Rigid 

Pavement Design 

1.1 Introduction 

The materials investigations have been done as per relevant good industry practice to have sound

engineering judgment considering the local environment and past pavement performance in this region and

analysis for 30 years' design life, all activities related to field surveys. The attempt has been made to work out

the design of pavement structure as prescribed in IRC Guidelines. The design of rigid pavement has been

based on IRC-58: 2015.

1.2 Rigid pavement design methodology 

The rigid pavement Design is carried out in accordance with Indian Roads Congress guidelines. The

pavement is designed in accordance with IRC: 58 -2015 "Guidelines for the Design of Plain Jointed Rigid

Pavements for highways" and IRC: 15-2015 "Construction Concrete Road (FOURTH REVISION)" and relevant

clauses of schedule B of the EPC agreement. Cement concrete pavements are subjected to stresses due to

a variety of factors acting simultaneously. The severest combination of different factors that induced maximum

stress in the pavement will give the critical stress condition. The flexural stress due to the combined action

of traffic load and temperature differential between the top and bottom fibers of the concrete slab is

considered for design of pavement thickness. The flexural stress at the bottom layer of concrete is maximum

during the day hours when the axle loads act midway on the pavement slab while there is a positive

temperature gradient. This condition is likely to produce bottom-up cracking (BUC). The flexural stress at the

Top layer of concrete is maximum during the night hours when the axle loads act near the transverse joint on

the pavement slab while there is a negative temperature gradient. This condition is likely to produce Top-

down cracking (TDC). As per IRC:SS-2015, only the vehicular traffic utilizing the rigid pavement for the 6

hours of the day (10 am to 4 pm) and 6 hour of the night (00 am to 6 am) causes failure in the pavement

(Bottom u p cracking and top down cracking respectively) and shall be considered as the critical time interval

for fatigue analysis. For given slab thickness and other design parameters, the pavement will be checked

for cumulative bottom-up and top-down fatigue damage.

1.2.1 Factors affecting Rigid pavement Design

1.2.1.1 Axle load Characteristics

The values of equivale11t single axle loads (ESAL) have been used to represent the vehicle loads in pavement

design. These axle load spectra represent the percentage of the total axle applications within each load interval

for single and tandem axles. Using axle load spectra as the traffic input to analyze the impacts of varying traffic

loads on pavement and provide an optimal pavement structure design. Minimum percentages of commercial

vehicles to be weighed should be 10% for volume of commercial vehicles per day exceeding 6000, 15% for

CVPD for 3000 to 6000 and 20% for CVPD less than 3000.

1
The Axle load spectrum used is as under

Table ‐ A/1 ‐‐ Single Axle (Rear Axle) 
Axle Load Repetition 
Axle Load category  % of each 
kN  Category  Bottom‐Up Cracking  Top‐Down Cracking 
ESA 
145‐155  50.00  5.02  0.046 x 106  0.038 x 106 
135‐145  40.00  4.02  0.036 x 106  0.030 x 106 
125‐135  257.00  25.82  0.237x 106  0.195x 106 
115‐125  203.32  20.43  0.187 x 106  0.155 x 106 
105‐115  147.84  14.85  0.136 x 106  0.112 x 106 
95‐105  111.18  11.17  0.103 x 106  0.085 x 106 
85‐95  0.00  0.00  0  0 
85>  186.00  18.69  0.171 x 106  0.141 x 106 
 

Table ‐ A/2‐‐ Tandem Axle  
Axle Load Repetition 
Axle Load category  % of each 
kN  Category  Bottom‐Up Cracking  Top‐Down Cracking 
ESA 
120‐140  0.633  64.92  1.585 x I06  1.308 x I06 
100‐120  0.342  35.08  0.857 x I06  0.707 x I06 
100>  0.000  0.00  0  0 
.

CVPD as per CVC calculation for Main Carriageway Road considered is 2675 nos.

CVPD as per CVC calculation for service Road as per Site is 85 nos.

1.2.1.2 Effective CBR of Subgrade

Design of rigid pavements is based on Westergaard's analysis, where modulus of subgrade reaction, radius

of relative stiffness, radius of wheel load distribution is used. For critical design, a combination of load stress,

frictional stress and warping stress is considered. Different types of joints are required like expansion and

contraction joints.

The effective CBR is taken as 8% for rigid pavement design.

1.2.2 Modulus of subgrade reaction

Westergaard considered the rigid pavement slab as a thin elastic plate resting on soil sub-grade, which is

assumed as a dense liquid. The upward reaction is assumed to be proportional to the deflection. The strength

of subgrade is expressed in terms of modulus of subgrade reaction k, which is defined as the pressure per

unit deflection of the foundation as determined by plate load test. The k value is obtained using Table-2, Table-

3 & Table-4 of IRC:58-2015.

