DATA
1 State
2 Type of Road
3 Carriageway
4 Design period
5 Lane width
6 Transverse joint spacing
7 Effective CBR of compacted sub-grade
8 Design Traffic in CVPD in each direction
9 Axle distribution
a Front single axle
b Rear Single Axle
c Rear tandem axle
d Rear tridem axle
10 Percentage of commercial vehicles with spacing between the front
axle & the first rear axle less than 4.5m
11 Traveling time distribution
6 AM to 6PM
6PM to 6AM
12 Average number of axles per commercial vehicle
13 Maximum Day time temperature differential in slab ( for bottom up cracking)
14 Maximum Night time temperature differential in slab ( for Top down
cracking) ( Day time diff/2+5)
Single Axle Tandem Axle
Frequency (
% of single Frequency ( % of
Axle Load Class kN axles Axle Load Class kN Tandem axles
185 195 18.15 380 400 14.5
175 185 17.43 360 380 10.5
165 175 18.27 340 360 3.63
155 165 12.98 320 340 2.5
145 155 2.98 300 320 2.69
135 145 1.62 280 300 1.26
125 135 2.62 260 280 3.9
115 125 2.65 240 260 5.19
105 115 2.65 220 240 6.3
95 105 3.25 200 220 6.4
85 95 3.25 180 200 8.9
< 85 14.15 < 180 34.23
100 100
CASE-1 Concrete pavement with Tied Concrete Shoulder with Doweled joints
CASE-2 Concrete pavement without Tied Concrete Shoulder and without Doweled joints
CASE-3 Concrete pavement with widened outer lane
CASE-4 Concrete poavement bonded to Dry Lean Layer
Interface can be bonded or
unbonded PQC
DLC/Cement treated Aggregate sub-base
Drainage Layer as per design
Separation layer ( Grade I/II/V/VI of 401.2.2)
Sub-grade
CASE-1
STEP-1 Selection of Modulus of subgrade reaction
i Effective CBR of compacted subgrade
ii Modulus of sub-garde reaction
iii Provide
Granular sub-base
DLC Sub-base
iv
Effective modulus of sub-grade reaction of combined foundation of sub-
grade+ Granular sub-base and DLC sub-base
v Provide a debonding layer of polythene sheet of 125 micron between DLC & PQC
Selection of Flexural strength of concrete
i 28 days compressive strength of cement concrete
ii 90 days compressive strength of cement concrete
iii 28 days flexural strength of cement concrete
iv 90 days flexural strength of cement concrete
STEP-2 Concrete properties
i Elastic modulus of concrete E
ii Poisson's ratio of concrete μ
iii Ubit weight of concrete γ
iv Design Flexural strength of concrete
STEP-3 Selection of Design Traffic for Fatigue Analysis
i Design period
ii Annual rate of growth of commercial traffic
iii Two way commercial volume per day
iv % traffic in predominant direction
v Total two way commercial vehicles during design period
vi Average number of axles per commrecial vehicles
vii Total two way commercial vehicles during design period
viii Number of axles in predominant direction
ix Design Traffic after adjusting for lateral placement of axles ( 25% of predomonant
direction of traffic for multi-lane highways)
x Night time design axle repetitions ( 12 hour)
x Day time design axle repetitions ( 12 Hour)
xi Day time six hour axle load repetitions
xii Hence Design number of axle load repetions for bottom up cracking analysis
xiii Night time Six hour axle load repetions
xiv % of commercial vehilcles having the spacing between the front axle and the first
axle of the rear axle unit less than 4.5m
xv Six hour night time design axle repetitions for Top down cracking analysis ( for
wheel base < 4.5m)
xvi Axle load categorywise design axle load repetions for top down and bottom up
Categorywise Categorywise
Propotion of Axle repetions Axle repetions
Axle axle for bottom up for Top down
Category category cracking analysis cracking analysis
Front Single 45% 6758607 5575851
Rear Single 15% 2252869 1858617
Tandem 25% 3754782 3097695
Tridem 15% 2252869 1858617
STEP 4 Pavement Option-1 ( Concrete pavement with Tied Concrete Shoulder with Doweled joints)
i Trial Thickness h
ii Radius of relative thickness I
iii β ( Beta) Factor in the stress equations will be 0.66 for doweled transverse joints for carryin
STEP 5
Cumulative Fatigue Damage analysis for Bottom up Cracking
( Mid point of the axle load class is adopted for stress calculations)
