IRC:58-2011 GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR HIGHWAYS (Third Revision) INDIAN ROADS CONGRESS 2011IRC:58-2011 GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR HIGHWAYS (Third Revision) Published by: INDIAN ROADS CONGRESS Kama Koti Marg, Sector 6, R.K. Puram, New Dethi-110 022 November, 2011 Price € 800/- (plus packing and Postage)IRC:58-2011 First Published July 1974 First Revision June, 1988 Reprinted March, 1991 Reprinted 2 October, 2000 Second Revision: December, 2002 Reprinted November, 2004 Reprinted January, 2006 Reprinted February, 2007 Reprinted February, 2008 Reprinted : December, 2009 Third Revision : November, 2011 (All Rights Reserved. No part of this publication shall be reproduced, translated or transmitted in any form or by any means without the permission of the Indian Roads Congress) Printed at: Aravali Printers, W 29-30, Okhla Phase-tI, New Delhi (1000 copies)CONTENTS Personnel of Highways Speciicalions and Standards Committee 1. Introduction Scope General Concrete Pavement Type Factors Governing Design 2. 3 4 6. 6. Design of Slab Thickness 7. Design of Joints 8. Tie Bars for Longitudinal Joints 9. Reinforcement in Cement Concrete Slab to Control Cracking 10. Widening of Concrete Pavements from 4 Lane to 6 Lanes 11, Listof References APPENDICES | International Practices on the use of Cemented Subbases for Cement Concrete Pavements Nl Intemational Practice on use of debonding layer over stabilized/cemented subbase IIL Vealty of fatigue equations adopted in the guidlines IV___ Stress charts for bottom-up cracking analysis V__ Regression equations for fexural stress in conerete slab VI Example for Design of Drainage Layer Vil tlustrative Examples of Thickness Design Vill Design of Dowel Bars IX Design of Tie Bars IRC:58-2011 Page @ 35 36 ar 38 oa 97 100 108 1101 10 " 12, 13. 14 1, 16. 1. 18. 19 20. a IRC:68-2011 PERSONNEL OF THE HIGHWAYS SPECIFICATIONS AND Indra, RP. (Convenor) Kumar, Kamlesh (Co-Convencr) Kandasamy, C. (Member Secretary) Datta, PK. Gupta, KK. inna, s. Kadiyall, Or. UR. Ketae, PK. Jain, De 88. Redey,K Siva Basu, S.8, Bordolo, AC. Rathore, 8.5, Pradhan, B.C. Prasad, DN, Kumar, Ashok Krishna, Prabhat Patankar, Vi, Kumar, Mahesh Bonginwar, PL, Sinha, AK, STANDARDS COMMITTEE. (As on 22 April, 011) Director General (RD) & Spl, Secretary, Minty of Road Transport & Highways, New Deshi Addl, Director General, Ministry of Road Transport & Highways, New Delhi Chief Engineer (R) S8R, Ministry of Road Transport Highways, New Delhi Member Executive Director, Consulting Engg. Services () Pvt. Li New Det Chief Enginesr (Reta), Haryana PWD, Feridabod ‘Ad. Chief Transportation Engineer, CIDCO, Navi Mumba Chief Executive, LR. Kadiyal & Associates, New Delhi Director (Projct-I), National Rural Roads Development ‘Agency. (Ministry of Rural Development), New Nath Professor & Coordinator, Centr of Transportation Engg UT Roorkee Engineer-in-Chief (RAB) Andhra Pradesh, Hyderabad Chief Enginoor (etd) MoRT&H, New Delhi Chief Engineer (NH) Assam, Guwahati Principal Secretary to the Govt of Gujarat, R&B Deptt. ‘Gandhinagar (Chiat Engineer (NH), Govt of Orisa, Bhubaneshwar Chief Enginger (NH), RCD, Patna CChiet Engineer, Ministry of Read Transport & Highways, New Delhi Chief Engineer (Rett), Ministy of Road Traneport & Highways, New Deli Member (Tech), Nationa Highways Authonty of Ina, Now Delhi Engineer.n-Chief, Haryana PWD, Chandigarh Advisor, L&T, Mumba (Chief Engineer, (NH), UP, PWD, LucknowIRC:58-2011 2, 2, 24, 2, 26. a. 28, 2, 30. 22, 38 4, 26. 3. 38. 40. ‘Sharma, S.C. ‘shorma, Dr. VM, Gupta, DP. Momin, 8S. Reddy, Dr. TS. Shukla, RS. Jain, LK. Chandrasekhar, Dr. B.P. Singh, BN Nashik, 8S. Feu, Or. VS. ‘Alam, Parwez Gangopachyay, Dr. Singh, Nimat Jt dain, NS. Yadav, Dr. VK. Chief Engineer (Pla) Kuran, Jose Sinha AN. President, IRC Director General (RO) Spl. Secretany/ Secretary General, IRC sto, Dr. CES. Khattar, M.D. ‘Agarwal, MK. Borge, VB. Director Goneral (RD) & AS (Retd.), MORTAH, New Delhi Consultant, ANIL, New Delhi Director General (RD) & AS (Rot), MoRTAH, New Deh Formor Member, Maharashtra Public Service Commission, Mumbai Ex-Scientist, Central Road Research Instute, New Delhi Ex-Solontst, Central Road Research Instute, New Deshi Chief Engineer (Red) Haryana PIND, Sonepat Director (Tec), National Rural Roads Development ‘Agency (Ministry of Rural Development), New Delhi ‘Member (Projects), National Highways Authority of nda New Delhi CCiof Enginaor (NH), PW (R), Kolkata Clef Engineer (R&), Anda Pradesh, Hyderabad Vice-President, Hindustan Constn, Co. Lid, Mumbai Director, Central Road Research Insitute, New Delhi jrector General (RD) & SS (Retd,), MoRTEH, Now Deli Chef Engineer (Reta), MORTAM, New Delhi ‘Adal, Diector General, DGR, New Delhi Minty of Road Transport & Highways, New Delhi CCiof Engineer, DTTDC Lid, New Deli Director General (RD) & SS (Rotd,), MORTAH, New Delhi Ex-Officio Members (Yaday, Dr. VK), Addl. Diector General, DGBR, New Dei (incoria, RP) Ministy of Road Transport & Highways New Delhi Corresponding Members Emeritus Follow, Bangalore, Unversity, Bangalore Consultant, Runwal Centre, Mumbai Engineerin-Chief (Rel), Haryana PWD Secretary (Roads) (Rots), Maharashtra PWD, MumbalIRC:58-2011 NOTATIONS AND ABBREVIATIONS = Initial number of axles per day in the year when the road is opened to traffic = cross-sectional area of one tle bar in mm? = area of stool in mm? = Jane width in m dowel diameter, mm permissible bond stress of concrete in MPa = Factor for transverse joint efficiency in top-down cracking = Bottom-up cracking Cumulative number of axles during the design period spacing of transverse joints,m = California Bearing Ratio in % = Cumulative Fatigue Damage Diameter of tie bar in mm Dry Lean Concrete = Modulus of elasticity of conerote in MPa = Allowable bearing stress in MPa = Coefficient of friction Maximum bearing stress in MPa Characteristic flexural strength at 28 days in MPa rarget average flexural strength at 28 days in MPa Finite element method ‘Thickness of slab in m rack infiltration rate mP/dayim fotal number of load groups: Modulus of Subgrade Reaction in MPalm modulus of dowel support in MPaim fate of infiltration through un-cracked pavement surface (m¥/day/m) modulus of subgrade reaction (MPa/m) with plate diameter & ‘modulus of subgrade reaction (MPa/m) with plate diameter 750 mm(k) length of tie bar in mmIRC:68-2011 Le = Radius of relative stiffness in m Load Transfer Efficiency, in % Fatigue life = Rate of Cone Penetration in mmiblow = Design period in years Number of predicted repetitions for the / load group ‘number of longitudinal joints/eracks = Number of allowable repetitions for the load group = Single/tandem axle load in kN Perimeter of tie bar in mm Pound per cubic inches = Pavement Quality Concrete = infintration rate per unit area,m?/daylm? Flexural stiffness in MNm Annual rate of growth of commercial traffic volume (expressed as decimal) = Allowable working stress of steel in MPa = Flexural stress in slab in MPa = Stress Ratio = Tied Concrete Shoulder = Temperature Differential Top-down cracking ‘weight of slab in kNim? length of the transverse cracks or joints,m = width of pavement subjected to inftration, m AA factor corresponding to the desired confidence level, which is 1.96 for 5% confidence Level = Coefficient of thermal expansion int Relative stifiness of dowel bar embedded in concrete in MPa/m Unit weight of concrete in kN/cum Poisson's ratio of conerete = Standard deviation of fiold test samples in MPa ‘Temperature differential in °CIRC:58-2011 GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR HIGHWAYS 4 INTRODUCTION Guidelines for the Design of the Rigid Pavements for Highways were first published in 1974, The first revision of the guidelines was made in 1988 after the upward revision of the legal limit on the maximum laden axle loads of commercial vehicles from 8160 kg to 10200 kg. The second revision was brought out in 2002 to include fatigue damage concept in design. A computer programme, IITRIGID, was used for the computation of flexural stresses due to single and tandem axle loads, Taking into account the advancements that have taken place in the area of rigid pavements during the past decade, a revised draft ofthe guidelines was prepared and was presented in the Rigid Pavement Committee meeting held in October 2010. On the basis of the comments and suggestions received from the committee members, the draft was revised and presented in the meeting of the committee held on 2nd April 2011. A number of additional suggestions were made in the meeting by the members. The final draft was prepared by Professor 8.8. Pandey, with the help of Dr. K. Sudhakar Reddy, Professor, Dr. M.A. Reddy, Associate professor, S/Shri T. Srinivas, Ex. M.Tech Student, K. Suresh, Ex. M.Tech Student, C. Patel, Ex. M.Tech Student, M.V. Arun Chand, Ex. M.lech Student, G, Bharath, EX. M. tech Student, ‘Transportation Engineering Division, Civil Engineering Department, Indian Institute of ‘Technology Kharagpur. Sinha, Late VK. Convenor (til 21.12.2010) Jain, RK. Co-ConvenoriConvenor (wef. 303.2011) Satander Kumar Member-Secretary Members Ashok Kumar Kamat, S.V. Bongiwar, PL. Maiti, Dr. H.C. Binod Kumar Pandey, Dr. B.B. Deol, Col. M.S. Prasad, Bageshwar Ganju, Col. VK. Raman Kumar Gautam, Ashutosh Saha, D.C. Gupta, Akhil Kumar Sharma, RN Gupta, KK. Seehra, Dr. S.S. Indoria, RP. Srinivasan, K.L Jain, AK. Rep. of Delhi PWD Jain, MK, Rep. of CRRI Kadiyali, Dr. LR (Or. (Ms.) Renu Mathur)IRC:88-2011 Corresponding Members De, D.C. Ram BN, Justo, Dr. C.E.G. Reddi, S.A. Shroff, AV. Rep. CMA (Col. Vijender Singh) Ex-Officio Members President, IRC DG (RD) & SS, MORT&H (Or. Vik. Yadav) ‘Secretary General, IRC (RP. Indoria) 2 SCOPE 2.1 The guidelines cover the design of plain jointed cement concrete pavements with and without tied concrete shoulders. The guidelines are applicable to roads having and average daily commercial traffic volume of more than 450 (vehicles with laden weight exceeding 3 tonne). IRC:SP:62 may be referred for design of low-volume Rural Roads. 3 GENERAL 3.1 The present version of IRC:58 aims at rationalising the design procedure by iyiny it, as far as possible, al par will current ends in uesign, 2s well as by including the spectrum of axle loads as per present day vehicle fleet, considering cumulative fatigue damage due to the combined effect of load and pavement temperature variations. The guidelines also include procedure for design of pavements with widened outer lane, tied concrete shoulder, pavements bonded to cemented subbase, design of longitudinal joints, expansion and contraction joint as well as design of longitudinal, expansion and contraction joints. 