Pavement Design

Unit III
PAVEMENT DESIGN
PROF NITESH TANTARPALE
DEPT OF CIVIL ENGINEERING
PRMCEAM, BADNERA
CONTENTS
Components of Flexible and Rigid pavement ,Design factors,
ESWL ,Flexible pavement design by C.B.R. Method.
Westergards analysis for wheel load & Temperature stresses in
rigid pavement.
Rigid pavement by IRC method (As per IRC-37)
Combination of stresses, Joints in Rigid Pavement
Construction And Maintenance WBM Surface dressing,
Bituminous roads, cement concrete pavement, construction
procedure, construction of roads in expansive soil.
Prof. Nitesh P. Tantarpale, PRMCEAM,
Introduction to
Pavement Design
A highway pavement is a structure consisting of superimposed layers
of processed materials above the natural soil sub-grade, whose
primary function is to distribute the applied vehicle loads to the subgrade.
The pavement structure should be able to provide a surface of
acceptable riding quality, adequate skid resistance, favorable light
reflecting characteristics, and low noise pollution.
The ultimate aim is to ensure that the transmitted stresses due to
wheel load are sufficiently reduced, so that they will not exceed
bearing capacity of the sub-grade.
Two types of pavements are generally recognized as serving this
purpose, namely flexible pavements and rigid pavements.
Improper design of pavements leads to early failure of pavements
affecting the riding quality.
Types of Pavements
The pavements can be classified based on the structural
performance into following two types :
Flexible pavements and
Rigid pavements.
In addition to these, composite pavements are also available.
A thin layer of flexible pavement over rigid pavement is an ideal
pavement with most desirable characteristics.
However, such pavements are rarely used in new construction
because of high cost and complex analysis required.
Flexible Pavements
Flexible pavements will transmit wheel load stresses to the lower
layers by grain-to-grain transfer through the points of contact in the
granular structure (see Figure 19:1).
The wheel load acting on the pavement will be distributed to a wider
area, and the stress decreases with the depth.
Taking advantage of this stress distribution characteristic, flexible
pavements normally has many layers.
Hence, the design of flexible pavement uses the concept of layered
system.
Based on this, flexible pavement may be constructed in a number of
layers and the top layer has to be of best quality to sustain maximum
compressive stress, in addition to wear and tear.
The lower layers will experience lesser magnitude of stress and low quality
material can be used.
Flexible pavements are constructed using bituminous materials.
These can be either in the form of surface treatments (such as bituminous
surface treatments generally found on low volume roads) or, asphalt concrete
surface courses (generally used on high volume roads such as national
highways).
Flexible pavement layers reflect the deformation of the lower layers on to the
surface layer (e.g., if there is any undulation in sub-grade then it will be
transferred to the surface layer).
In the case of flexible pavement, the design is based on overall performance of
flexible pavement, and the stresses produced should be kept well below the
allowable stresses of each pavement layer.
ASPHALT/BITUMEN
Asphalt also known as bitumen is a sticky, black and
highly viscous liquid or semi-solid form of petroleum.
It may be found in natural deposits or may be a refined product.
The primary use (70%) of asphalt/bitumen is in road
construction, where it is used as the glue or binder mixed
with aggregate particles to create asphalt concrete.
The terms asphalt and bitumen are often used interchangeably
to mean both natural and manufactured forms of the
substance.
Typical layers of a
Flexible Pavement
Typical layers of a conventional flexible pavement includes following
(Figure 19:2).
Seal Coat: Seal coat is a thin surface treatment used to water-proof
the surface and to provide skid resistance.
Tack Coat: Tack coat is a very light application of asphalt, usually
asphalt emulsion diluted with water. It provides proper bonding
between two layer of binder course and must be thin, uniformly cover
the entire surface, and set very fast.
Prime Coat: Prime coat is an application of low viscous cutback
bitumen to an absorbent surface like granular bases on which binder
layer is placed. It provides bonding between two layers. Unlike tack
coat, prime coat penetrates into the layer below, plugs the voids, and
forms a water tight surface.
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Surface course :
Surface course is the layer directly in contact with track loads
and generally contains superior quality materials.
They are usually constructed with dense graded asphalt
concrete(AC). The functions and requirements of this layer are:
It provides characteristics such as friction, smoothness,
drainage, etc. Also it will prevent the entrance of excessive
quantities of surface water into the underlying base, sub-base
and sub-grade,
It must be tough to resist the distortion under track and provide
a smooth and skid- resistant riding surface,
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Binder course :
This layer provides the bulk of the asphalt concrete structure. It's
chief purpose is to distribute load to the base course. The binder
course generally consists of aggregates having less asphalt and
doesn't require quality as high as the surface course, so replacing a
part of the surface course by the binder course results in more
economical design.
Base course :
The base course is the layer of material immediately beneath the
surface of binder course and it provides additional load distribution
and contributes to the sub-surface drainage It may be composed of
crushed stone, crushed slag, and other untreated or stabilized
materials.
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Sub-Base course :
The sub-base course is the layer of material beneath the base course and the
primary functions are to provide structural support, improve drainage, in the
pavement structure. If the base course is open graded, then the sub-base
course with more fines can serve as a filler between sub-grade and the base
course. A sub-base course is not always needed or used. For example, a
pavement constructed over a high quality, stiff sub-grade may not need the
additional features offered by a sub-base course. In such situations, sub-base
course may not be provided.
Sub-grade :
The top soil or sub-grade is a layer of natural soil prepared to receive the
stresses from the layers above. It is essential that at no time soil sub-grade is
overstressed. It should be compacted to the desirable density, near the
optimum moisture content.
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Types of Flexible
Pavements
The following types of construction have been used in flexible
pavement:
Conventional flexible pavements are layered systems with high
quality expensive materials are placed in the top where stresses are
high, and low quality cheap materials are placed in lower layers.
Full - depth asphalt pavements are constructed by placing
bituminous layers directly on the soil sub-grade. This is more suitable
when there is high track and local materials are not available.
Contained rock asphalt mats (CRAM) are constructed by placing
dense/open graded aggregate layers in between two asphalt layers.
Modified dense graded asphalt concrete is placed above the subgrade will significantly reduce the vertical compressive strain on soil
sub-grade and protect from surface water.
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Rigid Pavements
Rigid pavements have sufficient flexural strength to transmit the
wheel load stresses to a wider area below.
A typical cross section of the rigid pavement is shown in Figure
19.3.
Compared to flexible pavement, rigid pavements are placed
either directly on the prepared sub-grade or on a single layer of
granular or stabilized material.
Since there is only one layer of material between the concrete
and the sub-grade, this layer can be called as base or sub-base
course.
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In rigid pavement, load is distributed by the slab action, and the

