Module-V

Prof. S. S Das
Department of Civil Engineering
VSSUT, Burla
Odisha , India
Prof. S. S Das, VSSUT, Burla 1
Pavement is the durable superimposed layers of processed materials
laid down on the natural soil sub-grade intended to sustain vehicular
load or foot traffic, such as a road or walkway. 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.

It is of four types
 Flexible pavement or bituminous pavement or black top pavement
 Rigid pavement or cement concrete pavement or white surface pavement
 Semi Rigid pavement
 Interlocking cement concrete block pavement
 COMPARISON OF FLEXIBLE PAVEMENT & RIGID PAVEMENT
FLEXIBLE PAVEMENT SEMI- RIGID PAVEMENT RIGID PAVEMENT
1. Have low flexural strength 1. Have more flexural strength 1. Have highest flexural strength
2. Load is transferred by grain to 2. Load may is transferred by 2. No such phenomenon of grain
grain contact grain to grain contact to grain load transfer exists
3. Surfacing cannot be laid directly 3. Surfacing can be directly laid 3. Surfacing can be directly laid
on the sub grade but a sub base on on
is needed The prepaired sub grade the sub grade
4. No thermal stresses are induced 4. No thermal stresses are 4. Thermal stresses are induced
5. expansion joints are not needed induced 5. expansion joints are needed
6. Design life 10-15 years 5. expansion joints are needed 6. Design life 20-30 years
7. Initial cost of construction is low 6. Design life 15-20 years 7. Initial cost of construction is
8. Maintenance easy cost is high 7. Initial cost of construction is high
9. Road can be used for traffic low 8. Difficult and less
within 24 hours 8. Easy and less maintenance maintenance cost
cost 9. Road cannot be used until 14
10. Damaged by Oils and
Certain Chemicals 9. Road cannot be used until 14 days of curing
days of curing 10. No Damage by Oils and other
10. No Damage by Oils and chemicals
Prof. S. S Das, VSSUT, Burla 3
 Rigid
Pavemen
t
 Flexible
pavement Rigid
pavement
 Requirements of a pavement
• Sufficient thickness to distribute the wheel load stresses to a safe value on the
sub-grade soil.
• Structurally strong to withstand all types of stresses imposed upon it.
• Adequate coefficient of friction to prevent skidding of vehicles.
• Smooth surface to provide comfort to road users even at high speed.
• Produce least noise from moving vehicles.
• Dust proof surface so that traffic safety is not impaired by reducing visibility.
• Impervious surface, so that sub-grade soil is well protected.
• Long design life with low maintenance cost.
Distribution of pressure
 Types of flexible pavements
• Conventional layered flexible pavement
• Full - depth asphalt pavement
• Contained rock asphalt mat (CRAM).
• 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 traffic
and local materials are not available.
• Contained rock asphalt mats are constructed by placing dense/open
graded aggregate layers in between two asphalt layers.
c/s of flexible pavement

c/s of rigid pavement

c/s of flexible pavement

Load is transferred by grain to grain contact

 Typical layers of a flexible pavement
Seal Coat: Seal coat is a thin surface treatment used to water-
proof the surface and to provide skid resistance and to seal the
surfacing against the ingress of water.
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.it is generally
applied on impervious surface.
Prime Coat: Prime coat is an application of low viscous liquide
bituminous material over an existing porous or absorbent
pavement surface like WBM.
• Prime objective is to plug the capillary voids of the porous
surface and to bond the loose materials on the existing surface
like granular bases on which binder layer is placed. It provides
bonding between two layers.
Prime
coat
Seal coat
 Typical layers of a flexible pavement
Surface course:
• Surface course is the layer directly in contact with traffic loads and generally
contains superior quality materials. They are usually constructed with dense
graded asphalt concrete(AC).
• 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 provide a smooth and skid- resistant riding surface,
• It must be water proof to protect the entire base and sub-grade from the
weakening effect of water.
 Typical layers of a flexible pavement
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 and other untreated or
stabilized materials.
• It may WBM or WMM
 Typical layers of a flexible pavement
• 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.
• It may WBM or WMM or GSB
• A sub-base course is not always needed or used. For example, a pavement
constructed over a high quality.
• 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.
 Types of Rigid Pavements

• Jointed plain concrete pavement (JPCP),

• Jointed reinforced concrete pavement (JRCP),
• Continuous reinforced concrete pavement
(CRCP)
• Pre-stressed concrete pavement (PCP).
 Types of Rigid Pavements
• Jointed Plain Concrete Pavement: 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: reinforcements do not improve the

structural capacity significantly but 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.