3.2 The salient features of the current guidelines are: |) Design of pavements considering the combined flexural stress under the simultaneous action of load and temperature gradient for different categories of axles Il) Design for bottom-up fatigue cracking caused by single and tandem axle load repetitions i) Design for top-down fatigue cracking caused by single, tandem and ‘idem axle load applications iv) Consideration of in-built permanent curl in the analysis of flexural stresses v) Design guidelines for pavements without concrete shoulders and with tied conerete shoulders 2IRC:58-2011 vi) Consideration of Concrete slabs with unbonded as well as bonded cement bound subbase vii) Design of pavements with widened outer lanes: ‘The guidelines contained in this document reflect the current knowledge on the subject 4 CONCRETE PAVEMENT TYPES 4.1 Several types of concrete pavements have been used in different countrios depending upon the climate, availability of materials, soil types, experience and traffic, ‘Typical cross sections of a few pavements are shown in Fig. 1. When PQC is laid during the hot weather itis important to whitewash the surface of BC/DBML (Fig. 1 {b)8(c)) because black body absorbs heat which may be injurious to concrete. Pac Pac | Pac 725 MIORON THICK BC Daw PVLSHEET CEMENT TREATED GRANULAR. GRANULAR SUBBASE DLGICEMENT | “sussase | ns TREATED SUBEASE GEBAS LAYER DRAINAGE LAYER DRAINAGE LAVER ‘GoD.AS FILTER, | FILTER ; sePARATION SEPARATION DRAINAGE LAYER PARATI cy FILTER? SUBGRADE a Soo mm 300 mm LAYER {Se 00 rnp em Oe e boii (@) Debonding layer (@) PACover 100mm ‘of 40 mm BC over of DBM “1 and (@ Dabonding layer cf polythene sheet over cement treated subbase layer aera sranular subbase subbase layer Fig. 1 Typical Gross-Sections of Concrete Pavements (not fo scale) PQC: Pavement Quality Concrete, DLC: Dry Lean Concrete, BC: Bituminous Concrete, DBM: Dense Bituminous Macadam 5 FACTORS GOVERNING DESIGN 5.1. The main factors governing design of concrete pavements are; design period, design commercial traffic volume, composition of commercial traffic in terms of single, 3IRC:88-2011 tandem, tridem and multi-axles, axle load spectrum, tyre pressures of commercial vehicles, lateral placement characteristics of commercial vehicles, directional distribution of commercial vehicles, composition and strength of foundation and climatic considerations, 5.2 Axle Load Characteristics ‘Though the legal axle load limits in India are 10.2 tonnes (100 kN), 19.0 tonnes (186 kN) and 24.0 tonnes (236 kN) for single, tandem and tridem axles respectively, a large number of axles operating on National Highways carry much heavier loads than the legal limits. Data on axle load spectrum of the commercial vehicles is required to estimate the repetitions of single, tandem and tridem axles in each direction expected Guring the design period. Minimum percentages of commercial vehicles to be weighed should be 10 percent for volume of commercial vehicles per day (cvpd) exceeding 6000, 15 percent for cvpd for 3000 to 6000 and 20 percent for cvpd less thian 3000. Axle load survey may be conducted for a continuous 48-hour period. The vehicles to be surveyed may be selected randomly to avoid bias. If the spacing of consecutive axles (whee! base) is more than 2.4 m, each axle may be considered as a single axle, The intervals at which axle load groups should be classified for fatigue damage analysis are = Single axle 10 kN Tandem axle 20 kN Tridem axle 30 KN For most of the commercial vehicles, the commonly used tyre inflation pressures ange from about 0.7 MPa to 1.0 MPa, Its found that stresses in concrete pavements having thickness of 200 mm or higher are not affected significantly by the variation of. {wre pressure. A tyre pressure of 0.8 MPa is adopted for design in these guidelines. 5.3 Wheel Base Characteristics Information on typical spacing between successive axles of commercial vehicles is necessary to identify the proportion of axles that should be considered for estimating top-down fatigue cracking caused by axle loads during night period when the slab has the tendency of curling up due to negative temperature differential. Data on the spacing of axles may be collected during the traffic survey. As discussed in subsequent sections of these guidelines, if the spacing between any pair of axles is less than the Spacing of transverse joints, such axles need to be considered in the design traffic for computing top-down fatigue cracking damage, Wheel bases of trucks of different ‘models generally range from 3.6 m to more than 5.0 m whereas the commonly used spacing of transverse joints is 4.5 m. Thus, axles with spacing of more than 4.5 m are not expected to contribute fo top-down fatigue cracking. However, if the actual spacing of transverse joints is different from 4.5 m, design traffic for estimation of top- 4IRC:5@-2011 down cracking damage may be selected appropriately. The percentage of commercial vehicles with spacing between the front and the first rear axle less than the proposed ‘spacing of the transverse joints in the concrete slab should be established from axle load survey. 54 Design Period ‘Cement concrete pavements may be designed to have a life span of 30 years or more. However, the design engineer should use his/her judgment about the design period taking into consideration factors such as traffic volume, uncertainty of traffic, growth rate, the capacity of the road and the possibilty of augmentation of capacity by widening, 5.5 Traffic Consideration 8.8.1. Design lane ‘The lane carrying the maximum number of heavy commercial vehicles is termed as design lane. Each lane of a two-way two-lane highway and the outer lane of mult-lane highways can be considered as design lanes. 5.5.2 Design traffic 5.6.2.1 Assessment of average dally traffic should normally be based on seven- day 24-hour count made in accordance with IRC: 9 "Traffic Census on Non-Urban Roads”. The actual value of annual rate of growth ‘r' of commercial vehicles should be determined using appropriate methods. As per IRC:SP: 84, annual growth rate of commercial vehicles shall be taken (o be a minimum of § percent. However, in the typical design example 7.5 percent value has been considered, Keeping in view, the higher traffic growth on some highways. The traffic counts and the corresponding tralfic estimates should indicate the day and night traffic trends as the loading during the day hours is generally responsible for bottom-up cracking whereas the night time traffic may lead to top-down cracking. 5.6.2.2 The edge flexural stress caused by axle loads for bottom up cracking is the ‘maximum when the tyre imprint af the outer wheel touches the longitudinal edge. When ‘the tyre position is away even by 150 mm from the longitudinal edge, stress in the edge region is reduced substantially. The edge flexural stress is small when the wheels are close to the transverse joints. Typical lateral distribution characteristics of wheel paths of commercial vehicles observed on Indian highways indicate that very few tyre imprints of moving vehicles are tangential to the longitudinal edgeljoint on two-lane two-way roads and divided mult-lane highways. Some mult-lane divided highways have 8.5 m to 9.0 m wide carriageways with a single longitudinal joint in the centre, The lane markings in these cases do not coincide with the longitudinal joint resulting in a larger proportion of wheel paths being positioned close to the longitudinal joint ‘compared to the situation where the lane markings match with longitudinal joints ‘Taking into consideration these issues, itis recommended that 25 percent of the total two-way commercial traffic may be considered as design traffic for two-lane two-way 5IRC:58-2011 roads for the analysis of bottom-up cracking, In the case of four-lane and other multi- lane divided highways, 25 percent of the total trafic in the direction of predominant traffic may be considered for design of pavement for bottom-up cracking 5.5.2.3. The design trafic for top-down cracking analysis will be a portion of the design traffic considered for bottom-up cracking analysis. Only those commercial vehicles with the spacing between the front axle and the first rear axle less than the spacing of transverse joints should be considered for top-down cracking analysis. This percentage should be established from axle loaditraffic survey. A default value of fifty percent of the design traffic used for bottom-up cracking analysis may be considered. 5.5.2.4 In case of new highway links, where no traffic count data is available, data from roads of similar classification and importance may be used to predict the design traffic intensity 5.6.2. Expected number of applications of different axle load groups during the design period can be estimated using the details of commercial traffic volume expected rate of growth of commercial traffic and the information about axle load spectrum and the number of single, tandem and tridem axles obtained from axle load survey. Since front axles (steering axle) with single wheels on either side cause only negligible bottom-up fatigue damage, itis only the rear axles that may be included in the axle load spectrum, 5.6.2.6 The cumulative number of commercial vehicles during the design period may be estimated from the following expression as shown in Equation (1). 365 * ACL + 1)" 1} () r where = Cumulative number of commercial vehicles during the design period = Initial number of commercial vehicles per day in the year when the road is opened to traffic r= Annual rate of growth of commercial traffic volume (expressed as decimal) n= Design period in years po 5.6.2.7 The design cumulative number of axle load repetitions for fatigue damage ccan be obtained from the cumulative number of commercial vehicles as per Clauses 5.5.2.3 and 5.5.24, 5.6 Temperature Consideration 5.6.1. Temperature differential 5.6.1.1 Temperature differential between the top and bottom fibres of concrete Pavements causes the concrete slab to curl, giving rise to stresses. The temperature 6IRC:58-2011 differential is a function of solar radiation received by the pavement surface, wind velocity, thermal diffusivity of concrete, latitude, longitude and elevation ofthe place and is thus affected by geographical features of the pavement location. As far as possible, temperature differential values estimated realistically for the given sito using relevant geographical parameters and material characteristics should be used for analysis. In the absence of any local data, the maximum temperature differential values given in Table 1 may be adopted for pavement design. The variation of temperature with depth is non-linear during the day time and nearly linear during night hours. The maximum temperature differential during the night is nearly half of the day time maximum temperature differential ‘Table 1 Recommended Temperature Differentials for Concrete Slabs [States/Regions Max. Temperature Differential °C in | Slab of Thickness _ 450 mm [200 mm] 250 mm |300 mm to| 400 mm |) lly region Uttaranchal, West 26 | 34 | m3 | 158 ‘Bengal, Jammu & Kashmir, Himachal Pradesh and Arunachal IPradesh | li) [Punjab, UP, Uttaranchal, Gujarat, | 125 | 131 | 143 | 158 | |Rajastna, Hestyane and North MLN, |___lexcluding hilly regions, il) [Binar, Jharkhand, West Bengal, 156 | 14 | 168 | 168 |Assam and Eastom Orissa, excluding ily regions and coastal areas iv) [Maharashtra, Kamataka, South 773 | 190 | 203 | 24.0 IMP, Chattisgarn, Andhra Pradesh, 'Westem Orissa and North Tamil INadu, excluding hilly regions and ‘coastal areas \)__ |Kerala and South Tamil Nadu, 750 | tea | 178 | 184 lexcluding hily regions and coastal areas |W) [Coastal areas bounded by hills a6 | 138 | 162 | 170 {vi [Coastal areas unbounded by hills | 156 | 170 | 190 | 192 Note: The above temperature data was recommended by Central Road Research institute, New Delhi. The data for cold hilly regions of Jammu & Kashmir, Himachat Pradesh, ‘West Bengal ,Uttaranchal and Arunachal Pradesh are suggested in Row! in absence of available recordsIRC:58-2011 5.6.1.2 Temperature differentials are positive when the slab has the tendency to have a convex shape during the day hours and negative with a concave shape during the night. The axle load stresses should be computed for fatigue analysis when the slab is in a curled state due to the temperature differential during day as well as night hours. 5.6.2 Zero stress temperature gradient 5.6.2.1 Cement concrete slabs laid during day time will have high positive temperature differential due to intense solar radiation, high air temperature and chemical reaction. In spite of this positive temperature differential occurring in concrete laid during day time, the slab remains flat during the hardening stage because of its plastic stage. The Slab is stress free in this condition with high temperature on the top surface and lower at the bottom fibre and the corresponding temperature gradient is known as ‘zero stress temperature gradient’. Research on in-service concrete pavements indicates that exposure of fresh concrete to sun and high air temperature during the hardening stage _causes building of permanent curl in the concrete pavements which is nearly equivalent to the curl caused by a negative temperature differential of about 5°C. This equivalent negative temperature differential has to be added algebraically to the actual temperature differential prevailing at any time. Field investigations on existing Pavements located in different regions of the country will be necessary to establish the zero stress temperature gradient for future guidance: 5.6.2.2 If the maximum positive lwinperalure differential during the day time is 20°C, the temperature differential for stress computation can be taken as 15°C. However, this §°C reduction is generally not made so that the design for bottom-up cracking will be conservative. 