pavement behaves like an elastic plate resting on a viscous
medium (Figure 19.4).
Rigid pavements are constructed by Portland cement concrete
(PCC) and should be analyzed by plate theory instead of layer
theory, assuming an elastic plate resting on viscous foundation.
Plate theory is a simplified version of layer theory that assumes
the concrete slab as a medium thick plate which is plane before
loading and to remain plane after loading.
Bending of the slab due to wheel load and temperature
variation resulting in tensile and flexural stresses.
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Types of Rigid
Pavements
Rigid pavements can be classified into four types:
Jointed Plain Concrete Pavement: are plain cement concrete
pavements constructed with closely spaced contraction joints.
Dowel bars or aggregate interlocks are normally used for load
transfer across joints. They normally has a joint spacing of 5 to
10m.
Jointed
Reinforced
Concrete
Pavement:
Although
reinforcements do not improve the structural capacity
significantly, they can drastically increase the joint spacing to 10
to 30m. Dowel bars are required for load transfer.
Reinforcements help to keep the slab together even after
cracks.
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Continuous Reinforced Concrete Pavement: Complete

elimination of joints are achieved by reinforcement.
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Design Factors
The Design factors can be classified into five categories as :
Track and loading
Subgrade Soil
Climate Factors
Material characterization
Environmental Factors
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Track and loading