2
 1.2.3 Relative Stiffness of slab to Subgrade

A certain degree of resistance to slab deflection is offered by the sub-grade. The sub-grade deformation

is same as the slab deflection. Hence the slab deflection is direct measurement of the magnitude of the

sub-grade pressure. This pressure deformation characteristics of rigid pavement lead Westergaard to the

define the term radius of relative stiffness l in cm is given by the equation 1.

𝑙                                                     (1)            
 
where E is the modulus of elasticity of cement concrete in kg/cm2 (3.0*105 ), is the Poisson's ratio of concrete
(0.15), his the slab thickness in cm and K is the modulus of sub-grade reaction.

1.2.4 Critical load positions

Since the pavement slab has finite length and width, either the character or the intensity of maximum stress

induced by the application of a given traffic load is dependent on the location of the load on the pavement

surface. There are three typical locations namely the interior, edge and corner, where differing conditions

of slab continuity exist. These locations are termed as critical load positions

       1.2.5 Equivalent  Radius  of  resisting section 

 
When the interior point is loaded, only a small area of the pavement is resisting the bending moment

of the plate. Westergaard gives a relation for equivalent radius of the resisting section in cm in the

equation 2.

b =         √1.6a2 + h2 – 0.675h h       if a < 1.724 h 
                      a      otherwise 

Where a is the radius of the wheel load distribution in cm and his the slab thickness in cm

1.3 Pavement Design for Reconstruction and widening:

 
1.3.1  Design Inputs: 
 
The various design parameters are mentioned below:
 
The design traffic (in terms of axles) during the design period are as under:.

Main Carriageway  30526500 

Service Road  2937500 

 
 (IRC 58-2015 para-5.5.2.3}. The M40 concrete grade is considered for designing (28-day

compressive strength= 40 MPa).

 Average number of axles per vehicles is 2.35 as per the axle load data.
 
 Design period is 30 years (according to IRC: SP 73-2015).
 
 
 

3
  1.3.2 Assumptions 
 
The growth rate considered for the projection of commercial vehicles in design period is assumed to be

7.5%.
 
1.3.3.1 Cumulative  Fatigue Damage Analysis 
 
The concrete slab undergoes fatigue damage through crack growth induced bv repetitive cycles of

loading. The cumulative fatigue damage caused to the slab during its service life should be equal to or

less than one.

Following thicknesses checked for cumulative fatigue damage

ITEM Main Carriageway Service Road

PQC 240 mm, 240+10 mm

DLC 150 mm 100 mm

 
Analysis for these thicknesses to check the top down cracking and bottom up cracking Since CFD

(BUC) and CFD (TDC) < 1, the design is safe.

 
Dowel bars are tie bars are designed as per IRC:58-2015 and design details are shown in annexure D.

 
  1.3.4  Proposed Thickness  

Main Carriageway           
1. PQC-300 mm will be provided in place of Designed thickness of 240 mm as per
clause 5.5.1 of Schedule B

2. DLC-150 mm

Service Road         
1. PQC-240 mm

2. DLC-150 mm

4
 ANNEXURE-A
CC Pavement Design (Main Carriageway)
Work: Construction of Dimapur bypass (Assam Portion) of 4/6 lane pavement on EPC basis from
existing Km 159.400 of NH-36 to existing Km 102.500of NH-39 and upto the end point of Assam
portion. [Design Km 118.050 to Km 132.375] (Design length 14.325 Km) in the state of Assam.
(A) DESIGN DATA
(i) Design Standard Adopted (IRC Code) IRC:58-:2015
(ii) Pavement design for Road Dimapur bypass (Assam Portion)
(iii) Location Design Km 118.050 to Km 132.375
(iv) Tied Concrete shoulders of width 1.5 m provided on either side of carriageway Yes
(v) Carriageway I width of pavement (m) 9
(vi) Lane width i.e. width of slab) (m) 3.75
(vii) Transverse joint spacing i.e length of slab (m) 4.5
(viii) Effective (design) CBR of subgrade (%) (report provided by the client deptt.) 8
(ix) Modulus of subgrade reaction, k, MPa/m (table-2 of code) 50.33
(x) Thickness of granular sub-base as desired by client deptt, mm 150
(xi) Thickness of DLC sub base over GSB, mm 150
(xii) Effective k over combined 'subgrade+GSB+WBM', MPa/m, (table-4 of code) 284.67
(xiii) Thickness of polythene sheet bet DLC and PQC, micron 125
(xiv)
Strength of Concrete 28‐days 90‐days
Compressive strength, MPa 40 48
Adopted 4.5 4.95

(B) DESIGN TRAFFIC FOR CUMULATIVE FATIGUE DAMAGE (CFD) ANALYSIS

(i) Design life, n (years) 30
(ii) Cumulative repetition of commercial Vehicle as per Contract 103920000