• Continuous Reinforced Concrete Pavement: Complete elimination of joints are

achieved by reinforcement.
 Rigid
pavement

Transvers
e joint
Granular
materials
Types of Pavements
Wheel Load Distribution
Flexible Rigid
Components of Flexible Pavement
 Function and Significance of Subgrade Properties

• Basement soil of road bed.

• Important for structural
and pavement life.
• Should not deflect
excessively due
to dynamic
loading.
• May be in fill or
embankment.
Design Of Flexible Pavement IRC-37:2018

Prof. S. S Das, VSSUT, Burla 28

The philosophy of pavement design involves designing pavements for
satisfactory functional and structural performance of the pavement during
its intended service life period.

• Roughness caused by variation in surface profile,

• cracking of layers bound by bituminous or cementitious materials,
• rutting (permanent or plastic deformation) of unbound/unmodified or
partially modified subgrade, granular layers and bituminous layers
are the primary indicators of the functional and structural performance of
pavements.

Prof. S. S Das, VSSUT, Burla 29

Performance of the pavement is explained by performance models which are
either

(a) purely empirical (only based on past experience) or

(b) mechanistic-empirical, in which the distresses/performance are explained in
terms of mechanistic parameters such as stresses, strains and deflections
calculated using a specific theory and as per a specified procedure.

Most of the current pavement design methods follow the mechanistic empirical
approach for the design of bituminous pavements. In these methods, for each
of the selected structural distresses, a critical mechanistic parameter is
identified and controlled to an acceptable (limiting) value in the design process.
The limiting values of these critical mechanistic parameters are obtained from
the performance models.
Prof. S. S Das, VSSUT, Burla 30
• The mechanistic-empirical design approach, is used in IRC:37, for the design
of flexible pavements.
• The theory selected for the analysis of pavements is ‘linear elastic layered
theory’ in which the pavement is modeled as a multi-layer system.
• The bottom most layer (foundation or subgrade) is considered to be semi-
infinite, and all the upper layers are assumed to be infinite in the horizontal
extent and finite in thickness.
• Elastic modulus, Poisson’s ratio and thickness of each layer are the pavement
inputs required for calculation of stresses, strains and deflections produced
by a load applied at the surface of the pavement.
• IITPAVE software, has been used for the analysis of pavements.

Prof. S. S Das, VSSUT, Burla 31

Flexible Pavement Design

IRC (37-2018)
Basic Principles
• Vertical compressive stress or strain on sub-grade

• Horizontal tensile stress or strain on surface

course

• Rutting within bituminous layers caused by

accumulated plastic (permanent) deformation
For the satisfactory performance of bituminous pavements and to ensure
that the magnitudes of distresses are within acceptable levels during the
service life period.

The pavement sections be selected in such a way that they satisfy the
limiting stresses and strains prescribed by the performance models
adopted in the guidelines for subgrade rutting, bottom-up cracking of
bituminous layer and fatigue cracking of cement treated bases.

Prof. S. S Das, VSSUT, Burla 33

Cracking in pavement can occur in three primary modes:

(a)bottom up cracking

(b)top down cracking

(c)low temperature cracking

Prof. S. S Das, VSSUT, Burla 34

(a)bottom up cracking
• A strong subgrade is essential for giving firm support to the upper pavement layers. The elastic
modulus of the subgrade (required as input for analysis using linear elastic layered theory) is
recommended to be estimated from its CBR value using the empirical equations.
• Minimum effective CBR of 5% for roads with more than 450 commercial vehicles per day.
• Resilient (elastic) modulus of the granular material used in the sub-base and base layers requires
sophisticated equipment and skill for determination, it is estimated the modulus value of the
granular layer from a widely used empirical equation for which the elastic modulus value of the
supporting layer and the thickness of the granular layer are inputs.
• A resilient modulus value of 450 MPa is proposed for the crack relief layer of WMM placed over
Cemented base (CTB). In case of a granular base placed over cementitious sub-base (CTSB), the
recommended values are 300 MPa and 350 MPa for natural gravel and crushed rock respectively.
• The modulus values of cemented materials are usually estimated from their
• The modulus values of cemented materials estimated from their Unconfined Compressive Strength
(UCS) values
• Elastic modulus of cemented sub-base materials is capped at a relatively low value of 600 MPa
because of the possibility of the layer getting cracked right from the start.
• The cementitious bases the design modulus is recommended as 5000 MPa.
• RAP material sabilised with foamed bitumen or emulsion is used as base, 800 MPa is recommended
Prof. S. S Das, VSSUT, Burla 35
(b) Top down cracking
• When the tyres come in contact with the road surface, they expand laterally and push the pavement
surface at their edges. At the next instance when the tyre moves over, the laterally pushed surface
should be elastic enough to pull itself back. If it is not, the surface will crack at the wheel edges along
the longitudinal direction and the crack will propagate downwards from the surface. Another reason
for top down cracking is the age hardening of bitumen. With age and exposure to sun light and UV
rays, the volatiles in bitumen are lost and the binder becomes hard and brittle, which significantly
increases the cracking susceptibility of the material.

