International Journal of Civil Engineering and Technology (IJCIET)

Volume 8, Issue 6, June 2017, pp. 450–456, Article ID: IJCIET_08_06_049

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DESIGN OF RIGID PAVEMENT:

PAVEMENT: HYPOTHESIS
Ashlesha Deshmukh
Research Scholar, Kalinga University, Raipur,
Raipur, Chhattisgarh

Prof. Ahsan Rabbani

Assistant Professor, Kalinga University,Raipur,Chhattisgarh

Prof. N.K. Dhapekar

Assistant Professor, Kruti Institute of Technology and Engineering, Raipur, Chhattisgarh

Dr. Govardhan Bhatt

Professor, National Institute of Technology, Raipur, Chhattisgarh

ABSTRACT
The construction of highway pavement is one of the most important parts of civil
engineering. The construction procedure includes a detail investigation of work which
starts with the appropriate selection of material till the entire life of pavement.
pave
Research paper highlighted hypothesis with different methods like ANOVA and Z test
to analyze the data of rigid pavement design. ANOVA technique is applied to evaluate
the relationship
hip between different material composition with rigid pavements.
pavement The
study of load transfer efficiency with respect to deflection measurement is
hypothesized on loaded and unloaded slab. The relationship of pavements made from
asphalt and steel fiber reinforced concrete (SFRC) is studied with different stresses at
the root of trough rib weld. The hypothesis is done to study loads and strain when
cracks initiate on plain, rebar and concrete fiber reinforced pavement (CFRP)
specimen. The Z test is performed to study concrete compressive strength variation on
jointed reinforced concrete
ncrete pavement in fatigue and relationship between compressive
strength, flexural strength and splitting tensile strength test at 28 days for M-20
M grade
concrete with different percentages of glass fiber.
Keywords: Rigid pavement, ANOVA, Z test, hypothesis.
hypothesis
Cite this Article: Ashlesha Deshmukh, Prof. Ahsan Rabbani, Prof. N.K. Dhapekar
and Dr. Govardhan Bhatt.. Design of Rigid Pavement: Hypothesis. International
Technology 8(6), 2017, pp. 450–456..
Journal of Civil Engineering and Technology,
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 Ashlesha Deshmukh, Prof. Ahsan Rabbani, Prof. N.K. Dhapekar and Dr. Govardhan Bhatt

1. INTRODUCTION
A good road network in the rural areas is one of the most important components of
development, because it promotes a path towards economic and social services, which shows
improvement in the field of increased agricultural productivity, reduction in poverty and
increase in employment. [1] A pavement is defined as a relatively stable layer constructed
above the natural soil for proper distribution of wheel load and provides support to the
wearing surface. [6] The design of rigid pavement deals with providing a structural cement
concrete slab of sufficient strength to withstand the load from traffic. It has rigidity to
distribute the load over relatively wider area of soil and a minor deviation in sub-grade
strength has a negligible effect on structural capacity of rigid pavement. The highway
construction works under Highway Research Board which accurately determine the pavement
thickness and materials for base course in the yearly report of highway.[1] The rigid
pavements are made up of Portland cement concrete which are either plain, reinforced or pre
stressed concrete.[5] Concrete is one of the most important construction material, initially it
was used as a protective shield of steel members after that it was discovered to be very
durable and hence after modification now it is used as a structural material very effectively
with steel installed in it to improve the properties by providing better strength. Concrete
contributes too many benefits which includes resistance to fire, less permeability to water and
can be molded into any shape and size according to the requirement, it is economic and easily
available material on job site. After the use and proper analysis of concrete it was found that it
is deficient in some properties which are needed to be improved. And hence to terminate such
weaknesses there is a development of High Strength Concrete (HSC) which doubles the
strength of normal concrete when used with admixtures. For further enhancing the properties
and durability of concrete fibers are used which leads to increase in life of concrete. [3] The
rigid pavements are designed for fatigue which refers to internal structural change in
pavement materials when subjected to repeated loading. This changes result into damaged and
cracked pavements due to repeated application of traffic loads. This change can be seen
gradually by the development of micro cracks at initial level and later on results into complete
fracture if stress repetition is large. [10]

2. METHODOLOGY AND CALCULATIONS-

ANOVA technique is applied in hypothesis as this technique helps in performing this test and
is well known in the field of research work. In this paper it has been applied in the field of
highway engineering. Hypothesis through Z test is also performed and is tested on the basis of
information obtained from various design strategies of rigid pavement.