5.6.2.3 During the night hours, ifthe temperature differential is 10°C, the total effective Negative temperature differential can be taken as 15°C (10°C + 5°C). If mist spray of water can be applied over the curing compound during the period of intense solar radiation during day time, the builtin permanent curl will be less. It is safer to consider the effective negative temperature gradient for checking the slab for top-down cracking caused by the combined effect of traffic loads and night time negative temperature differential 5.6.2.4 Since it is too cumbersome to carry out hourly cumulative fatigue damage analysis, it is suggested that the maximum positive and negative temperature: differentials respectively may be assumed to be constant for the six hour period during the day between 10 AM and 4 PM and for the six hour period between 0 AM to 6 AM during night hours. The slab may be assumed to be free of warping stresses for the remaining 12 hours for the purpose of fatigue damage analysis as the fatigue damage ‘caused by the combined action of load and temperature differential willbe insignificant 8IRC:68-2011 during this period. The timings refer to Indian Standard time and may be different for different geographical locations. 5.7 Embankment Soil and Characteristics of Subgrade and Subbase 5.7.4 CBRof embankment soll placed below the 500 mm select subgrade should be determined for estimating the effective CBR of subgrade and its'k’ value for design. 5.7.2. Thenature of embankment foundation strata such as expansive clays, marine clays, soft clays, black cotton soll etc. needs to be studied to take special measures like consolidation of the strata by accelerated pore prossure dissipation, removal of expansive black cotton soil strata and replacement by non-expansive soil, use of geo synthetics to arrest tension cracks or soll stabilization etc, Soil swell can be controlled by surcharge loads, by placing the swelling soils in lower part of an embankment. Selective grading and soil mixing is also helpful. In deep cut sections, construction removes surcharge loads and allows soils to swell. It is, therefore, advisable to excavate deep cuts in advance of other grading work to allow expansion to occur and stabilize. Expansive soils should be compacted at 1-3 percent above Optimum Moisture Content (OMC) as determined by Standard Proctor. Use of the OMC from the Modified Proctor will leave the soil too dry and more prone to future expansion The soil should not be allowed to dry out excessively before GSB and other layers are laid. If non-expansive soils are not available, it may be more economical to modify the existing soll with ime or cement or both. A thorough study needs to be underlakent on case specific basis as detailed treatment of foundation strata is beyond the scope of these guidelines. 5.7.3 Subgrade 5.7.3.1 The subgrade is usually considered as a Winkler foundation, also known as dense liquid foundation. In Winkler model, it is assumed that the foundation is made up of springs supporting the concrete slab. The strength of subgrade is expressed in terms of modulus of subgrade reaction, k, which is defined as the pressure per unit deflection ofthe foundation as determined by plate load tests. The k-value ls determined from the pressure sustained at a deflection of 1.25 mm. As K-value is influenced by test plate diameter, the standard testis to be carried outwith a 750 mm diameter plate IS 9214-1974, “Method of Determination of Modulus of Subgrade Reaction of Sol! in the Field” may be referred to for guidance in this regard. A frequency of one test per km per lane is recommended for assessment of k-value. If the foundation changes with respect to subgrade soil type of subbase or the nature of formation (i.e. cut o il) then additional tests may be conducted 5.7.3.2 Though 750 mm is the standard plate diameter, smaller diameter plate can be used in case of homogeneous foundation from practical consideration and the test 8IRC:58-2011 values obtained with plates of smaller diameter may be converted to the standard 750 mm plate value using Equation (2). feyg™ hy (1.210 + 0.078) @) where plate diameter, meter ‘modulus of subgrade reaction (MPaim) with plate diameter > modulus of subgrade reaction (MPa/m) with plate diameter of 750. mm 5.7.3.3 The estimate obtained from Equation 2 is regarded as approximate only. However, in case of layered construction, the tests conducted with smaller plates give greater weightage to the stronger top layer and direct conversion to 750 mm plate values using Equation 2 results in somewhat over-estimation of the foundation strength, 5.7.3.4 The subgrade soil strength and consequently the strength of the foundation as a whole, is affected by its moisture content. Since the k-value cannot be determined in the field at diferent moisture contents and densities, CBR tests may be carried out at field moisture content and field density both in soaked and un-soaked condition and the measured k-value from plate load test may be corrected in the ratio of CBR values under soaked and un-soaked conditions to obtain the k-value corresponding to the weakest condition of subgrade. The plate load testis time-consuming and expensive and, therefore, the design k-value is often estimated from soaked CBR value. The relationship between the CBR and k-value illustrated in Table 2 can be used for this purpose. Table 2 Relationship Between k-Value and CBR Value for Homogeneous Soil Subgrade Soaked CBR(%) | 2] 34] 51] 7 | 10] 18|20| 50 | 100 [kvalue (MPaim) | 21 | 28 | 35 | 42 | 48 | 55 | 62 | 69 | 140 | 220 Note: 100 pole2.77 kglom’= 27.2 MPaim 5.7.3.5 If the CBR of the 500 mm thick compacted subgrade is significantly larger than that of the embankment below it, the effective CBR of the subgrade can be estimated from Fig, 2. 5.7.3.6 Aminimum subgrade CBR of 8 percent is recommended for design. 5.7.3.7 The in-situ CBR of the subgrade soil can also be determined quickly from the Dynamic Cone Penetrometer (60° cone) tasts using the following relationship (ASTMD6951) 1094. CBR WhEFE Noo 465 - 1.121096 Nyce 8) fate of cone penetration (mmiblow) 10IRC:58-2011 CBR of embankment sol below 500 mm of select subgrade EFFECTIVE CBROF SUBGRADE ° Pe ee ee ee (OBR of Compacted Borrow Hsterat 500 mm Thick Fig. 2 Chart for Estimation of Etfective CBR of Subgrade 5.7.3.8 The modulue of eubgrade reaction of the subgrade of an in-service pavement or of a prepared foundation can also be determined by conducting Falling Weight Deflectometer (FWD) tests. The k-value of the subgrade backcalculated from FWD lest data is the dynamic k-value. The corresponding static K-value, which should be used for analysis, can be estimated as 50 percent of the dynamic k-value obtained from FWD test. 5.7.3.9 It is advisible to provide fiter and drainage layers above the subgrade for drainage of water to prevent (i) excessive softening of subgrade and subbase and (i) erosion of the subgrade and subbase particularly under adverse moisture condition and heavy dynamic loads. IRC:15, IRC:SP:42 and IRC:SP-50 may be referred for further details. Synthetic geo-composite layer can also be used at the interface of subgrade and granular subbase layer for filration and drainage. It will not allow migration of fine particles of subgrade soil to the granular drainage layer above. 57.4 Subbase 5.7.4.1 The main purpose of the subbase is to provide a uniform, stable and permanent support to the concrete slab laid over it. it must have sufficient strength s0 that it is not subjected to disintegration and erosion under heavy traffic and adverse environmental condilions such as excessive moisture, freezing and thawing. In the light of these requirements, subbase of Dry Lean Concrete (DLC) having a "IRC:68-2011 7-day average compressive strength of 10 MPa determined as per IRC-SP:49 is, recommended. Minimum recommended thickness of DLC for major highways is 150 mm, 5.7.42 Availabilty of good quality aggregates has become a big hurdle in the Construction of pavements because of closures of old quarries, restriction on opening of new querties and crushing of aggregates from environmental consideration. Similar problems are being faced in other countries also. Intemational practice on the use of cementedistabilized subbases is discussed in Appendix. In the light of Intemational experience, a minimum characteristic 28-day compressive strength of 7 MPa is recommended for coment treated subbases while ensuring that the support is permanent, uniform and on-erodible. Loss of weight of cement treated subbases shall not exceed 14 percent after 12 cycles after Welling and Drying Testfreezing and thawing” tests as per BIS:4332 (Part IV)-1968. Freezing and thawing testis relevant for regions such as Kashmir, Ladakh, Himachal Pradesh, Arunachal Pradesh, etc, 5.7.4.3 In the case of problematic subgrades such as clayey and expansive soils appropriate provisions shall be made for blanket course in addition to the subbase as per the relevant stipulations of IRC:15, 57.4.4 Effective K-values of different combinations of subgrade and subbase (untreated granular and cement treated granular) can be estimated from Table 3. For concrete pavements laid over a bituminous subbaee, the k-value can be adopted from IRC:SP-76. k-value for different combinations of DLC subbase (with DLC having ‘minimum 7-day compressive strength of 10 MPa) thicknesses laidovergranularsubbase Consisting of filter and drainage layers can be adopted from Table 4. The contribution of granular subbase placed below the DLC layer can be ignored for estimating the effective modulus of subgrade reaction of the foundation. The values given in Table 4 are based on theoretical analysis and an upper limit of 300 MPalm is recommended considering the loss of subgrade support expected to be caused by heavy traffic, Table 3 k-Values for Granular and Cement Treated Subbases eae Effective k (MPaim) of Effective k (MPalm) of coment Sungrace | Unoeted granae eubbese of | treated aubbase oftickness (HPaim) 160 225 200 8 39 44 aa 56 63 75 225 84 92 4102 _ Z Note: 100 pol = 2.77 kolem*= 27.2 MPalm 12IRC:58-2011 Table 4 k-Values for Dry Lean Concrete Subbase [[e-value of Subgrade (MPaimy a2 [a2 [we] [2] Efe or 109mm OL6,¢HPam | so | or | 160 | axe | 27 | Efecto or 150mm BLE, @¥Paim) | 97 | 100 | 200 | a7 | 512 | s00 “Note: The above k values are extrapolated from AASHTO-1993.The maximum recommended value may be taken as 300 MPalm in place of the K-values of 389 MPaim and 4412 MPaim given in Table 4. 5.7.5 Separation layer between DLC and concrete slab ‘The interface layer between the concrete slab and the DLC layer can be made smooth to reduce the inter layer friction thereby allowing relative movement between the slab and DLC layer. Ade-bonding interlayer of polythene sheet having a minimum thickness of 125 micron is recommended as per the practice in India. Wax based compound in place of plastic sheet has popularly been used with success in most countries including India one of the National Highway projects. The international practice on bond breaking interlayer is described in Appendix 58 — Concrete Strength 5.8.1 Flaxural etrongth of concrato ie requirad for the purpose of design of concrate slab. Flexural strength can be obtained after testing the concrete beamas per procedure given in IS $16. Altemativaly, it can be derived from the characteristic compressive strength of concrete as per IS 486-2000 using the following relationship: F200, where, FF, = flexural strength (modulus of rupture), MPa. = characte fy istic compressive cube strength of concrete, MPa 5.8.2 Usually, concrete design is based on 28 days strength. In the case of concrete pavement, 90 days strength can be permitted in view of the fact that during initial period of 90 days, the number of repetitions of load is vory small and has negligible effect ‘on cumulative fatigue damage of concrete. Increasing the 28 days flexural strength by a factor of 1.10 is recommended to get 90 days strength. In no case 28 days flexural ‘strength of pavement quality concrete should be less than 4.5 MPa, 5.8.3 Target mean flexural strength to be achieved while designing the Mix should be such that there is 95 percent probability, that the characteristic strength would be 2BIRC:88-2011 achieved when the Mix is produced in the field.The target mean flexural strength is given by the following Equation PthtZo @) where, = characteristic flexural strength at 28 days, MPa target mean flexural strength at 28 days, MPa Z, = a factor corresponding to the desired confidence level, which is 1.96 for 5 percent tolerance level 0 = standard deviation of field test samples, MPa 5.8.4 Modulus of elasticity and poisson's ratio of concrete 5.8.4.1 ‘The modulus of elasticity (E) and Poisson's rato (p), of cement concrete are known to vary with conerete materials and strength. The elastic modulus increases with inerease in strength and Poisson's rallo decreases with increase in the modulus of elasticity, While itis desirable that the values of these parameters are ascertained experimentally for the conerete mix and for the materials actually to be used in the construction, this information may not always be available at the design stage. A 25 percent variation in E and w values will have only a marginal effect on the flexural Stresses int he paver concrete, Fullawing values were auplad for stress anil for the concrete with 28 day flexural strength of 4.5 MPa (4.95 MPa for 90 day strength). Modulus of elasticity of concrete, £ = 30,000 MPa Poisson's ratio, 1 = 0.15 5.8.5 Coefficient of thermal expansion ‘The coefficient of thermal expansion of concrete (a) Is dependent to a great extent ‘on the type of aggregates used in concrate. However, for design purpose, a value of 10x 10° per °C is adopted. 