• The objective of design for controlling top down cracking should be to use mixes that can
accommodate more bitumen to have thicker films which reduce the rate of ageing, to minimize the
effect of ageing by using ageing resistant modified binders in the surfacing course, to improve the
visco-elastic properties of the binder by using binders that have better elastic recovery. These
Guidelines recommend Stone Matrix Asphalt (SMA) and Gap Graded Rubberised Bitumen (GGRB)
and Bituminous Concrete (BC) with modified binders, for high traffic (more than 50 msa) roads. In
other cases, stiff grade binders or modified binders are considered suitable for surface course mixes.

Prof. S. S Das, VSSUT, Burla 36

Rutting in Bituminous Pavements
• Rutting in pavement occurs in two ways:
Due to deformation in subgrade and other unbound layers (granular sub-base and base
Due to rutting in bituminous layer.
The guidelines provide limiting strain criteria for controlling rutting in subgrade. Even
through no separate criteria are included in the guidelines for rutting in the granular layers,
controlling the vertical compressive strain on top of subgrade indirectly results in the control
of strains in the upper granular layers. Larger elastic strains in the subgrade and unbound
granular layers (which are calculated by linear elastic layered theory) are generally expected
to produce larger plastic strains. Thicker bituminous layers and stronger sub-bases/bases
reduce the subgrade strains significantly.
• Even if the subgrade or unbound granular layers do not undergo rutting, the bituminous
layers may do. This happens in various situations such as when the bituminous layers are not
initially properly compacted and undergo large secondary compaction during their service
life, the binder used is of a softer grade, has less elasticity, high pavement temperatures and
high wheel load stresses. It is necessary to use sufficiently stiffer mixes with binders that will
have less plastic deformation at high temperatures and high stresses, especially in the upper
layers. At lower depths, the stresses as well as the temperatures will be less compared to the
surface layers and thus the lower bituminous layers are less susceptible to rutting.
Prof. S. S Das, VSSUT, Burla 37
Performance Criteria
The following performance criteria are used in these guidelines for the design of bituminous
pavements.
Subgrade rutting criteria
An average rut depth of 20 mm or more, measured along the wheel paths, is considered in
these guidelines as critical or failure rutting condition. The equivalent number of standard
axle load (80 kN) repetitions that can be served by the pavement, before the critical average
rut depth of 20 mm or more occurs, is given by equations 1 and 2 respectively for 80 % and
90 % reliability levels.

NR = subgrade rutting life (cumulative equivalent number of 80 kN standard axle loads that can be served by
the pavement before the critical rut depth of 20 mm or more occurs)
εv = vertical compressive strain at the top of the subgrade calculated using linear elastic layered theory by
Prof.
applying standard axle load at the surface of theS.selected
S Das, VSSUT, Burla system
pavement 38
Fatigue cracking criteria for bituminous layer
The occurrence of fatigue cracking, whose total area in the section of the road under
consideration is 20 % or more than the paved surface area of the section, is considered to
be the critical or failure condition.
The equivalent number of standard axle (80 kN) load repetitions that can be served by the
pavement, before the critical condition of the cracked surface area of 20 % or more occurs,
is given by equations 3 and 4 respectively for 80 % and 90 % reliability levels.

* 3
* 4
C = 10M, and
Va = per cent volume of air void in the mix used in the bottom bituminous layer
Vbe = per cent volume of effective bitumen in the mix used in the bottom bituminous layer
Nf = fatigue life of bituminous layer (cumulative equivalent number of 80 kN standard axle loads that can be served by the
pavement before the critical cracked area of 20 % or more of paved surface area occurs)
εt = maximum horizontal tensile strain at the bottom of the bottom bituminous layer (DBM) calculated using linear elastic
layered theory by applying standard axle load at the surface of the selected pavement system
MRm = resilient modulus (MPa) of the bituminous mix used in the bottom bituminous layer, selected as per the
recommendations made in these guidelines. Prof. S. S Das, VSSUT, Burla 39
Fatigue performance models for Cement Treated Base (CTB)
In the case of pavements with CTB layer, fatigue performance check for the CTB layer should be
carried out as per equation 3.5 (based on cumulative standard axle load repetitions estimated using
vehicle damage factors), using axle load spectrum data. Pavement analysis shall be carried out using
IITPAVE with a contact stress of 0.8 MPa on the pavement surface to determine the tensile strain (ε t)
value at the bottom of the CTB layer. The number of standard axle loads derived from equation 5 by
substituting the computed tensile strain value along with other inputs shall not be less than the
design traffic.

