PWD, MAHARASHTRA

Rehabilitation and Up-gradation

gradation of Sakoli Gadchiroli Sironcha Road NH 353C
(Section Gadchiroli to Ashti) From From 113/650 to Km 115/800, Km 123/100
to Km 151/020 and 158/020 to 161/020 Length – 33.07 Km. Package-
Package
NH/IAHE/02on EPC Mode

PAVEMENT DESIGN REPO

REPORT

SUBMITTED BY: SUBMITTED TO:

P.K. Consulting Engineers L.N.M. Infra Projects

Pvt. Ltd., Jaipur Pvt. Ltd

FEBRUARY
FEBRUARY-2020
RIGID PAVEMENT DESIGN

1. Rigid Pavement Design………………………………………………………………………………........3

1.1 Design of Slab Thickness……………………………………………………………………………….…3

1.1.1 Design Period………………………………………………………..………………….……..........3

1.1.2 Tyre Pressure.……………………………………………...…...……..………………………........3
1.1.3 Design Traffic ……………………..…………………………………………………………….......4
1.1.4 Proportions of Axles ……………………………………………...……..…………………..…..…4
1.1.5 Drainage Layer.…………………………………...……………………...…………….....…......….5
1.1.6 Characteristics of Concrete…………………………………..………………………………..........6
1.1.7 Temperature Differential ………………………………...…………………..…………….…..…..6
1.1.8 Design Axle Load Repetitions for Fatigue Analysis…………………………..…………….…......6
1.1.9 Axle Load Spectrum……………………………..…………………………………………….…...6

1.2 Design of Dowel Bars……………………………………………………………..…………...…...….…9

1.3 Design of Tie Bars……………………………………………………………………………………..….10

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List of Tables

Table 1.1: Rigid Pavement Crust Composition……………………………………………………….…...….3

Table 1.2: Relation between k-value corresponding to CBR Values for Soil Sub grade………….……….....5
Table 1.3: k-Values over Granular and Cement Treated Sub-bases…………………………………...……..5
Table 1.4: k-Values over Dry Lean Concrete (DLC) Sub-base………………………………………...…….5
Table 1.5: Recommended Temperature Differentials for Concrete Slabs……………………….…………...6
Table 1.6: Design Axle Load Repetitions for Fatigue Analysis………………………………...……………6
Table 1.7: Axle load Spectrum…………………………………………………………………………...…..7
Table 1.8: Bottom-up Cracking Fatigue Analysis for Day-time (6 hour) traffic & Positive Temperature
Differential…………………………………………………………………………...…………………7
Table 1.9: Bottom-up Cracking Fatigue Analysis for Day-time (6 hour) traffic & Positive Temperature
Differential………………………………………………………………………………………….......8

Table 1.10: Rigid Pavement Design Summary………………………………………………………………10

List of Figures

Figure 1.1: Proportion of Front Single (Steering), Rear Single, Tandem & Tridem Axle………..………....4

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1. Rigid Pavement Design

A rigid pavement is constructed from cement concrete or reinforced concrete slabs. The design of rigid
pavement is based on providing a structural cement concrete slab of sufficient strength to resists the loads
from traffic.
This chapter covers the rigid pavement design for the project road based on axle load spectrum, traffic and
soil data etc. Following Table 1.1 shows minimum pavement crust composition for project road:-

Table 1.1 : Rigid Pavement Crust Composition

Sr. Rigid Pavement Layers Layer Thickness

No. (New pavement)

1 Pavement Quality Concrete (PQC) 280 mm

2 Dry Lean Concrete (DLC) 150 mm

3 Granular Sub base (GSB) 150 mm

Total 580 mm
*Polythene sheet having a minimum thickness of 125 micron is recommended separation
layer between DLC and PQC

Axle load survey was conducted along the project road. Axle load data of same location were used for the
pavement. The Rigid Pavement Design has been done using IRC 58:2015 (Guidelines for the design of
plain jointed Rigid Pavements for Highways). Design of 280 mm thick PQC has been checked with real
axle load, traffic and soil data etc. for 30 years of design period (excluding construction period) and sub
grade CBR of 10%. The Rigid pavement design procedure has been divided in following three sections:-