5.8.6 Fatigue behaviour of cement concrete 5.8.6.1 Due torepeated application of flexural stresses by the trafficloads, progressive fatigue damage takes place in the cement concrete slab in the form of gradual development of micro-cracks especially when ratio between the applied flexural stress and the flexural strength of concrete is high. This ratio is termed as stress ratio (SR). If the SR is less than 0.45, the concrete is expected to sustain infinite number of repetitions. As the stress ratio increases, the number of load repetitions required to 4IRO:58-2011 cause cracking decreases. The relation between fatigue life (N) and stress ratio is, given in Equation (5) and (6): unlimited for SR < 0.45, 4.2577 ee SR= 0.4005! When 0.45 < SR< 0.55 ©) SR For SR > 0.55 ©) 5.8.6.2 These fatigue criteria are used for checking the adequacy of the pavement slab on the basis of Miner's hypothesis. It is assumed that the fatigue resistance not consumed by repetitions of one load is avallable for repetitions of other loads. ‘The fatigue criteria developed by Portland Cement Association (PCA, 1980) are very conservative and these can be used for the analysis of bottom-up and top-down cracking. The validity of the PCA fatigue equations in the light of recent developments, is discussed in Appendix-Ill 6 DESIGN OF SLAB THICKNESS 61 Critical Stress Condition 6.1.1 In-service cement concrete pavements are subjected to stresses due to a variety of factors acting simultaneously. The severest combination of different factors that induce the maximum stress in the pavernent will give the critical stress condition. The flexural stress due to the combined action of traffic loads and temperature differential between the top and bottom fibres of the concrete siab is considered for design of pavement thickness. The effect of moisture change is opposite to that of temperature change and is not normally considered critical to thickness design. The fiexural stress at the bottom layer of the concrete slab is the maximum during the day hours when the axle loads act midway on the pavement slab while there is a positive temperature gradient as illustrated in Figs. 3 and 4. This condition is likely to produce bottom-up cracking (BUC). ne ee O Fig. 3 Axle Load Placed in the Middle of the Slab during Mid-Day 15+ + -—+ Transverse Joint Transverse Joint Transverse Joint -}- | | Bo | 00 lao |oo | po co BO | oo Single Axle po uo pO 00 Tender Ale Tidem ave ‘Location of Maximum Tensile Stress at bottom of slab without tied shoulders Fig. 4 Placement of Axles for Maximum Edge Flexural Stress at Bottom of ‘the Slab Without Tied Concrete Shoulders 6.1.2 Locations of points of maximum flexural stress at the bottom of the pavement slab without tied concrete shoulder for single, tandem and tridem axles are shown in Fig. 3. The tyre imprints are tangential to the longitudinal edge. For tied concrete shoulders also, the maximum stress occurs at the same locations. Single axles cause highest stress followed by tandem and tridem axles respectively. Spacing between individual axles for tandem and tridem axles varies from 1.30 m to about 1.40 m. There is practically no difference in stresses for axle spacing between 1.30 mand 1.40 m. A. spacing of 1.30 m has been used in these guidelines for stress computation. 6.1.3 During the night hours, the top surface is cooler than the bottom surface and the ends of the slab curl up resulting in loss of support for the siab as shown in Fig. 5. Due to the restraint provided by the seif weight of concrete and by the dowel connections, temperature tensile stresses are caused at the top. Fig. 5 shows the placement of axle loads close to transverse joints when there is negative temperature gradient during night period causing high flexural stresses in the top layer leading to top-down cracking. Positioning of axles of different configurations on the slab with successive axles placed close fo the transverse joints is shown in Fig. 6. These axle positions can initiate top-down cracking (TDC) during the night hours when the pavement has the tendency to curl up. Bulltin permanent curl Induced during the ‘curing of the concrete slab further aggravates the problem, 16IRC:58-2011 v Location of max. tensile stress v Concrete Slab XESERRSOON REESE Foundation Fig. 5 Placement of Two Axles of a Commercial Vehicle on a Slab Curied During Night Hours Transverse Joint Transverse Joint [a 0 a oO a ia [Transverse Joint 00 00 oO OO Oo Do oo (00 600 lao =O Ly 4, Lyte 4 | Fig. 6 Different Axle Load Positions Causing Tensile Stress at the Top Fibre of the Slab with ‘Tied Concrete Shoulder 6.2 Calculation of Flexural Stress 6.2.4 Since the loads causing failure of pavements are mostly applied by single, tandem, tridem and other multiple axles, stresses should be determined for the conditions illustrated in Figures 3 to 6, The IITRIGID software used for the preparation of the previous version of IRC:58 for computation of flexural stress in the edge region 17IRC:58-2011 due to single and tandem axle loads was based on Picket and Ray (1951)'s work on computation of stresses in infinite slabs. The software is still valid for computation of load stress in the edge region of pavements without tied concrete shoulders if there is. no temperature gradient in the slab, Finite Element Method (FEM) is more appropriate, for stress computation for a wide variaty of load, temperature, geometry and boundary Conditions. Finite element analysis has been carried out using IITSLAB-II, a software, developed at IIT Kharagpur, to compute flexural stress due to the combined action of load (single, tandem and tridem axles) and different temperature differentials (positive and negative), 6.2.2 For an axle load of 200kN and zero temperature differential (Fig. 1V-30, Appendix IV), it can be seen that flexural stresses decrease with increase in k- values for ail thicknesses. If there is a positive temperature differential of 17°C , the warping stresses are high for thicker slabs and it results in higher flexural stresses in slabs (Fig. 1V-45) for higher k-values while flexural stresses are lower for higher k-values for thinner slabs . For a thickness in the region of 270 mm , there is practically no effect of ‘modulus of subgrade reaction on flexural stresses. Increasing the subgrade modulus to high values does not help in thickness design due to high curling stresses caused by a stiff support. 6.2.3 The following combinations of pavements and loading were considered for the analysis of bottom-up and top-down cracking. For bottom-up cracking case, the combination ot load and positive non-linear temperature differential (Fig. 3) has been considered whereas for top-down cracking analysis, the combination of load ‘and negative linear temperature differential (Fig. 5) has been taken. For bottom-up cracking analysis, single/tandem axles have been placed on the slab in the positions indicated in Fig. 4. In bottom-up cracking case, single axle load causes the largest edge stress followed by tandem and tridem axles. Since the stresses due to tridem axles are small, they were not considered for stress analysis for bottom-up cracking case. For top-down cracking analysis, the load position considered for analysis is ‘as shown in Fig. 6. As indicated in the figure, only one axle of single/tandemtridem axle units has been considered for analysis in combination with front axle. Front axle weight has been assumed to be 60 percent of the weight of one axle of the rear axle unit (single/tandem\tridem) for analysis, 6.2.4 Analysis has been done for the following cases. Bottom-up cracking + Pavement with tied concrete shoulders for single rear axle + Pavement without concrete shoulders for single rear axle 18IRC:58-2011 = Pavement with tied concrete shoulders for tandem rear axle + Pavement without concrete shoulders for tandem rear axle Top-down cracking + Pavements with and without dowel bars having front steering axle with single tyres and the first axle of the rear axle unit (single/tandemitridem) placed on the same panel as depicted in Fig. 6. 6.2.5 Forheavy traffic conditions, dowel bars are usually provided across transverse joints for load transfer. Tied concrete shoulders are also necessary for high volume roads. However, for smaller trafic volumes smaller than 450 commercial vehicles/day, tied concrete shoulders and dowel bars are not generally warranted. Finite element analysis has been carried out for pavernents with and without (a) dowelled transverse joints and (b) tied concrete shoulders. Terminal load transfer efficiencies (LTE) for dowellad transverse joints and tied joints between the slab and conorete shoulder have been taken as 50 percent and 40 percent respectively for stress computation though MEPDG guide (NCHRP, 2004) recommends LTE values of 60 percent and 50 percent respectively for dowelled and tied joints. This has been done to make design more conservative considering the overloading in India. 6.2.6 The results of finite element analysis of a large number of concrete pavements with different pavement configurations subjected to various combinations of axle loads and temperature differentials have been presented in the form of charts in Appendix-IV. The charts can be used to obtain the edge flexural stress caused by specified magnitude of single/tandem axle (positioned as indicated in Fig. 4) in combination with @ specified positive temperature differential (causing an effect in the slab as illustrated in Fig. 3) for a given pavement structure. Linear interpolation can be done for obtaining stresses for intermediate loads and temperatures from the charts given in Appendix-lV. 6.2.7 The finite element analysis results have also been used to develop regression ‘equations for estimation of the flexural tensile stress for bottom-up as well as top-down cracking cases. While a single regression equation was found to be adequate for ‘estimation of flexural tensile stress in the slab for top-down case, separate equations were developed for the bottom-up case for different pavement types and foundation strengths. The regression equations are presented in Appendix-V. 6.2.8 Designers can develop their own excel shosts for analysis and design using the regression equations given in Appendix-V. A programmed excel file is available with the guidelines in a compact disc which can be used for thickness design for different trials for design in a quick time. 19IRC:58-2011 63 Cumulative Fatigue Damage Analysis 6.3.1 For a given slab thickness and other design parameters, the pavement will be checked for cumulative bottom-up and top-down fatigue damage. For bottom-up cracking, the flexural stress at the edge due to the combined action of single or tandem rear axle load and positive temperature differential cycles is considered. This stress can either be solected from the stress charts given in Appendix-IV or by using the regression equations given in Appendix-V. Charts explains clearly the interplay of thickness, modulus of subgrade reactions, axle loads and temperature differentials. Similarly, for assessing the top-down fatigue damage caused by repeated cycles of axle loads and negative temperature differential, flexural stress can be estimated using the equation given in Appendix-V. 6.3.2 The flexural stress is divided by the design flexural strength (modulus of rupture) of the cement concrete to obizin stress ratio (SR). Ifthe stress ratio (SR) Is less than 0.45, the allowable number of cycles of axle load is infinity. For stress ratio values greater than 0.45, allowable cycles of loading (axle load + temperature) can be estimated using Equations 5 and 6. The concrete slab undergoes fatigue damage through crack growth induced by repeated cycles of loading. The cumulative fatigue damage caused to the slab during its service life should be equal to or less than one. 6.3.3 Analysis indicates that contribution to CFD for bottom-up cracking is significant only during 10 AM to 4 PM because of higher stresses due to simultaneous action of Wheel load and positive temperature gradient. Thus, the day hour traffic during the six hour (10 AM to 4 PM) is lu be considered for bottom-up cracking analysis. For the top-down cracking analysis, only the CFD caused durirg the period between 0 AM and 6 AMis important. Hence, the six hour night time traffic (0 AM and 6 AM) only is to be taken for computing CFD for top-down cracking analysis. If the exact proportions of traffic expected during the specified six-hour periods are not available, it may be assumed that the total night time trafic is equally distributed among the twelve night, hours. Similarly, the total day time traffic may be assumed to be distributed uniformly ‘among the twelve day hours. The Cumulative fatigue damage (CFD) expressions for bottom-up and top-down cracking cases are given by Equations 7 and 8 respectively. The times indicated in the equations will vary depending on the geagraphical location of the project site but the duration of each period will practically remain the same. croqaucy= (10 Akio 4 PM a cro(TOC)= SP. (0AM to 6 AM) ® where, N, = allowable number of load and temperature differential cycles for the wheel load group during the specified six-hour period 20IRC:68-2011 predicted number of load and temperature differential cycles forthe th load group during the specified six-hour period J = total number of load groups 64 Erosion Consideration 6.4.1 AASHO Road Test indicated that erosion of the foundation is an important ‘mode of failure in concrete pavements in addition to fatigue cracking and must be considered in the design. Analysis of the AASHO road test data by Portland Cement Association (PCA, 1980) suggests that the erosion was caused largely by tandem and multi-axle vehicles and that single axles were mostly responsible for fatigue cracking of slabs. Since tandem, tridem and multiexle vehicles form a large percentage of the total commercial vehicles on highways in India, erosion data needs to be collected for revision of the future guidelines. Record of pavement performance data including loss of erodible material from untreated subgrade and subbase of the concrete pavements will be necessary for modification of the guidelines since erosion is dependent on the quality of subbase and subgrade, climatic concitions as well as the gross weight of the vehicles. 65 Drainage Layer 6.5.1 Heavy axle loads commonly ply on major roads in India and therefore, it should be ensured that the unbound layers clo not undergo unacceptable permanent deformation under repeated loading. Entrapped water in the subgrade and granular subbase may cause erosion of the foundation material since pore water pressure generated by tandem and tridem axle loads may be substantially high. It may be ‘mentioned that pavement deflection due to heavy tandem and tridem axles can be as high as 1.0 mm which may result in the formation of voids below the pavement due to the permanent deformation of the foundation material. Presence of excess moisture accumulated in the unbound foundation layers due to infiltration or due to thawing in snow-bound regions is conducive for development of permanent deformation in these layers. 6.5.2 To facilitate the quick disposal of water that Is likely to enter the subgrade, a drainage layer together with a fiter/separation layer may be provided beneath the subbase throughout the road width. The filterseparation layer prevents fines from pumping up from the subgrade to the drainage layer. It also provides a platform for the construction of the drainage layer. The amount of water infitrating into the pavement should be assessed and a drainage layer having the required permeabilly needs to be designed, In no case should the coefficient of permeability of drainage layer be less than 30 miday even for low rainfall area. The requirement of the coefficient of permeability can be as high as 300 miday or more in some cases and itis essential 24IRC:58-2011 to design the drainage layer appropriately for major highways in areas having annual rainfall in excess of 1000 mm. Regional experience is the best guide. The drainage layer can be treated with 2 percent cement or 2.5 percent bitumen emulsion so as to permit the construction traffic without any sideway displacement and/or shoving of the aggregates. If granular layers are not needed because of high strength subgrade, synthetic geo-composite with reduced thickness of granular layer can be used over the subgrade to function both as a filter as well as a drainage layer. 6.5.3 The grading Ill and IV of granular subbase given in Table 8 of IRC:15 with percent fines passing 0.075 mm sieve less than 2 percent can be expected to have the required permeability of more than 300 miday needed for high rainfall areas. Laboratory tests should be done to ensure that the drainage layer has the required permeability. Los Angeles abrasion value of the aggregates used for drainage layer must be less than 40 percent to limit degradation during compaction. Field tests conducted by Ridgeway (1976) in USA indicated that itis the duration of rainfall rather than its intensity that is critical for infiltration of water into the pavement. It was found that the infiltration rate through the joints/cracks was 0.223 m*iday/m and this value can be used for design of drainage layer. The infiltration rate per unit area q, can be expressed as chin) Ke ©) where, 1, = crack intration rete, mdayim NY, = numberof ngitucnajintsleracks W, = wich of pavement subjected to inftration, m W, = length ofthe transverse cracks o joints. C, = spacing of transverse joints, m , = rate of infiltration through un-cracked pavement surface (m?/day/m), which is almost negligible for cement concrete. ‘An example of design of drainage layer is given in Appendix-VI 6.6 Tied Concrete Shoulder and Widened Outer Lane 6.6.1 Tied coment concrete shoulders are recommended to protect the edge of high volume highway pavements. These guidelines provide or design ofconcrete pavements with tied concrete shoulders. Widening of outer lanes of concrete pavement by 0.5 m 0.0.6 m can be adopted for two-lane two-way roads to reduce the flexural stresses in the wheel path region. Analysis of typical concrete pavernents shows that provision of ‘a widened outer lane functioning as a monolithic concrete shoulder reduces the edge 2IRc:68-2011 flexural stress by 20 to 30 percent. This will result in reduction of pavement thickness. ‘The total quantity of concrete is likely to be nearly the same as that without shoulder. Rough texture, if provided to the widened part, will bring in additional safety to vehicles particularly during night hours. Thicknesses of pavements with widened outer lane as ‘well as tied concrete shoulder are almost the same. An example of designing concrete pavements with widened outer lanes has been included in Appendix-VIL 6.7 Bonded Rigid Pavement 6.7.1 By eliminating the polythene separation membrane between the concrete slab and dry lean concrete (DLC) subbase, the monolithic action of the two layers can be expioited to reduce the pavement thickness. For pavements constructed with {ull bonding between the slab and DLC layer, transverse joints may be formed in the DLC layer by cutting grooves fo 1/3" of its depth at exactly the same locations where transverse joints are to be provided in the upper PQC layer in order to prevent random ‘cracking of upper layer due to oracks in the un-jointed DLC layer. Wet concrete slab ‘over wet lean concrete subbase is a practice adopted in many projects in USA and Europe and the joints are cut only in PAC to about one fourth to one third of the total thickness of POC and the lean concrete subbase. An example of design of bonded rigid pavement is given in Appendix-VIl, The 7-day compressive strength of the DLC layer in bonded rigid pavement should not be less than 10 MPa. 6.7.2 __Agranuiar subbase of 200 mm to ZDU mm thickness may be provided below the DLC layer for bonded conerete pavement for fitration and drainage. The effective modulus of subgrade reaction of the subgrade-granular subbase combination can be estimated from Table 3. Total siab thickness (h) over the granular layer is worked out for the given traffic and other design parameters. A part of the PC of thickness ‘h’ is to be replaced with 150 mm of DLC so that the combined floxural stifiness of the pavement slab layer (thickness of h,) and DLC layer (thickness of h,) is equal to or greater than the flexural stifiness of the slab of thickness ‘h’ over the granular layer. Flexural stiffness of a slab of thickness ,h, is given as El. Eh? Ca" RA) Where, E, u, |, hare the modulus of elasticity, Poisson's ratio, moment of inertia and thickness of the siab respectively. I the design thickness of the slab considering slab over a granular layer + subgrade foundation is “h*, and ifit is proposed to provide a DLC layer of thickness “h,” bonded to the concrete slab of thickness “h,” the thickness of the concrete stab (h,) can be obtained by equating the flexural stiffness of the design slab to the combined flexural stfiness of the DLC layer and concrete slab, Fig, 7 shows the bonded section with neutral axis in the pavement slab. 23 (10)IRC:58-2011 1 Conerete Sb, Eh rewataa gfe te bh dito Bw ohn] E/E, Fig. 7 Concept Used for Obtaining Combined Flexural tifness The neutral axis depth ‘d’, shown in Fig. 7, can be computed using Equation (11. Oe EAHA +0.5h,) ay Eh hee game ‘The flexural stitfnesses ofthe two layers can be determined using Equations (12) and (13) respectively He e (Hi +n (d-0.5n)") @ Flexural Stiffness 1 (POC) = (12) a) Ea(et dns +(e )helhy +d) ) Psa ues 2 (Lo) = CEN Cerne 8) 6.7.3 The combined flexural stfiness of the two layers should be equal to or more than the requirement of design flexural stiffress given by Equation (10). 28-day sirongth of DLC having a 7-day compressive strength of 10 MPa may be close to 13,6 MPa, The 'E’ of DLC as per IS 456 (2000) wll be about 18439 MPa (5000(F.,)*) However, as thin DLC layer is expected to crack due to shrinkage, contraction and the construction traffic due to lower tensile strength, the effective modulus of the DLC layer may be taken as E = 1000xf,, = 13600 MPa (AUSTROADS, 2004). Poisson's ratio of DLC may be taken as 0.2. (13) 68 Anchor Beam and Terminal Slab 6.8.1 During the hot season, the concrete slabs expand and this will result in the build-up of horizontal thrust on dirt-walljabutment of structures. To contain this thrust, RCC anchor beams are generally provided in the terminal slab. A series of expansion joints may also be provided to accommodate the expansion. The terminal slab, therefore, will have to be reinforced to strengthen it. The details of the anchor beam and terminal slab are discussed in IRC:15. 2469 694 IRO:58-2011 Recommended Procedure for Slab Design ‘The following steps may be followed for design. Examples of design of different categories of concrete pavements using the current guidelines are given in Appendix VI Step 1 Step 2 Step 3 Step 4 Step 5 Step 6 Step 7 Step 8 Stipulate design values for the various parameters, Select a trial design thickness of pavement stab Compute the repetitions of axle loads of different magnitudes and different categories during the design life Find the proportions of axle load repetitions operating during the day and night periods Estimate the axle load repetitions in the specified six-hour-periad during the day time. The maximum temperature differential is assumed to remain ‘constant during the 6 hours for analysis of bottom-up cracking Estimate the axle load repetitions in the specified sixchour period during the night time. The maximum negative temperature differential during night is taken as half of day-time maximum temperature differential. Built in negative temperature differential of 50°C developed during the setting of the concrete is to be added to the temperature differential for the analysis of top-down cracking, Only those vehicles with spacing between the front (steering) axle and the first rear axle less than the transverse joint spacing need to be considered for top-down cracking analysis, Compute the flexural stresses at the edge due to the single and tandem axle loads for the combined effect of axle loads and positive temperature differential during the day time. Determine the stress ratio (Flexural stress! ‘Modulus of Rupture) and evaluate the cumulative fatigue damage (CFD) for single and tandem axle loads, Sum of the two CFDs should be less than 1.0 for the slab to be safe against bottom-up cracking, Compute the flexural stress in the central area of the pavement slab with the front axle near the approaching transverse joint and the rear axle close to the following joint in the same panel under negative temperature differential. Determine the stress ralio and evaluate the CFD for different axle loads for the analysis of top-down cracking. CFD should be less than 1.0 for top-down cracking design. 