Draft Pavement Design Guidelines

(Rigid Pavement)
Pavement

Organized by: IPTM Nepal

5 May, 2020
Dr. Padma Bahadur Shahi
Presentation content

Introduction
Scope
Design Factors
Design of Slab Thickness
Design of Joints
An example of Design
Way forward
 roach for the developing ‘Pavement Design Guidelines”
Pavements are designed for failure:
failure
Considerations for failure criteria

et’s do some Engineering !!!

 Pavement type selection?
 Traffic Study/Survey?
 Sub-grade
grade Soil Strength survey?
 Pavement design?
 Pavement Construction?
 Pavement operation?
 Pavement Maintenance ?
Scope of the guidelines
Rigid pavement:
• Higher volume of commercial vehicles more than 450 vpd
• Extremely overloaded highways
• Poor drainage system
• Weak sub-grade soil
Types
• Joint Plain Cement Concrete Pavement (JPCP)
• Continuous Reinforced Concrete Pavement (CRCP)
• Precast Panel Concrete Pavement (PPCP)
Design approaches (JPCP)
Design of pavements considering the combined flexural stress
under the simultaneous action of wheel load and temperature
gradient for different categories of axles
Design for bottom-up fatigue cracking caused by single and tandem
axle load repetitions
Design for top-down fatigue cracking caused by single, tandem and
tridem axle load applications
Design guidelines for pavements without concrete shoulders and
with tied concrete shoulders
Consideration of Concrete slabs with unbonded as well as bonded
cement bound sub-base
Design of pavements with widened outer lanes
Typical Cross Sections

QC-Pavement Quality Concrete

LC- Dry Lean Concrete
BC- Bituminous Concrete
Typical Cross Sections….
Design Factors: Axle Load Characteristics
Permissible axle loads: single, tandem and tridem axles
Axle load survey: for 48 hours,
• 20 % sample size: for CVPD is less than 3000
• 15 % sample size: for CVPD is 3000-
3000 6000
• 10 % sample size: for CVPD is more than 6000
Design period: 20-30 years
Traffic analysis: traffic count survey for seven day and 24 hrs.
Growth rate of commercial vehicles
Tyre pressure is taken as 0.8 MPa
Design Factors: Traffic considerations
Bottom-up cracking:
• Maximum stress: when tyre imprint of the outer wheel touches the longitudina
edge of the slab
• The edge flexural stress is small when the wheels are close to the transverse
joints
• 25 % of total two-way commercial traffic is considered for BUC fatigue
analysis (for two-way two-lane roads)
• For four lane divided highways, 25 % of the total traffic in the direction o
predominant traffic
Design Factors: Traffic considerations
Top-down cracking
• Commercial vehicles with the spacing between the front axle and the
first rear axle less than the spacing of transverse joints should be
considered for top-down cracking analysis
• Fifty percent of the design traffic for the BUC analysis.
Only rear axles are considered for analysis
Cumulative number of standard axle is calculated
Temperature Difference
Temperature difference between top and bottom of the slab causes the stress development
The maximum temperature differential during the night time is nearly half of the day time maximum
emperature differential.
Given in our cases: Assumed only!!

S/N Region Temperature differential, oC/thickness of slab

15 cm 20 cm 25 cm 30 cm

1 Hilly region 12.5 13.1 14.3 15.8

2 Terai region 15.6 16.4 16.6 16.8

CBR and Effective CBR
Sub-grade
grade Characteristics
CBR (%) and Modulus of sub-grade reaction, k (MPa/m)
Sub-grade CBR is converted into k
Effective CBR of Sub-grade:
Effective K for sub-base:

Test for k-value (pressure per unit deflection:: pressure sustained at a 1.25 mm deflection

Soaked CBR Value, % 2 3 4 5 7 10 15 20 50 100

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

K-value of sub- Effective k (MPa/m)

/m) of untreated Granular layer Effective k (MPa/m) of Cement treated sub-
grade, (MPa/m) sub-base
base of thickness in mm base of thickness in mm

150 225 300 100 150 200

28 39 44 53 76 108 141
56 63 75 88 127 173 225
84 92 102 119 - - -
Effective k, for DLC:
The maximum value of effective k shall be taken as 300 MPa/m
k-value of sub-grade kg/cm2/cm 21 28 42 48 55 62

Effective k for 100 mm DLC (MPa/m) 56 97 166 208 278 389(300)

Effective k for 150 mm DLC (MPa) 97 138 208 277 412 (300) 300
Separation layer between DLC and concrete slab

oundation layer below concrete slabs should be smooth to

educe the inter layer friction.. A separation membrane o
inimum thickness of 125 micron polythene is recommended
reduce the friction between concrete slabs and DLC sub
ase
Characteristics of Concrete
Fatigue behavior of Concrete
Stress Ratio (SR): Ratio between the flexural stress due to the load
and the flexural strength of concrete
If the SR is less than 0.45, the concrete is expected to sustain
nfinite number of repetitions.
As the stress ratio increases, the number of repetitions required to
cause cracking decreases
Equation 4