 Design of Slab Thickness

 Design of Dowel Bars
 Design of Tie Bars

1.1 Design of Slab Thickness

Rigid pavement, 2 lane undivided carriageway with panel size of 4.5 m × 3.5 m with tied concrete
shoulder (Load Transfer efficiency Beta Factor 0.66) is designed for the project road. The governing
design parameters for rigid pavement design are brought out in following sub-para:-

1.1.1 Design Period

Cement concrete pavements has designed for a life span of 30 years without any stage construction.

1.1.2 Tyre Pressure

Stresses in concrete pavements having thickness of 280 mm or more are not affected significantly by the
variation of tyre pressure in the range between 0.7 MPa to 1.0 MPa. A tyre pressure of 0.8 MPa (8

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kg/cm2) is considered for design.

1.1.3 Design Traffic

Traffic surveys results shows, commercial traffic as 562 CVPD.
The total cumulative commercial traffic for 30 year design life is computed (two way) to be A =
13628601Nos.
Average No. of axles per commercial vehicle, (each tandem axle set is counted as one axle unit. Similarly,
each Tridem axle set is counted as one axle) B = 2.34
Cumulative No. of Commercial Axles (steering, single, tandem, Tridem) during design period (two-way)
= C = A*B = 2.34×13628601 = 31890926
Proportion of traffic in predominant direction, D = 1.00
Lateral placement factor for 2 lane 2-ways, the value is E = 0.25
Traffic factor for BUC analysis (for six-hour period during Day), F = 0.20

Traffic factor for TDC analysis (for six-hour period during night), G = 0.30
Design axle repetitions for BUC analysis (for 6 hour day time traffic), H = B*E*F = 1594546

Proportion of vehicles with spacing between front and the first rear axle less than the spacing of transverse
joints 4.5 m, I = 0.81
Design axle repetitions for TDC analysis (for 6-hour night time traffic), J = B*E*G*I= 1937374

1.1.4 Proportions of Axles

Proportion of Front Single (Steering), Rear Single, Tandem and Tridem Axles are shown in
Figure 1.1 below.

10%
Proportion of Front single
(steering) Axles, K1
13%
43% Proportion of Rear single
Axles,K2
Proportion of tandem
Axles, K3
Proportion of Tridem
34% Axles, K4 = (1-K1-K2-K3)

Figure 1.1 : Proportion of Front Single (Steering), Rear Single, Tandem & Tridem Axle

The strength of Subgrade is expressed in terms of modulus of Subgrade reaction k, which is defined as
pressure per unit deflection of the foundation as determined by plate bearing tests. An approximate idea of

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k-value of a homogeneous soil Subgrade may be obtained from its soaked CBR value-using Table 1.2.

Table 1.2: Relation between k-value corresponding to CBR Values for Soil Sub grade
Soaked
2 3 4 5 7 10 15 20 50 100
CBR (%)

k-value
21 28 35 42 48 55 62 69 140 220
(MPa/m)

The approximate increase in k-values of Subgrade due to different thicknesses of sub-bases made up of
untreated granular, cement treated granular material l and dry lean concrete (DLC) layers may be taken
from Tables 1.3 and 1.4. Average compressive strength of DLC should be 10 MPa at 7 days.
Recommended DLC thickness is 150 mm for major highways.

Table 1.3: k-Values over Granular and Cement Treated Sub-bases

Effective k (MPa/m)over
k-value Effective k (MPa/m)over cement treated
untreated granular layer sub-
(MPa/ sub-base of thickness in mm
base of thickness in mm
m)
150 225 300 100 150 200
28 39 44 53 76 108 141

56 63 75 88 127 173 225

84 92 102 119 - - -

Table 1.4: k-Values over Dry Lean Concrete (DLC) Sub-base

k-value of Subgrade
(MPa/m) 21 28 42 48 55 62

Effective k over 100 mm

56 97 166 208 278 300
DLC, (MPa/m)

Effective k over 150 mm

97 138 208 277 300 300
DLC, (MPa/m)

The strength of sub grade is expressed in terms of modulus of sub grade reaction k and consider in the
design of the Rigid Pavement 55 MPa/m for 10% of sub grade design CBR.

