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GENERAL
AUSTROAD 2004
Guide To Pavement Technology , Part 2 : Pavement Structural Design
PCA
Portland Cement Association
ACI 318 - 08
Building Code for Structural Concrete
ASTM
American Society for Testing and Material
>
fs =
f c' =
Concrete Specific Gravity
1.4.2 Reinforcing Steel Bar
Material Grade
10.4
MPa
4.5 MPa
For Road and Pavement
29.05 MPa (K-350)
2400 kg/m3
Wiremesh
Deformed Bar
Plain Bar
fyw
fyd
fyp
7850 kg/m3
kg/cm2
kg/cm2
kg/cm2
JRCP
8m
2
NO
Good
4% CBR
150 mm
27.5% CBR
0.7
90%
1.1
250 mm
20 years
4%
Pavement Type =
Width of concrete pavement =
Number of Lane =
Concrete Shoulder =
Drainage Facility =
Subgrade Design =
Subbase Thickness (see figure 1) =
Effective Subgrade Strenght (see figure 1) =
Distribution Coefficient (see table 1) =
Desired project reliability =
Load Safety Factor (see table 2) =
Conc. Pav. Trial Thickness (see table 3) =
Design traffic Periods =
Traffic Growth per Year =
160211-Rigid-Pavement-SAMP-buat-report
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bound type
(C)
LSF
By PT INDOKOEI INTERNATIONAL
15. Estimation of ADT (Average Daily Traffic), "based on NIPPON KOEI report on KIIC project " :
260
~
Ha
a. Lot Area (Ha) =
213
23,400
b. Employee (90 persons/ha) = (a)*90 =
persons
6,933
c. Cargo Volume (ton/day) = (a)*0.8 ton/year/m2/300 day =
ton/day
2,900
d. Truck Traffic = (c)/4 t/0.6 (load efficiency) =
vehicles/day
e. Bus Traffic = (b)/40*2 (in & out) =
vehicles/day
1,200
f. Passenger Car (Commuting) = (a)*10 pass/Ha*2/1.25 personcar =
vehicles/day
4,200
g. Passenger Car (Business) = (b)*0.045/mployee*2 =
vehicles/day
2,100
h. Total Traffic Load - ADT = (d)+(e)+(f)+(g) =
vehicles/day
10,400
figure 1
Table 1
Table 2
Table3
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To calculate the cumulative HVAG in the design lane, an estimate is required of the average over the first year
(of the projects operation) of the daily number of heavy vehicles in the design lane. This averaging over an entire year is
conducted to ensure that the estimate is unaffected by day-to-day (or, often of more significance, season-to-season)
fluctuations in daily traffic loadings.
Ratio of Traffic Volume by Each Weight Classified Trucks are Assumed as Following :
8.3 tons
1,1 L axles
truck
30%
870 vehicles/day
18.2 tons
1,2 H axles
truck
20%
580 vehicles/day
1,22 axles
truck
20%
580 vehicles/day
25.0 tons
1,2-2,2 axles
trailer
15%
435 vehicles/day
31.4 tons
1,2-2 axles
trailer
10%
290 vehicles/day
26.2 tons
1,2+22 axles
trailer
5%
145 vehicles/day
42.0 tons
2,900 vehicles/day
Traffic Analysis
A road pavement must be wide enough and of suitable geometry to permit all vehicles to safely
operate at an acceptable speed. In addition, it must be strong enough to cater for both the
heaviest of these vehicles and the cumulative effects of the passage of all vehicles.
The damage caused to a pavement by the passage of a heavy vehicle depends not only on its
gross weight but also on how this weight is distributed to the pavement. In particular, it depends on:
- the number of axles on the vehicle
- the manner in which these axles are grouped together into axle groups
- the loading applied to the pavement through each of these axle groups the axle group load.
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Number of Axle Groups per Vehicles and Heavy Vehicles Axle Groups (HVAG / JSKNH):
Axle Loads
(ton)
Type of Vehicles
RD
RB
(1)
RGD
RGB
(2)
Traffic
Volume
(nos.)
(3)
Axle
Num.per
Vehic.
(nos.)
