Pavement Design

CEE 320
Steve Muench
2 3/1/2013
2
Pavement width
c.l.
shoulder
drainage
shoulder
WHAT IS HIGHWAY BOUNDARY?
The division between a parcel of land and the highway.
Pavement Purpose
Load support
Smoothness
Drainage
DC to Richmond Road in 1919 from the Asphalt Institute
Flexible Pavement
Structure
Surface course
Base course
Sub base course
Subgrade
Axle Configurations
Single Axle With Single Wheel
(Legal Axle Load = 6t)
Single Axle With Dual Wheel
(Legal Axle Load = 10t)
Tandem Axle
(Legal Axle Load = 18t)
Tridem Axle
(Legal Axle Load = 24t)
An axle is a central shaft for a rotating wheel or gear
Standard Axle
Single axle with dual wheels carrying a
load of 80 kN (8 tonnes) is defined as
standard axle

80 kN
Standard Axle
Flexible pavement

Rigid Pavement
Structure
Surface course
Base course
Subbase course
Subgrade
Rigid pavement

Rigid pavement
PCC
Surface
(Surface Course) Thickness
Load distribution

Load distribution in flexible pavement

Load distribution in Rigid pavement

Flexible pavement
It is a layered system which has low flexural strength
Because of low flexural strength the pavement deflects
momentarily under load but rebounds to its original level
on removal of load
The pavement thickness is so designed that the stresses
on the sub grade soil are kept within its bearing power
and the sub grade is prevented from excessive
deformation.
This implies that the sub grade plays very important role
as it carries the vehicle loads transmitted to it through
the pavement
Flexible pavement
Flexible pavement, inherently built with weaker and less
stiff material, does not spread loads as well as concrete.
Therefore flexible pavements usually require more layers
and greater thickness for optimally transmitting load to
the sub grade .
The major factor considered in the design of flexible
pavements is the combined strength of the layers.
Types of Flexible Pavement
Dense-graded
Open-graded Gap-graded
Types of Rigid Pavement
Jointed Plain Concrete Pavement
(JPCP)
Types of Rigid Pavement
Continuously Reinforced Concrete
Pavement (CRCP)
Photo from the Concrete Reinforcing Steel Institute
Rigid pavement
Rigid pavements are made up of Portland cement
concrete and may or may not have a base course
between the pavement and sub grade because of
concretes rigidity and stiffness, tends to distribute the
load over a relatively wide area of sub grade.
The major factor considered in the design of rigid
pavements is the structural strength of the concrete. For
this reason, minor variations in sub grade strength have
little influence upon the structural capacity of the
pavement
Rigid pavements are so named because the
pavement structure deflects very little under
loading due to the high modulus of elasticity of
their surface course
Because of its relative rigidity, the pavement
structure distributes loads over a wide area with
only one, or at most two, structural layers
Comparison of rigid and flexible pavement
life
maintenance
initial cost
effect of oil spillage
Availability of materials
Surface characteristic
Penetration of water
Glare and night visibility
Abrasion resistance
Fuel saving
Safer driving
Comparison of rigid and flexible pavement
1) 40 years

2) needs very little
maintenance ,the only
maintenance needed in
respect of joints.
(5000-10000)


3)The surface is
unaffected by spillage of
oil and lubricants.
1) 10 to 20 years
2) Need great input in
maintenance , Sealing
crack, making good
patchholes,resurfacing
and resealing are done
frequently. (30000-
100000)
3)The surface is affected
by spillage of oil and
lubricants and also
affected by natural
weathering agents
Rigid pavement flexible pavement
4) It is much more costly
than the flexible
pavement .
5)A good concrete road is
smooth from rutting,
potholes and
corrugations. Hence
riding quality of this
surface is always assured

4) Initial cost is low as
compared to rigid
pavement
5) In bituminous surface,
it is only the asphaltic
surface that can give
comparable ride ability
( in terms of Roughness -
2000mm/km ( new road)
3000mm/km (requires
resurface)
Rigid pavement flexible pavement

6)A cement concrete
road is practically
impervious, except at
joints. If joints are
sealed and well
maintained water will
not penetrate.