1.1.5 Drainage Layer

In order to facilitate quick disposal of water that is likely to enter subgrade, a drainage layer of 150 mm thick
GSB has been considered as per IRC: 15-2015.

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1.1.6 Characteristics of Concrete
Flexural strength of concrete as per IS: 456-2000 is given as

fcr = 0.7x fck

Where fcr = flexural strength (modulus of rupture) MPa

fck = Characteristic compressive cube strength concrete,
MPa
Flexural strength of 4.5 MPa is taken for M-40 concrete. The recommended value of modulus of elasticity
of pavement concrete is 30000 MPa. A Poisson’s Ratio of 0.15 is considered for design.

1.1.7 Temperature Differential

Temperature differential between the top and bottom of pavements causes the concrete slab to warp,
giving rise to stresses. Following Table 1.5 shows recommended temperature differentials for concrete
slabs.
Table 1.5: Recommended Temperature Differentials for Concrete Slabs

Max. Temperatures Differentials, 0C in

Slabs of Thickness
Zone States/Regions
150 200 300 mm to
250 mm
mm mm 400 mm
Maharashtra, Karnataka, South M.P.,
IV Chattisgarh, Andhra Pradesh, Western 17.3 19.0 20.3 21.0
Orissa and North Tamil Nadu, excluding
hilly regions and coastal areas.

1.1.8 Design Axle Load Repetitions for Fatigue Analysis

Table 1.6 shows the design axle load repetitions for Fatigue Analysis.

Table 1.6: Design Axle Load Repetitions for Fatigue Analysis

For Bottom-up Cracking (BUC) Analysis
Front single (steering) Axles 685655
Rear single Axles 542146
Tandem Axles 207291
Tridem Axles 159455
For Top-Down Cracking (TDC) Analysis
Front single (steering) Axles 833071
Rear single Axles 658707
Tandem Axles 251859
Tridem Axles 193737

1.1.9 Axle Load Spectrum

Axle load survey data has been analysed for direction separately and axle load spectrum used for higher
direction (DN direction), is showing in Table 1.7.

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Table 1.7: Axle load Spectrum

Rear Single Axle Rear Tandem Axle Rear Tridem Axle

Mid-Point Mid-Point Mid-Point
Load Load Load
of Load Frequency of Load Frequency of Load Frequency
Group Group Group
Group (%) Group (%) Group (%)
(kN) (kN) (kN)
(kN) (kN) (kN)
185-195 190 0.0% 380 - 400 390 3.6% 530-560 545 0.0%
175-185 180 0.5% 360 - 380 370 0.0% 500-530 515 0.0%
165-175 170 1.0% 340 - 360 350 1.2% 470-500 485 4.8%
155-165 160 0.0% 320 - 340 330 0.0% 440-470 455 0.0%
145-155 150 1.4% 300 - 320 310 3.6% 410-440 425 0.0%
135-145 140 1.4% 280 - 300 290 2.4% 380-410 395 4.8%
125-135 130 1.4% 260 - 280 270 8.4% 350-380 365 14.5%
115-125 120 2.4% 240 - 260 250 12.0% 320-350 335 12.9%
105-115 110 1.9% 220 - 240 230 13.3% 290-320 305 24.2%
95-105 100 2.4% 200 - 220 210 12.0% 260-290 275 6.5%
85-95 90 3.8% 180 - 200 190 7.2% 230-260 245 1.6%
< 85 80 83.7% < 180 170 36.1% < 230 215 30.6%
100% 100% 100%