(4)
Total
axles
(nos.)
JSKNH
(5)
BS
STRT
JS
BS
STRG
JS
BS
STdRG
JS
(ton)
(6)
nos
(7)
(ton)
(8)
nos
(9)
(ton)
(10)
nos
(11)
18.75
580
22.68
145
1. Pass.Car
2. Bus (1,2)
3. Truck 2 axles (1,2L)
1
3.06
2.82
1
5.94
5.48
2,100
1,200
870
2
2
2,400
1,740
3.06
2.82
1,200
870
5.94
5.48
1,200
870
6.19
6.25
5.65
12.01
18.75
8.79
2
2
4
1,160
1,160
1,740
6.19
6.25
5.65
580
580
435
12.01
580
8.48
580
580
435
4.72
7.56
10.74
11.76
10.74
22.68
290
145
3
3
870
435
4.72
7.56
290
145
8.79
8.48
10.74
11.76
435
870
580
145
8.48
9,505
Total
Remarks:
RD
RB
RGD
RGB
STRT
=
=
=
=
=
Front Tyre
Rear Tyre
Front Articulated Wheel
Rear Articulated Wheel
Single Axle Single Tyre
STRG
STdRG
BS
JS
4,100
=
=
=
=
4,680
725
Based on historical evidence, it is reasonable to expect that the daily volume of traffic (both light and heavy vehicles)
will increase either for the entire design period or up to the stage where the traffic capacity of the road is reached.
This evidence also indicates that the growth is geometric in nature, i.e. it can be modelled by conventional compound
growth formulae.
= 29.78
=
=
4%
20 years
= C x 1.03E+08
= 0.70 x 1.03E+08
7.23E+07
=
Axles
Where "C" is symbol for The distribution Coefficient of traffic loading across the lanes that dependent on:
- the number of traffic lanes
- the presence of parked vehicles in the left lane
- the proximity of intersections
- the primary and secondary functions of the road.
, that indicated in Table 1
Type of Axles
(1)
STRT
Total
12.01
11.76
10.74
8.79
8.48
5.94
5.48
STRG
Total
22.68
18.75
STdRG
Total
160211-Rigid-Pavement-SAMP-buat-report
Axle
Proportion of
Numbers
Loads
(3)
(4)
145
0.04
580
0.14
580
0.14
435
0.11
290
0.07
1,200
0.29
870
0.21
4,100
1.00
580
0.12
145
0.03
580
0.12
435
0.09
870
0.19
1,200
0.26
870
0.19
4,680
1.00
145
0.20
580
0.80
725
1.00
Cumulative of Repetitions
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Proportion of
Axle Groups
(5)
0.43
0.43
0.43
0.43
0.43
0.43
0.43
Design Traffic
(JKSN)
(6)
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
Number of
Repetition
(7) =(4)x(5)x(6)
1.1E+06
4.4E+06
4.4E+06
3.3E+06
2.2E+06
9.1E+06
6.6E+06
0.49
0.49
0.49
0.49
0.49
0.49
0.49
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
4.4E+06
1.1E+06
4.4E+06
3.3E+06
6.6E+06
9.1E+06
6.6E+06
0.08
0.08
7.2E+07
7.2E+07
1.1E+06
4.4E+06
7.23.E+07
By PT INDOKOEI INTERNATIONAL
(1)
STRT
STRG
STdRG
Axle Loads
wheel load
(kN)
(kN)
Number of Repetition
(2)
(3)
(4)
75.6
62.5
61.9
56.5
47.2
30.6
28.2
120.1
117.6
107.4
87.9
84.8
59.4
54.8
226.8
187.5
41.58
34.38
34.05
31.08
25.96
16.83
15.51
33.03
32.34
29.54
24.17
23.32
16.34
15.07
31.19
25.78
1.1E+06
4.4E+06
4.4E+06
3.3E+06
2.2E+06
9.1E+06
6.6E+06
4.4E+06
1.1E+06
4.4E+06
3.3E+06
6.6E+06
9.1E+06
6.6E+06
1.1E+06
4.4E+06
(5)
TE= 0.7
FRT= 0.16
FE= 1.92
TE= 1.15
FRT= 0.26
FE= 2.52
TE= 1
FRT= 0.22
FE= 2.66
Allowable load
Repetition
Allowable
load
Repetition
%
(7)=(4)x100
/(6)
-
(6)
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
-
Erotion Analysis
Damage
< 100%
(8)
UL
UL
UL
UL
UL
UL
UL
1.1E+07
1.50E+07
2.60E+07
UL
UL
UL
UL
6.0E+06
2.6E+07
99.8%
Damage
%
(9)=(4)x100
/(8)
40.12%
7.36%
16.97%
18.39%
16.97%
< 100%
Slab thickness and total estimated chosen fatigue and erosion damage is calculated based on the composition of traffic
over the life of the plan.
