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Lecture # 25 Traffic Loading- I SP MRUC LUMAR CR Car AEC Sg Module 4: Pavement Design iM -St-Te) aad Traffic Loading Part 1 Dr. K. Sudhakar Reddy cele iel em Olea ime) mel tale alse] Indian Institute of Technology Kharagpur India ws) Email: ksreddy@civil.iitkgp.ernet.in Indian Institute of Technology, Kharagpur Specific Instructional Objectives After completing this lesson, the student is expected to * appreciate the need to consider various traffic related parameters in pavement design * learn about different configurations of commercial vehicles + understand the mode of load transfer to the EN IY * learn the general procedure followed for pay estimation of design traffic Ga Indian Institute of Technology, Kharagpur Traffic Loads Different Types of vehicles * Cycles * Two-wheelers Dear tt t-lle (1m Or Le} Pa ELT oe TVET 14 * Single Unit Trucks - Multi-unit Trucks Ls Indian Institute of Technology, Kharagpur + In evaluating the traffic condition of a facility and for assessing the geometric design requirements, it is necessary to consider all types of vehicles using (or expected to use) the facility. Pei mel Mi ael-S ieee mM (el mre carry significantly heavy loads are important — commercial vehicles + Indian Roads Congress defines Commercial vehicles as the vehicles having a laden weight more than 3 Tons a. Indian Institute of Technology, Kharagpur OLoT acer EMAL Ad ( oy Bid U le) e101 ela) Load - Gross load, Axle load, wheel load rate | CT | 120 kN Indian Institute of Technology, Kharagpur Ke Rear Axle Load aj Indian Institute of Technology, Kharagpur Tandem Axle Indian Institute of Technology, Kharagpur Combinations of vehicular units and axles Peer ui crete a eee ile Mel MULe i) MPLA Ey * Single Unit truck with 2 or more axles + Vehicle-Trailer Combinations Semi- trailer tractor combinations Tractor and trailer combinations Indian Institute of Technology, Kharagpur Permissible Weights (tonnes) as per IRC Single Tyre 6 FA-Single, Rear-Dual Type-3 TYpe2-S1 Type 3-3 10.2 18 (TA) 10.2 10.2 18(TA) 10.2 18 Indian Institute of Technology, Kharagpur Load Transfer through Wheels Pneumatic Tyres — Inflated with air Three parameters need to be considered * Total wheel load * Shape of Contact area + Distribution of pressure over the contact area Te Indian Institute of Technology, Kharagpur acme ———————— er Contact Pressure and Tyre Pressure For Low inflation pressures Wall of tyre in Compression Contact pressure is greater than tyre pressure CIE MU Cm Mtoe hace reels Contact Pressure and Tyre Pressure Rigidity Factor= Contact pressure/Tyre pressure RF = 1, when average tyre pressure = 0.7 MPa RF > 1, when average tyre pressure < 0.7 MPa RF < 1, when average tyre pressure > 0.7 MPa ORY Com ace UM altel am edt ostc0 tc) Contact Pressure = Wheel Load / (area of Maye aia 9| Indian Institute of Technology, Kharagpur Load Transfer through wheels + Vertical stresses * Unidirectional surface shear stresses + Centripetal Shear stresses i a Unidirectional shear Plt gett-t2t-4 Vertical braking/acceleration Indian Institute of Technology, Kharagpur Load Transfer through wheels erst til fale eo )a sts aed tect a. Indian Institute of Technology, Kharagpur Load Transfer through wheels The Pressure distribution (vertical, centripetal or unidirectional) is normally not uniform Normally only uniformly distributed vertical surface stress equal to tyre pressure is considered for analysis Ga Indian Institute of Technology, Kharagpur Load Contact Area Shape of contact area feel TaTe Lael] Cea nil Colameycci0 ic) * Tyre age + Pavement surface OOo em Totals Indian Institute of Technology, Kharagpur Shape of Contact Area Different shapes are considered for analysis elicits + Rectangular + Rectangular with semi-circular ends + More exact shapes for rigorous analysis Indian Institute of Technology, Kharagpur Circular Contact Area Area (A) = wheel load (P) / contact pressure (p) For Circular contact area, radius of contact area is obtained as a = (1/p)(P/p)°5 a Ga Indian Institute of Technology, Kharagpur ya ore een ele Muntele el i PERE nM TE er Coe wes TOA EX: For P = 20kN and p= 0.7 MPa Indian Institute of Technology, Kharagpur EX: For P = 20KN and p= 0.7 MPa Indian Institute of Technology, Kharagpur EX: For P = 20kN and p=0.7 MPa CIE MUM mI) hale le eles Rectangular Contact Area Area = 0.5227 L? ae 0.8712L —j Equivalent Area Ge. Indian Institute of Technology, Kharagpur Design Loading Considerations * Traffic loads applied over several years (design life period) — traffic volumes normally increase each Nir Ls * Vehicles on a given road carry different loads * Vehicles on different facilities carry different loads * The wheel loads are applied over different portions of the pavement and not at a single location. * The manner of transmission of load to the [Zpavement depends on the speed of the vehicle Indian Institute of Technology, Kharagpur Design Traffic - Traffic Forecast + Pavement is designed to carry traffic loads over a specified period (design life) * Thus, it is essential to have a good estimate of the total number of vehicles expected to use the facility during the design life period Indian Institute of Technology, Kharagpur Traffic Forecast + It