Bottom up clacking Fatigue analysis for Day time ( 6 hour) traffic and positive Temperatur
Rear Single axles Rear Tandem
Mid-point
of Axle Expected Flexural Stress Ratio Allowable Fatigue Damage ( Expected
load in kN repetitions Stress Mpa ( SR) repetions ni ni/Ni) repetitions
190 408896 2.5 0.505 603336 0.6777251813 544443
180 392675 2.4 0.485 1732461 0.2266573389 394252
170 411599 2.3 0.465 8304419 0.0495638527 136299
160 292422 2.26 0.457 20909773 0.0139849438 93870
150 67135 2 0.404 infinite 101004
140 36496 1.85 0.374 infinite 47310
130 59025 1.75 0.354 infinite 146436
120 59701 1.7 0.343 infinite 194873
110 59701 1.6 0.323 infinite 236551
100 73218 1.5 0.303 infinite 240306
90 73218 1.4 0.283 infinite 334176
<90 318781 1.3 0.263 infinite 1285262
2252867 0.9679313167 3754782
Cumulative Fatigue Damage analysis for Top down Cracking
( Mid point of the axle load class is adopted for stress calculations)
Top Down clacking Fatigue analysis for Night time ( 6 hour) traffic and negative Temperatu
Rear Single axles Rear Tandem
Mid-point Allowable
of Axle Expected Flexural Stress Ratio repetions Fatigue Damage ( Expected
load in kN repetitions Stress Mpa ( SR) ( ni ) ni/Ni) repetitions
190 337339 2.4 0.485 1732461 0.1947166487 449166
180 323957 2.3 0.465 8304419 0.0390101945 325258
170 339569 2.2 0.444 infinite 112446
160 241248 2.1 0.424 infinite 77442
150 55387 2 0.404 infinite 83328
140 30110 1.9 0.384 infinite 39031
130 48696 1.8 0.364 infinite 120810
120 49253 1.7 0.343 infinite 160770
110 49253 1.6 0.323 infinite 195155
100 60405 1.5 0.303 infinite 198252
90 1.4 0.283 infinite 275695
<90 1.3 0.263 infinite 1060341
0.2337268432 3097694
190 0.7
Bihar
NH
Four lane divided
30 years
3.5 m
4.5 m
8%
30000
45%
15%
25%
15%
55%
40%
60%
2.35
16.8 0C
13.4 0C
Tridem Axle
Frequency ( %
of Tridem
Axle Load Class kN axles
530 560 5.23
500 530 4.85
470 500 3.44
440 470 7.12
410 440 10.11
380 410 12.01
350 380 15.57
320 350 13.28
290 320 4.55
260 290 3.16
230 260 3.1
< 230 17.58
100
= 8%
= 50.3 Mpa/m from Table 2
= 150 mm
= 150 mm 7 days compressive strength of 7 Mpa
= 285 MPa/m From table 4
between DLC & PQC
> 40 Mpa
> 48 MPa
= 4.5 MPa
= 4.95 MPa
= 30000 Mpa
= 0.15
= 24 kN/m3
= 4.95 MPa
= 30 years
= 0.075
= 6000
= 50%
= 255644692 CV
= 2.35
= 600765026
= 300382513
5% of predomonant
= 75095628
= 45057377
= 30038251
= 15019126
racking analysis
= 15019126
= 22528689
ont axle and the first
= 55%
king analysis ( for
= 12390779
wn and bottom up
h Doweled joints)
= 0.28 m
= 0.666213 m
led transverse joints for carrying out TDC analysis
raffic and positive Temperature Differential
Rear Tandem Axles
Flexural Fatigue
Stress Stress Allowable Damage
Mpa Ratio ( SR) repetions ni ( ni/Ni)
2.1 0.424 infinite 0
2 0.404 infinite 0
1.9 0.384 infinite 0
1.8 0.364 infinite 0
1.7 0.343 infinite
1.6 0.323 infinite
1.5 0.303 infinite
1.4 0.283 infinite
1.3 0.263 infinite
1.2 0.242 infinite
1.1 0.222 infinite
1 0.202 infinite
0
traffic and negative Temperature Differential
Rear Tandem Axles Rear Tridem Axles
Fatigue
Flexural Stress Allowable Fatigue Flexural Stress Allowable Damage
Stress Ratio repetions ( Damage Expected Stress Ratio repetions
Mpa ( SR) ni ) ( ni/Ni) repetitions Mpa ( SR) (ni) ( ni/Ni)
2.3 0.465 1732461 0.25926 117825 2.35 0.475 1732461 0.06801
2.2 0.444 8304419 0.03917 109264 2.25 0.455 8304419 0.013157
2.1 0.424 77499 2.15 0.434
2 0.404 160404 2.05 0.414
1.9 0.384 227765 1.95 0.394
1.8 0.364 270570 1.85 0.374
1.7 0.343 350772 1.75 0.354
1.6 0.323 299181 1.65 0.333
1.5 0.303 102506 1.55 0.313
1.4 0.283 71191 1.45 0.293
1.3 0.263 69839 1.35 0.273
1.2 0.242 396054 1.25 0.253
0.29843 2252870 0.081168
DESIGN OF DRAINAGE LAYER
1 Type of Road Four lane divided carriageway
2 annual rainfall 1500 mm/year
3 width of carriageway 7m
4 paved shoulder 1.5 m
5 unpaved 1m
6 transverse joint spacing 4.5 m
7 longitudinal gradient 3%
8 camber 2.50%
9 embankment side slope 2:01
10 PQC 300 mm
11 DLC 150 mm
12 Thickness of drainage layer 150 mm
13 Drainage layer will be provided below DLC layer for full width of embankment