(iii) Growth rate of CVs, r 0.075

(iv) Total2-way CVs during design period, C = 365*A*{(1+r)"-1}/r 103920000
(v) Av no. of axles per CV (steering/single/tandem/tridem) as calculated 2.35
Adopted in design 2.35
(vi) Total2-way axle load repetitions during design period 244212000
(vii) Predominant direction traffic of total traffic 0 .5
(vii) No. of axles in predominant direction 122106000
(ix) CVs with spacing between front axle & the first rear axle
< 4.5 m (spacing of tranverse joints),(%) 55
(x) CVs during night hours (6 PM-6AM), (%) 60
(xi) Design traffic, 25. % of predominant direction traffic 30526500
(xii) Night time design axle repetitions (12 hrs) 18315900
(xiii) Day time design axle repetitions (12 hrs) 12210600
(xiv) Day time 6-hr axle load repetitions 6105300
(xv) For Bottom up cracking analysis, design number of axle load repetitions 6105300
(xvi) Night time 6-hr axle load repetitions 9157950
(xvii) For Top-down cracking analysis, Night time 6-hr axle load repetitions
for CVs with wheel base < 4.5 m 5036872.5

(xviii)
Axle load category wise design axle load repetitions
Axle repetition for Axle repetition for top
Axle Category Proportion
bottom up cracking down cracking
Front Single 0.45 2747385 2266592.625
Rear Single 0.15 915795 755530.875
Tandem 0.40 2442120 2014749

(C) CFO ANALYSIS FOR BOTTOM UP CRACKING (BUC) & TOP DOWN CRACKING (TDC)

Effective k over combined layers (subgra.de+GSB+DLC), MPa/m, table-4 284.6
Elastic Modulus of Concrete, E (Mpa) 30000
Poisson's Ratio of concrete, 0.15
Unit wt of concrete, v (KN/m3) 24
Max day time temp differential in slab for BUC, t, °C (table-1} 16.60
Night time temp differential in slab for TDC = (t/2+5) OC 13.30

Trial Thickness of slab, h (m) 0.25

Radius of relative stiffness, (m) = [Eh3/12k (1-l.l2)]0•25 0.61211
Design Flexural strength of concrete at 90 days, MPa 4.95
Beta Factor, B (0.66 for trans. joint with dowels, and 0.9 without dowels) 0.66
Axle Load Spectrum

Table ‐ A/1 ‐‐ Single Axle (Rear Axle) 
Axle Load Repetition 
Axle Load category  % of each 
kN  Category  Bottom‐Up Cracking  Top‐Down Cracking 
ESA 
145‐155  50.00  5.02  0.046 x 106  0.038 x 106 
135‐145  40.00  4.02  0.036 x 106  0.030 x 106 
125‐135  257.00  25.82  0.237x 106  0.195x 106 
115‐125  203.32  20.43  0.187 x 106  0.155 x 106 
105‐115  147.84  14.85  0.136 x 106  0.112 x 106 
95‐105  111.18  11.17  0.103 x 106  0.085 x 106 
85‐95  0.00  0.00  0  0 
85>  186.00  18.69  0.171 x 106  0.141 x 106 
 

Table ‐ A/2‐‐ Tandem Axle  
Axle Load Repetition 
Axle Load category  % of each 
kN  Category  Bottom‐Up Cracking  Top‐Down Cracking 
ESA 
120‐140  0.633  64.92  1.585 x I06  1.308 x I06 
100‐120  0.342  35.08  0.857 x I06  0.707 x I06 
100>  0.000  0.00  0  0 

Trial Thickness, h (m) = 0.24
CFD Analysis for BUC tor Day Time (6•hr) Traffic & Positive Temp Differential

Rear Single Axle 

Load  Mid‐Point  Expected  Flex  Stress  Allowable  Fatigue 

Frequency 
Group  of Load  Repetitions  Stress  Ratio  Repetitions  Damage 
(%) 
(kN)  Group (kN)  (ni)  MPa  (SR)  (Ni)  (ni/Ni) 

185‐195  190  0  0  2.880  0.582  51288  0.000 

175‐185  180  0  0  2.779  0.561  90633  0.000 
165‐175  170  0  0  2.677  0.541  162240  0.000 
155‐165  160  0  0  2.576  0.520  321643  0.000 
145‐155  150  5.02  45973  2.475  0.500  765213  0.060 
135‐145  140  4.02  36815  2.373  0.479  2497683  0.015 
125‐135  130  25.85  236733  2.272  0.459  16248058  0.015 
115‐125  120  20.42  187005  2.171  0.438  infinite  0.000 
105‐115  110  14.85  135996  2.069  0.418  infinite  0.000 
95‐105  100  11.16  102203  1.968  0.398  infinite  0.000 
85‐95  90  0  0  1.866  0.377  infinite  0.000 
< 85  80  18.68  171071  1.765  0.357  infinite  0.000 
Total     100  915795        0.089 