Equation 5
s ratio and allowable Stress
Ratio
Allowable
Repetition
Stress
Ratio
Allowable
Repetition
ition for the concrete slab 0.45
0.46
6.279x107
1.4335x107
0.66
0.67
5.83x103
4.41x103
0.47 5.2x106 0.68 3.34x103
0.48 2.4x106 0.69 2531
0.49 1.287x106 0.7 1970
0.50 7.62x105 0.71 1451
0.51 4.85x105 0.72 1099
0.52 3.26x105 0.73 832
0.53 2.29x105 0.74 630
0.54 1.66x105 0.75 477
0.55 1.24x105 0.76 361
0.56 9.41x104 0.77 274
0.57 7.12x104 0.78 207
0.58 5.4x104 0.79 157
0.59 4.08x104 0.8 119
0.60 3.09x104 0.81 90
0.61 2.34x104 0.82 68
0.62 1.77x104 0.83 52
0.63 1.34x104 0.84 39
0.64 1.02x104 0.85 30
0.65 7.7x103
Design of Slab Thickness
Step 1: Specify design values for the various parameters.
Step 2: Select a trial design thickness of pavement slab
Step 3: Compute the repetitions of axle loads of different magni
and different Categories during the design life
Step 4: Find the proportions of axle load repetitions operating d
the day and Night periods
Step 5: Estimate the axle load repetitions in the specified six-
period during the day time. The maximum temperature differen
assumed to remain constant during the 6 hours for analysis of botto
cracking
Design of Slab Thickness
Step 6: Estimate the axle load repetitions
Step 7: Compute the flexural stresses at the edge due to the single and
andem axle loads for the combined effect of axle loads and positive
emperature differential during the day time.
time Determine the stress ratio (Flexura
stress/ Modulus of Rupture) and evaluate the cumulative fatigue damage (CFD
or single and tandem axle loads. Sum of the two CFDs should be less than 1.0
or the slab to be safe against bottom-up
up cracking.

Step 8: Compute the flexural stress in the central area of the pavemen
slab with the front axle near the approaching transverse joint and the rear axle
close to the following joint in the same panel under negative temperature
differential. Determine the stress ratio and evaluate the CFD for different axle
oads for the analysis of top-down cracking.
cracking CFD should be less than 1.0 fo
op-down cracking design
Design of Joints

• Contraction joints: transverse joints which release the tensile stre

in concrete pavements (4.5m).
• Construction joints: transverse joints allow expansion of concrete
due to rise in average temperature in summer months.
• Expansion joints: transverse joints allow expansion of concrete
due to rise in average temperature in summer months. (not in use)
• Longitudinal joint: required in pavements of width greater than 4.5
allow for transverse contraction and warping.
Load Transfer at Transverse Joints
Pavement slab at transverse joints is provided by means o
mild steel round dowel bars.
The bearing stress in the concrete that is responsible for the
performance of dowel bars at the joints.
Maximum bearing stress: Fbmax
Each dowel bar should be designed for the maximum load
being transferred by it for the allowable bearing pressure.
b = allowable bearing stress, MPa

d = dowel diameter, mm
fck = characteristic compressive strength of the concrete, MPa
(For M 40 concrete, fck = 40 MPa (28 days); = 48 MPa (90
days)
Dowel bar recommendatios

Slab thickness Dowel bar details

Diameter, mm Length, mm Spacing, mm
200 25 360 300
230 30 400 300
250 32 450 300
280 36 450 300
300 38 500 300
350 38 500 300
Design of Tie Bars

The area of steel required per meter length of joint may be

computed using the following equation

• As = area of steel in mm2, required perm length of joint;

• b = lane width in meter;
• f = coefficient of friction between pavement and the sub-base
base (usually taken as 1.5)
• W = weight of slab in kN/m2 and
• Sst = allowable working stress of steel in MPa
Estimating the length of the tie bar is given as:

• L = length of tie bar (mm)

• Sst, = allowable working stress in steel (MPa)
• Acs = cross-sectional area of one tie bar (mm2)
• Pptb = perimeter of tie bar (mm), and
• B = permissible bond stress of concrete; (for deformed tie bars =
2.46 MPa; for plain tie bars- 1. 75 MPa.
lab thickness Tie bar details
Diameter (d) Maximum Spacing, mm Minimum length, mm
mm Plain Deformed Plain Deformed
150 8 330 530 440 480
10 520 830 510 560
200 10 390 620 510 560
12 560 900 580 640
250 12 450 720 580 640
300 12 370 600 580 640
16 660 1060 720 800
350 12 320 510 580 640
16 570 910 720 800
Reinforcement in Cement Concrete Pavement
The amount of longitudinal and transverse steel required per mete
width or length of slab is:

• As = area of steel in mm2 required per m width or length of slab;

• Ld = distance (m) between free transverse joints (for longitudinal steel) or free
longitudinal joints (for transverse steel)
• f = coefficient of friction between pavement and sub-base/base (usually taken
as 1.5) · ·
• W = weight of the slab in kN/m2 and
• St = allowable working stress in steel in MPa (usually taken as 50 to 60
percent of the minimum yield stress of steel.
Validity Equations for Stress calculations
You Can download the Draft Guidelines:

tps://www.scribd.com/document/
com/document/459842928/Rigid-Pavement-
Design-Guidelines-DoR

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