6.9.2 The entire design process is programmed on an excel sheet and is included in a CD enclosed with these guidelines. This will enable the designer make several trials, conveniently. The designer has to provide traffic data such as rate of traffic growth, 25IRC:58-2011 axle load spectrum, proportion of single, tandem and iridem axies, proportion of tru ‘with wheel base less than transverse joint spacing (say 4.5 m). All relevant traffic and material data are inputs to the excel sheet, 6.9.3 _ tis worth noting that concrete strength increases with age. The excel sheets provide designs by considering 90 day strength of paving concrete. Any other strength including that of high performance concrete can be the input. 90 day strength can safely be used because ofthe following considerations. 1). Design trafic for edge stress calculation is taken as 25 percent against only 2 to 3 percent axles that actually move near the edge i) Assumption of low terminal load transfer efficiency at transverse and longitudinal joints for stress calculation. Load induced flexural stress in the early years of pavements will only be a fraction of computed stress ii) The conservative assumption of highest temperature differential being constant for 6 hours both during the day and night hours throughout the design period leads to high computed CFD 'v) Conservative recommendation of dowel bar design. There is hardly any gap betwoen the concrete slabs at transverse joints due to the absence of {expansion joints but a gap of 5 mm is assumed inthe design of dowel bar ¥) The moisture gradient across the depth of the concrete is opposite to that of the temperature gradient and hence the curling caused by tomporaturo gradient is nullified to some extent by the warping caused oy the moisture gradient 7 DESIGN OF JOINTS 7A Spacing and Layout 7.1.1 Greatcare is needed in the design and construction of ints 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 7.1.2 Coment Concrete Pavements have transverse and longitudinal joints. Different types of transverse joints are: i) Contraction joints 1) Construction joints ii) Expansion joint iv) Longitudinal joint 7.4.3 Contraction joints are transverse joints which relieve the tensile stresses in concrete pavements, The joint spacing of a concrete pavement depends upon the type of coarse aggregates and the average temperature fluctuation in different seasons. The spacing of contraction joints should be limited to 4.5 m to prevent top- down cracking during the night hours. 26IRC:58-2011 7.1.4 _ Expansion joints are transverse joints to allow expansion of concrete slab due to rise in average temperature in summer months. These joints are difficult to maintain and they get filled up with dirt and other incompressible materials causing locking of the joints and preventing expansion of concrete slabs. They are, therefore, no longer in use except near permanent structure lke bridges and culverts. 7.1.5 Construction joints should, as far as possible, be placed at the location of contraction joints except in case of emergency when a key joint may be used. 7.4.6 Longitudinal joints are required in pavements of width greater than 4.5 m to allow for transverse contraction and warping. 7.2 Load Transfer at Transverse Joints 7.2.4 Load transfer to relieve part of the load stresses in edge and comer regions ‘of pavement siab at transverse joints is provided by means of mild steel round dowel bars. In coastal and high rainfall areas coated/corrosion resistant dowel bars are often used to provide long term load transfer. The coating may be zinc or lead based paint or ‘pony coating, Dowel bars enable good riding quality o be maintained by preventing faulting at the joins. For general provisions in respect of dowel bars, stipulations laid down in IRC:15, may be followed. More dowel bars may be provided under the wheel path of heavy commercial vehicles in the light of past experience. Designer may use histher discrotion after a study of the traffic pattern 7.2.2 From the experience gained all over the world, itis found that itis only the bearing stress in the concrete that is responsible for the performance of dowel bars at the joints. High concrete bearing stress can fracture the concrete surrounding the dowel bars, leading to the looseness of the dowel bar and the deterioration of the load transfer system with eventual faulting of the slab. Larger diameter dowel bars are found to provide better performance. Maximum bearing stress (F,,) between the concrete and dowel bar is obtained from Equation (14). ws P(2 + 62) (ay El Fomax where Kena lave stifess ofthe bar embedded in conerete, mm = |r = modulus of dowel support, MPa/m iameter of the dowel, mm nt width (5 mm for contraction joint and 20 mm for expansion joint), in min, jodulus of the elasticity of the dowel bar, MPa = moment of inertia of the dowel, mm* ad transferred by design dowel bar, kN ar ~mNe xIRC58.2011 7.23 The modulus of dowel support ranges from 80,000 to 4,15,000 MPalm. A typical value of 415,000 MPalm may be adopted for design since only the fourth root ofthe k-value affects the computation off. 7.2.4 Each dowel bar should be designed for the maximum load being transferred by tfor the allowable bearing pressure. Equation (15), based on the expression given by the American Concrete Institute (ACI) Committes-225 may be used for calculation of the allowable bearing stress on concrete. : = (101.6-ba Fon 95.28 (18) lowable bearing stress, MPa b, = dowel diameter, mm £,, = characteristic compressive strength of the concrete, MPa (For M 40 concrete, f= 40 MPa (28 days) = 48 MPa (80 days) 7.25 Since the inital load transfer efficiency (LTE) at the transverse joint is almost 100 percent and it takes a long time for the LTE to decrease with traffic repetitions, 90 day compressive strength can safely be used for the computation of allowable bearing stress, 7.2.6 For heavy traffic, greater than 450 CVPD, dowels are to be provided at the contraction joints since aggregate inter-fock cannot be relied upon to effect load transfer across the joint to prevent faulting due to the repeated loading of heavy axles, Joint widths of 5 mm and 20 mm may be taken for stress computation in dowel bar at contraction and expansion joint respectively. Recommended diameter and length of dowel bars are given in Table 5. Table § Recommended Dimensions of Dowel Bars Dowel bar details Sib thickness mm Diamar, mm | Langih, mm | — Spacing, 20 3B 5a 300 3 30 0 300 250 32 450 300 20 35 300 300 38 30 360 38 300 Note: Thevalues glvenare for general guidance, Field performance underheavyloading prevalent in India will be the most appropriate guide. Dowel bars are not satisfactory for slabs of ‘small thickness and shall not be provided for stab of less than 200 mm thickness. 28IRC:58-2011 7.2.7 Dowel group action When loads are applied at a joint, a portion of the load is transferred to the other sido of the slab through the dowel bars. If the load is near the joint of a pavement slab tied to a concrete shoulder, a part of the load is transferred to the shoulder also. ‘The dowel bar immediately below the wheel load carries maximum amount of load and other dowel bars transfer progressively smaller magnitudes of loads. Repeated loading causes some looseness between the dowel bars and the concrete slab and recent studies indicate that the dowel bars within a distance of one radius of relative stifiness (1.0 /) from the point of load application participate in load transfer. Assuming a linear variation of the load carried by different dowel bars within 1.0/, the maximum load carried by a dowel bar can be computed. Appendix-Vill contains an example of design of dowel bar system. 8 TIE BARS FOR LONGITUDINAL JOINTS 8.1 The longitudinal joint is expected to open up during the service period (in case of heavy traffic, expansive subgrades, etc.) and tie bars may be provided in accordance with the recommendation of IRC:15. For the sake of convenience of the designers the design procedure recommended in IRC:15 is given here. 82 Design of Tie Bars 8.2.1 The area of steel required per metre length of joint may be computed using Eaton 8 yet 09) Invi ZA, arn otal in ried pr ong fot b lane wth int F =coefficient of friction between pavement and the subbase/base (usually taken as 1.5) weight of slab in kNim? and allowable working stress of steel in MPa 82.2 The length of any tie bar should be at least twice that required to develop 2 bond strength equal to the working stress of the steel. The formula for estimating the length of tie baris given as Equation (17), 2SuAce BP oe (a7) In whieh: L_ = length of tie bar (mm) S, = allowable working stress in steel (MPa) 29IRO:58-2011 A,,= cross-sectional area of one ti P= perimeter of tie bar (mm), and bar (mm) BB* = permissible bond stress of concrete (|) for deformed tie bars = 2.46 MPa, (i) for plain tie bars ~ 1.75 MPa. 8.2.3 Reinforced Cement Concrete needs to be provided in pavement panels in curved portions of radius loss than 45 m and at underpasses, on steep gradients, and for slabs having man-hole cover slab having L/B (length to breadth) ratio more than 1,8 and in other similar situations, 8.2.4 Topermit warping at the oint, the maximum diameter of tie bars may be limited to 16 mm, and to avoid concentration of tensile stress they should not be spaced more than 750 mm apart, The calculated length, L, may be increased by 50 to 80 mm to account for any inaccuracy that may occur in the placement during construction. An ‘example of design of tie bar is given in Appendix.1X. 8.2.5 Typical tie bar details for use at central longitudinal joint in double-lane rigid pavements with a lane width of 3.50 m are given in Table 6. The same specifications may be used for the tied concrete shoulder also. Table 6 Details of Tie Bars for Longitudinal Joint of Two-Lane Rigid Pavements slab | Tie Bar Detal Thickness | Diameter | Max. Spacing, mm jum length, mm mm (a)mm_[~~Piain | Deformed _| Deformed i 8 330 530 480 150 10 520 830, 560, 10 390 620 560 ao 12 560 900 640 250) 12 450 720 640) a 12 370 00 640) 16__| __660 1060 800. 12 320 510 640 oon 16 570 810 800 Note: The recommended details are based on the following values of different design parameters: S = 125 MPa for plain bars, 200 MPa for deformed bars; bond stress for plain bars = 1.75 MPa, for deformed bars = 2.46 MPa as per IRC:15, Tie bars dformed/plain shall conform to IS 1786 and IS 432 respectively. 9 REINFORCEMENT IN CONCRETE SLAB TO CONTROL. CRACKING 9.1 Reinforcement, when provided in concrete pavements, is intended to hold the cracked faces tightly together, so as to prevent opening of the cracks and to maintain 30IRc:s8-2011 aggregate inter-lock required for load transfer. Itdoes not increase the flexural strength of unbroken slab when used in quantities which are considered economical 9.2 Reinforcement in concrete slabs, when provided, is designed to counteract, the tensile stresses caused by shrinkage and contraction due to temperature or moisture changes. The maximum tension in the steel across the crack equals the force required to overcome friction between the pavement and its foundation, from the crack to the nearest joint or free edge. This force is the greatest in the middle of the slab where the cracks occur first. Reinforcement is designed for this critical location, However, for practical reasons reinforcement is kept uniform throughout the length for short slabs. 