5
Where,
RF = reliability factor for cementitious materials for failure against fatigue, = 1 for Expressways,
National Highways, Sate Highways and Urban Roads and for other categories of roads if the design
traffic is more than 10 msa = 2 for all other cases
N = number of standard axle load repetitions which the CTB can sustain
E = elastic modulus of CTB material (MPa)
εt = tensile strain at the bottom of the CTB layer (microstrain).

Prof. S. S Das, VSSUT, Burla 40

Cumulative fatigue damage analysis
The CTB layer is subjected to cumulative fatigue damage by the application of axle loads of different categories
and different magnitudes applied over the design life period. The fatigue life Nfi of the CTB material when
subjected to a specific number of applications (ni) of axle load of class ‘i’ during the design period, is given by
equation 6. Details of different types of axles, axle load spectrum, repetitions of each load group expected
during the design life period, shall be obtained from the analysis of the axle load survey data.

For analyzing the pavement for cumulative fatigue damage of the CTB layer, contact stress shall be taken as
0.80 MPa instead of 0.56 MPa.

Where,
Nfi = Fatigue life of CTB material which is the maximum repetitions of axle load class ‘i’ the CTB material can
sustain
σ = tensile stress at the bottom of CTB layer for the given axle load class.
M = 28-day flexural strength of the cementitious base σt/MRup = Stress Ratio

Prof. S. S Das, VSSUT, Burla 41

The Cumulative Fatigue Damage (CFD) caused by different repetitions of axle loads of
different categories and different magnitudes expected to be applied on the pavement
during its design period is estimated using equation 7.

CFD = Σ(ni/Nfi) (7)

Where,
ni = expected (during the design life period) repetitions of axle load of class ‘i’
Nfi = fatigue life or maximum number of load repetitions the CTB layer would sustain if only axle load of class
‘i’ were to be applied If the estimated CFD is less than 1.0, the design is considered to be acceptable. If the
value of CFD is more than 1.0, the pavement section has to be revised.

Reliability
These Guidelines recommend 90% reliability performance equations for subgrade rutting
(equation 2) and fatigue cracking of bottom bituminous layer (equation 4) for all important
roads such as Expressways, National Highways, State Highways and Urban Roads. For other
categories of roads, 90 % reliability is recommended for design traffic of 20 msa or more
and 80 per cent reliability for design traffic less than 20 msa.
Prof. S. S Das, VSSUT, Burla 42
 Standard Conditions for Pavement Analysis using IITPAVE
Material response model
Material response model Linear elastic model
Layer interface condition Fully bonded (all layers)
No. of Wheels Dual wheel
Wheel loads 20 kN on each single wheel (two wheels)
Contact stress for critical 0.56 MPa for tensile strain in bituminous layer and vertical compressive strain
parameter analysis on subgrade; 0.80 MPa for Cement treated base
Critical Mechanistic Parameters
Bituminous layer Tensile strain at the bottom
Cement treated base Tensile stress and tensile strain at the bottom
Subgrade Compressive strain at the top
Note: (a) Only the absolute values of strains/stresses (without the + or – sign) should be used in the
performance equations (b) For pavements with strong bases and/or thin bituminous layers, it is possible that
the strain at the bottom of the bituminous layer may be compressive instead of tensile.
Prof. S. S Das, VSSUT, Burla 43
A Pavement Section with Bituminous Layer(s), Granular Base and GSB Showing
the Locations of Critical Strains

Prof. S. S Das, VSSUT, Burla 44

A Pavement Section with Bituminous Layer(s), Granular Crack Relief Layer, CTB,
and CTSB Showing the Locations of Critical Strains/Stresses

Prof. S. S Das, VSSUT, Burla 45

A Pavement Section with Bituminous Layer(s), SAMI Crack Relief Layer, CTB,
and CTSB Showing the Locations of Critical Strains/Stresses

Prof. S. S Das, VSSUT, Burla 46

A Pavement Section with Bituminous Layer(s), Emulsion/Foam Bitumen Stabilised RAP/
Virgin Aggregate Layer and CTSB Showing the Locations of Critical Strains

Prof. S. S Das, VSSUT, Burla 47

A Pavement Section with Bituminous Layer(s), Granular Crack Relief Layer, CTB,
and GSB Showing the Locations of Critical Strains/Stresses

Prof. S. S Das, VSSUT, Burla 48

A Pavement Section with Bituminous Layer(s), Granular Base (WMM) and
CTSB Showing the Locations of Critical Strains

Prof. S. S Das, VSSUT, Burla 49

Prof. S. S Das, VSSUT, Burla 50
Prof. S. S Das, VSSUT, Burla 51
Prof. S. S Das, VSSUT, Burla 52
 Factors for design of pavements
• Design wheel load
 Static load on wheels
 Contact Pressure
 Load Repetition