DESIGN
1 Combined thickness of DLC+PQC = 450 mm
2 Depth at which drainage layer is available 450 mm
3 Width of the drainage layer 10.4 m
Longitudinal Slope 3%
A C
Direction of flow of water
Camber 2.50%
B D
AB = 10.4 m
AC = 12.48 m
AD = 16.25 m
Drop of elevation along AC = 0.3744 m
Drop of elevation along CD = 0.26 m
Drop of elevation along AD = 0.6344 m
Gradient along AD = 0.03904
Crack infiltration rate = 0.223 m3/day/m
Number of longitudinal joint = 3
Width of pavement subjected to infiltration = 9.5 m
length of transverse cracks or joints = 8.5 m
Spacing of transverse joint = 4.5 m
rate filtration through uncracked pavement = 0
rate of infiltration of water into pavement = 0.115 m3/day/m
Amount of infiltrated water per metre width flowing along the
path AD of the drainage layer = 1.86875 m3/day/m
Q= KIA m3/day/m
KA = 47.87 m3/day
With drainage layer of 0.15m A = 0.15 sqm
Required coefficient of permeability = 319 m/day
2.1 Applicable to roads having an average daily commercial vehicles mor
3.1 Design considering cumulative fatigue damage due to combined effec
Design of pavements
a) with widened outer lane
b) with tied concrete shoulder
c) bonded to stabilized subbases
d) Design of longitudinal, expansion and contraction j
4.1 125 micron PVC sheet PQC
DLC
DRAINAGE LAYER
GSB AS SEPARATION LAYER
500 MM SUBGRADE WITH CB
When PQC is laid over a bitumenous surface during the sunshine, it i
body absorbs more heat which may be injurious to concrete
For subgrade with CBR greater or equal to 8% , both grannular separa
geocomposite
5.1 DESIGN FACTORS:
1 Design Period
2 Design commercial traffic volume
3 Composition of commercial traffic interms of single, t
4 Axle load spectrum
5 tyre pressure
6 Lateral Placement characteristics
7 Directional distribution
8 Strength of foundation
9 cimate
5.2 AXLE LOAD SURVEY:
1 Minimum percentage of commercial vehicles to be w
a 10 % if CVPD > 6000
b 15 % if CVPD between 3000 to 60
c 20 % if CVPD is less than 3000
2 The survey may be conducted for a continues period
3 The vehicles to be surveyed may be selected randoml
4 If the spacing of consecutive axles(wheel base) shall b
5 The axle load groups should be classified for fatigue d
Single axle 10 KN
Tandem axle 20 KN
Tridem axle 30 KN
6 Tyre pressure 0.8 Mpa if the thickness of PQC
7 Axle load limits in India are
Single axle 10.2 tons
Tandem axle 19.0 tons
Tridem axle 24.0 tons
5.3 WHEEL BASE CHARECTARASTICS:
1 Wheel bases of trucks of different models generally ra
2 The slab has the tendency of curling up during night
3 If the spacing between any pair of consecutive axles i
such axles shall be considered in the design traffic for
5.4 DESIGN PERIOD:
Concrete pavements may be designed for a period of
5.5 TRAFFIC CONSIDERATION:
5.5.1 Design lane:
1 The lane carrying maximum number of heavy comme
2 Each lane of two way two lane highway and the puter
as Design lane.
5.5.2 DESIGN TRAFFIC:
1 Average daily traffic based on 7-day 24 hour count as
2 The actual value of annual growth rate of commercial
methods, otherwise the annual growth rate shall be t
3 The traffic counts indicate the day and night traffic tre
4 In case of new highway links where no traffic count da
importance may be used to predict the design traffic
5 Cummulative number of commercial vehicles during d
A= Initial number of commercial vehicles per
r= Annual rate of growth of commercial traffic
n=Design period in years
6 Design traffic for two lane two way roads shall be 25%
7 In the case four lane and other multi lane divided hig
8 Only those commercial vehicles with the spacing betw
spacing for the analysis of top down cracking
9 This percentage should be established from axle load
10 A default value of fifty percent of the design traffic bo
5.6.1 TEMPARETURE CONSIDERATION:
1 Temperatur Differential between top and bottom fibr
giving rise to stresses
2 Temperature differential values are estimated realistic
and material charectarastics
3 In the absence of local data, the maximum temperatu
forpavement design.