Track is the most important factor in the pavement design include :
Contact pressure: The tyre pressure is an important factor, as it
determine the contact area and the contact pressure between
the wheel and the pavement surface.
Wheel load: The next important factor is the wheel load which
determines the depth of the pavement required to ensure that
the subgrade soil is not failed. Wheel configuration affect the
stress distribution and deflection within a pavement. Many
commercial vehicles have dual rear wheels which ensure that
the contact pressure is within the limits. The normal practice is
to convert dual wheel into an equivalent single wheel load so
that the analysis is made simpler.
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Axle configuration: The load carrying capacity of the commercial

vehicle is further enhanced by the introduction of multiple axles.
Moving loads: The damage to the pavement is much higher if the
vehicle is moving at very low speed. Many studies show that when
the speed is increased from 2 km/hr to 24 km/hr, the stresses and
deflection reduced by 40 per cent.
Repetition of Loads: The influence of track on pavement not only
depend on the magnitude of the wheel load, but also on the
frequency of the load applications. Each load application causes some
deformation and the total deformation is the summation of all these.
Although the pavement deformation due to single axle load is very
small, the cumulative effect of number of load repetition is
significant. Therefore, modern design is based on total number of
standard axle load (usually 80 kN single axle).
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Subgrade Soil
The properties of the soil subgrade are important in deciding
the thickness requirement of pavements.
A subgrade with lower stability requires thicker pavement to
protect it from traffic loads.
The variations in stability and volume of the subgrade soil with
moisture changes are to be studied as these properties are
dependent on the soil characteristics.
The stress-strain behaviour of the soil under static and repeated
loads have also significance.
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Climate Factors
Among all factors, rain fall affects moisture conditions in the
subgrade and the pavement layers.
The daily and seasonal variations in temperature has
significance in design and performance of rigid pavements and
bituminous pavements.
Where freezing temperatures are prevalent during winter, the
possibility of frost action in the subgrade and the damaging
effects should be considered at the design stage itself.
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Material
Characterization
The following material properties are important for both
flexible and rigid pavements.
When pavements are considered as linear elastic, the elastic
moduli and Poissons ratio of subgrade and each component
layer must be specified.
If the elastic modulus of a material varies with the time of
loading, then the resilient modulus, which is elastic modulus
under repeated loads, must be selected in accordance with a
load duration corresponding to the vehicle speed.
The fatigue behaviour of these materials and their durability
under adverse conditions of weather should also be given due
consideration.
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Environmental Factors
Environmental factors affect the performance of the pavement
materials and cause various damages. Environmental factors
that affect pavement are of two types, temperature and
precipitation and they are discussed below:
Temperature :
The effect of temperature on asphalt pavements is different
from that of concrete pavements.
Temperature affects the resilient modulus of asphalt layers,
while it induces curling of concrete slab.
In rigid pavements, due to difference in temperatures of top
and bottom of slab, temperature stresses or frictional stresses
are developed.
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While in flexible pavement, dynamic modulus of asphaltic concrete

varies with temperature.
Frost heave causes differential settlements and pavement roughness.
Most detrimental effect of frost penetration occurs during the spring
break up period when the ice melts and subgrade is a saturated
condition.
Precipitation :
The precipitation from rain and snow affects the quantity of surface
water infiltrating into the subgrade and the depth of ground water
table. Poor drainage may bring lack of shear strength, pumping, loss
of support, etc.
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Sr.n Flexible Pavements

o
Rigid Pavements
1 Deformation in the sub grade is

transferred to the upper layers
2 Design is based on load distributing
characteristics of the component
layers
3 Have low flexural strength
eformation in the subgrade is not

transferred to subsequent layers
Design is based on flexural strength or
slab action
4 Load is transferred by grain to grain

contact
5 Have low completion cost but
repairing cost is high
6 Have low life span (High
Maintenance Cost)
7 Surfacing cannot be laid directly on
the sub grade but a sub base is
needed
No such phenomenon of grain to grain

load transfer exists
Have low repairing cost but completion
cost is high
Life span is more as compare to flexible
(Low Maintenance Cost)
Surfacing can be directly laid on the sub
grade
Have high flexural strength
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Flexible Pavements
8
Rigid Pavements
No thermal stresses are induced as the

pavement have the ability to contract
and expand freely
Thats why expansion joints are not
needed
Thermal stresses are more vulnerable to be

induced as the ability to contract and expand
is very less in concrete
Thats why expansion joints are needed
10 Strength of the road is highly dependent Strength of the road is less dependent on the
on the strength of the sub grade
strength of the sub grade
11 Rolling of the surfacing is needed
Rolling of the surfacing in not needed
12 Road can be used for traffic within 24

hours
Road cannot be used until 14 days of curing
13 Force of friction is less Deformation in Force of friction is high

the sub grade is not transferred to the
upper layers.
14 Damaged by Oils and Certain Chemicals No Damage by Oils and Greases
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Equivalent Single Wheel