6)A bituminous
surface is not
impervious, water can
finds its way in to the
lower layers through
cracks and pores
which can impair the
stability of pavement
Rigid pavement flexible pavement
7) Concrete pavements
have grey color which
can cause glare under
sunlight ( color cement
can reduce the glare) but
night visibility is good
8)Because of the
hardness of the surface
the concrete road
withstand with abrasion
stresses
7) black bituminous are
free from this defects. On
the other hand ,its need
more street lighting
8)Bituminous surfaces
rapidly disintegrate due to
tangential or frictional
stresses
Rigid pavement flexible pavement
9)The average fuel consumption on a concrete
pavement is far less than the fuel consumption on a
bitumen pavement of comparable roughness (up to 20%)
10) Concrete road provide much better safety
performance, both in wet and dry weather.
(test carried out by professional drivers in USA have
shown that on dry pavements car stopping distance on
concrete road average almost 20% less than on bitumen
road )
11) Design precision
Stresses in concrete slabs are more easily determinable
than in flexible pavements.
This is because concrete is homogeneous material
whose properties are easily determined hence its design
becomes precise

On the other hand flexible pavement are generally
designed on empirical basis.
12) Traffic dislocation during
construction
A cement concrete road requires 28 days before
it can be thrown open to traffic .
On the other hand bituminous surface may be
available for use shortly after it is rolled.
Flexible Pavement
Structure
Surface course
Base course
Subbase course
Subgrade
Subgrade Soil
Base/Subbase
Surface
c

o
SUR
SUB
SUR
Axle
Load
c

Pavement Responses Under Load
32
Flexible Pavement Design
Subgrade Support
Wearing Surface
Subgrade
Subbase
Base Course
Approximate Line of
Wheel-Load Distribution
Area of Tire Contact
Wheel Load Horizontal Strain and Stress
at the bottom of the asphalt
Vertical Subgrade Strain
Must also guard against
potential failure in base
layers
Factor affecting on pavement Design:--

Sub grade Strength
Traffic Factors
design life
Climatic factors
Road Geometry

Material properties
1) Subgrade strength
Some Typical Values
Classification CBR M
R
(psi) Typical Description
Good 10 20,000
Gravels, crushed stone and
sandy soils. GW, GP, GM, SW,
SP, SM soils are often in this
category.
Fair 5 9 10,000
Clayey gravel and clayey
sand, fine silt soils. GM, GC,
SM, SC soils are often in this
category.
Poor 3 5 5,000
Fine silty sands, clays, silts,
organic soils. CL, CH, ML,
MH, CM, OL, OH soils are
often in this category.

2) design life
Pavements are typically designed for a specified
"design life". Design life (or "design period") is
the time from original construction to a terminal
condition for a pavement structure.( Before
strengthing of pavement)

Structural design is carried out so that the
pavement structure is sufficient to withstand the
traffic loading encountered over the pavement's
design life.

Analysis period for different highway condition
( AASHTO GUIDELINES)
Highway condition Analysis period
(in years)
High volume , urban
30 to 50
High volume , rural
20 to 50
Low- volume ,paved
15 to 25
According to IRC-37

NH & SH--------15 Years
Expressways and Urban
road ---- 20 Years


3)Traffic factors
1)Wheel load --Causes stresses and strains in
pavement and sub grade
2) Impact --Imperfection in surface and joints cause
additional load
3) Repetition of wheel load --- Apart from single wheel
load design criterion cumulative load application will
cause plastic and elastic deformation.
4) Position of wheel load across pavement can cause
extra distress
5) Iron- tyred vehicles --- Bullock carts




4)Climatic factors
Rainfall : Affects pavement drainage

Frost : Frost heave can disrupt pavement
structure

Temperature : Variation of temperature can
cause stresses in the pavement.
Frost Heave
An upward movement of
the sub grade resulting
from the expansion of
accumulated soil
moisture as it freezes . As
the ice lens grows, the
overlying soil and
pavement will heave up
potentially resulting in a
cracked, rough pavement
(see Figure)
Figure \: Frost Heave on a City Street in Central Sweden
Temperature Variations

Rigid Pavement Blowup : Flexible
Pavement
Thermal
Crack



4)Road Geometry
Horizontal curves : subjected to extra stresses
pavements at junctions are typical examples

Vertical profile : Pavements on grades are
subjected to extra forces due to acceleration,
deceleration and braking.