Rear Tandem Axle 
300‐320  310  0  0  2.100  0.424  infinite  0.000 
280‐300  290  0  0  2.009  0.406  infinite  0.000 
260‐280  270  0  0  1.918  0.387  infinite  0.000 
240‐260  250  0  0  1.826  0.369  infinite  0.000 
220‐240  230  0  0  1.735  0.350  infinite  0.000 
200‐220  210  0  0  1.644  0.332  infinite  0.000 
180‐200  190  0  0  1.552  0.314  infinite  0.000 
160‐180  170  0  0  1.461  0.295  infinite  0.000 
140‐160  150  0  0  1.37  0.277  infinite  0.000 
120‐140  130  64.92  1585424  1.278  0.258  infinite  0.000 
100 ‐ 120  110  35.08  856696  1.187  0.240  infinite  0.000 
< 95  90  0  0  1.096  0.221  infinite  0.000 
Total  2442120        0.000 
   100 
G.Total              0.089 
                         
          OK being less than 1 

CFD Analysis for TDC for Night Time (6‐hr) Traffic & Negative Temp Differential

Rear Single Axle 
Mid‐
Point 
Load  Expected  Allowable  Fatigue 
of  Frequency  Flex Stress  Stress 
Group  Repetitions  Repetitions  Damage 
Load  (%)  MPa  Ratio (SR) 
(kN)  (ni)  (Ni)  (ni/Ni) 
Group 
(kN) 
185‐195  190  0  0  2.651  0.536  191457  0.000 
175‐185  180  0  0  2.581  0.521  309321  0.000 
165‐175  170  0  0  2.512  0.507  542852  0.000 
155‐165  160  0  0  2.442  0.493  1071319  0.000 
145‐155  150  5.02  37928  2.372  0.479  2530173  0.015 
135‐145  140  4.02  30372  2.303  0.465  8146604  0.004 
125‐135  130  25.85  195305  2.233  0.451  51197623  0.004 
115‐125  120  20.42  154279  2.163  0.437  infinite  0.000 
105‐115  110  14.85  112196  2.094  0.423  infinite  0.000 
95‐105  100  11.16  84317  2.024  0.409  infinite  0.000 
85‐95  90  0  0  1.955  0.395  infinite  0.000 
< 85  80  18.68  141133  1.885  0.381  infinite  0.000 
Total  100  755531  0.023 
Rear Tandem Axle (Stress computed for 50% of axle load) 
300‐320  310  0.00  0  2.407  0.486  1600667  0.000 
280‐300  290  0.00  0  2.338  0.472  4309934  0.000 
260‐280  270  0.00  0  2.268  0.458  17976867  0.000 
240‐260  250  0.00  0  2.198  0.444  infinite  0.000 
220‐240  230  0.00  0  2.129  0.430  infinite  0.000 
200‐220  210  0.00  0  2.059  0.416  infinite  0.000 
180‐200  190  0.00  0  1.989  0.402  infinite  0.000 
160‐180  170  0.00  0  1.92  0.388  infinite  0.000 
140‐160  150  0.00  0  1.85  0.374  infinite  0.000 
120‐140  130  64.92  1307975  1.781  0.360  infinite  0.000 
100 ‐ 120  110  35.08  706774  1.711  0.346  infinite  0.000 
< 95  90  0.00  0  1.641  0.332  infinite  0.000 
100  2014749  0.000 
Grand Total  0.023 

Grand Total of Combined BUC & TDC 0.112

CFD for Combined BUC & TDC OK being less than 1
Hence, Rigid Pavement of Thickness 250 mm is Safe.
NOTE: However, as per clause 5.5.1 of Schedule B we will be providing Rigid Pavement of Thickness
300 mm in place of Designed 250 mm.
 ANNEXURE-B
CC Pavement Design (Service Road)
Work: Construction of Dimapur bypass (Assam Portion) of 4/6 lane pavement on EPC basis from
existing Km 159.400 of NH-36 to existing Km 102.500of NH-39 and upto the end point of Assam
portion. [Design Km 118.050 to Km 132.375] (Design length 14.325 Km) in the state of Assam.
(A) DESIGN DATA
(i) Design Standard Adopted (IRC Code) IRC:58-:2015
(ii) Pavement design for Road Dimapur bypass (Assam Portion)
(iii) Location Design Km 118.050 to Km 132.375
(iv) Tied Concrete shoulders of width 1.5 m provided on either side of carriageway No
(v) Carriageway I width of pavement (m) 7
(vi) Lane width i.e. width of slab) (m) 3.50
(vii) Transverse joint spacing i.e length of slab (m) 4.5
(viii) Effective (design) CBR of subgrade (%) (report provided by the client deptt.) 8
(ix) Modulus of subgrade reaction, k, MPa/m (table-2 of code) 50.33
(x) Thickness of granular sub-base as desired by client deptt, mm 150
(xi) Thickness of DLC sub base over GSB, mm 100
(xii) Effective k over combined 'subgrade+GSB+WBM', MPa/m, (table-4 of code) 231.33
(xiii) Thickness of polythene sheet bet DLC and PQC, micron 125
(xiv)
Strength of Concrete 28‐days 90‐days
Compressive strength, MPa 40 48
Adopted 4.5 4.95

(B) DESIGN TRAFFIC FOR CUMULATIVE FATIGUE DAMAGE (CFD) ANALYSIS

(i) Design life, n (years) 30
(ii) Cumulative repetition of commercial Vehicle as per site for 85 CVPD

∗ .
𝐶 = = 3207966.46, i.e. = 3.21msa
.