will also help in design if the traffic volumes during different periods (even on an yearly basis) of the design life can be estimated * These estimates can be done from the traffic volumes prevailing in a base year and by selecting appropriate growth factors and projection techniques. Indian Institute of Technology, Kharagpur Traffic Forecast A typical approach followed by Indian Roads. Congress (IRC:37) for projection of traffic over design life period is Cumulative traffic (commercial vehicles) for design period N = 365xAx{(1+r)"-1} r where, A = Initial design traffic in the year of completion of root MUU ML Maes Tmo) mers Tulle Leal tel (ott veh Indian Institute of Technology, Kharagpur Traffic Forecast r = annual growth rate of commercial vehicles expressed as a fraction. n = design period (years) The traffic in the year of completion of construction is estimated using the expression A=P (1+r) where, P = Number of commercial vehicles/day as per last count x = No. years between the last count and the year of completion of construction. 6a. Indian Institute of Technology, Kharagpur Traffic Forecast The Cumulative traffic (commercial vehicles) for design period, N will have to be adjusted for + directional distribution of traffic + lateral placement characteristics of wheels on Rem Mls + load spectrum to get the design traffic Indian Institute of Technology, Kharagpur Traffic Forecast Example: average two-way traffic per day on an existing 2-lane highway counted in 2005 = 4000 commercial vehicles (P) annual growth rate of commercial vehicles r = 7%, n= design period = 15 years construction of road is expected to be completed in the Nr larity g SOL: Indian Institute of Technology, Kharagpur Traffic Forecast Example: * average two-way traffic per day on an existing 2-lane highway counted in 2005 = 4000 commercial vehicles (P) + annual growth rate of commercial vehicles r = 7%, + n= design period = 15 years * construction of road is expecoes to be completed in the Lert g SOL: t A He Indian Institute of Technology, Kharagpur Lateral Distribution of wheel loads + All the commercial vehicles do not take the same lateral position of the highway + Depending on the type of facility (two-way, multi- lane), number of lanes, etc the paths that the wheels of commercial vehicles tread differ + Asa result all the wheels of all the commercial vehicles utilizing the pavement during the design period do not stress the same point on the pavement eR Ca Rec allt lel of loads Gd Indian Institute of Technology, Kharagpur oe S————————————— Lateral Distribution of wheel loads cargas maximas de las ruedas, el porcentaje Femme 1 Cela 6 ear le AUT a] Indian Institute of Technology, Kharagpur eel Wile (te Critical the Flexible Pavement Indian Institute of Technology, Kharagpur z 2 a : g é 2 & = : 20 2.0 0" «30 6.0 DISTANCE FROM PAVEMENT EDGE, x (m) Indian Institute of Technology, Kharagpur IRC Recommendations Single — lane roads design based on total number of commercial vehicles in both directions. Two-lane Single carriageway roads design based on 75 % of the total number of reece Rl CMe eum ere lel Indian Institute of Technology, Kharagpur IRC Recommendations Four-lane Single carriageway roads design based on 40 % of the total number of commercial vehicles in both directions. Dual carriageway roads design of dual two-lane carriage way roads should be based on 75 % of the number of commercial vehicles in each direction. For dual three-lane carriageway and dual four-lane carriageway, the distribution factor will be 60 % and 45 % Pinna oa. Indian Institute of Technology, Kharagpur ST Ea, In this lesson, we have discussed + about different configurations of commercial vehicles * about the manner in which the load is transmitted to a pavement through a pneumatic isc) * regarding the need to consider the lateral placement characteristics of wheel loads of commercial vehicles i 2m) about estimating design traffic Indian Institute of Technology, Kharagpur Questions from Lesson 4.2 (1) What are commercial vehicles ? Why do we consider only these for pavement design ? (2) What is the legally permissible Gross weight fora vehicle having two axles (front axle has single wheels and rear axle has dual wheels) ? (3) Work out different typical load contact shapes that er TM or eMere lar toler: Molar | MMMM ert ma and a tyre pressure of 0.60 MPa. (4) For a 6-lane divided highway carrying total two-way volume of 8000cvpd (with 50:50 directional split) what is the design daily traffic (in terms of Ee] commercial vehicles?) Ga Indian Institute of Technology, Kharagpur Answers for Questions asked in Lesson 4.1 (1)Are pavements important enough to demand the services of specialists for design? (2)How do you differentiate between flexible and rigid pavements ? (3)How do you distinguish between functional and structural failures of pavements ? CIE UMUC CMM iol el \ AGC le lees Answers for Questions asked in Lesson 4.1 (4) What are the main external Parameters influencing pavement design ? (5) What is the difference between empirical and mechanistic approaches of pavement design ? (6) What are the main disadvantages of designing pavements following empirical criteria ?

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