Load (ESWL)
To maintain the maximum wheel load within the specified limit
and to carry greater load it is necessary to provide dual wheel
assembly to the rear axles of the road vehicles.
In doing so the effect on the pavement through a dual wheel
assembly is obviously not equal to two times the load on any
one wheel.
In the dual wheel load assembly, let d be the clear gap between
the two wheels, S be the spacing between the centers of the
wheels and a be the radius of the circular contact area of each
wheel. Then S = (d + 2a).
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upto the depth of d/2 each wheel load P acts independently

after this point the stresses induced due to each load begins to
overlap.
At depth 2S and above, the stresses induced are due to the
effect of both wheels as the area of overlap is considerable.
If the total stresses due to the dual wheels at any depth greater
than 2S is considered to be equivalent to a single wheel load of
magnitude 2P.
If the total stresses due to the dual wheels at depth d/2 is
equivalent to a single wheel load of magnitude P.
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If the depth is greater than d/2 and less than 2S or if the depth
is in between d/2 & 2S the ESWL is given by :
Where ,
P is the wheel load,
S is the center to center distance between the two wheels,
d is the clear distance between two wheels, and
z is the desired depth.
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Example 1 : Find ESWL at depths of 5cm, 20cm and 40cm for a

dual wheel carrying 2044 kg each. The center to center tyre
spacing is 20cm and distance between the walls of the two tyres
is 10cm.
Solution :
For desired depth z = 40 cm, which is twice the tyre spacing,
ESWL = 2P = 2(2044) = 4088 kN.
For z = 5 cm, which is half the distance between the walls of the
tyre, ESWL = P = 2044kN.
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For z=20cm,
Therefore, ESWL = antilog(3.511)= 3244.49 kN
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Design Procedures
For flexible pavements, structural design is mainly concerned
with determining appropriate layer thickness and composition.
The main design factors are stresses due to track load and
temperature variations.
Two methods of flexible pavement structural design are
common today:
Empirical design
Mechanistic empirical design.
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Empirical design
An empirical approach is one which is based on the results of
experimentation or experience.
An empirical analysis of flexible pavement design can be done
with or without a soil strength test.
Without soil strength test is:
by HRB ( Highway Research Board )
With soil strength test is :
McLeod
Stabilometer
California Bearing Ratio (CBR) test
Group Index method
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Mechanistic-Empirical Design
Mechanistic-Empirical method of design is based on the
mechanics of materials that relates input, such as wheel load, to
an output or pavement response.
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Design of Flexible Pavement by

CBR Method
In 1928 California Division of Highways in the U.S.A. developed
CBR method for pavement design.
The CBR tests were carried out by the California State Highway
Department on existing pavement layers including subgrade,
sub-base and base course.
Based on data collected on pavement which behaved
satisfactorily and those which failed, an empirical design chart
was developed correlating the CBR value and the pavement
thickness.
The basis of the design chart is that a material with a given CBR
required a certain thickness of pavement layer as a cover.
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Design curves correlating the CBR value with total pavement

thickness cover were developed by the California State Highway
Department for wheel loads of 3175 kg and 5443 kg
representing light and heavy traffic.
Later the design curve for 4082 kg wheel load was obtained by
interpolation for medium traffic.
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50
IRC 37 :2001
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IRC 37: 2001
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Later Studies carried out by U. S. Corps of Engineers have shown

that there exists a relationship between pavement thickness,
wheel load, tyre pressure and C.B.R., value within a range of 10
to 12 percent.
Therefore it is possible to extend the CBR design curves for
various loading conditions, using the expression :
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these expressions are applicable only when the CBR value of the
subgrade soil is less than 12 percent.
Here,
t = pavement thickness, cm
P = wheel load, kg
CBR = California Bearing Ratio, percent
Pc - tyre pressure, kg/cm2
A = area of contact, cm2
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IRC Recommendations
for CBR Method
a) The CBR tests should be performed on remoulded soils in the
laboratory. The specimens should be prepared by static compaction
wherever possible and otherwise by dynamic compaction.
b) For the design of new roads, the sub grade soil sample should be
compacted at OMC to proctor density whenever suitable.
c) The CBR test samples may be soaked in water for four days period
before testing and impermeable surfacing is provided to carrying out
CBR test.
d) If the maximum variations in CBR value of the three specimens exceed
the specified limits, the design CBR should be average of at least six
samples.
e) The top 50 cm of sub grade should be compacted at least up to 95 to
100 percent of proctor density.
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f) An estimate of the traffic should be carried by the road