As per Clause 5.5.5 of Manual IRC:SP – 84-2014 we will consider Traffic Design of =10.00msa

(iii) Growth rate of CVs, r 0.075

(iv) Total2-way CVs during design period, C = 365*A*{(1+r)"-1}/r 10000000
(v) Av no. of axles per CV (steering/single/tandem/tridem) as calculated 2.35
Adopted in design 2.35
(vi) Total2-way axle load repetitions during design period 23500000
(vii) Predominant direction traffic of total traffic 0 .5
(vii) No. of axles in predominant direction 11750000
(ix) CVs with spacing between front axle & the first rear axle
< 4.5 m (spacing of tranverse joints),(%) 55
(x) CVs during night hours (6 PM-6AM), (%) 60
(xi) Design traffic, 25. % of predominant direction traffic 2937500
(xii) Night time design axle repetitions (12 hrs) 1762500
(xiii) Day time design axle repetitions (12 hrs) 1175000
(xiv) Day time 6-hr axle load repetitions 587500
(xv) For Bottom up cracking analysis, design number of axle load repetitions 587500
(xvi) Night time 6-hr axle load repetitions 881250
(xvii) For Top-down cracking analysis, Night time 6-hr axle load repetitions
for CVs with wheel base < 4.5 m 484687.5

(xviii)
Axle load category wise design axle load repetitions
Axle repetition for Axle repetition for top
Axle Category Proportion
bottom up cracking down cracking
Front Single 0.45 264375 218109
Rear Single 0.15 88125 72703
Tandem 0.40 235000 193875

(C) CFO ANALYSIS FOR BOTTOM UP CRACKING (BUC) & TOP DOWN CRACKING (TDC)

Effective k over combined layers (subgra.de+GSB+DLC), MPa/m, table-4 231.33
Elastic Modulus of Concrete, E (Mpa) 30000
Poisson's Ratio of concrete, 0.15
Unit wt of concrete, v (KN/m3) 24
Max day time temp differential in slab for BUC, t, °C (table-1} 16.60
Night time temp differential in slab for TDC = (t/2+5) OC 13.30

Trial Thickness of slab, h (m) 0.25

Radius of relative stiffness, (m) = [Eh3/12k (1-l.l2)]0•25 0.64469
Design Flexural strength of concrete at 90 days, MPa 4.95
Beta Factor, B (0.66 for trans. joint with dowels, and 0.9 without dowels) 0.66
Axle Load Spectrum

Table ‐ A/1 ‐‐ Single Axle (Rear Axle) 
Axle Load Repetition 
Axle Load category  % of each 
kN  Category  Bottom‐Up Cracking  Top‐Down Cracking 
ESA 
145‐155  50.00  5.02  0.004 x 106  0.004 x 106 
135‐145  40.00  4.02  0.004 x 106  0.003 x 106 
125‐135  257.00  25.82  0.023 x 106  0.019 x 106 
115‐125  203.32  20.43  0.018 x 106  0.015 x 106 
105‐115  147.84  14.85  0.013 x 106  0.011 x 106 
95‐105  111.18  11.17  0.010 x 106  0.008 x 106 
85‐95  0.00  0.00  0  0 
85>  186.00  18.69  0.016 x 106  0.014 x 106 
 

Table ‐ A/2‐‐ Tandem Axle  
Axle Load Repetition 
Axle Load category  % of each 
kN  Category  Bottom‐Up Cracking  Top‐Down Cracking 
ESA 
120‐140  0.633  64.92  0.153 x I06  0.126 x I06 
100‐120  0.342  35.08  0.082 x I06  0.068 x I06 
100>  0.000  0.00  0  0 

Trial Thickness, h (m) = 0.25
CFD Analysis for BUC tor Day Time (6•hr) Traffic & Positive Temp Differential

Rear Single Axle 

Load  Mid‐Point  Expected  Flex  Stress  Allowable  Fatigue 

Frequency 
Group  of Load  Repetitions  Stress  Ratio  Repetitions  Damage 
(%) 
(kN)  Group (kN)  (ni)  MPa  (SR)  (Ni)  (ni/Ni) 