Table 1 Load transfer efficiency calculation

S .no Corrected deflection (mm) Load transfer
Loaded slab Unloaded slab efficiency (%)
1 0.202 0.077 37.85
2 0.205 0.081 39.56
3 0.227 0.085 37.70
4 0.246 0.079 32.03
5 0.198 0.077 38.59
6 0.220 0.083 37.86
7 0.253 0.079 31.13
8 0.191 0.083 43.52
9 0.191 0.079 41.22
10 0.202 0.083 41.12

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 Design of Rigid Pavement: Hypothesis

The difference among mean of loaded, unloaded slab deflection and load transfer
efficiency can be attributed to chance. [4]
Applying One-Way Anova- N=30, K=10.
Correction factor=(ΣTij)2/N, Tij=entries in each row and column, Correction
factor=4902.94. SST(sum of squares total)=Σ(Tij2)-correction factor, SST=9717.97. SSB(sum
of squares between group column)={(ΣTi)2/Ni}-correction factor, SSB=9850.8. SSE(sum of
squares with in group error) =SST-SSB, SSE=(-132.83).MSB(mean square between group
column)=SSB/K-1, MSB=1094.53. MSE(mean square with in group error)=SSW/N-K,
MSE=(-6.64). Test statistic =FN-K K-1=MSB/MSE, F20 9=(-164.83).
The calculated value F20 9=(-164.83) is less than the tabulated value.F20 9 = 2.407 at 5 %
level of significance F20 9 = 3.47 at 1 % level of significance so, null hypothesis is rejected

Table 2 Load and strain when cracks initiate.

Table 2 (a)
Specimen Crack load Crack strain
(reinforcement) (KN) (µ)
1 49.3 309
2 50.3 177
PLAIN 3 47.0 439

Table 2 (b)
Specimen Crack load Crack strain
(reinforcement) (KN) (µ)
1 51.7 213
2 47.0 210
RE-BAR 3 51.3 445

Table 2 (c)
Specimen Crack load Crack strain
(reinforcement) (KN) (µ)
1 56.1 432
2 51.7 230
CFRP 3 51.8 208
CFRP- carbon fiber reinforced plastic
Null hypothesis is assumed that crack load and crack strength for plain, rebar and CFRP
can be attributed to chance. [7]

2.1. Calculations for Table 2(a)

Applying One-Way Anova- N=6, K=3.
Correction factor=(ΣTij)2/N, Tij=entries in each row and column, Correction
factor=191387.76. SST(sum of squares total)=Σ(Tij2)-correction factor, SST=135312.82.
SSB(sum of squares between group column)={(ΣTi)2/Ni}-correction factor, SSB=16732.32.
SSE(sum of squares with in group error) =SST-SSB, SSE=118580.5.MSB(mean square
between group column)=SSB/K-1, MSB=8366.16. MSE(mean square with in group
error)=SSW/N-K, MSE=39526.83. Test statistic =FN-K K-1=MSB/MSE, F3 2=0.211.

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 Ashlesha Deshmukh, Prof. Ahsan Rabbani, Prof. N.K. Dhapekar and Dr. Govardhan Bhatt

2.2. Calculations for Table 2(b)

Applying One-Way Anova- N=6, K=3.
Correction factor=(ΣTij)2/N, Tij=entries in each row and column, Correction
factor=172720.66. SST(sum of squares total)=Σ(Tij2)-correction factor, SST=122286.92.
SSB(sum of squares between group column)={(ΣTi)2/Ni}-correction factor, SSB=18493.72.
SSE(sum of squares with in group error) =SST-SSB, SSE=103793.2.MSB(mean square
between group column)=SSB/K-1, MSB=9246.86. MSE(mean square with in group
error)=SSW/N-K, MSE=34597.73. Test statistic =FN-K K-1=MSB/MSE, F3 2=0.267.

2.3. Calculations for Table 2(c)

Applying One-Way Anova- N=6, K=3.
Correction factor=(ΣTij)2/N, Tij=entries in each row and column, Correction
factor=176679.36. SST(sum of squares total)=Σ(Tij2)-correction factor, SST=114611.98.
SSB(sum of squares between group column)={(ΣTi)2/Ni}-correction factor, SSB=15866.9.
SSE(sum of squares with in group error) =SST-SSB, SSE=98745.08.MSB(mean square
between group column)=SSB/K-1, MSB=7933.45. MSE(mean square with in group
error)=SSW/N-K, MSE=39915.02. Test statistic =FN-K K-1=MSB/MSE, F3 2=0.241.
The calculated value F3 2 =0.211 for 2(a), is F3 2 =0.267 for 2(b), F3 2 =0.241 for 2(c), less
than the tabulated value.F3 2 = 9.55at 5 % level of significance F32 = 30.82 at 1 % level of
significance so, null hypothesis is rejected.

