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Rigid Pavement Design
Rigid Pavement Design
slab as a thin elastic plate resting on soil subgrade, which is assumed as a dense liquid. The
upward reaction is assumed to be proportional
to the deflection. Based on this assumption,
Westergaard defined a modulus of sub-grade
reaction in kg/cm3 given by where is the
displacement level taken as 0.125 cm and is
the pressure sustained by the rigid plate of 75
cm diameter at a deflection of 0.125 cm.
Rigid pavement
Rigid pavement is a pavement structure that
distributes loads to the sub grade through a
Portland cement concrete slab. The rigid
STRESSES IN CEMENT
CONCRETE PAVEMENT
12
13
14
permanent support,
To increase the modulus of subgrade
reaction(k)
To prevent pumping of fine-grained
soils at joints, cracks ,and edges of
the rigid slab, and
To provide working platform for
construction equipment.
15
16
17
Design Principle
Warping stresses are introduced in CC
pavement slab due to temperature variations
between top and bottom of the slab during 24
hours of the day.
Variations in temperature during different
seasons of the causes expansion and
contraction of the CC pavement and frictional
stresses are developed at the bottom of the
slab. However the magnitude of frictional
stresses is much low and is neglected.
18
20
21
SINGLE AXLE
PAVEMENT
DIRECTION OF VEHICLE MOVEMENT
1.31 M
22
TANDAM AXLE
23
te
EttC
2
24
te
EttC
2
25
EttC
Ste
2
Ste = temperature stress in the edge region,
Kg/ cm2
E = modulus of elasticity of concrete, Kg/cm 2
t
= Poisson's ratio
h = thickness of the slab,cm
k = modulus of sub grade reaction, Kg/ cm 3
27
28
30
0
.
529
(
1
0
.
54
(
4
log
10
e
2
h
32
b log b 0.4048 )
ii)
Westergaard`s corner load stress analysis
modified by Kelly for finding the load stress S c at
critical corner region.
sc
Where,
3P
1
h 2
1 .2
33
the
1
l = radius of relative
stiffness,cm
3
=
34
Eh
12 k (1 2 )
a
1.6 a 2 h 2 0.675 b , when 1.724
h
35
Due to
temperature
Due to
load
This
direction
Increases in
This
direction
Edge
stress
Increases in
Corner
stress
Interior
stress
38
39
40
41
Sub-base
Characteristics of Concrete
42
Wheel load
Data on axle load distribution of the commercial
vehicles is required to compute the number of
repetitions of single and tandem axles of different
weights expected during the design period. An axle
load survey is to be conducted for a day in both
directions. Higher axle loads induce very high
stresses in the pavement and result in
consumption of fatigue resistance of concrete.
Contribution of different axle load groups towards
fatigue damage must be determined for pavement
design. For design purpose a tyre pressure of 0.8
Mpa
is adopted.
43
Design Traffic
Average traffic should be based on 7 day 24
hour count. If growth rate data is not
available, an average annual growth rat of
7.5 % is to be adopted.
Flexural stresse caused in pavement is
maximum when axle loads travel along the
edge. However very few vehicle travel along
edges. As such a design traffic of 25% of the
total two lane two way vehicles is to be
considered conservatively.
45
C=
365 xA{(1 r ) n 1}
r
Temperature differential
Temperature differential between top and
bottom of concrete pavements cause the
concrete slab to warp resulting in
stresses. Values of actually anticipated
temperature differentials at the location
of the pavement should be considered.
IRC code specifies these values for
different slab thicknesses and for
different States.
47
states
20cm
25cm
30cm
Panjab,U.P,uttaranchal,
Gujarat,rajastan,haryana,and North
M.P.,excluding hilly region
12.5
13.1
14.3
15.8
II
15.6
16.4
16.6
16.8
III
Maharastra,karnataka, South
M.P,Chatisgarh,Andhrapradesh,West
ern Orissaand North Tamilnadu
excluding hill regions and coastal
areas.
17.3
19
20.3
21
IV
15
16.41
7.61
18.1
14.6
15.8
16.2
17
15.5
17
19
19.2
48 VI
Soaked CBR
value %
K value
kg/cm2 /cm
50
2
2.1
10
2.8
3.5
4.2
4.8
5.5
15
20
6.2 6.9
50
100
14 22.2
51
Characteristics of Concrete
Design Strength
Since the concrete pavements fail due to
bending stresses, it is necessary that their
design is based on the flexural strength of
concrete. The mix should be so designed that
the minimum strength requirement is 45
kg/cm2 .