pavements at the end of expected in view the existing traffic
and probable growth rate of traffic.
g) The design thickness is considered applicable for single axle
loads up to 8200 kg and multi axle loads up to 14,500 kg.
h) When subbase course materials contain substantial proportion
of aggregates of size above 20mm, the CBR value of these
materials would not be valid for the design of subsequent layers
above them.
i) The CBR method of pavement design gives the total thickness
requirement of the pavement above a sub grade and thickness
value would remain the same quality of materials used in
component layers.
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Group Index method

Group Index method of flexible pavement design is an empirical
method which is based on the physical properties of the soil subgrade. To design the thickness of the pavement you have to go
through the following steps:
Find out the Group Index Value(GI) of the soil.
Use the design charts to find out the thickness of the pavement and layers.
Group Index is a number assigned to the soil based on its physical

properties like particle size, Liquid limit and plastic limit. It varies from
a value of 0 to 20, lower the value higher is the quality of the subgrade and greater the value, poor is the sub-grade.
To find out the value of GI we, can either use the following equation,
or we can use the charts
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GI = 0.2a + 0.005 ac + 0.01bd

where,
a= percentage of soil passing 0.074 mm sieve in excess of 35
percent, not exceeding 75.
b= percentage of soil passing 0.074 mm sieve in excess of 15
percent, not exceeding 55.
c= Liquid limit in percent in excess of 40.
d= Plasticity index in excess of 10.
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Using design charts to find the thickness:

Once the GI value is found next we can use the design charts given by
IRC(Indian Roads Congress) to find out the thickness of the pavement
Traffic volume is classified in three categories as
Traffic volume (commercial
Number of vehicles
vehicles)
per day
Light
Less than 50
Medium
50 to 300
Heavy
Over 300
Then there are two other curves, one to find out the thickness of the
sub-base and other to find the thickness of the base course
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Limitation of Group Index method: Limitation of this method is

that this is based only on the physical properties of the soil and
does not consider the strength parameters.
Ex. Soil subgrade sample collected from the site was analyzed
and the results obtained are as given below :
(i) Soil portion passing 0.074 mm sieve, percent = 50
(ii) Liquid Limit, percent = 40
(iii) Plastic Limit, percent = 20
Design the pavement section by group index method for the anticipated
traffic volume of over 300 commercial vehicles per day.
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From G I Equation
G I = 0.2a - 0.005 a c + 0.01 bd
Here
a = 50 35 =15;
b = 50 - 15 = 35
c = 40 - 40 = 0;
d = 20- 10 = 10
GI value = 0.2 x 15 + 0 + 0.01 x 35 x 10 = 3 + 3.5 = 6.5 say 7

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Pavement Thickness Determination

The subgrade soil may be rated as poor from Fig. (a) as the G.L.
= 7.
Traffic volume may be taken as heavy.
The pavement layers may be designed either using Fig. (a) or
using the design chart given in Fig. (b).
From Design Chart (Fig. b)
(i) Thickness of sub-base for GI of 7 = 17 cm
(ii) Combined thickness of surface, base and sub-base course
(using curve D for heavy traffic) = 47 cm
Hence thickness of base and surfacing = 47 - 17 = 30 cm
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Rigid pavement design

Westergaard's stress equation :
Wheel load stresses

The cement concrete slab is assumed to be homogeneous and
to have uniform elastic properties with vertical sub-grade
reaction being proportional to the deflection.