9.3 The amount of longitudinal and transverse steel required perm width orlength of slab is computed by the following formula: = LAW Arg, (18) in which A, = area of steel in mm? required per m width or length of slab distance (m) between free transverse joints (for longitudinal steel) or free longitudinal joints (for transverse steel) f= coefficient of friction between pavement and subbaseibase (usually taken as 1.5) W= weight of the slab in kNim? and Se llowable working stress in stee! in MPa (usually taken as 50 to 60 percent of the minimum yield stress of steel) 9.4 Since reinforcementin the concrete slabs is not intended to contribute towards its flexural strength, its position within the slab is not important except that it should be adequately protected from corrosion. Since cracks starting from the top surface are ‘more critical because of ingress of water when they open up, the general preference is for the placing of reinforcement about 50 to 60 mm below the surface. Reinforcement is often continued across longitudinal joints to serve the same purpose as tie bars, but it is Kept at least 50 mm away from the face of the transverse joints and edge. In special cases, the steel reinforcement shall be provided in acute curve portions, under passes, steep gradients and slabs having man-hole covers and slabs having length to breadth ratio more than 1.5 and at acute angled corners, 40. WIDENING OF CONCRETE PAVEMENTS FROM 4 LANES TO 6 LANES 10.1. The rapid increase in traffic demands an up-gradation of existing concrete roads and additional lanes are to be added to accommodate the increasing traffic. in 34IRO:58-2011 ‘order to convert the existing 4-lane facility to 6-lane facil, one 3.5 m wide lane has to be added on each side of the pavement as illustrated in 8, The ouler 1.5 m of the lane becomes part of the shoulder. The newly added lane should be tied to the shoulder of existing pavement. Tie bars can be placed by drilling holes along the longitudinal edge of shoulder of the existing pavement and epoxy grouting. The side faces may be chipped by mechanical equipment before concreting. 1) 2) 3) 4) 5) 6) aa vente a Existing central longitudinal vetorinte — TEEMENSHEINE tne bar nevi sab Fig. 6 llustration of Addition of A Lane to an Existing Pavement 41 LIST OF REFERENCES ASTM 4429-9, Standard test methods for CBR of soils in place. htip-/wunw.pavementpreservation.org/conerete/Concrete Pavement Rehab. af AASHTO (1993), ‘AASHTO Guide for Design of Pavement Structures’, American Association of State Highway and Transport Officials, Washington De, AUSTROADS (2004), 'A Guide fo the Structural Design of Road Pavements’ ARRB Transport Research Ltd, Australia Pea (1980) “Joint Design for Concrete Highways and Street Pavements’, Portland Cement Association, USA. NCHRP (2004), "2002 Design Guide Design of New and Rehabilitated Structures,” Draft Final Report, NCHRP Study 1-37A, National Cooperative Highway Research Program, Washington, DC. 32.7” 8) 9) 10) ny 12) 13) 14) 15) 16) 17) 18) 19) 20) 21) 22) IRC:58-2011 MORTH (2001) Specifications for Road and Bridge Works, Published by Indian Road Congress, New Delhi, 2001 AT. Papagiannakis, E.A. Masad (2008), ‘Pavement Design Materials’ John Wiley & Sons, Inc. Ridgeway, H.H,(1976), ‘Infitraion of Water Through Pavement Surface’, ‘Transportation Research Record, Transportation Research Board, 616, pp 98- 4100. Cedergren HR. (1974), Di Wiley and Sons’ IRC:SP-42, ‘Guidelines on of Road Drainage’ Indian Roads Congress. IRC:SP-52, ‘Guidelines on Urban Drainage’, Indian Roads Congress. Is 4932 (Part Iv) - 1968 Methods of Test for Stabilized Soils Part 4 Wetting and Drying, and Freezing and Thawing Tests for Compacted Soi-Cement Mixtures Pickett, G, and G.K. Ray(195t). ‘Influence Charts for Concrete Pavements’ Transactions, ASCE, Vol. 116, pp. 49-73 Croney, D. and Croney, P. (1992) ‘The Design and Performance of Road Pavements’ Second Exliton, 1982, McGraw Hils International Series in Civil Engineering Patel Chintan kumar K.(2010), ‘Theoretical Investigation of Crack in Concrete Pavement with Tied Concrete Shoulder’ M.Tech Thesis, Transportation Engineering section, Civil Engineering Department, IIT Kharagpur JamshidArmaghaniand Roger Schmitt(2006),'Long-Life Concrete Pavements- ‘The Florida Perspective’ Int. Conf. on Long-Life Concrete Pavements Chicago, Hingis, USA, \V.V.Subramanian(1964), ‘Investigation on Temperature and Friction Stresses in Bonded Cement Concrete Pavement’ Ph. D thesis Transportation Engineering Section, Civil Engineering Department, IT Kharagpur, IRC:SP:76-2008, “Tentative Guidelines for Conventional, Thin and Ultra-Thin White Topping’, Indian Roads Congress, New Delhi Kohn,S.D. and Tayabji,S.D.(2003),"Best_ Practice for Airport Portaland Cement Concrete Pavement Consruction|,|PRF-01-G-002- 4,Washington,DC:Innovative Pavement Research Foundation.http:/www. ipriorg/productsimain.htma Neville, A.M. and Brooks, J.J. (2010) "Concrete Technology”, Prentice Hall IRC:SP:62, ‘Guidelines for the Design and Construction of Cement Concrete Pavement for Rural Roads,” Indian Roads Congress. inage of Highway and Airleld Pavements, John 33IRC:58-2011 23) 24) 25) 26) 27) 28) 29) IRC:15, Standard Specifications and Code of Practice for Construction of Concrete Roads , Indian Roads Congress, New Delhi IRC:37, Guidelines for Design of Flexible Pavements, Indian Roads Congress, New Delhi ASTM D559 - 03 Standard Test Methods for Wetting and Drying Compacted Soil-Cement Mixtures ASTM D560 -03 Standard Test Methods for Freezing and Thawing Compacted Soil-Cement Mixtures Norbert Delatte ‘Concrete Pavement Design, Construction, and Performance’ Taylor & Francis,2008. ASTM 6951-09,’ Standard Test Method for Use of the Dynamic Cone Penetrometer in Shallow Pavement Applications’ Innovative Application for non-woven Geotextiles in Concretes Pavements, Robert Rasmmssem and Sabrina Garber. 34IRC:58-2011 APPENDIX4 (Refer Clause 5.7.4.2) INTERNATIONAL PRACTICES ON THE USE OF CEMENTED SUBBASES FOR CEMENT CONCRETE PAVEMENTS While a DLC subbase of 10 MPa, 7-day average compressive strength is being commonly used in India, non-availability of good quality aggregates is causing problems to road construction activity in India and other countries due to closure of quarries, restriction on new quarry sites as well as crushing of aggregates from environmental considerations. It is worth-while to examine the international practice in the construction of cemented/stabilized subbases adopted in this regard. The subbases used for heavy-duly pavements have to be uniform and provide permanent ‘support without erosion under adverse conditions of wetting and drying as well as freezing and thawing. ‘Standards and specifications adoptedin different countries for subbase layer vary widely. ‘Amaximum compressive strength of 8.5 MPa is racommended in US and Canada for highway pavements to control curling stresses. AUSTROADS (2004) recommends a characteristic 28-day compressive strength of § MPa with flyash and 7 MPa without flyash. Marginal as well as recycled concrete aggregates are being increasingly used 1s they are able to meet the afore-mentioned strenath requirements. The subbases must satisfy the relevant durabilly criteria so that they do not erode. Loss of weight shall not exceed 14 percent after 12 cycles after wetting and drying! freezing and ‘thawing tests conducted as por ASTM D559-03 (2010) and ASTM D560-03 (2010). 35IRC:58-2011 APPENDIX-II (Refer Clause 5.7.5) INTERNATIONAL PRACTICE ON USE OF DEBONDING LAYER OVER STABILIZED/CEMENTED SUBBASE Concrete slabs expand and contract with temperature and moisture changes. High strength stabilized subbase layers have a rough texture offering high frictional restraint to the concrete pavement movernent causing cracking at early stages when the concrete is weak, The most common practice has been use of two layers of wax ‘emulsion. Choke stone has been used in many projects in USAas a de-bonding layer. Itis a small size uniformly graded a stone layer usually 13-25mm thick below the PAC. slab. The bond prevention quality of choke stone are superior to that of a wax base liquid membrane forming curing compound or asphalt emulsion as per experience in USA. The nominal size of aggregates in choke stone material is 9.8mm. Bituminous surface dressing has also been used as a debonding layer. If Bituminous Concrete or Dense Bituminous macadam are placed below the PQC slab, no de-bonding layer is necessary since the bituminous mixes allow expansion and contraction ofthe slab. 5 mm thick non-woven geotextile has been used in Germany as de-bonding layer. 36IRO;58-2011 APPENDIX-II (Refer Clause 5.8.6.2) VALIDITY OF FATIGUE EQUATIONS ADOPTED IN THE GUIDELINES ‘The fatigue equation adopted in the Mechanistic Empirical Pavement Design Guide (MEPDG) recently developed USA (NCHRP, 2004) for a reliability of 90 percent gives fatigue lives that are practically the same compared to those obtained by using the faligue equations adopted in the present guidelines. The design thicknesses obtained for a typical concrete pavement using the fatigue criteria adopted by MEPDG (NCHRP, 2004) and the fatigue criteria adopted in these guidelines are practically the same, ‘The MEPDG fatigue equation for concrete is -SR-#{10g10(1 ~ p)} o.2t7 log tA = any where, N, = fatigue life at load level r stress caused at load level r Todulus of rupture of conereie P =probability of 10 percent fatigue cracking failure at the end of design period (in decimal) SR, = stress ratio at load level r = Reliability = 1- p ‘Suggested reliability values for different types of roads are Village Roads 60% District Roads 70% State Highways 80% national highways and expressways 90% 7IRC:68-2011 APPENDIX-IV (Refer Clause 6.2.2) STRESS CHARTS FOR BOTTOM-UP CRACKING ANALYSIS 2s ohio ain efi Pain we bieiso maim mab 300 Pam ‘lecaral Sivess, MPa =— | t_| | 200 250 300 380 0 | ‘Slab Thickness, man Fig. V.1 Stress due to Single Axle Load of 80 KN, AT= 0°C, without Concrete Shoulder ‘lea Sra Pa | Fig. 1V2 Stress due to Single Axle Load of 120 KN, aT= 0°C, without Conerete Shoulder Contd, 38IRC:58-2011 APPENDIXIV Contd, eso MPain ‘Flexural Stes, MPa Bow = k=to Pam a be1s0 MPa 2-4-3060 Pat —ekesoMPain s maT He150 MPa = 1-300 Main fy eset Pas 2 i Bs 22 | of | ° S| 1350 200 250 300 350 00 Slab Thickness mn Fig. VA Stress due to Single Axle Load of 200 kN, AT= 0°C, without Concrete Shoulder 39 Contd,IRC:88-2011 APPENDIXAV Contd 40 Mam Fe pecan | +1150 Min ar ii00 Pv ‘ieworal Stes, MPa Fig. IV Stress cue to Single Axle Load of 240 kN, AT= 0°C, without Concrete Shoulder reso Pa ten ara | a tents0 mPa =a =300 MPal Flexral Ste MPa 150 200 250 300 50 400 Slab Thickness, mmr Fig, 1V.6 Stress due to Single Axle Load of 80 KN, 4 °C, without Concrete Shoulder Contd 40IRC:58-2011 APPENDIX-IV Conta. os 31-300 MPa 200 250 300 ‘Slab Thickness, am Fig. 1V7 Stress due to Single Axle Load of 120 kN, AT= 8°C, without Concrete Shoulder 350 400 =| ket Pam | ee 80 MPa e150 Pam a= ke00 MPa 150 0 200 250 300 Slab Thieknes, mon 350 ‘300 Fig. V8 Stress cue to Single Axle Load of 160 KN, 4 a °C, without Concrete Shoulder Contd.APPENDIX-IV Contd... 150 Pain| aS ies00 Mr Flexural Sires, MPa 150 200 250 200 ‘Slay Thickness, mm Fig. 1V.9 Stress due to Single Axle Load of 200 kN, AT= 8°C, without Concrete Shoulder lexural Stress, MPa 350 200 250 300 Slab Thickness, mm 350 40 Fig, IV.10 Stress due to Single Axle Load of 240 KN, AT= 8°C, without Concrete Shoulder 42 Conta,IRC:68-2014 APPENDIXAV Contd 3 isto Pain as —--psonbain| iB aie 1S0 MPa se 2 SUNT 7 ais 3 Bi é 9 . 