DATA

1 State Bihar
2 Type of Road NH
3 Carriageway Four lane divided
4 Design period 30 years
5 Lane width 3.5 m
6 Transverse joint spacing 4.5 m
7 Effective CBR of compacted sub-grade 8%
8 Design Traffic in CVPD in each direction 30000
9 Axle distribution
a Front single axle 45%
b Rear Single Axle 15%
c Rear tandem axle 25%
d Rear tridem axle 15%
10 Percentage of commercial vehicles with spacing between the front 55%
axle & the first rear axle less than 4.5m
11 Traveling time distribution
6 AM to 6PM 40%
6PM to 6AM 60%
12 Average number of axles per commercial vehicle 2.35
13 Maximum Day time temperature differential in slab ( for bottom up cracking) 16.8 0C
14 Maximum Night time temperature differential in slab ( for Top down 13.4 0C
cracking) ( Day time diff/2+5)

Single Axle Tandem Axle Tridem Axle

Frequency Frequency ( %
( % of Frequency ( % of of Tridem
Axle Load Class kN single axles Axle Load Class kN Tandem axles Axle Load Class kN axles
185 195 18.15 380 400 14.5 530 560 5.23
175 185 17.43 360 380 10.5 500 530 4.85
165 175 18.27 340 360 3.63 470 500 3.44
155 165 12.98 320 340 2.5 440 470 7.12
145 155 2.98 300 320 2.69 410 440 10.11
135 145 1.62 280 300 1.26 380 410 12.01
125 135 2.62 260 280 3.9 350 380 15.57
115 125 2.65 240 260 5.19 320 350 13.28
105 115 2.65 220 240 6.3 290 320 4.55
95 105 3.25 200 220 6.4 260 290 3.16
85 95 3.25 180 200 8.9 230 260 3.1
< 85 14.15 < 180 34.23 < 230 17.58
100 100 100

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 = 8%
ii Modulus of sub-garde reaction = 50.3 Mpa/m from Table 2
iii Provide
Granular sub-base = 150 mm
DLC Sub-base = 150 mm 7 days compressive strength of 7 Mpa
iv
Effective modulus of sub-grade reaction of combined foundation of sub-
grade+ Granular sub-base and DLC sub-base = 285 MPa/m From table 4
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 > 40 Mpa
ii 90 days compressive strength of cement concrete > 48 MPa
iii 28 days flexural strength of cement concrete = 4.5 MPa
iv 90 days flexural strength of cement concrete = 4.95 MPa

STEP-2 Concrete properties

i Elastic modulus of concrete E = 30000 Mpa
ii Poisson's ratio of concrete μ = 0.15
iii Ubit weight of concrete γ = 24 kN/m3
iv Design Flexural strength of concrete = 4.95 MPa

STEP-3 Selection of Design Traffic for Fatigue Analysis

i Design period = 30 years
ii Annual rate of growth of commercial traffic = 0.075
iii Two way commercial volume per day = 6000
iv % traffic in predominant direction = 50%
v Total two way commercial vehicles during design period = 255644692 CV
vi Average number of axles per commrecial vehicles = 2.35
vii Total two way commercial vehicles during design period = 600765026
viii Number of axles in predominant direction = 300382513
ix Design Traffic after adjusting for lateral placement of axles ( 25% of predomonant
direction of traffic for multi-lane highways) = 75095628

x Night time design axle repetitions ( 12 hour) = 45057377

x Day time design axle repetitions ( 12 Hour) = 30038251
xi Day time six hour axle load repetitions = 15019126
xii Hence Design number of axle load repetions for bottom up cracking analysis
= 15019126

xiii Night time Six hour axle load repetions = 22528689

 xiv % of commercial vehilcles having the spacing between the front axle and the first axle
= 55%
of the rear axle unit less than 4.5m
xv Six hour night time design axle repetitions for Top down cracking analysis ( for wheel
= 12390779
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 = 0.28 m
ii Radius of relative thickness I = 0.666213 m
iii β ( Beta) Factor in the stress equations will be 0.66 for doweled transverse joints for carrying out TDC analysis
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 Temperature Differential
Rear Single axles Rear Tandem Axles