Bottom-up cracking analysis for day time (6 hour) traffic and positive temperature differential for Rear
Single, Tandem and Tridem axles were calculated as :-
Table 1.8: Bottom-up Cracking Fatigue Analysis for Day-time (6 hour) traffic & Positive Temperature
Differential
Rear Single Axles Rear Tandem Axles

Expected Flex Stress Allowable Fatigue Expected Stress Allowable Fatigue

Flex Stress
Repetitions Stress Ratio Repetitions Damage Repetitions Ratio Repetitions Damage
MPa
(ni) MPa (SR) (Ni) (ni/Ni) (ni) (SR) (Ni) (ni/Ni)
0 2.686 0.543 154056 0.000 75 2.295 0.464 9455395.273 0.000
26 2.605 0.526 260273 0.000 0 2.223 0.449 infinite 0.000
52 2.524 0.510 486233 0.000 25 2.150 0.434 infinite 0.000
0 2.443 0.494 1053749 0.000 0 2.077 0.420 infinite 0.000
78 2.363 0.477 2908103 0.000 75 2.004 0.405 infinite 0.000
78 2.282 0.461 12780670 0.000 50 1.931 0.390 infinite 0.000
78 2.201 0.445 infinite 0.000 175 1.859 0.375 infinite 0.000
130 2.120 0.428 infinite 0.000 250 1.786 0.361 infinite 0.000
104 2.039 0.412 infinite 0.000 275 1.713 0.346 infinite 0.000
130 1.959 0.396 infinite 0.000 250 1.640 0.331 infinite 0.000
209 1.878 0.379 infinite 0.000 150 1.567 0.317 infinite 0.000
4535 1.797 0.363 infinite 0.000 749 1.495 0.302 infinite 0.000
5421 Fat. Dam. From Single Axles = 0.000 2073 Fat. Dam. From Tandem Axles 0.000
Total Bottom-up Fatigue Damage due to single and
0.000 + 0.000 = 0.000
tandem axle loads =

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Table 1.9: Top Down Cracking Fatigue Analysis for Night-time (6 hour) traffic & Negative Temperature
Differential
Rear Single Axles
Expected Allowable
Flex Stress MPa Stress Ratio (SR) Fatigue Damage (ni/Ni)
Repetitions (ni) Repetitions (Ni)
0 2.591 0.523 287777 0.000
32 2.535 0.512 442393 0.000
63 2.480 0.501 725957 0.000
0 2.425 0.490 1301789 0.000
95 2.369 0.479 2652009 0.000
95 2.314 0.467 6594580 0.000
95 2.258 0.456 23421430 0.000
158 2.203 0.445 infinite 0.000
127 2.147 0.434 infinite 0.000
158 2.092 0.423 infinite 0.000
253 2.036 0.411 infinite 0.000
5510 1.981 0.400 infinite 0.000

Rear Tandem Axles (Stess computed for 50% of axle load)

Expected Allowable
Flex Stress MPa Stress Ratio (SR) Fatigue Damage (ni/Ni)
Repetitions (ni) Repetitions (Ni)
91 2.618 0.529 236675 0.000
0 2.563 0.518 354293 0.000
30 2.507 0.507 561420 0.000
0 2.452 0.495 959550 0.000
91 2.396 0.484 1822481 0.000
61 2.341 0.473 4051737 0.000
212 2.285 0.462 11691828 0.000
303 2.230 0.451 56664014 0.000
334 2.174 0.439 infinite 0.000
303 2.119 0.428 infinite 0.000
182 2.063 0.417 infinite 0.000
910 2.008 0.406 infinite 0.000

Rear Tridem Axles (Stress computed for 33% of axle load)

Expected Allowable
Flex Stress MPa Stress Ratio (SR) Fatigue Damage (ni/Ni)
Repetitions (ni) Repetitions (Ni)
0 2.544 0.514 410134 0.000
0 2.489 0.503 664844 0.000
94 2.433 0.492 1172182 0.000
0 2.378 0.480 2328990 0.000
0 2.322 0.469 5560484 0.000
94 2.267 0.458 18270491 0.000
281 2.211 0.447 infinite 0.000
250 2.156 0.436 infinite 0.000
469 2.100 0.424 infinite 0.000
125 2.045 0.413 infinite 0.000
31 1.989 0.402 infinite 0.000
594 1.934 0.391 infinite 0.000