Horizontal curves

5)Sub grade strength and drainage
Sub grade strength : sub grade soil type and
compacted density affect pavement design

Drainage : surface and subsurface drainage of
pavement and from adjoining land affect sub grade
strength and hence the pavement design.


6)Material properties
Wheel load application
One of the primary functions of a pavement is load
distribution. Therefore, in order to adequately design a
pavement something must be known about the expected
loads it will encounter. Loads, the vehicle forces exerted
on the pavement (e.g., by trucks, heavy machinery,
airplanes), can be characterized by the following
parameters:
Axle and tire configurations
Repetition of loads
Distribution of traffic across the pavement
Vehicle speed

AXLE LOAD
The standard design axle load adopted in India is 8.16
tones however in some countries a higher axle load is
taken for design (Standard Axle Load = 80 KN )
U.K 10.17 TONNES
U.S.A 8.2 TO 10.9
AASHTO POLICY 9.1
FRANCE,BELGIUM 13.0
Axle and Tire Configurations
While the tire contact pressure and area is of
vital concern in pavement performance, the
number of contact points per vehicle and their
spacing is also critical.
As tire loads get closer together their influence
areas on the pavement begin to overlap. At this
point, the design characteristic of concern is no
longer the single isolated tire load, but the
combined effect of all the interacting tire loads.

Axle Configurations
Single Axle With Single Wheel
(Legal Axle Load = 6t)
Single Axle With Dual Wheel
(Legal Axle Load = 10t)
Tandem Axle
(Legal Axle Load = 18t)
Tridem Axle
(Legal Axle Load = 24t)
An axle is a central shaft for a rotating wheel or gear
Standard Axle
Single axle with dual wheels carrying a
load of 80 kN (8 tonnes) is defined as
standard axle

80 kN
Standard Axle
Tire-axle combinations are typically described as
Single axle single tire (truck steering axles,
etc.)
Single axle dual tires
Tandem axle single tires (see Figure)
Tandem axle dual tires
Two axle with six tire
Tandem axle single tires

guidelines
In a single wheel assembly the wheel load is taken as
half the axle load
For iron tyred bullock carts, the wheel load is generally
0.75 tonne but it is concentred on a smaller area 20to 50
sq.cm
The wheel load from rubber tire is distributed over a
larger area, depending upon the tire pressure . The tire
pressure on commercial vehicle vary from 0.5 to
0.7MN/sq.m
Spacing of axles has also an important effect on the
stresses induced.
Repetitions of Axle Loads

Although it is not difficult to determine the wheel
and axle loads for an individual vehicle, it
becomes complicated to determine the number
and types of wheel/axle loads a particular
pavement will be subject to over its entire design
life.

However, it is not the wheel load, but the
damage to the pavement caused by the wheel
load that is the primary concern.
Repetition of wheel loads

It is therefore to select the design vehicle and
asses the total number of repetition of axle load
during the pavement life.

The standard procedure to deal with this
problem is to express the traffic in terms of
equivalent number of standard axles.
This quantification is usually done in one of two
ways:
Equivalent single axle loads (ESALs). This
approach converts wheel loads of various
magnitudes and repetitions ("mixed traffic") to an
equivalent number of "standard" or "equivalent"
loads.
ESAL (Equivalent Single Axle Loads )

The Accumulated Equivalent Single Axle
Loads (ESAL) is the traffic load
information used for pavement thickness
design.
The accumulation of the damage caused
by mixed truck traffic during a design
period is referred to as the ESAL
Load Quantification
Equivalent Single Axle Load (ESAL)
Converts wheel loads of various magnitudes and repetitions
("mixed traffic") to an equivalent number of "standard" or
"equivalent" loads
Based on the amount of damage they do to the pavement
Commonly used standard load is the 18,000 lb. equivalent single
axle load
Load Equivalency
Generalized fourth power approximation

factor damage relative
lb. 000 , 18
load
4
= |
.
|

\
|
Typical LEFs
Notice that cars are insignificant and thus usually ignored in
pavement design.
1.35
1.85
5.11
0.10
0.0007
0
1
2
3
4
5
6
Car Delivery Truck Loaded 18-Wheeler Loaded 40' Bus Loaded 60'
Articulated Bus
E
S
A
L
s

p
e
r

V
e
h
i
c
l
e
Fourth power rule :

The structural damage caused by an axle load
varies as the fourth power of its ratio to the
standard axle load.

