payment for asphaltic concrete by the square yard should only be used for full depth asphaltic concrete pavements on alternate bid projects. All other payment for asphaltic concrete should be by the ton. For preliminary design, [[Media:450 Estimate Factors.~~pdf~~\|estimate factors]] may be used to compute quantities for bases, flexible type pavements, seal coats, etc. For final design, the designer should request estimate factors for anticipated rock formations from the District Construction and Materials Engineer to obtain more reliable results. When payment is by the ton, estimate factors should be shown on the plans with a note "For Information Purposes Only." When payment is by the square yard, estimate factors should not be shown on the plans.		Payment for asphaltic concrete by the square yard should only be used for full depth asphaltic concrete pavements on alternate bid projects. All other payment for asphaltic concrete should be by the ton. For preliminary design, [[Media:450 Estimate Factors 2018.doc\|estimate factors]] may be used to compute quantities for bases, flexible type pavements, seal coats, etc. For final design, the designer should request estimate factors for anticipated rock formations from the District Construction and Materials Engineer to obtain more reliable results. When payment is by the ton, estimate factors should be shown on the plans with a note "For Information Purposes Only." When payment is by the square yard, estimate factors should not be shown on the plans.

	==450.6 Automatic Screed Control or Established Grade Reference==		==450.6 Automatic Screed Control or Established Grade Reference==

EPGsysop: /* 450.9 Safety EdgeSM */ Per EPS, brought article in accordance with new Std Plan 401.00 Sheet 3

2018-02-22T19:12:55Z

450.9 Safety EdgeSM: Per EPS, brought article in accordance with new Std Plan 401.00 Sheet 3

← Older revision		Revision as of 14:12, 22 February 2018
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	==450.9 Safety Edge<sup>SM</sup>==		==450.9 Safety Edge<sup>SM</sup>==

	Shaping the edge of pavement to a 30-degree bevel is an effective strategy for mitigating the negative effects associated with vertical edge drop-off.		Shaping the edge of pavement to a 30-degree bevel is an effective strategy for mitigating the negative effects associated with vertical edge drop-off. Refer to [http://www.modot.org/business/standards_and_specs/documents/40100.pdf Std. Plan 401.00].

	As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.		As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.

	Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.		Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.

EPGsysop: /* 450.9 Safety EdgeSM */

2018-02-01T20:01:31Z

450.9 Safety EdgeSM

← Older revision		Revision as of 15:01, 1 February 2018
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	As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.		As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.

	Safety ~~edge~~ must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.		Safety Edge<sup>SM</sup> must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.

EPGsysop: /* 450.3 Layer Design */ Per CM, guidance has been expanded to provide suggested additional quantities amounts for addressing the surface irregularities of existing pavement.

2017-06-09T16:20:55Z

450.3 Layer Design: Per CM, guidance has been expanded to provide suggested additional quantities amounts for addressing the surface irregularities of existing pavement.

← Older revision		Revision as of 11:20, 9 June 2017
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	\|}		\|}

	The above minimum lift thicknesses are recommended to ensure adequate field density can be achieved and a quality product can be provided. Central Office Construction and Materials may recommend thicknesses greater than the above minimums but projects should not be designed for thicknesses less than the above minimums. If using the minimum lift thickness criteria results in the project exceeding its budget, then a finer gradation asphalt mixture should be used and designed for its minimum lift thickness or greater (for example, if 1.75 in. of BP-1 exceeds project budget, use 1.5 in. or greater of BP-2).		The above minimum lift thicknesses are recommended to ensure adequate field density can be achieved and a quality product can be provided. The minimum lift thicknesses do not account for surface irregularities in the roadway. Additional asphalt quantities should be included with single lift asphalt overlays to account for the surface irregularities. The additional asphalt quantities added should be in accordance with the average rutting depth measurements from the roadway as provided in [[:Category:402 Bituminous Surface Leveling#402.1.2 Mix and Quantities\|Table 402.1.2.1]].

			Central Office Construction and Materials may recommend thicknesses greater than the above minimums but projects should not be designed for thicknesses less than the above minimums. If using the minimum lift thickness criteria results in the project exceeding its budget, then a finer gradation asphalt mixture should be used and designed for its minimum lift thickness or greater (for example, if 1.75 in. of BP-1 exceeds project budget, use 1.5 in. or greater of BP-2).

	==450.4 Level Course==		==450.4 Level Course==

Smithk: /* 450.9 Safety EdgeSM */ Per DE, updated outdated reference to a JSP in the text. The JSP is not in the General Provisions

2016-06-28T13:29:07Z

450.9 Safety EdgeSM: Per DE, updated outdated reference to a JSP in the text. The JSP is not in the General Provisions

← Older revision		Revision as of 08:29, 28 June 2016
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	As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.		As with conventional paving, the graded material adjacent to the Safety Edge<sup>SM</sup> should be brought flush with the top of the pavement following paving. If this material should settle or be otherwise displaced in the future, however, the Safety Edge<sup>SM</sup> would continue to provide a durable height transition to smoothly conduct vehicles back to the paved road.

	~~The safety~~ edge ~~JSP~~ must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.		Safety edge must be included in all single-lift overlay projects when the finished surface will be 21 ft. wide or greater. This includes shoulder paving unless the paved width of each shoulder exceeds 4 ft. When using the Safety Edge<sup>SM</sup>, the quantity of asphalt mix will increase by approximately 2 percent.

Smithk at 15:07, 7 July 2015

2015-07-07T15:07:29Z

← Older revision		Revision as of 10:07, 7 July 2015
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	{\|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="~~260px~~" align="right"		{\|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right"
	\|-		\|-
	\|'''Figures'''		\|'''Figures'''
	\|-		\|-
	\|[[Media:450 Estimate Factors.pdf\| Estimate Factors]]		\|[[Media:450 Estimate Factors.pdf\| Estimate Factors]]
	\|-
	~~\|[[media:450 Options.pdf\|Min. Placement Depths and Min. %AC by Volume for Asphalt Treatment Options]]~~
	\|}		\|}

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	==450.3 Layer Design==		==450.3 Layer Design==
			{\|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="340px" align="right"
			\|-
			\|[[media:450 Options.pdf\|Min. Placement Depths and Min. %AC by Volume for Asphalt Treatment Options]]
			\|}


	'''Minimum Lift Thickness'''		'''Minimum Lift Thickness'''