52
fcr 0.7 X f ck
Where,
fcr = flexural strength (modulus of rupture),N/mm2
fck= characteristic compressive cube
strength of concrete rupture), N/mm2
Modulus of elasticity of M40- concrete
Poisson's ration
= 0.15
3.268
4.2577
N
SR 0.4325
For SR>0.55
Fatigue resistance not consumed by repetitions of one
load
is available for repetitions to other loads.
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56
Stress ratio
Allowble repetations
Stress ratio
Allowble repetations
0.45
6.279x103
0.66
5.83x103
0.46
1.4335x107
0.67
4.41x103
0.47
5.2x106
0.68
3.34x103
0.48
2.4x106
0.69
2531
0.49
1.287x106
0.70
1970
0.50
7.62x105
0.71
1451
0.51
4.85x105
0.72
1099
0.52
3.26x105
0.73
832
0.53
2.29x105
0.74
630
0.54
1.66x105
0.75
477
0.55
1.24x105
0.76
361
0.56
9.41x104
0.77
274
0.57
7.12x104
0.78
207
0.58
5.4x104
0.79
157
0.59
4.08x104
0.80
119
0.60
3.09x104
0.81
90
0.61
2.34x104
0.82
68
0.62
1.77x104
0.83
52
0.63
1.34x104
0.84
39
0.64
1.02x104
0.85
30
0.65
7.7x103
Calculation of stress
a) Load stress at edge
p
e 0.529 h 2 (1 0.54 ) ( 4 log 10 l/b
log b
0.4048 )
Eh3
12 k ( 1 2 )
1
4
a
1.6 a 2 h 2 0.675 b , when 1.724
h
59
61
EttC
Ste
2
Ste = temperature stress in the edge region,
Kg/ cm2
E = modulus of elasticity of concrete, Kg/cm 2
t
= Poisson's ratio
h = thickness of the slab,cm
k = modulus of sub grade reaction, Kg/ cm 3
63
s
64
3P a 2
1
l
h
1.2
Where,
Sc = load stress at the corner region, Kg/cm2
P = design wheel load, Kg
h = thickness of CC pavement slab,cm
= Poisson's ratio of the CC slab
E = modulus of elasticity of the CC, Kg/cm 2
K = reaction modulus of pavement foundations
(i.e., base course, sub- base course or sub
grade), Kg/cm3
1
l = radius of relative stiffness,cm
65
Eh3
12 k ( 1 2 )
a
1.6 a 2 h 2 0.675 b , when 1.724
h
d)
Temperature stress in the corner is negligible as the
corners are relatively free to warp and therefore may be
ignored
66
DESIGN OF JOINTS
Joints are provided in cement concrete roads
for expansion, contraction and warping of slabs due
to various temperatures in slabs.
Great care is needed in the design and
construction of joints in Cement Concrete
Pavements, as these are critical locations having
significant effect on the pavement performance. The
joints also need to be effectively sealed , and
maintained well. The recommendations of the IRC:
15, have to followed with regard to joint layout and
contraction joint spacings
68
LONGITUDIN
AL JOINTS
WARPING
JOINTS
69
CONSTRUC
TION
JOINTS
TRANSFERS
JOINTS
EXPANSION
JOINTS
CONTRACTI
ON JOINTS
CONSTRUC
TION
JOINTS
CONSTRUCTION
JOINT
SLAB LENGTH
LONGITUDINAL
JOINTS
TIE BAR
SLAB WIDTH
DOWEL
BARS
EXPANSION
JOINTS
LOCATION OF JOINTS
70
Longitudinal Joints.
Longitudinal joints are provided in cement
concrete roads which have width more
than 4.5 m. The longitudinal joints are
provided to prevent longitudinal cracking
in the cement concrete pavements. This
type of joints acts like a hinge and helps to
maintain the two slabs together , at the
same level. In the longitudinal joint tie bars
are provided to hold the adjacent slabs
together.
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A warping joint (with tie bar)
Longitudinal
joints are to be
provided when
width is more
than 4.5mm
joints are to be
saw cut to 1/3rd
slab thickness +
5mm. Bars are to
be placed middle
third of slab
thickness . Tie
bars are to
coated with
bitumen painted
for 75mm on
either side.