It can be seen from the calculations, the total Bottom-up cracking Fatigue damage due to single and
tandem axle loads case is 0.000+0.000=0.000.Total Top-down cracking Fatigue damage due to single,
tandem and Tridem axle loads case is 0.000+0.001+0.000=0.001. Sum of CFD for BUC & TDC (0.001) is
less than 1, hence the trial slab thickness 280 mm is safe.

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1.2Design of Dowel Bars:-
Design of dowel bars
CBR of Soil 10
Design As per Table 2/3/4 IRC:58-2015 Table 4
Slab thickness(h) 0.28 m
Max wheel Load 180 KN
Wheel load(Max single axle load) 90 KN
Joint width (Contraction/Expansion) 5 mm
Radius of relative stiffness [I=(Eh3/(12k(1-u2)))0.25 670.36 mm
Characterstic compressive strength of concrete (fck) 40 Mpa
Dia of dowel bars(bd) 32 mm
Permissible bearing stress in concret [Fb=101.6-bd)/95.25)*fck] 29.22 MPa
Spacing between the dowel bars 290 mm
Length of dowel bar 450 mm
Poisson's ratio(u) 0.15
Elastic Modulus of concrete(E) 30000 MPa

No. of Dowel bars participating in Load transfer (1+l/spacing) 3

1.70 xPt

Assuming that the load transferred by the first dowel is Pt and assuming that the load
on dowel bar at a distance of l m from the first dowel to be zero, the total load
transferred by dowel bar system

Assuming load capacity of the dowel system as % of the design wheel load 50 %
Assuming a load transfer at terminal stage to the tied concrete shoulder 30 %
18.51 KN

Check for Bearing stress

Moment of Interia of Dowel bar (πbd4/64) 51445.76 mm2
Modulus of Elasticity of Dowel 200000 Mpa
Modulus of dowel/ concrete interaction dowel support, kg/cm2/cm) 415000 Mpa/m
Relative stiffnes of dowel bar embedded in concrete(β = (Kmds b/4EI)^1/4) 0.0238 mm-1
Bending stress in dowel bars (Pt x k) x (2+βz)/(4β3EI) 29.2153741 Mpa
SAFE

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1.3 Design of Tie Bars:-
Design of Tie bars:
Slab thickness 0.28 m
Lane width,b 3.5 m
Coefficient of friction,f 1.5
Density of concrete 24000 KN/m3
Allowable tensile stress in plain bars 125 MPa
Allowable tensile stress in deformed bars 200 MPa
Allowable bond stress in plain bars 1.75 MPa
Allowable bond stress in deformed tie bars 2.46 MPa
Dia of Bars 12
Type of Bar (Deformed/Plain) Deformed Bar
Allowable Tensile Stress in Bar,Mpa 200
Allowable Bond Stress for Tie Bar 2.46
Area of plain steel per meter width of joint,As 176.4 mm2/m
Cross section area of tie bar 113.09734 mm2
Perimeter of tie bar 37.699112 mm
Spacing of tie bar,= A/As 640 mm c/c
Length of deformed tie bar 487.80488 mm
Addition for loss of bond due to painting 100 mm
addition for tolerance in placement 50 mm
The final length required 640 mm

Table 1.10: Rigid Pavement Design Summary

PQC Slab Thickness ( M-40 Grade) 280 mm

DLC 150 mm
Rigid Pavement GSB 150 mm
*Polythene sheet having a minimum thickness of 125
micron is recommended separation layer between DLC and PQC 125 Micron
Panel Size 4.50m X 3.50 m

Contraction Joint Spacing 4.5 m

Width 5 mm
Diameter 32 mm
Dowel Bar Length 450 mm
Spacing 290 mm
Diameter 12 mm
Deformed Tie Bar Length 640 mm
Spacing 640 mm

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