Table 3 Stress at the root of trough rib weld

Pavement Young’s Poisson’s ratio Maximum Minimum
modulus principal principal
(N/mm2) stress(MPa) stress(MPa)
Asphalt 1 1500 0.4 16.8 -201
2 4000 0.4 8.70 -125
SFRC 30000 0.167 1.57 -65
SFRC- Steel fiber reinforced concrete
Null hypothesis is predicted as young’ modulus, poision’s ratio and maximum and
minimum principal stress can be attributed to chance as per the asphalt and SFRC pavement
are concerned. [7]
Applying Two Way Anova- N=12, R=3, C=4 Correction factor=(ΣTij)2/N, Tij=entries in
each row and column, Correction factor=102890137. SST(sum of squares total)=Σ(Tij2)-
correction factor, SST=815420474.7. SSR(sum of squares between rows)={(ΣTi)2/Ni}-
correction factor, SSR=125366572.4. SSC(sum of squares between columns)={(ΣTj)2/Nj}-
correction factor, SSC=317244401.2. SSE(sum of squares residual error)= SST-(SSR+SSC),
SSE=372809501.1. MSC(mean square between columns)=SSC/C-1, MSC=105748133.7.
MSR(mean square between rows)=SSR/R-1, MSR=62683286.2. MSE(mean square residual
error)=SSE/(C-1)x(R-1), MSE=62134916.85. Test statistic - FColumn (C-1)x(R-1) C-1=MSC/MSE,
FRow (C-1)x(R-1) R-1=MSR/MSE. FColumn 63= 1.70, FRow 6 2=1.0.
The calculated value F36 column = 1.70. F16 row= 1.00. now the tabulated value F36
column = 4.76 @ 5% level of significance, and 9.78 @ 1% level of significance. F16 row =
5.99@5% level of significance, and 13.75@1% level of significance.

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 Design of Rigid Pavement: Hypothesis

Table 4 Maximum design traffic that results in thicker JRCP in fatigue analysis
Availability of Concrete compressive strength (MPa)
dowel and shoulder
30 40 50 60 70 80 90 100
With dowel and with 100 100 100 100 100 60 13 5
shoulder
Just dowel 100 100 52 21 10 7 4 3
Just shoulder 100 31 7 3 1.2 0.8 0.4 0.4
No dowel and no 39 12 5 3 1.2 1 0.5 0.5
shoulder
As, calculated values i.e. 0.50, 0.11 -0.25,-0.42,-0.46,-0.46,-0.37,-0.21 are less then ±1.28;
null hypothesis is accepted.[8]
As per Z test; σ(standard deviation) =√[{1/(n-1)} x Σ( x-͞x )2], x̄ =mean; n=no. of entries;
Z= (͞x-μH)/σ;
For 30 MPa- σ = 30.49 ,Z30 = 0.50; for 40 MPa- σ =42.99, Z40 =0.110; For 50 MPa- σ =
44.92,Z50 = (-0.25); for 60 MPa- σ =46.28, Z60 =(-0.42); For 70 MPa- σ = 48.11 ,Z70 = (-0.46);
for 80 MPa- σ =28.67, Z80 =(-0.46); For 90 MPa- σ = 5.92 ,Z90 = (-0.37); for 100 MPa- σ
=2.20, Z40 =(-0.21)
Average compressive strength in rigid pavements with dowel and shoulder, just dowel,
just shoulder, no dowel no shoulder is likely to be 69.5 MPa, 56MPa, 52.5MPa, 51.5MPa,
50.6MPa, 30.5MPa,6.7MPa,2.7MPa. Null hypothesis is made considering that with various
types of availability of dowels and shoulders the compressive strength lies within the range of
2.7MPa to 69.5MPa.

Table 5 Compressive strength, flexural strength, splitting tensile strength test results at 28 days
Type of concrete Average compressive Average flexural Average splitting tensile
strength (N/mm2) strength (N/mm2) strength (N/mm2)
M-20 with 0.0% glass 23.93 3.344 3.22
fiber
M-20 with 0.03% glass 26.07 3.357 3.31
fiber
M-20 with 0.06% glass 26.6 3.654 3.63
fiber
M-20 with 0.1% glass 29.54 3.99 4.58
fiber
As, calculated values -0.08, -0.26, -0.35 are less than ±1.61; Null hypothesis is accepted.
[9]
As per Z test; σ(standard deviation) =√[{1/(n-1)} x Σ( x-͞x )2], x̄ =mean; n=no. of entries;
Z= (͞x-μH)/σ;For average compressive strength, σ = 2.31; ZCS = (-0.08); for average flexural
strength, σ = 0.3, ZFS = (-0.27); for average splitting tensile strength σ = 0.61, ZSTS = (-0.35)
The average compressive strength, flexural strength and average splitting tensile strength
for various percentages of glass fibers are likely to be 26.73, 3.66, 3.9. Null hypothesis is
made considering various types of strength with different percentage of glass fiber.

3. CONCLUSIONS
By hypothesis the difference among the mean of loaded, unloaded slab deflection and load
transfer efficiency cannot be attributed to chance. Crack strength for different crack loads are
hypothesized for different types of bars such as plain, rebar and CFRP reinforced specimen.

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 Ashlesha Deshmukh, Prof. Ahsan Rabbani, Prof. N.K. Dhapekar and Dr. Govardhan Bhatt

The young’s modulus, poisons ratio, maximum and minimum stresses varies and can be
attributed to chance depending upon the types of rigid pavements. Hypothesis using Z test is
carried out for compressive strength with various types of availability of dowels and
shoulders. Null hypothesis being accepted which predicts minimum and maximum
compressive strength as 2.7 MPa and 69.5MPa respectively. The hypothesis projects values of
average compressive strength, flexural strength and splitting tensile strength as 26.73 N/mm2,
3.66 N/mm2 and 3.68 N/mm2.

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