Westergaard developed relationships for the stress at interior,
edge and corner regions, denoted as i , e , c in kg/cm2
respectively and given by the equation 29.3- 29.5.
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Where,
h is the slab thickness in cm,
P is the wheel load in kg
a is the radius of the wheel load distribution in cm (assume a=15cm)
l is the radius of the relative stiffness in cm and
b is the radius of the resisting section in cm
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b= (1.6a2+h2)1/2 0.675h
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Temperature stresses
Temperature stresses are developed in cement concrete pavement
due to variation in slab temperature.
This is caused by (i) daily variation resulting in a temperature gradient

across the thickness of the slab and (ii) seasonal variation resulting in
overall change in the slab temperature.
The former results in warping stresses and the later in frictional

stresses.
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Warping stress :
The warping stress at the interior, edge and corner regions,
denoted as ti , te , tc in kg/cm2 respectively and given by the
equation 29.7-29.8.
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Where ,
E is the modulus of elasticity of concrete in kg/cm2 (3x105)
is the thermal coefficient of concrete per oC (1x10-7)
t is the temperature difference between the top and bottom of
the slab
Cx and Cy are the coefficient based on Lx/l in the desired
direction and Ly/l right angle to the desired direction,
is the Poisson's ration (0.15),
a is the radius of the contact area and
l is the radius of the relative stiffness.
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Frictional stresses
The frictional stress f in kg/cm2 is given by the equation
Where ,
W is the unit weight of concrete in kg/cm2 (2400),
f is the coefficient of sub grade friction (1.5) and
L is the length of the slab in meters.
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Combination of stresses
The cumulative effect of the different stress give rise to the
following thee critical cases
Summer, mid-day: The critical stress is for edge region given by
critical = e + te - f
Winter, mid-day: The critical combination of stress is for the
edge region given by critical = e + te - f
Mid-nights: The critical combination of stress is for the corner
region given by critical = c + te
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Design of joints
Expansion joints
The purpose of the expansion joint is to allow the expansion of the
pavement due to rise in temperature with respect to construction
temperature.
The width or the gap in expansion joint depends upon the length of slab.
Greater the distance between the expansion joints, the greater is the width
required of the gap for expansion.
The dowels would develop high bending and bearing stresses with wider
openings.
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Spacing of Expansion
Joint
It is recommended not to have a gap more than 2.5 cm in any
case.
Maximum spacing should not exceed 140 mm
Maximum expansion in a slab of length Le with a temperature
rise from T1 to T2.
= Le C( T2-T1)
Where C is the thermal expansion of concrete/ degree
Spacing of expansion joint is given by :
Here is half the joint width

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Example :
The width of expansion joint gap is 2.5 cm in a cement concrete
pavement. If the laying temperature is 10C, and the maximum
slab temperature in summer is 54C, calculate the spacing
between expansion joints. Assume coefficient of thermal
expansionof concrete as 10 x 10 -6 per C
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Contraction joints
The purpose of the contraction joint is to allow the contraction
of the slab due to fall in slab temperature below the
construction temperature.
The slab contracts due to the fall in slab temperature below the
construction temperature. Also during the initial curing period,
shrinkage occurs in cement concrete.
The design considerations are:
The movement is restricted by the sub-grade friction
Design involves the length of the slab
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Spacing of contraction
joints
Here,
Lc = slab length or spacing between contraction joints, m
h = slab thickness, cm
a
f = coefficient of friction, (maximum value is about 1.5)
W = unit weight of cement concrete, kg/m (2400 kg/m )
Sc = allowable stress in tension in cement concrete, kg/cm (0.8
kg/cm )
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**
Spacing of contraction joints when reinforcement is provided:
Where, As = total area of steel, cm2 across the slab width

Lc = spacing between contraction joints, m
b = slab width, m
h = slab thickness, cm
W = unit weight of cement concrete, kg/m3 (2400)
f = coefficient of friction (1.5 max)
Ss = allowable tensile stress in steel,kg/cm2 (1400)
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Example 1
Determine the spacing between contraction joints for 3.5 meter slab
width having thickness of 20 cm and f = 1.5, for the following two
cases :
(i) for plain cement concrete, allowable Sc = 0.8 kg/cm2
(II) for reinforcement cement concrete, 1.0 cm dia. Bars at 0.30 m
spacing.
Example 2
The maximum increase in temperature is expected to be 26C after
the construction of a CC pavement. If the expansion joint gap is 2.2
cm, design the spacings between the expansion and contraction
joints. Assume plain cement concrete construction, with thermal
coefficient = 10 x 10-6 perC, unit weight = 2400 kg/m3, allowable
stress in tension during initial period of curing = 0.8 kg/cm and the
coefficient of friction of the interface =1.4.
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Dowel bars
The purpose of the dowel bar is to effectively transfer the load
between two concrete slabs and to keep the two slabs in same
height.
The dowel bars are provided in the direction of the track
(longitudinal). The design considerations are:
Mild steel rounded bars,