If F is the equivalence factor of an axle load L
and if Ls is the standard axle load (80KN)
F =( L/Ls)

Load spectra.
This approach characterizes loads directly by
number of axles, configuration and weight. It
does not involve conversion to equivalent
values. Structural design calculations using load
spectra are generally more complex than those
using ESALs.
Both approaches use the same type and quality
of data but the load spectra approach has the
potential to be more accurate in its load
characterization

In order to calculate the number of repetitions of
the wheel loads, information about design life
and traffic growth rates required

Design life : 10 to 15 years

Growth rate : 8 to 15% per annum
Pavement Design
Several typical methods
Design catalog
Empirical
1993 AASHTO method
Mechanistic-empirical
New AASHTO method (as yet unreleased)


DESIGN OF FLEXIBLE
PAVEMENT
Design approach
Using the following simple input parameters,approprite
designs could be chosen for the given traffic and soil
strength -----------------

1) design traffic in terms of cumulative number of
standard axles

2) CBR value of subgrade
Traffic
The recommended method considers traffic in terms of
the cumulative number of standard axles ( 8160 kg) to
be carried by the pavement during the design life.

for estimating design traffic the following information is
needed :----------------

1) initial traffic after construction in terms of number of
commercial vehicles per day ( CVPD)
2) traffic growth rate during the design life in %
3) design life in number of years
4) vehicle damage factor ( VDF)
5) Distribution of commercial traffic over the carriageway

1) Commercial vehicle per day (CVPD) or average daily
traffic --------
It is the number of commercial vehicles using the road.
This is generally established traffic counts carried out at
desired locations.


It should normally be based on at least 7
days, 24 hours classified traffic counts.
in cases of new roads, traffic estimates
can be made on the basis of potential land
use and traffic on existing routes in the
area.
Traffic growth rate (r)
Traffic growth rate should be estimated --------

a) by studying the past trends of traffic growth
b) by establishing econometric models
(procedure is given in IRC 108)
If adequate data is not available, it is recommended that
an annual average traffic growth rate of 7.5% may be
adopted
This can be also determined from the growth of other
sector of economy( agricultural output, diesel
consumption) in India it varies 8-15% per annum
Vehicle damage factor (VDF)
The VDF is a multiplier for converting the number of
commercial vehicles of different axle loads to the number
of standard axle load repetitions.

The VDF is arrived at from axle load surveys on typical
road sections so as to cover various influencing factors
such as traffic mix, type of transportation, time of the
year, terrain ,road condition.

The AASHO axle load equivalence factors may be used
for converting the axle load spectrum to an equivalent
number of standard axles
Vehicle damage factor
It is the multiplier for converting the number of
commercial vehicles to the number of standard
axle load repetitions
Initial traffic
volume
TERRAIN
Rolling/plain
Hilly
0 -150 1.5 0.5
150-1500 3.5 1.5
Above 1500 4.5 2.5
Terrain Plain or Hilly
The terrain is dependent on natural gradient
available. When natural gradient is up to 10
percent, it is known as plain terrain.
When natural gradient is between 10 to 25
percent, terrain is known as rolling.

When natural gradient is between 25 to 60
percent, terrain is known as hilly. And when
natural gradient is more than 60 percent, terrain
is known as steep terrain.
Traffic distribution
Along with load type and repetitions, the load
distributions across a particular pavement must be
estimated.
For instance, on a six-lane interstate highway (3 lanes in
each direction) the total number of loads is probably not
distributed exactly equally in both directions.
Often one direction carries more loads than the other.
Within that one direction, not all lanes carry the same
loading.
Typically, the outermost carries the most trucks and is
subjected to the heaviest loading
As a result, pavement structural design should account
for these types of unequal load distribution.
This is usually accounted for by selecting a design lane
for a particular pavement. The loads expected in the
design lane are either a) directly counted or b) calculated
from the cumulative two-direction loads by applying
factors for directional distribution and lane distribution.