Tie Bars.
Tie bars, either deformed steel bars or
connectors, are designed to hold the faces of
abutting slabs in firm contact. Tie bars are
designed to withstand the maximum tensile
forces required to overcome subgrade
drag.They are not designed to act as load
transfer devices.
Design of Tie bars
The area of steel required per meter length of
joint may be computed using the following
formula:
74
bfw
AS
S
where,
AS = area of steel in cm2, required for meter
length of joint
b = lane width in meters
f = coefficient of friction between pavement
and sub- base, (usually taken as 1.5)
W = weight of slab in kg/ m2
S = allowable working stress in kg/cm2
75
The length of any tie bar (L) should be at least twice that
required to develop a bond strength equal to the working
stress of steel . Expressed as a formula shown below
Where,
2 SA
L *
B P
L = length of tie bar,cm
S = allowable working stress in steel (kg/cm2)
A = cross-section area of one tie bar (cm2)
P = perimeter of bar, cm and
B* = permissible bond stress of concrete (i) for
deformed tie bars-24.6 kg/cm2,(ii) for plain tie bars
kg/cm2
17.5
Typical tie bar details for use at Central longitudinal joint in double
lane rigid pavements are given in table below:
Slab thickness
(cm)
Dia (d)
mm
Minimum length
(cm)
Plan
bars
Deformed
bars
Plan
bars
Deformed
bars
15
8
10
33
52
53
83
44
51
48
56
20
10
12
39
56
62
90
51
58
56
64
12
16
45
80
72
128
58
72
64
80
30
12
16
37
66
60
106
58
72
64
80
35
12
16
32
57
51
91
58
72
64
80
25
77
Expansion Joints
Contraction joints
Construction joints
Expansion Joints
Concrete expands with increase in temperature.
Unless there is a provision for expansion, the
concrete slab may buckle outwards and break.
Expansion joints are full depth joints provided at
specified intervals along transverse direction of the
slab. Generally , dowel bars bars are placed across
the expansion joints to take care of the load transfer.
78
concrete
KP
1 2 z
max
4 3 EI
Where ,
kb
4EI
10.16 b f ck
9.525
Where ,
Fb = allowable bearing stress, kg/cm2
b = dowel diameter, cm
fck = ultimate compressive strength,(characteristic
strength) of the concrete.
83
85
sealer
dowel
Expansion cap
T/2
T
20 To 25MM + 1.5
smooth and lubricated
Filler
A typical Expansion joint
Filler board : compressible joint filler 20 to 25mm +1.5 mm.
Filler depth255mm +3 mm lower than slab thickness.
Dowel bars (MS rounds) to be covered with plastic sheathing for length + 50
86
Slab
Dowel bar details
thickness Dia
Length
Spacing
cm
mm
mm
mm
20
25
30
35
87
25
25
32
32
500
500
500
500
250
300
300
300
Contraction joints
Contraction joints are provided to permit the
contraction of the slab and to take care of
shrinkage of concrete slabs. They are provided
along transverse direction at regular intervals.
These joints are spaced closer than expansion
joints. Load transference at these joints is
provided through the physical interlocking by the
aggregates projecting out at the joints. Dowel
bars may be or may not be placed to assist the
load transfer mechanism between the two slabs.
Sometimes , a dummy groove ( or partial cut) is
placed as contraction joint .
88
sealent
Dowel bar
A typical contraction joint
Longitudinal joints are to be provided when width is more than 4.5 mm.joints are to be
saw cut to 1/3rd slab thick +5. Bars are to be placed middle third of slab thickness .Tie
bars are to be coated with bitumen paint for 75 mm on either side.
89
15
20
25
30
35
4.5
4.5
4.5
5.0
5.0
90
Construction joints
Construction joints are the joints between
pavement sections that are constructed at
different periods of time. A construction joint
could be along the longitudinal direction or the
transverse direction, and an effort is made such
that it conincides with the locations of other joist.
Thus a construction joint may be expansion or
longitudinal joint. As per modern practice of
concrete pavement construction, construction is
carried out round the clock and therby provision
of construction joints is eliminated.
91
92
GSB
150
DLC (M 15)
100 150
PQC (M 40 )
250 - 300
Reference
IS : 10262
IS SP : 23 :
IRC- 58-2002
94