185‐195  190  0  0  3.707  0.749  492  0.000 

175‐185  180  0  0  3.556  0.718  1147  0.000 
165‐175  170  0  0  3.406  0.688  2675  0.000 
155‐165  160  0  0  3.255  0.658  6239  0.000 
145‐155  150  5.02  4424  3.104  0.627  14555  0.304 
135‐145  140  4.02  3543  2.953  0.597  33951  0.104 
125‐135  130  25.85  22780  2.803  0.566  79198  0.288 
115‐125  120  20.42  17995  2.652  0.536  190131  0.095 
105‐115  110  14.85  13087  2.501  0.505  596064  0.022 
95‐105  100  11.16  9835  2.350  0.475  3506664  0.003 
85‐95  90  0  0  2.200  0.444  infinite  0.000 
< 85  80  18.68  16462  2.049  0.414  infinite  0.000 
Total     100  88125        0.815 

Rear Tandem Axle 
300‐320  310  0  0  2.627  0.531  223780.75  0.000 
280‐300  290  0  0  2.506  0.506  568917.39  0.000 
260‐280  270  0  0  2.386  0.482  2110516.3  0.000 
240‐260  250  0  0  2.265  0.458  19495378  0.000 
220‐240  230  0  0  2.144  0.433  infinite  0.000 
200‐220  210  0  0  2.023  0.409  infinite  0.000 
180‐200  190  0  0  1.903  0.384  infinite  0.000 
160‐180  170  0  0  1.782  0.360  infinite  0.000 
140‐160  150  0  0  1.661  0.336  infinite  0.000 
120‐140  130  64.92  152562  1.54  0.311  infinite  0.000 
100 ‐ 120  110  35.08  82438  1.42  0.287  infinite  0.000 
< 95  90  0  0  1.299  0.262  infinite  0.000 
Total  235000        0.000 
   100 
G.Total              0.815 
                         
          OK being less than 1 

CFD Analysis for TDC for Night Time (6‐hr) Traffic & Negative Temp Differential

Rear Single Axle 
Mid‐
Point 
Load  Expected  Flex  Allowable  Fatigue 
of  Frequency  Stress 
Group  Repetitions  Stress  Repetitions  Damage 
Load  (%)  Ratio (SR) 
(kN)  (ni)  MPa  (Ni)  (ni/Ni) 
Group 
(kN) 
185‐195  190  0  0  2.662  0.538  178792  0.000 
175‐185  180  0  0  2.592  0.524  285788  0.000 
165‐175  170  0  0  2.522  0.510  494257  0.000 
155‐165  160  0  0  2.453  0.495  954853  0.000 
145‐155  150  5.02  3650  2.383  0.481  2180076  0.002 
135‐145  140  4.02  2923  2.313  0.467  6597138  0.000 
125‐135  130  25.85  18794  2.244  0.453  35659542  0.001 
115‐125  120  20.42  14846  2.174  0.439  infinite  0.000 
105‐115  110  14.85  10796  2.105  0.425  infinite  0.000 
95‐105  100  11.16  8114  2.035  0.411  infinite  0.000 
85‐95  90  0  0  1.965  0.397  infinite  0.000 
< 85  80  18.68  13581  1.896  0.383  infinite  0.000 
Total     100  72703        0.003 
Rear Tandem Axle (Stress computed for 50% of axle load) 
300‐320  310  0.00  0  2.418  0.488  1405764  0.000 
280‐300  290  0.00  0  2.348  0.474  3619457  0.000 
260‐280  270  0.00  0  2.279  0.460  13771600  0.000 
240‐260  250  0.00  0  2.209  0.446  infinite  0.000 
220‐240  230  0.00  0  2.139  0.432  infinite  0.000 
200‐220  210  0.00  0  2.07  0.418  infinite  0.000 
180‐200  190  0.00  0  2  0.404  infinite  0.000 
160‐180  170  0.00  0  1.931  0.390  infinite  0.000 
140‐160  150  0.00  0  1.861  0.376  infinite  0.000 
120‐140  130  64.92  125864  1.791  0.362  infinite  0.000 
100 ‐ 120  110  35.08  68011  1.722  0.348  infinite  0.000 
< 95  90  0.00  0  1.652  0.334  infinite  0.000 
    100  193875        0.000 
Grand Total  0.003 

Grand Total of Combined BUC & TDC 0.818
CFD for Combined BUC & TDC OK being less than 1
Hence, provide Rigid Pavement of Thickness 240 mm.
 (D) DESIGN OF DOWELS BARS (M.S. Round Bar)
ANNEXURE‐C
DESIGN OF DOWEL BARS
Thickness of Slab h 300
Shoulders Jointed or not YES  or NO Yes
Dia of Bar  bd 32
Concrete Strength fck 48
101.6 𝑏 𝑓
Fb 35.07
Permissible Bearing Stress in Concrete 95.25
E 30000.00

k  284.67

μ 0.15
.
𝐸ℎ
l 701.80
Radius of Relative Stifness 12𝑘 1 𝜇

Spacing of Bar 350
Distance of first dowel from pavement edge 150
Length of dowel bar 450
𝑙
No of dowel bars participating in load transfer  1 n 3
𝑠𝑝𝑎𝑐𝑖𝑛𝑔
Max Single axle load kN 150
Max Single wheel load (dual wheel) kN 75
Load transfer factor of shoulder (Tied Shoulder=0.7, Simple Shoulder=1.0 0.7
Max single wheel load for design 52.5
Max single wheel load adopted for Design P 52.5
Percentage of load transfer through dowel bars (%) 50