Distribution of commercial traffic over
the carriageway
A realistic assessment of distribution of commercial
traffic by direction and by lane is necessary as it directly
affects the total equivalent standards axle load
application used in design.
In the absence of adequate and conclusive data for
Indian conditions, it is recommended that for the time
being the following distribution may be assumed for
design until more reliable data on placement of
commercial vehicles on carriageway lanes are available
Lane correction factor
Single lane road : Traffic trends to be more
channelised on a single lane roads than on two
lane road to allow for this concentration of wheel
load repetitions, the design should be based on
the total number of commercial vehicles per day
in both direction multiplied by 2.0
Intermediate width road : the design should be
based on the total number of commercial
vehicles per day in both direction multiplied by
1.5
SINGL LANE ROAD

Intermediate width road

Two -lane single-carriageway
section
The design should be based on 75%of the total
Number of commercial
Vehicles in both direction
four-lane single-carriageway
section
The design should be based on 40%of the total
number of commercial vehicles in both direction

Dual two lane carriageway road
The design should be based on 75%of the
number of commercial vehicles in each direction
the distribution factor may be reduced by 15%for
each additional direction.


Computation of design traffic
The design traffic is considered in terms of
cumulative number of standard axles to be
carried during the design life of the road.

Its computation involves estimate of the
initial volume of commercial vehicle per
day, the growth rate, the design life in
years and the vehicle damage factor (
VDF)


Computation of design traffic
The following equation is used for the calculation
of cumulative number of standard axle

N
s
= 365xAxVDF{(1+r)
n
-1}/r
N
s
= cumulative no. of standard axles to be catered in
the design
A = Initial traffic in the year of completion of construction,
in terms of no. of commercial /day, duly modified to
account for lane distribution
r= Annual growth rate of commercial traffic

n= Design life in years

VDF = vehicle damage factor
The traffic in the year of completion is estimated
using the following formula ( design traffic)

A = P ( 1+ r)
n
P= average daily traffic (No. of comercial vehicles
as per last count)
r = growth rate in %
n = period required for construction of
pavements (No. of years between last counts and the
year of completion of construction)
Pavement Layer Configuration
Subbase:-The Thickness of subase should
be less than of 150mm for design traffic
less than 10 msa and 200mm for design
traffic above 10 msa.
Base course:- Consist WBM or WMM
Minimum thickness of 225mm up to 2 msa
Minimum thickness of 250mm above 2
msa
WMM for heavily traffic.

Fourth power rule : The structural damage
caused by an axle load varies as the fourth
power of its ratio to the standard axle load.

If F is the equivalence factor of an axle load L
and if Ls is the standard axle load (80KN)
F =( L/Ls)

Effect of impact on pavement design is rather
difficult.

The lateral placement of wheel loads affects the
design significantly.
While designing the pavement we require two important
parameter
Traffic ( design traffic in terms of cumulative no. of
standard axles)
Soil strength ( CBR value of sub grade)
RIGID PAVEMENT
DESIGN OF PLAIN
JOINTED CEMENT
CONCRETE ROAD
Rigid pavement
Factor affecting on design of rigid
pavement :
1) Loading : a) wheel load and its repetitions
b) area of contact of wheel ( circular)
c) location of load with reference to slab

2) Properties of sub grade & sub base :
a) sub grade strength and properties
b) sub base provision or omission
3) Properties of concrete :
a) strength (modulus of rupture 40kg/sq.cm)
b) modulus of elasticity (3x10
5)
c) Poissons ratio (0.15 to 0.24)
d) shrinkage properties
e) Fatigue behavior

4)External condition : a) Temperature changes
b) friction between slab and sub grade

5) Joints :----------
a) arrangement of joints

6) Reinforcement :
a) quantity of reinforcement
b) continuous reinforcement
Characteristic of sub grade and sub base
Sub grade strength :

The strength of the sub grade is expressed in terms of
modulus of sub grade reaction ( k)
Defined as ,a pressure per unit deflection of the
foundation ( determined by plate bearing test)
As the limiting design deflection for C.C. road is taken
as1.25 mm the k value is determined from the pressure
sustained at this deflection.
Rigid Pavement Design



Subgrade Characteristics

k-value can be estimated from CBR value





k = Foundation modulus of the subgrade, in pci

7788 . 0
26
1500
(

=
CBR
k
An approximate value of k of a homogeneous soil sub
grade is obtained from CBR test


Soaked
CBR %
2 3 4 5 7 10 15 20 50 100
K- value
(kg/sq.c
m/cm
2.1 2.8 3.5 4.2 4.8 5.5
6.2
6.9
14
22.2
Separation layer between sub base and
pavement
Foundation layer below concrete slabs should
be smooth to reduce the interlayer friction.