Thick is thick plan estimates that have the smallest total or total fatigue and erosion damage is less than or equal to 100%.
If the fatigue damage or erosion of more than 100%, increase the estimated thickness and the repeat the process.
Values for Stress/Erotion Factor and Fatigue/Erotion Analysis are determined by table 4 and nomograms below
(based on Bina Marga Standard - Pd T-14-2003)
250 mm
Table4
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3. REINFORCEMENT DESIGN
In JRCP the purpose of reinforcing steel is not to prevent cracking of the concrete, but to hold
tightly closed any cracks that do occur in such manner that the load carrying capacity of the concrete is preserved.
Experience has shown that the use of slab lengths between 8 m and 12 m provides an optimum
balance of joint performance, cost, and ride quality.
Design Parameters :
- Coefficient of Friction (see table 5) =
- Distance between Joint/Slab Length =
- Width of Pavement =
- Conc. Pav. Thickness =
- Flexural Strenght of Concrete =
- Yield Strenght of Steel =
- Concrete Specific Gravity =
- Gravitation =
1.50
15 m
4.00 m
0.25 m
4.5 MPa
500 MPa
2400 kg/m3
9.81 m/s2
L1
L2
h
fs
fs
M
g
Table5
Longitudinal Reinforcement
=
As min/m = 0.1%
Steel Reinforcement Used
132.44 mm2/m'
x 250 x 1000
M7 - 150
=
=
2
250 mm /m'
256 mm2/m'
35.32 mm2/m'
=
=
2
250 mm /m'
256 mm2/m'
>
>
As Needed,
As min.
(OK)
>
>
As Needed,
As min.
(OK)
Transverse Reinforcement
As min/m = 0.1%
Steel Reinforcement Used
x 250 x 1000
M7 - 150
Joints :
Joints are provided in concrete street pavements to control concrete shrinkage and warping caused by variations in
temperature and moisture. Joints are also required to divide a pavement into suitable lengths and widths for construction purposes.
The objectives of joint design are to develop a jointing system which will control cracking and provide adequate load transfer
across joints so that the pavement will have adequate riding qualities over its design life. Joints in major roads should be sealed
to minimise the intrusion of water and incompressible solids into the joint.
Longitudinal Joint
A longitudinal joint spacing in the range of 3.0 to 4.5 m, typically 3.7 m, provides longitudinal
crack control. Steel tiebars are typically used to hold the joint tightly closed to provide
effective load transfer. It is recommended that no more than four lanes be tied together.
Longitudinal joints should be located away from concentrated heavy vehicle wheel paths.
Longitudinal joints should be induced by a depth reduction of 33%, as they can take some
time to crack. These joints are sometimes called warping joints as they relieve warping and
curling stresses.
At
I
160211-Rigid-Pavement-SAMP-buat-report
=
=
204
572.9
~
~
8 of 9
D 13 - 500
600 mm
265 mm2/m'
By PT INDOKOEI INTERNATIONAL
Transverse Joint
Pd T-14-2003. Ch. 5.3.6.5
For jointed reinforced concrete pavements, with typical joint spacings of 8 m to 12 m, dowels
are required in all transverse contraction joints to provide effective load transfer due to the
opening width of the contraction joint.
D 36 - 300
4 ILLUSTRATION DRAWING
L = 15m
TRANSVERSE JOINT
LONGITUDINAL JOINT
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