• Subgrade soil
 Thickness of pavement required
 Stress- strain behavior under load
 Moisture variation
• Climatic factors:(rain fall)
• Pavement component materials
• Environment factors:(height of embankment and its detailed)
• Traffic Characteristics
• Required Cross sectional elements of the alignment
Pavement Responses Under Load

Axle
Load

Surface
 SUR SUR
Base/Subbase
 SUB
Subgrade Soil
 Axle Configurations
An axle is a central shaft for a rotating wheel or gear

Single Axle With Single Tandem Axle

Wheel (Legal Axle Load (Legal Axle Load = 18t)
= 6t)

Single Axle With Dual Wheel

(Legal Axle Load = 10t)

Tridem Axle
(Legal Axle Load = 24t)
 Truck Configuration

2 Axle Truck – 16t 5 Axle Truck – 40t

LCV

3 Axle Truck – 24t 4 Axle Semi Articulated –

34t
 Standard Axle
Single axle with dual wheels carrying a load of 80 kN (8 tonnes)
is defined as standard axle

80 kN

Standard Axle
 Evaluation Of Pavement Component Layers

Sub-grade
• To Receive Layers of Pavement Materials Placed over it
• Plate Bearing Test
• CBR Test
• Triaxial Compression
 Flexible Pavement Design Using CBR
Value Of Sub-grade Soil
 California State Highways Department Method
 Required data
 Design Traffic in terms of cumulative number of standard axles(CSA)
 CBR value of subgarde
 Traffic Data

 Initial data in terms of number of commercial vehicles per day (CVPD).

 Traffic growth rate during design life in %
 Design life in number of years.
 Distribution of commercial vehicles over the carriage way
Traffic – In Terms Of CSA
(8160 Kg) During Design
• Initial Traffic Life
 In terms of Cumulative Vehicles/day
 Based on 7 days 24 hours Classified Traffic
• Traffic Growth Rate

 7.5 % may be Assumed

 Design Life
• National Highways – 15 Years
• Expressways and Urban Roads – 20 Years
• Other Category Roads – 10 – 15 Years
 Vehicle Damage Factor (VDF)
Multiplier to Convert No. of Commercial
Vehicles of Different Axle Loads and Axle
Configurations to the Number of Standard Axle Load
Repetitions indicate VDF Values

 Normally = (Axle Load/10.2)n, n = 4 - 5

 INDICATIVE VDF VALUES
Initial Terrain
Traffic in
terms of Plain/Rolling Hilly
CVPD

0 – 150 1.5 0.5

150 – 1500 3.5 1.5

> 1500 4.5 2.5

 Distribution Of
Traffic
Single Lane Roads:
 Total No. of Commercial Vehicles in both Directions
Two-lane Single Carriageway Roads:
 75% of total No. of Commercial Vehicles in both
Directions
Four-lane Single Carriageway Roads:
 40% of the total No. of Commercial Vehicles in
both
Directions
Dual Carriageway Roads:
 for two lane dual carriage way75% of the No. of
Commercial Vehicles in each Direction
For three lane-60%
For four lane-45%
 Computation of Traffic for Use of Pavement
Thickness Design Chart
365 x A[(1+r)n – 1]
N = --------------------------- x D x F
r
N= Cumulative No. of standard axles to be catered for design in the terms
of msa
D = Lane distribution factor
A = Initial traffic, in the year of completion of construction, in terms of number of
commercial vehicles per day
= p(1-r)˟
P = no. of commercial vehicle as per last count
X = no. of year between the last count and the year of completion of
construction
F = Vehicle Damage Factor
n = Design life in years
r = Annual growth rate of commercial
vehicles
 CBR Testing Machine
Definition:
It is the ratio of force per unit area required to penetrate a soil
mass with standard circular piston at the rate of 1.25
mm/min. to that required for the corresponding penetration of
a standard material.
 Subgrade
• Soak the Specimen in Water for FOUR days and
CBR to be Determined.

• Use of Expansive Clays NOT to be Used as Sub-

grade

• Non-expansive Soil to be Preferred.

 Subgrade
• Subgrade to be Well Compacted to Utilize its Full Strength

• Top 500 mm to be Compacted to 100% of MDD (Modified

Proctor).

• Material Should Have a Dry Density of 1.75 gm/cc.