A separation membrane of minimum thickness
of 125 micron polythene is recommended to
reduce the friction between concrete slabs and
dry lean concrete sub base
Characteristics of concrete
1) design strength
2) modulus of elasticity and poissons ratio
3) coefficient of thermal expansion
4) Fatigue behavior of cement concrete


Design strength :---since the concrete pavements fail
due to bending stresses, it is necessary that their design
is based on the flexural strength of concrete, which can
be determined by modulus of rupture tests under third
point loading
modulus of rupture tests under third point
loading
Modulus of elasticity and poissons ratio :--
modulus of elasticity of concrete plays an
important role in determining the relative
stiffness of the slab and hence governing factor
in design.
Poissons ratio : for the calculation of stresses in
concrete slabs its value is required ,which varies
from 0.15 to 0.24
E = 3.0 x 10
5

kg/sq.cm


Coefficient of thermal expansion:--
The coeff. Of thermal expansion of same mix
proportion varies with the type of aggregate
For design purposes a value of = 10x 10
-6
/0C

Fatigue behavior of cement concrete:
The relation between fatigue life (N) and stress
ratio is given below
N = unlimited for SR< 0.45
Fatigue behavior of cement
concrete
Due to repeated application of flexural stresses
by the traffic loads a progressive fatigue damage
takes place in the cement concrete slab in the
form of gradual development of micro cracks.
( when flexural stress is greater than flexural
strength)
Stress ratio ( SR.) = flexural stress / flexural
strength
IF SR is less than 0.45 then conc. is expected to
sustained infinite no. repetition
The relation between fatigue life (N) and
stress ratio is given below
N = unlimited for SR< 0.45

Loading
Wheel Load: ( large no. of axles operating on
national highway carry much higher load than the legal
limit)
For computation of stresses in pavement the
magnitude of axle load should be multiplied by
load safety factor ( LSF ) = 1.2. This take care of
unpredicted heavy truck loads.
Location of load with respect to slab :
Interior loading
Edge loading
Corner loading
112
Rigid Pavement Design
Subgrade Support
LOAD
Maximum Stress
Bottom of Slab
CRITICAL LOAD CONDITION ASSUMPTIONS
Maximum stress at pavement edge
25% Load Transfer to adjacent slab
113
Rigid Pavement Design
LOAD
Maximum stress due to corner or edge loading condition
Maximum Stress
Top of Slab
Combination of Stresses
The following conditions are found to be critical
combinations During Summer the critical
combinations at interior and edge regions occurs when
the slab tends to warp downward.
The maximum tensile stress is developed at bottom
fiber due to loading and warping, however the frictional
stress is compressive
Critical combination of stresses = (load stress +
warping stress frictional stress), at edge
regionCombination of
Combination of stresses
During winter the critical combination of stress at
interior and edge regions occur at bottom fiber when the
slab contracts and slab warps downward during the mid
day
Critical stress combination = (load stress+ warping
stress+ frictional stress), at edge region
Since the differential temperature is higher in summer
than in winter the combination of stress in summer is
critical At corner regions there are no frictional
stresses, the critical
combination occurs at top fiber of slab during mid nights
critical stress combination = (load stress + warping
stress), at corner region
Design of Slab Thickness