Mid-point Flexural Fatigue

of Axle Expected Flexural Stress Allowable Fatigue Damage ( Expected Stress Stress Allowable Damage
load in kN repetitions Stress Mpa Ratio ( SR) repetions ni ni/Ni) repetitions Mpa Ratio ( SR) repetions ni ( ni/Ni)
190 408896 2.5 0.505 603336 0.677725181 544443 2.1 0.424 infinite 0
180 392675 2.4 0.485 1732461 0.226657339 394252 2 0.404 infinite 0
170 411599 2.3 0.465 8304419 0.049563853 136299 1.9 0.384 infinite 0
160 292422 2.26 0.457 20909773 0.013984944 93870 1.8 0.364 infinite 0
150 67135 2 0.404 infinite 101004 1.7 0.343 infinite
140 36496 1.85 0.374 infinite 47310 1.6 0.323 infinite
130 59025 1.75 0.354 infinite 146436 1.5 0.303 infinite
120 59701 1.7 0.343 infinite 194873 1.4 0.283 infinite
110 59701 1.6 0.323 infinite 236551 1.3 0.263 infinite
100 73218 1.5 0.303 infinite 240306 1.2 0.242 infinite
90 73218 1.4 0.283 infinite 334176 1.1 0.222 infinite
<90 318781 1.3 0.263 infinite 1285262 1 0.202 infinite
2252867 0.967931317 3754782 0

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 Temperature Differential
Rear Single axles Rear Tandem Axles Rear Tridem Axles
Mid-point Allowable Flexural Stress Allowable Fatigue Flexural Stress Allowable Fatigue
of Axle Expected Flexural Stress repetions ( Fatigue Damage ( Expected Stress Ratio repetions ( Damage Expected Stress Ratio repetions Damage
load in kN repetitions Stress Mpa Ratio ( SR) ni ) ni/Ni) repetitions Mpa ( SR) ni ) ( ni/Ni) repetitions Mpa ( SR) (ni) ( ni/Ni)
190 337339 2.4 0.485 1732461 0.194716649 449166 2.3 0.465 1732461 0.25926 117825 2.35 0.475 1732461 0.06801
180 323957 2.3 0.465 8304419 0.039010194 325258 2.2 0.444 8304419 0.03917 109264 2.25 0.455 8304419 0.013157
170 339569 2.2 0.444 infinite 112446 2.1 0.424 77499 2.15 0.434
160 241248 2.1 0.424 infinite 77442 2 0.404 160404 2.05 0.414
150 55387 2 0.404 infinite 83328 1.9 0.384 227765 1.95 0.394
140 30110 1.9 0.384 infinite 39031 1.8 0.364 270570 1.85 0.374
130 48696 1.8 0.364 infinite 120810 1.7 0.343 350772 1.75 0.354
120 49253 1.7 0.343 infinite 160770 1.6 0.323 299181 1.65 0.333
110 49253 1.6 0.323 infinite 195155 1.5 0.303 102506 1.55 0.313
100 60405 1.5 0.303 infinite 198252 1.4 0.283 71191 1.45 0.293
90 1.4 0.283 infinite 275695 1.3 0.263 69839 1.35 0.273
<90 1.3 0.263 infinite 1060341 1.2 0.242 396054 1.25 0.253
0.233726843 3097694 0.29843 2252870 0.081168

190 0.7
 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 02:01
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
3
rate of infiltration of water into pavement = 0.115 m /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 more than 450 vehicles with laden weight exceeding 3 tons

3.1 Design considering cumulative fatigue damage due to combined effect of load and temperature

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 joints

4.1 125 micron PVC sheet PQC PQC

DLC BC 30MM to 40 MM
DRAINAGE LAYER CEMENT TREATED AGGREGATES
GSB AS SEPARATION LAYER DRAINAGE LAYER
500 MM SUBGRADE WITH CBR OF 8% GSB AS SEPARATION LAYER
500 MM SUBGRADE WITH CBR OF 8%

When PQC is laid over a bitumenous surface during the sunshine, it is important to white wash the surface of BC because block
body absorbs more heat which may be injurious to concrete

For subgrade with CBR greater or equal to 8% , both grannular separation layer and drainage layer can be replaced with synthetic
geocomposite

5.1 DESIGN FACTORS:

1 Design Period
2 Design commercial traffic volume
3 Composition of commercial traffic interms of single, tandem, tridem and multi axles
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 weighed

a 10 % if CVPD > 6000
b 15 % if CVPD between 3000 to 6000
c 20 % if CVPD is less than 3000
2 The survey may be conducted for a continues period of 48 hours
3 The vehicles to be surveyed may be selected randomly to avoid bias
4 If the spacing of consecutive axles(wheel base) shall be more than 2.40 mts ,each axle shall be considered as single axle
5 The axle load groups should be classified for fatigue damage analysis as follows