 Recommended Material Properties for Structural Layers
Material Type Elastic/Resilient Modulus (MPa) Poisson’s Ratio
Bituminous layer with VG40 or Modified Bitumen 3000 or tested value (whichever is less) 0.35
Bituminous layer with VG30 2000 or tested value (whichever is less) 0.35
Cement treated base 5000 0.25
Cold recycled base 800 0.35
Granular interlayer 450 0.35
Cement treated sub-base 600 0.25
Unbound granular layers MRGRAN = 0.2(h)0.45 * MRSUPPORT 0.35
Unbound granular base over CTSB sub-base 300 for natural gravel 0.35
350 for crushed aggregates 0.35
Subgrade MRS = 10.0 * CBR for CBR ≤ 5 % 0.35
MRS = 17.6 * (CBR)0.64 for CBR > 5 %

Where,
MRS = Resilient modulus of subgrade soil (in MPa)
h = thickness of granular layer in mm
MRGRAN = resilient modulus of the granular layer (MPa)
MRSUPPORT = (effective)Prof. S. S Das, VSSUT, Burla
resilient modulus of the supporting layer (MPa) 71
 Subgrade
• Subgrade to be Well Compacted to Utilize its Full Strength

• Top 500 mm to be Compacted to 97% of MDD (Modified Proctor).

• Material Should Have a Dry Density of 1.75 gm/cc.

Prof. S. S Das, VSSUT, Burla 72

Prof. S. S Das, VSSUT, Burla 73
Steps involved in the Pavement Design
• Selecting a trial composition
• Bituminous mix design and the mix resilient modulus
• Selecting layer thickness
• Structural analysis of the selected pavement structure
• Computing the allowable strains/stresses
• Doing the iterations
• Check for cumulative fatigue damage

Prof. S. S Das, VSSUT, Burla 74

Catalogue for Pavement with Bituminous Surface Course
with Granular Base and Sub-base - Effective CBR 5%

Prof. S. S Das, VSSUT, Burla 75

Catalogue for Pavement with Bituminous Surface Course
with Granular Base and Sub-base - Effective CBR 6%

Prof. S. S Das, VSSUT, Burla 76

Catalogue for Pavement with Bituminous Surface Course with
Granular Base and Sub-base - Effective CBR 7%

Prof. S. S Das, VSSUT, Burla 77

Prof. S. S Das, VSSUT, Burla 78
Prof. S. S Das, VSSUT, Burla 79
Prof. S. S Das, VSSUT, Burla 80
Prof. S. S Das, VSSUT, Burla 81
 Sub-base
• Material – Natural Sand, Moorum, Gravel, Laterite,
Kankar, Brick Metal, Crushed Stone, Crushed Slag,
Crushed Concrete

• GSB- Close Graded / Coarse Graded

• Parameters – Gradation, LL, PI, CBR

• Stability and Drainage Requirements

Prof. S. S Das, VSSUT, Burla 82
 Sub-base

• Min. CBR 20 % - Traffic up-to 2 msa

• Min. CBR 30 %- Traffic > 2 msa
• If GSB is Costly, Adopt WBM, WMM
• Min. Thickness – 150 mm - <10 msa
• Min. Thickness – 200 mm - >10 msa

Prof. S. S Das, VSSUT, Burla 83

 Sub-base

• Min. CBR – 2 %
• If CBR < 2% - Pavement Thickness for 2 % CBR +
Capping layer of 150 mm with Min. CBR 10% (in
addition to the Sub-Base)
• In case of Stage Construction – Thickness of GSB for Full
Design Life

Prof. S. S Das, VSSUT, Burla 84

 Base Course

• Unbound Granular Bases – WBM / WMM or any

other Granular Construction
• Min. Thickness – 225 mm – < 2 msa
• Min. Thickness – 250 mm - > 2 msa
• WBM – Min. 300 mm ( 4 layers – 75mm each)

Prof. S. S Das, VSSUT, Burla 85

 Example-1
• Design the pavement for construction of a new bypass
with the fallowing data:

 Two lane single carriage way

 Initial traffic in a year of completion of construction work (sum of both
directions) = 400 CVPD
 Traffic growth rate per annum = 7.5 percent
 Design life = 15 years
 Vehicle damage factor = 2.5

(standard axles per commercial vehicle)

 Design CBR value of sub-grade soil = 4 %

Prof. S. S Das, VSSUT, Burla 86

 Example-2
• Design the flexible pavement for Widening an existing
2-lane NH-5 To 4-lane divided Road
 4-lane divided carriageway
 Initial traffic in a year of commencement of construction work (sum of both directions) =
5600CVPD
 Completion of construction work=2.5 years
 Design life= 10/15yrs
 Design CBR of sub-grade soil =5%
 Traffic growth rate = 8 %
 Vehicle damage factor = 4.5 (Found out from axle road survey axles per CV on existing
road)

Prof. S. S Das, VSSUT, Burla 87

Design of rigid pavement as per IRC-58:2015
• Stress acting on the rigid pavement are:
• Wheel load stress
 Interior loading