Critical Stress condition
The factors commonly considered for design of
pavement thickness are flexural stress due to traffic
loads and temperature differential between the top and
bottom fibers of concrete slab
The loads applied by single as well as tandem axles
causes maximum flexural stresses when the tyre imprint
touches the longitudinal edge
Considering the total combined stress for the three
regions for which the load stress decreases in that order
while the temperature stress increases, the critical stress
condition is reached in the edge region
Design of slab thickness
Critical stress condition :-------------
The severest combination of different factors that induce
the maximum stress in the pavement will give the critical
stress condition.
The factors commonly considered for design of
pavement thickness are : 1) flexural stresses due to
traffic load
2) temperature differential between the top and bottom
fibers of the concrete slab
Considering the total combined stress for the three
region corner, edge and interior for which the load stress
decreases in that order while the temperature stress
increases, the critical condition is reached in the EDGE
region.
It is therefore necessary that the concrete slab is
designed to withstand the stresses due to warping and
wheel load at the edge region .
It is also necessary to check the stress at corner region if
dowels bar not provided at the transverse joints and if
there is no possibility of load transfer by aggregate
interlock.
Under the action of load application maximum Flexural
stresses is induced in the corner region, if the joints are
not provided with dowel bars, as the corner is
discontinuous in two directions.
The corner tends to bend like a cantilever, producing
tension at the top during day hours ,where as tension is
produced during the day time at the bottom of slab in the
interior as well as at the edge.
Calculation of stress
1) Edge Stress :
A) Load stress : load stresses at edge region is
calculated for single and tandem axle loads of different
magnitudes for sub bases having k values in the range
of 6,8,10,15 and 30 kg/sqcm/cm.
B) due to temperature : The temperature stress at the
critical edge region may be obtained as per
westergaards analysis
S
te
= E t C/2

Ste---- temperature stress in the edge region Kg/sqcm

t = maximum temperature differential during day
between top and bottom of slab

= coefficient of thermal expansion of cement
concrete per
0
C

C =Bradbury's coefficient which can be ascertain directly
from Bradbury's chart against values of B/l and L/l

L = slab length, or spacing between consecutive contraction joints
,cm

W = slab width, or spacing between longitudinal joints

l =


E =modulus of elasticity of concrete
)k
2
12(1
3
Eh
4

l = radius of relative stiffness, cm

= poissons ratio
h = thickness of concrete slab, cm
k = modulus of sub grade reaction, in
kg/sq.cm/cm
Corner stress
Load stress :------
The load stress in the corner region may be obtained as per
Westergaard analysis



Where Sc= load stress in the corner region
P = Wheel load,kg
a = radius of equivalent circular contact area,cm

(
(
(
(
(
(

|
|
|
|
.
|

\
|
=
0.6
l
2 a
1
2
3p/h Sc
Radius of area of contact wheel (a) =

a = {0. 852x P/q x + S/ ( P/0.5227xq)
0.5
}
0.5



P

= wheel load ( 8000 kg)
q = tyre pressure
S= c/c distance between two tyre
Temperature stress
The temperature stress in the corner
region is negligible , as the corner are
relatively free to warp and therefore may
be ignored.
Calculation of fatigue damage
Given data:


Wheel load
(tonne)
Expected
repetition
Fatigue
damage
consumed
20 70112 We have to
18 177520 calculate
16 569560
14 1280303
Fatigue damage consumed = expected repetition
allowable repetition

For calculation of allowable repetition we want
stress ratio = flexural stress/flexural strength
Flexural stress for each and every axle load is
calculated from CHART
For calculated SR allowable repetition of each
axle load is obtained from table no.6
Fatigue damage consumed for each axle
load is calculated along with their
algebraic sum ( CFD)
If CFD is more than one select a higher
thickness of slab and repeat the procedure
Flexural strength is 40kg/sq.cm
AXLE
LOAD
Tonne
Stress
( from
chart)
Stress
ratio
Expected
repetition
Allowable
repetition
Fatigue
Life
consume
d
20 25.19 0.56
70112
94100 0.56
18 22.98 0.51
177520
4850000 0.37
16 20.73 0.46
569560
1433000
0
0.04
14 18.45 0.41
1280303
infinite 0.00
Fatigue behavior of cement
concrete
Due to repeated application of flexural stresses
by the traffic loads a progressive fatigue damage
takes place in the cement concrete slab in the
form of gradual development of micro cracks.
( when flexural stress is greater than flexural
strength)
Stress ratio ( SR.) = flexural stress / flexural
strength
IF SR is less than 0.45 then conc. is expected to
sustained infinite no. repetition
Design Parameters
Subgrade
Loads
Environment
N ={4.2577 }
3.268
SR-0.4325 when 0.45 <SR< 0.55

Log
10
N = 0.9718 SR/0.0828 for SR > 0.55