Single axle 10 KN
Tandem axle 20 KN
Tridem axle 30 KN

6 Tyre pressure 0.8 Mpa if the thickness of PQC is greater than 200 MM

7 Axle load limits in India are

Single axle 10.2 tons or 100 KN
Tandem axle 19.0 tons or 186 KN
Tridem axle 24.0 tons or 235 KN

5.3 WHEEL BASE CHARECTARASTICS:

1 Wheel bases of trucks of different models generally range from 3.6 to 5.0 mts
2 The slab has the tendency of curling up during night due to negative temperature differential
3 If the spacing between any pair of consecutive axles is less than the spacing of tensverse joints(4.5 mts),
such axles shall be considered in the design traffic for computing top down fatigue cracking

5.4 DESIGN PERIOD:

Concrete pavements may be designed for a period of 30 years or more

5.5 TRAFFIC CONSIDERATION:

5.5.1 Design lane:

1 The lane carrying maximum number of heavy commercial vehicles shall be termed as design lane
2 Each lane of two way two lane highway and the puter lane of multi lane highways can be considered
as Design lane.
5.5.2 DESIGN TRAFFIC:
1 Average daily traffic based on 7-day 24 hour count as per IRC-9
2 The actual value of annual growth rate of commercial vehicles shall be determined using appropriate
methods, otherwise the annual growth rate shall be taken to be a minimum of 5%
 3 The traffic counts indicate the day and night traffic trends.
4 In case of new highway links where no traffic count data is available, data of roads of similar classification and
importance may be used to predict the design traffic intensity

5 Cummulative number of commercial vehicles during design period(c)= 365XAX (1+r^n)-1

r
A= Initial number of commercial vehicles per day in the year when the road is opened to traffic
r= Annual rate of growth of commercial traffic volume (expressed as a decimal)
n=Design period in years

6 Design traffic for two lane two way roads shall be 25% of total two way traffic
7 In the case four lane and other multi lane divided highways, 25% of traffic in the direction of pre-dominant traffic

8 Only those commercial vehicles with the spacing between the front axle and rear axle less than the transvers joints
spacing for the analysis of top down cracking
9 This percentage should be established from axle load/traffic survey
10 A default value of fifty percent of the design traffic bottom up cracking may be considered for top down cracking

5.6.1 TEMPARETURE CONSIDERATION:

1 Temperatur Differential between top and bottom fibres of concrete pavements causes the concrete slab to curl
giving rise to stresses
2 Temperature differential values are estimated realistically, for the given site using relevant geographical parameters
and material charectarastics
3 In the absence of local data, the maximum temperature differential values given below may be adopted
forpavement design.

4 The variation of temperature with depth is non-linear during day time and linear in night hours

5 The maximum temperature diffrential during night time is half of the maximum temp. Differential in the day time

6 Temperature differentials are positive when the top surface of the pavement has the tendency to have convex shape
during the day hours and negative with a concave shape during night hours

5.6.2 ZERO STRESS TEMPERATURE GRADIENT:

1 Cement concrete pavements are generally laid in night in India due to high temperatures during day time

2 The pavement slab laid during late night and early hours may have positive temperatire gradients due to
intense solar radiation during the day hours and chemical reaction in the cemented mass before the setting
of the concrete.
 3 When positive temperature differential occurs in concrete during day time , the slab remains flat during
the hardening process because of its plastic stage. In this condition,with higher temperature on top suface
and lower temperature and lower temperature on bottom fibre and the corresponding temperature gradient
is known as zero stress temperature gradient.
4 Exposure of fresh concrete at high air temperature during the hardening stage causes building of permanent
curl in the concrete pavements which is nearly equal to curl caused by a negative temperature differential of
5 degrees centigrade.
5 This 5 degrees temperature differential shall be added to the actual temperature differential prevailing at any time

6 It is assumed that the positive and negative temperature differential may be assumed to be constant during day
time for the six hour period between 10 AM to 4 PM and for the six hour period between 0 AM to 6 AM

5.7 EMBANKMENT SOIL AND CHARECTARASTICS OF SUBGRADE AND SUBBASE

1 The strength of subgrade is expressed interms of modulas of subgrade reaction which is defined as pressure per
unit deflection as determined by plate load test

2 The plate load test is time consuming and expensive and therefore the design K value is esimated from soaked
CBR value