Bonded on one side and free on other side
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Bradbury's analysis
Bradbury's analysis gives load transfer capacity of single dowel
bar in shear, bending and bearing as follows:
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Where,
P is the load transfer capacity of a single dowel bar in shear s,
bending f and bearing b,

d is the diameter of the bar in cm,
Ld is the length of the embedment of dowel bar in cm, is the
joint width in cm,

Fs, Ff, Fb are the permissible stress in shear, bending and
bearing for the dowel bar in kg/cm2.
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Design procedure
Step 1 Find the length of the dowel bar embedded in slab Ld by
equating Eq. 29.12=Eq. 29.13, i.e.
Step 2 Find the load transfer capacities Ps, Pf , and Pb of single

dowel bar with the Ld
Step 3 Assume load capacity of dowel bar is 40 percent wheel
load, find the load capacity factor f as
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Step 4 Spacing of the dowel bars.

Effective distance upto which effective load transfer take place
is given by 1:8 l, where l is the radius
of relative stiffness.
Assume a linear variation of capacity factor of 1.0 under load to
0 at 1:8 l.
Assume a dowel spacing and find the capacity factor of the
above spacing.
Actual capacity factor should be greater than the required
capacity factor.
If not, do one more iteration with new spacing.
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Example
Design size and spacing of dowel bars at an expansion joint of
concrete pavement of thickness 25 cm. Given the radius of
relative stiffness of 80 cm. design wheel load 5000 kg. Load
capacity of the dowel system is 40 percent of design wheel load.
Joint width is 2.0 cm and the permissible stress in shear,
bending and bearing stress in dowel bars are 1000,1400 and
100 kg/cm2 respectively.
Solution: Given, P = 5000 kg, l = 80 cm, h = 25 cm, = 2 cm, Fs =
1000 kg/cm2, Ff = 1400 kg/cm2 and Fb = 100 kg/cm2; and
assume d = 2.5 cm diameter.
92
93

Pavement Design

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Pavement Design

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Unit III

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

In rigid pavement, load is distributed by the slab action, and the

Prof. Nitesh P. Tantarpale, PRMCEAM,

Continuous Reinforced Concrete Pavement: Complete

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Track and loading

Axle configuration: The load carrying capacity of the commercial

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

While in flexible pavement, dynamic modulus of asphaltic concrete

Sr.n Flexible Pavements

1 Deformation in the sub grade is

eformation in the subgrade is not

4 Load is transferred by grain to grain

No such phenomenon of grain to grain

Have high flexural strength

Prof. Nitesh P. Tantarpale, PRMCEAM,

No thermal stresses are induced as the

Thermal stresses are more vulnerable to be

Rolling of the surfacing in not needed

12 Road can be used for traffic within 24

Road cannot be used until 14 days of curing

13 Force of friction is less Deformation in Force of friction is high

Prof. Nitesh P. Tantarpale, PRMCEAM,

Equivalent Single Wheel

Prof. Nitesh P. Tantarpale, PRMCEAM,

upto the depth of d/2 each wheel load P acts independently

Example 1 : Find ESWL at depths of 5cm, 20cm and 40cm for a

Prof. Nitesh P. Tantarpale, PRMCEAM,

Therefore, ESWL = antilog(3.511)= 3244.49 kN

Prof. Nitesh P. Tantarpale, PRMCEAM,

Mechanistic empirical design.

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Design of Flexible Pavement by

Design curves correlating the CBR value with total pavement

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

IRC 37: 2001

Prof. Nitesh P. Tantarpale, PRMCEAM,

Later Studies carried out by U. S. Corps of Engineers have shown

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

Prof. Nitesh P. Tantarpale, PRMCEAM,

f) An estimate of the traffic should be carried by the road

Group Index method

Group Index is a number assigned to the soil based on its physical

GI = 0.2a + 0.005 ac + 0.01bd