Load carried by outer dowel bar,                                           Pt 17.46
𝜋 𝑏
Moment of Inertia of dowel,  (MOI) I  (mm4 ) I 51492.57
64
Modulus of dowel support, kmds (Mpa/m) kmds 415000
E for dowel bar  (Mpa) 200000 200000

𝛽 ^.25   
Relative Stiffness of dowel embedded in conc,  0.0238
Joint width, z (mm)  (20mm for expansion joint, 5 mm for construction joint) z 20
𝑃𝑘 2 β∗𝑧
Fbmax 32.19
Bearing stress in dowel bar  4𝛽 𝐸𝐼
Bearing stress in Dowel Bar (32.19) <Permissible Bearing Stress in Concrete (35.07), the assumed dowel 
bar spacing of 350 mm and diameter of 32 mm are safe OK

15
 (E) DESIGN OF TIE BARS
ANNEXURE‐D
DESIGN OF TIE BARS (Plain)
Slab Thichness 0.30
Lane Width        b b 3.75
Coefficient of friction      f f 1.50
Density of concrete     kN/m3 γ 24.00
Allowable tensile  stress in plain bars, Mpa,           As 
Sst 125.50
per IRC:15‐2011
Allowable bond  stress in plain tie bars, Mpa,            B 1.75

                   Design for Plain Bars
Select diameter of Tie Bar,                                        dt 12.00

Area of plain steel bar required per meter width of 
As= bfW / Sst 322.71
joint to resist the frictional force at slab bottom      

Cross sectional area of tie bar  A Perimeter of Tie Bar   A= dt2*∏/4 113.10

  Perimeter of Tie Bar P ptb ∏dt 37.70

Spacing of Tie Bar A/As 350.46
Provide spacing of Tie Bar  350mm
Length of Tie Bar                                                       L = 2*Sst*A/B*Pptb 430.29
Increase length by 100 mm for loss of bond due to painting and another 50 mm for tolerance in 
placement
Therefore the required length of Barr  590mm

DESIGN OF TIE BARS (Deformed)
Slab Thichness 0.30
Lane Width        b b 3.75
Coefficient of friction      f f 1.50
Density of concrete     kN/m3 γ 24.00
Allowable tensile  stress in deformed bars, Mpa,      
Sst 200.00
As per IRC:15‐2011
Allowable bond  stress indeformed tie bars, Mpa,      B 2.46

                    Design for Plain Bars
Select diameter of Tie Bar,                                dt 12.00

Area of plain steel bar required per meter width of 
As= bfW / Sst 202.50
joint to resist the frictional force at slab bottom      

Cross sectional area of tie bar  A Perimeter of Tie Bar   A= dt2*∏/4 113.10

  Perimeter of Tie Bar P ptb ∏dt 37.70

Spacing of Tie Bar A/As 560.00
Provide spacing of Tie Bar  560mm
Length of Tie Bar                                                         L = 2*Sst*A/B*Pptb 487.80
Increase length by 100 mm for loss of bond due to painting and another 50 mm for tolerance in 
Therefore the required length of Barr  640mm

16
 (F) ARRANGEMENT OF JOINTS
(1) Transverse joints
(i) Expansion Joints (ii) Contraction Joints (iii) Construction Joints
Transverse joints on each side of the longitudinal joint shall be in line with each other and of the same
type and width. Tile arrangement of joints is shown in Fig .1 & Fig.2 of Annexure-E.
(i) Expansion Joint
Expansion joint will be provided as per details given in Fig. 3 of Annexure-E. It will be constructed as per
MORTH / IRC 15-2011 specifications. The dowel bars (m.s. round, 32 mm dia, 450 mm length, 350 mm
c/c) shall be covered by a thin plastic sheath for half the length plus 50 mm. A cap l00 mm long consisting
of waterproofed cardboard / PVC etc shall be placed over sheathed end of each dowel bar. The
expansion joints will be provided only at locations where cement concrete pavement abuts against
permanent structures like bridge / culvert / building, etc.
(ii) Contraction Joint
Contraction joints will be provided as per Fig. 4 Annexure-E when slabs are cast continuously. The joints
will be constructed as per MORTTH / IRC 15-2011 specifications. The dowel bars (m.s. round, 32 mm dia,
450 mm length, 350 mm c/c) are provided as shown in Fig. 4 Annexure-E.
(iii) Construction Joint
If a construction joint occurs at the site of a contraction joint or otherwise (whenever placing of concrete
is suspended for more than 30 minutes.
(2) Longitudinal Joint
Longitudinal joint will be provided when slabs are constructed lane wise, and when entire width of the
slab is constructed in one go. Tie bars (plain m.s. bars 12 mm dia, 590 mm length, 350 mm c/c; OR
deformed bars, 12 mm dia, 640 mm length, 560 mm c/c are provided.
(3) Staggering f Joints in POC from Joints in the Sub base
Transverse and longitudinal joints in the pavement should be staggered from the transverse joints and
longitudinal joints of sub base (construction joints in case of DLC sub base) so that they are not coincident
vertically and are at least 1 m apart (transverse joint) and 0.3 m apart (longitudinal joint) respectively.
The contraction joints I longitudinal joint in the existing CC pavement be filled with cement sand mortar
I suitable material and surface properly finished before laying the separation membrane and the PQC.