 Edge loading

 Corner loading

• Temperature stress
 Warping stress

 Frictional stress
Prof. S. S Das, VSSUT, Burla 88
Prof. S. S Das, VSSUT, Burla 89
Radius of relative stiffness:
1

 Eh 3  4
l
 2 
 12k 1   

• Where
• l= Radius of relative stiffness
• E= modulus of elasticity of cement concrete , kg/cm²
• µ= poisson’s ratio for concrete= 0.15
• h= slab thickness, cm
• K= modulus of subgrade reaction, kg/cm³

Prof. S. S Das, VSSUT, Burla 90

 Westergaard’s stress equation for wheel load
• Stress at the interior(si)
0.316 P 
4 lo g 10  bl   1.069 
Where
s 
i
h2     P= design wheel load, kg
l= Radius of relative stiffness
• Stress at the edge (se) E= modulus of elasticity of cement
concrete , kg/cm²
µ= poisson’s ratio for concrete= 0.15
s e  0.572 P  4 lo g 10  l  
 h= slab thickness, cm
2 
  b   0.359  K= modulus of subgrade reaction, kg/cm³
h b= radius of equivalent distribution of
• Stress at the corner (sc) pressure, cm
b=a , if a/h ≥ 1.724
b= √(1.6 a²+h²) - 0.675 h, when a/h <
0.6

3P   a 2   1.724
s c  2 1   l a= radius of load contact, cm
h    
Prof. S. S Das, VSSUT, Burla 91
Modified Westergaard’s stress equation for wheel load

• Modified by ‘Teller’
l 
   log b 
se 
0.572P
1 0.54 0.4048
4 10  

10
h 2  b
log
• Modified by ‘Kelley’

1.2

3P   a 2 
s c  2 1   l 
h  

 Prof. S. S Das, VSSUT, Burla 92
Warping stress(given by ‘Bradbury’)
• Stress at the interior(sti)
E et  cx   cy  Where
st i   2  • E= modulus of elasticity of cement
2  1   concrete , kg/cm²
• Stress at the edge (ste) • e= thermal coefficient of concrete per oC
• t= temperature difference between the
top and bottom of the slab in oC
st e  C x E e t Or st e  C y Eet • µ= Poisson’s ratio for concrete= 0.15
• Cx = Bradbury coefficient based on L/l in
2 2 desire direction (IRC-58:2015)
Whichever is higher
• Cy = Bradbury coefficient based on B/l in
• Stress at the corner (stc) right angle to the desire direction (IRC-
58:2015)
• L = length of slab, m
E et a • B= width of slab, m
stc 
31  
Prof. S. S Das, VSSUT, Burla 93
 Frictional stress
• Frictional stress(sf)

sf 
210 4

• Where, WLf
• sf = unit stress developed in CC pavement, kg/cm²
• W= unit wt. of concrete, (about 2400 kg/cm²)
• L= length of slab, m
• B= width of slab, m

Prof. S. S Das, VSSUT, Burla 94

 Example-1
• Calculate the stress at interior, edge and corner regions of a cement
concrete pavement using westergaard’s equation. Use the fallowing
data
 Wheel load, P=5100kg
 Modulus of elasticity of concrete, E=3.0x10ᶺ5 kg/cm²
 Pavement thickness, h=18cm
 Poisson’s ratio=0.15
 Modulus of subgrade reaction=6.0 kg/cm3
 Radius of contact area=15 cm

Example-2
• Compute the radius of relative stiffness of 15 cm thick cement concrete
slab from the fallowing data
• E=21000kg/cm2
• Poisson’s ratio=0.13
• K=3KG/cm2 or 7.5 kg/cm2 Prof. S. S Das, VSSUT, Burla 95
 Example-3
• Determine the warping stress at interior, edge and corner regions
in a 25 cm thick cement concrete pavement with transverse joint at
9 m interval and longitudinal joint at 3.6 m intervals. The modulus
of subgrade reaction is 6.9 kg/cm² . Assume temperature
difference for day condition to be 0.6oc per cm of the slab
thickness. Assume radius of loded area as 15 cm for computing
warping stress at the corner.
• E= 3 x 10ᶺ5 kg/cm²
• e= 10 x 10ᶺ -6 per ºc
• µ= 0.15

Prof. S. S Das, VSSUT, Burla 96

 Example-4
• A CC pavement slab thickness 20cm is constructed over a granular subbase
having modulus of subgrade reaction 15 kg/cm². the maximum temperature
difference between the top and bottom of the slab during summer day and
night is found to be 18ºc. The spacing between the transverse contraction
joint is 4.5 m and that between the longitudinal joint is 3.5 m. the design wheel
load is 5100 kg, radius of contact area is 15 cm. the coefficient of thermal
expansion of CC IS 10x10ᶺ-6 per ºc and friction coefficient is 1.5.calculate the
warping stress at edge,interior ,corner and also calculate the friction stress.
• E= 3x10ᶺ5 kg/ cm²
• µ=0.15