4 The variation of temperature with depth is non-linear
5 The maximum temperature diffrential during night tim
6 Temperature differentials are positive when the top s
during the day hours and negative with a concave sha
5.6.2 ZERO STRESS TEMPERATURE GRADIENT:
1 Cement concrete pavements are generally laid in nigh
2 The pavement slab laid during late night and early ho
intense solar radiation during the day hours and chem
of the concrete.
3 When positive temperature differential occurs in conc
the hardening process because of its plastic stage. In
and lower temperature and lower temperature on bo
is known as zero stress temperature gradient.
4 Exposure of fresh concrete at high air temperature du
curl in the concrete pavements which is nearly equal
5 degrees centigrade.
5 This 5 degrees temperature differential shall be added
6 It is assumed that the positive and negative temperat
time for the six hour period between 10 AM to 4 PM
5.7 EMBANKMENT SOIL AND CHARECTARASTICS OF SUBGRADE AND SU
1 The strength of subgrade is expressed interms of mo
unit deflection as determined by plate load test
2 The plate load test is time consuming and expensive a
CBR value
mmercial vehicles more than 450 vehicles with laden weight exceeding 3 tons
due to combined effect of load and temperature
nsion and contraction joints
PQC
BC 30MM to 40 MM
AGE LAYER CEMENT TREATED AGGREGATES
SEPARATION LAYER DRAINAGE LAYER
M SUBGRADE WITH CBR OF 8% GSB AS SEPARATION LAYER
500 MM SUBGRADE WITH CBR OF 8%
uring the sunshine, it is important to white wash the surface of BC because block
us to concrete
both grannular separation layer and drainage layer can be replaced with synthetic
ffic interms of single, tandem, tridem and multi axles
ercial vehicles to be weighed
PD > 6000
PD between 3000 to 6000
PD is less than 3000
or a continues period of 48 hours
ay be selected randomly to avoid bias
les(wheel base) shall be more than 2.40 mts ,each axle shall be considered as single axle
classified for fatigue damage analysis as follows
if the thickness of PQC is greater than 200 MM
or 100 KN
or 186 KN
or 235 KN
ent models generally range from 3.6 to 5.0 mts
urling up during night due to negative temperature differential
r of consecutive axles is less than the spacing of tensverse joints(4.5 mts),
n the design traffic for computing top down fatigue cracking
esigned for a period of 30 years or more
mber of heavy commercial vehicles shall be termed as design lane
highway and the puter lane of multi lane highways can be considered
-day 24 hour count as per IRC-9
wth rate of commercial vehicles shall be determined using appropriate
l growth rate shall be taken to be a minimum of 5%
day and night traffic trends.
here no traffic count data is available, data of roads of similar classification and
edict the design traffic intensity
ercial vehicles during design period(c)= 365XAX (1+r^n)-1
r
mmercial vehicles per day in the year when the road is opened to traffic
h of commercial traffic volume (expressed as a decimal)
way roads shall be 25% of total two way traffic
multi lane divided highways, 25% of traffic in the direction of pre-dominant traffic
s with the spacing between the front axle and rear axle less than the transvers joints
down cracking
blished from axle load/traffic survey
of the design traffic bottom up cracking may be considered for top down cracking
en top and bottom fibres of concrete pavements causes the concrete slab to curl
are estimated realistically, for the given site using relevant geographical parameters
e maximum temperature differential values given below may be adopted
ith depth is non-linear during day time and linear in night hours
ffrential during night time is half of the maximum temp. Differential in the day time
ositive when the top surface of the pavement has the tendency to have convex shape
tive with a concave shape during night hours
re generally laid in night in India due to high temperatures during day time
ate night and early hours may have positive temperatire gradients due to
he day hours and chemical reaction in the cemented mass before the setting
fferential occurs in concrete during day time , the slab remains flat during
of its plastic stage. In this condition,with higher temperature on top suface
wer temperature on bottom fibre and the corresponding temperature gradient
ature gradient.
igh air temperature during the hardening stage causes building of permanent
which is nearly equal to curl caused by a negative temperature differential of
fferential shall be added to the actual temperature differential prevailing at any time
and negative temperature differential may be assumed to be constant during day
tween 10 AM to 4 PM and for the six hour period between 0 AM to 6 AM
OF SUBGRADE AND SUBBASE
pressed interms of modulas of subgrade reaction which is defined as pressure per
by plate load test
uming and expensive and therefore the design K value is esimated from soaked
GREGATES
ITH CBR OF 8%
ause block
with synthetic
ered as single axle
tion and
minant traffic
ransvers joints
wn cracking
lab to curl
cal parameters
the day time
e convex shape
gradient
manent
ential of
ng at any time
during day
pressure per
m soaked