(4) The joint sealing compound

It shall be of hot poured, elastomeric type or polysulphide or silicon type.

17
 Annexure-E
Joints for Cement Concrete Pavement
Work: Construction of Dimapur bypass (Assam Portion) of 4/6 lane pavement on EPC basis from
existing Km 159.400 of NH-36 to existing Km 102.500of NH-39 and upto the end point of Assam
portion. [Design Km 118.050 to Km 132.375] (Design length 14.325 Km) in the state of Assam.

Main Carriageway
Expansion joint with dowel bars (M.S. Rounds) 32mm dia,
450mm Length, 350mm c/c (to be provided abuts against bridge
/ Culvert / building)
Contraction Joints, 4.5m spacing with
dowel bars (M.S. Rounds) 32mm dia
450mm length, 350mm c/c
Longitudinal joints with plane tie bars
12mm dia, 590mm length & 350mm c/c
OR with deformed tie bar 12mm dia,
4.5m 640mm length & 560mm c/c.

3.75m 3.75 m 1.5m

PQC 30 cm
Separation Membrane
DLC 15cm
GSB 15cm

Fig. 1 Scheme of Joints for CC Pavement

 PQC : Pavement Quality Concrete 30 cm thick of min flexural strength 4.95 Mpa at 90days (Grade PQC
M-40)
 DLC: Dry Lean Concrete of 7-day compressive Strength as 10 MPA, 15cm thick
 GSB: Granular Sub Base (Grade- III), 15cm thick

18
 Joints for Cement Concrete Pavement
Work: Construction of Dimapur bypass (Assam Portion) of 4/6 lane pavement on EPC basis from
existing Km 159.400 of NH-36 to existing Km 102.500of NH-39 and upto the end point of Assam
portion. [Design Km 118.050 to Km 132.375] (Design length 14.325 Km) in the state of Assam.

Service Road
Expansion joint with dowel bars (M.S. Rounds) 32mm dia,
450mm Length, 350mm c/c (to be provided abuts against bridge
/ Culvert / building)
Contraction Joints, 4.5m spacing with
dowel bars (M.S. Rounds) 32mm dia
450mm length, 350mm c/c
Longitudinal joints with plane tie bars
12mm dia, 590mm length & 350mm c/c
OR with deformed tie bar 12mm dia,
4.5m 640mm length & 560mm c/c.

3.50m 3.50 m

PQC 24 cm
Separation Membrane
DLC 10cm
GSB 15cm

Fig. 2 Scheme of Joints for CC Pavement

 PQC : Pavement Quality Concrete 24 cm thick of flexural strength 4.95 Mpa at 90days (Grade PQC M-40)
 DLC: Dry Lean Concrete of 7-day compressive Strength as 10 MPA, 10cm thick
 GSB: Granular Sub Base (Grade- III), 15cm thick

19
 Compressible Synthetic Filler Board
Sealant
h/2
Dowel Cap of Plastic Tube with Closed end Filled
450mm With Sponge
Polythene Sheet
125 micron Thick

Expansion Joint

20
Rubberised Bitumen/ Hot Poured Sealant
25 Heat Resistant
Debonding Strip (1mm Thick)
Compressible Synthetic Filler Board

Sealing Detail of Expansion Joint

100
Dowel cap of Plastic Or Metal
Dowel Rod Sealing Tape tube with Closed End

Sponge

Fig. 3 Expansion Joint

20
 Sealant Plastic Sheath
h/3 Dowel Bars(MS Round
h 32mm dia , 350mm c/c
Polythene Sheet
125 micron Thick
Detail of Sawn Contraction Joint

5-8mm

15 Rubberised Bitumen/ Hot Poured Sealant

h/3 5 Compressible Debonding Strip with Paperback

Temporary Seal of Jute Rope Inserted before widening
Joint Groove Shall be removed before Sealing Joint

3-5Wide
Sealing Detail of Contraction Joint
Formed By Sawing

Fig. 4 Contraction Joint

21