Prof. S. S Das, VSSUT, Burla 97

DESIGN OF JOINTS

Prof. S. S Das, VSSUT, Burla 98

Cement Concrete Pavements have different types of transverse joints :

i) Contraction joints limited to 4.5 m to prevent top-down cracking during the night hours
ii) Construction joints be placed at the location of contraction joints except in case of emergency
when a key joint may be used
iii) Expansion joint
iv) Longitudinal joint required in pavements of width greater than 4.5 m to allow for transverse
contraction and warping

Prof. S. S Das, VSSUT, Burla 99

Load Transfer at Transverse Joints

• Load transfer to relieve part of the load stresses in edge and corner regions of
pavement slab at transverse joints is provided by means of mild steel round dowel bars.
• In coastal and high rainfall areas, coated/corrosion resistant dowel bars are often used
to provide long term load transfer. The coating may be zinc or lead based paint or
epoxy coating.
• Dowel bars enable good riding quality to be maintained by preventing faulting at the
joints. For general provisions in respect of dowel bars, stipulations laid down in IRC:15,
may be followed.
• More dowel bars may be provided under the wheel path of heavy commercial vehicles
in the light of past experience. Designer may use his/her discretion after a study of the
traffic pattern.

Prof. S. S Das, VSSUT, Burla 100

It is found that only the bearing stress in the concrete that is responsible for the performance
of dowel bars at the joints. High concrete bearing stress can fracture the concrete
surrounding the dowel bars, leading to the looseness of the dowel bar and the deterioration
of the load transfer system with eventual faulting of the slab. Larger diameter dowel bars are
found to provide better performance.

Maximum bearing stress (Fbmax) between the concrete and dowel bar is obtained from

β = relative stiffness of the bar embedded in concrete, mm-1 =

kmds = modulus of dowel support, MPa/m
bd = diameter of the dowel, m
z = joint width (5 mm for contraction joint and 20 mm for expansion joint), in mm
E = modulus of the elasticity of the dowel bar, MPa
I = moment of inertia of the dowel, mm4
Pt = load transferred by design dowel bar, kN

Prof. S. S Das, VSSUT, Burla 101

The modulus of dowel support ranges from 80,000 to 4,15,000 MPa/m. A typical value of
415,000 MPa/m may be adopted for design since only the fourth root of the k-value affects
the computation of β.
Each dowel bar should be designed for the maximum load being transferred by it for the
allowable bearing pressure. Equation 15, based on the expression given by the American
Concrete Institute (ACI) Committee-225 may be used for calculation of the allowable bearing
stress on concrete.

Where,
Fb = allowable bearing stress, MPa
bd = dowel diameter, mm
fck = characteristic compressive strength of the concrete, MPa
(For M 40 concrete, fck = 40 MPa (28 days) = 48 MPa (90 days, MORTH)

Prof. S. S Das, VSSUT, Burla 102

Since the initial Load Transfer Efficiency (LTE) at the transverse joint is almost 100% and it
takes a long time for the LTE to decrease with traffic repetitions, 90-day compressive
strength can safely be used for the computation of allowable bearing stress.

For heavy traffic, greater than 450 CVPD, dowels are to be provided at the contraction joints
since aggregate inter-lock cannot be relied upon to effect load transfer across the joint to
prevent faulting due to the repeated loading of heavy axles. Joint widths of 5 mm and 20
mm may be taken for stress computation in dowel bar at contraction and expansion joint
respectively. Recommended diameter and length of dowel bars are given in Table below
Slab Thickness Dowel Bar Details
mm
Diameter, mm Length, mm Spacing, mm

200 25 360 300

230 30 400 300
250 32 450 300
280 36 450 300
300 38Prof. S. S Das, VSSUT, Burla 500 300 103
Dowel group action : When loads are applied at a joint, a portion of the load is
transferred to the other side of the slab through the dowel bars. If the load is near the
joint of a pavement slab tied to a concrete shoulder, a part of the load is transferred to
the shoulder also. The dowel bar immediately below the wheel load carries maximum
amount of load and other dowel bars transfer progressively smaller magnitudes of
loads. Repeated loading causes some looseness between the dowel bars and the
concrete slab and recent studies indicate that the dowel bars within a distance of one
radius of relative stiffness (1.0 ) from the point of load application participate in load
transfer. Assuming a linear variation of the load carried by different dowel bars within
1.0l, the maximum load carried by a dowel bar can be computed.

Prof. S. S Das, VSSUT, Burla 104

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