10 200 250 200 350 400 Stab Thkness Fig, IV.1 Stress due to Single Axe Load of €0 KN, AT= 13°C, without Concrete Shoulder eto mean ee : : =e he TEI a e Bis = . : Oo ee Fig, 1V.12 Stress due to Single Axe Load of 120 kN, AT= 13°C, without Gonerete Shoulder Contd, 43IRC:88-2011 APPENDIX-IV Contd, 6 peers 5 a e1s0nera §. ae i 2 & 1 ° 150 200 250 200 350 400 Slab Thickness mn Fig. V.19 Stress due to Single Axle Load of 140 kN, AT= 13°C, without Conerete Shoulder Fig, V.14 Stress due to Single Axle Load of 160 KN, AT= 13°C, without Concrete Shoulder Cont. 44IRC:58-2011 APPENDIX-IV Cont bso meesetsoatrain Fecoralatres, MPs 150 200 250 300 2330 00 ‘Slab Thickness, mam Fig, 1.15 Stress due to Single Axio Load of 200 KN, AT= 13°C, without Concrete Shoulder eH res00 MPa Flexural Stes MPa 150 200 250 300 350 00 ‘Slab Thins, man Fig. 1V16 Stress due to Single Axle Load of 240 KN, 4 3°C, without Concrete Shoulder Contd, 45IRC:68-2011 APPENDIXAV Contd as = 3 a —a-sostraie—| mie t80 Mohn 2s is i= 200 man gq a He us | — - i E le ° : 150 200 250 300 350 400 ‘Slab Thickness, 77°C, without Concrete Shoulder Fig. IVA7 Stress due to Single Axle Load of 80 KN, 4 150 200 20 300 350 400 ‘Slab Thickness ram Fig. 1.18 Stross due to Single Axle Load of 120 kN, AT= 17°C, without Concrete Shoulder Cont. 46IRC:58-2011 APPENDDXAV Conta. Ske woMae 150 200 250 300 350 400 ‘Slab Thickness, Fig, IVA9 Stress due to Single Axle Load of 160 KN, AT= 17°C, without Concrete Shoulder 150 200 250 300 380 00 Slab Thickness Fig. 1V.20 Stress due to Single Axle Load of 200 kN, AT= 17°C, without Conerete Shoulder Contd. a7IRC:58-2011 APPENDIX-V Contd, ‘Pexural tres, MPa 350 200 250 00 350 400 Slab Thins mm Fig, 1V21 Stress due to Single Axle Load of 240 KN, AT= 17°C, without Concrete Shoulder conan eee FiecuralStress Pa 150 200 250 300 350 200 Slab Thickness, mn °C, without Conerete Shoulder Fig. V.22 Stress due to Single Axle Load of 80 KN, AT: Contd, 48IRO:58-2014 APPENDDXAV Contd, Flexural tree, MPa 1s os | 150 200 250 30 350 Slab Toleknes mam Fig.V.23 Stress due to Single Axle Load of 120 kN, AT= 21°C, without Conerete Shoulder —o———_—! ke tna | mein 1:03 Tiexural Stres, MPa 130 200 250 300 330 400 ‘Slab Thine, Fig. 1V.24 Stress due to Single Axle Load of 160 kN, AT= 21°C, without Concrete Shoulder Conte, 49IRO:58-2011 APPENDIXV Contd, monks s0 ra Si tanita ‘lexural Sues, MPa 150 200 250 300 350 400 ‘Slab Thicenes, am Fig. 1V.25 Stress due to Single Axle Load of 200 KN, AT= 21°C, without Concrete Shoulder Flexural Stree, MPa 150 200 250 300 380 400 Slab Thekness nm Fig. 1V.26 Stress due to Single Axle Load of 240 kN, AT= 21°C, without Concrete Shoulder Conta, 50IRC:58-2011 APPENDIXV Contd ° $$$ —____—— 130 200 250 300 Slab Thekness, ram 350 490 Fig. 1V.27 Stress due to Single Axle Load of 80 KN, (°C, with Tied Conerete Shoulder = ou ak so Mov 150 200 250 300 Slab Thickness, mam Fig, 1V28 Stress due to Single Axle Load of 120 kN, AT 51 o 350 400 YC, with Tied Concrete Shoulder Contd,IRC:58-2011 Flexaral Siresx Ma APPENDIX.V Contd eka 40 Main eon ate k= 180 Pon Sea | Fig. 1V.28 Stross due to Single Axle Load of 160 KN, 41 200 250 300 350 400 Slab Thies, mam °C, with Thed Concrete Shot ulder a5 4 le ek 40 Pana =i we oo 1s0 3000] =sk= 300m 0 $e 200 250 300 380 400 ‘Slab Thickness, am Fig. 1V30 Stress due to Single Axle Load of 200 KN, AT= 0°C, with Tied Concrete Shoulder ‘Cons 52‘Flexural tres, MPa 250 300 ‘Slab Thleknes, nm 150 Fig. V1 Stress due to Single Axle Load of 240 kN, aT= 0" Flexuralsiress, Pa os 150 200 250 300 Slab Thickness, mm IRC:58-2011 APPENDIX-IV Contd, ek 40 rain ake 150 enn , with Tied Concrete Shoulder =e k-40 Par ae raf SE sonFaTT a= 200A 350 40 Fig, 1V.32 Stress due to Single Axle Load of 60 KN, AT= 8°C, with Tied Concrete Shouider 53 Conta,IRC:58-2011 APPENDIXIV Contd... ea kt0tarain a b-s0mrain ae be1s0 Male aerk=30004ra/m ‘FloxuralStrens MPa os 150 200 250 300 Slab Thickness, mm 350 400 Fig. 1V33 Stress due to Single Axle Load of 120 KN, 4’ FlexuraStreze, Pa 350 200 250 300 Slab Thiekness, mm Fig. 1.34 Stress due to Single Axle Load of 160 KN, a1 54 with Tied Conerete Shoulder °C, with Ted Conerete Shoulder Conta,IRC:58-2011 APPENDIX-IV Contd, a 4 x e-teto rain a s01ran a5 Tac easbiran 3 = 2s a z2 fis i 1 os ° 150 200 250 300-380 400 Sab Thickness, mm Fig. 1.35 Stress due to Single Axle Load of 200 kN, AT= 8°C, with Tied Conerete Shoulder Sai are 5 ca-tcsonevin Tater Ww ates tain i SS i Es ia 0 jn Slab Thickness, era Fig, 1V.36 Stress due to Single Axle Load of 240 KN, AT= 8°C, with Tied Concrete Shoulder Contd. 55APPENDIX-IV Contd 1 eo rafm eee Saf ak 300 Fah Floral Sireas, MPa ° 150 200 250 300 350 400 Slab hikes, nm Fig, IV37 Stress due to Single Axle Load of 80 KN, AT= 18°C, with Tied Concrete Shoulder a) ies ajo a aeons ae te1s0 eof, =a ie300 Meal 150 200 250 300 350 400 ‘Lb Thickness, Fig, IV.38 Stress due to Single Axle Load of 120 kN, AT= 13°C, with Tied Concrete Shoulder Contd, 56IRC:68-2011 APPENDIXAV Contd, iaPajn ements =a teas nal & 0oteraln| Flexural Sre55 MPa 150 200 250 300 Fig. 1.39 Stress due to Single Axle Load of 160 KN, 4 Slab Thickness; mm 48°C, with Tied Concrete Shoulder Se ieioMraln Sar icaonran I Flenural stress MPa Fig. 1.40 Stress due to Single Axle Load of 200 KN, A 87 Sab Thickness, nm 33°C, with Tied Concrete Shoulder Conta.IRC:58-2011 APPENDIX-V Contd, a ek 40 Palm : tama Seen i 3 | : op ‘Slab Thickness, | 1, with Tled Conerete Shoulder as | =e Kesnsitaim_| ‘ nto 150¢Fam 2 Seer sooTaT gas ee | . | os _ 300 Shab Thicness, rm Fig. V2 Stress due to Single Axle Load of 80 KN, a1 58 '7°C, with Tied Concrete Shoulder Conta,IRC:58-2011 APPENDIXV Conta Sera] at rai 150 1rain Tea S00 aPa/n Flexural Stress, MPa 150 200 250 300 350 400 Slab Thickness, mm Fig, 7°C, with Tied Concrete Shoulder S20 wPaim a K-80 af TsO MPalm eK 200 Palen Flexural stress, MPa 0 150 200 250 300 350 400 Slab Thickness, mm Fig, 1V.44 Stress due to Single Axle Load of 160 kN, AT= 17°C, with Tied Concrete Shoulder Conta.IRC:58-2011 APPENDIX-IV Conta, HI A0 Palen 1 PE ~ K-80 Palin 1150 alm eK 300 Palm Flenuralstress, MPa 150 200 250 300 350 400 Slab Thickness, mm Fig. 1VA5 Stress due to Single Axio Load of 200 KN, AT= 17°C, with Tied Concrete Shoulder ao aH s0nara/m a1 150 Man 4 = Flexural Stress, MPa 150 200 250 300 350 400 Slab Thickness, ram Fig, 1V.46 Stress due to Single Axle Load of 240 kN, AT= 17°C, with Tied Conerete Shoulder Conte. 60IRO:58-2011 APPENDDXAV Cont =mok=300MPa/m Flexural Stress, MPa 150 200 250 300 350 400 Slab Thickness, mm Fig. VA7 Stross due to Single Axle Load of 80 KN, AT= 21°C, with Tied Concrete Shoulder —ekaomraim | SES TeHOHIFaTT kot SoMealin_| ek 20084Pa/m as 3 Flenural Stress, MPa 150 200 250 300 350 400 Slab Thickness, mm Fig. IV.48 Stross duo to Single Axle Load of 120 kN, AT= 21°C, with Tied Concrete Shoulder Conta. etFig Fig APPENDIX-IV Contd... as Flexural stress, MPa os 150 1V49 Stress due to Single Axle Load of 160 KN, AT= 21°C, with Tied Concrete Shoulder 200 250 300 Slab Thicness, mm 350 400 a ke1s0 naan moh 3000. Flexural stress, MPa 150 200 250 300 Slab Thieknoss, mm 350 400 IV550 Stress due to Single Axle Load of 200 KN, AT= 21°C, with Tied Concrete Shoulder 62 ContdIRO:58-2011 APRENDIXAV Cont. ——=== —————— —a —eiesoTaPaim a k-s0nPaim Tac teaso nara ak 3001ra/m Flexural tress, MPa Fig. V1 Stress due to Single Axle Load of 240 KN, AT= 21°C, with Tied Concrete Shoulder 2 err ek-s0mPajm as a A 4-200 0m 5 i 1 gos —-| ° 150 200 250 300 350 400 Slab Thickness, mm Fig. 1V52 Stress due to Tandem Axle Load of 160 KN, AT= 0°C, without Conerete Shoulder Contd 63IRC:88-2011 2 APPENDIXV Conta, Flexural Stress, MPa 0s etetonrahn ate sonraf ae ke1s0nPa/m =e es00 raj 150 200 250 300 Slab Thickness, moma 350 400 1V'83 Stress due to Tandem Axie Load of 200 KN, 4° Fig Flexural Stress, MPa °C, without Conerete Shoulder Se ketonPalm 200 250 300 Slab Thickness, mm Fig, 1V'54 Stress due to Tandem Axle Load of 240 KN, 41 64 350 400 0°C, without Concrete Shoulder Conta,IRC:58-2011 APPENDIX:IV Contd —e=heto MPalm ee k-c0 Palm e500 nan ° 2 150 200 250 300 350 400 Slab Thickness, mm | Fig. IV'55 Stress due to Tandem Axle Load of 320 kN, A dor B eo k-40 Pam as aE kB0 Ta g* 7 24-300 ajar) & 25 B. 2 ys} _——_________ : 3 ° ‘om mw” Slab Thicknoss, om Fig. IV.56 Stress due to Tandem Axle Load of 400 kN, AT= 0°C, without Concrete Shoulder Conta 65IRO:58-2011 APPENDIX-IV Conte, les raf 80 Main ae ke1s01Pa/m ae Flexural Stress, MPa 150 200 250 300 350 400 Slab thickness, men ° Fig. IV.57 Stress due to Tandem Axle Load of 480 kN, AT= 0°, without Concrete Shoulder Fig, a rs erica Fahim a -20 Fah SESEISOHFa Se tes00 af 1s ess, MPa Flex 150 200 250 300 350 00 Slab Thickness, mm IV.58 Stress due to Tandem Axle Load of 160 kN, AT= 8°C, without Concrete Shoulder Conta, 66Flexural tres, Pa Fi io IRC:68-2011 APPENDIX-IV Conte eke 80 Malm ] eisai me tesouein ider ease araFm Baten! Flexural stress, MPa 350 200 250 300 Slab Thickness, mm Fig, 1V.60 Stress due to Tandem Axle Load of 240 KN, A 67 —ake150mrain 350 400 1, without Conerete Shoulder ContdIRC:88-2011 Fig, 1V61 Stress due to Tandem Axle Load of 320 KN, A\ APPENDIXAV Contd = a si _-mcwomrsin | Tan tcts0nafn : __ =k s00mralm £ & fat & 5? 7 @ 1 @ $ 150 200 230 300 350 400 6 5 a k-s0 ram a kAS0 Par ‘ ek 3008409 FloxuralStreae, MPa Fig, 1V.62 Stress due to Tandem Axle Load of 400 KN, AT= 8° 68 without Concrete Shoulder Conta,IRC:68-2017 APPENDDX-IV Contd —eictonraim —~artesontvay mae 1S0 Pai =e HOTTA 350 200 250 300 350 400 Slab Thickness, mm Fig, IV63 Stress due to Tandem Axle Load af 480 kN, AT= 8°C, without Concrete Shoulder rarer || aH e80 Palm FlexuralStreae Pa os} —_______— | a 150 200 250 300 350 400 Sab Thickness, mm Fig, IV.64 Stress due to Tandem Axle Load of 180 KN, AT= 13°C, without Concrete Shoulder Conte. 69IRC:88-2011 APPENDIX-V Contd cere eereall || 2 pe g> - —Zirvseonren ha Pa _ 7 : — Slab Thickness, mm Fig. 1V85 Stress due to Tandem Axle Load of 200 KN, AT= 13°C, without Conerete Shoulder =e icsonrale | 3 ne —wsesontrain—} mateo g25 - g aH Sao Pale g2 & as | = al g Ea : os = ° - 150 200 250 300 350 400 Slab Thickness, mm Fig. 1.86 Stress due to Tandem Axle Load of 240 kN, AT= 13°C, without Concrete Shoulder Conta, 70IRC:58-2011 APPENDIXV Contd aie a iesonrain_| 0am k= 00a] Flexural Sires Pa 250 200 250 300 aso 00 ‘Slab Thickness, men Fig, IV67 Stress due to Tandem Axle Load of $20 KN, AT= 13°C, without Concrete Shoulder T Son | aaj ese Fleral stress, MPa 150 200 250 300 350 400 Slab Thickness, mm 1V.68 Stress due to Tandem Axle Load of 400 kN, AT= 13°C, without Concrete Shoulder Contd, nmIRO:58-2011 APPENDIKAV Contd Soe : eee a g° Sate SOF PE : ry yl a Sab Thickness, om - Fig, 1V69 Stress due to Tandem Axle Load of 480 KN, AT= 13°C, without Concrete Shoulder ais woMrale ne meee 150 Pah SSS SOT] | Flexural Stress, MPa 150 200 250 300 350 400 Sab Thickness, mae Fig. IV.70 Stress due to Tandem Axle Load of 160 kN, AT= 17°C, without Concrete Shoulder Conta, 72IRC:58-2011 APPENDDGIV Cont... Kao a4 300 alee 150 200 250 300 ‘lab Thickness, mm o 350 400 Fig. IV71 Stress due to Tandem Axle Load of 200 kN, AT= 17°C, without Concrete Shoulder ast Flonural Suess, Pa 2 200 250 300 ‘Slab Thekness, ne 8 350 400 [eee Fig, 1V.72 Stress due to Tandem Axle Load of 240 kN, AT= 17°C, without Concrete Shoulder Contd.IRC:58-2011 Fig Fig, IV.74 Stress due to Tandem Axle Load of 400 KN, 41 Flexuralstress, MPa APPENDIX: Cont... Palm 5} ss atest 41501 SSSR TOTETT 150 200 250 Slab Thickness, mm 350 400 |V.73 Stress due to Tandem Axle Load of 320 kN, AT= 17°C, without Conerete Shoulder FlexuralStress, Ps ke sO P afm o $s 150 200 250 30 350 Stab Thickness, mm 7°C, without Concrete 74 maet-sauraia | make sso nro rT] 400 Shoulder Contd,IRC:58-2011 APPENDIX:IV Contd. Flexuralstress, MPa Fexral Sess tara 150 200 Fig, 1V.76 Stross due to Tandem Axle Load of 160 KN, 41 °C, without Concrete Shoulder Contd, 75IRC:58-2011 APPENDIXAV Contd... a5 iso Palm a t-s0MPaim antes Flexural stress, MPa os 150 200 250 300 350 400 ‘Slab Thickness, mm Fig. 1.77 Stress due to Tandem Axle Load of 200 kN, AT= 21°C, without Concrete Shoulder 7 ro as sso eek 300 MAP afin 2s bs Bas é 1 os 0 10 200 20 200 30 400 Sib Tees mm Fig, 1V.78 Stress due to Tandem Axle Load of 240 kN, AT= 21°C, without Concrete Shoulder Contd, 76IRC:58-2011 APPENDDCIV Conta, ak 2000 lexuralstess, Pa 150 200 250 300 350 400 Slab Thickness, mm Fig. 1V.79 Stress due to Tandem Axle Load of 320 kN, AT= 21°C, without Concrete Shoulder ae teis0 naj =mok=200meain | jexuralstress, MPa 150 200 250 300 350 400 Slab Thickness, mm Fig. V.80 Stress due to Tandem Axle Load of 400 KN, AT= 21°C, without Conerete Shoulder Contd, 7IRC:58-2011 Flexuralstress Pa APPENDIX-V Contd, Per -a0rafe—| Tae beaso rain 150 200 250 Fig. V1 Stress due to Tandem Axle Load of 480 KN, 4 Slab Tics, mm 300 350 ‘400 1°C, without Concrete Shoulder ale | | lexaralStrems MPa 350 200 250 360 350 400 kes, mm iS le nea se serene cere Fig. V82 Stress due to Tandem Axe Load of 160 kN, AT=0°C, with Tied Concrete Shoulders 78 Contd,IRC:68-2011 APPENDDX-V Cont, ete raf ates nog ae to1s0nPa/m| -m4-00mPa/m| as Flocaralsiren, Pa 0 150 200 250 200 350 400 ‘lab Thickness, mm °C, with Tied Concrete Fig, 1V83 Stress due to Tandem Axle Load of 200 kN, A Shoulders ae Raniah a eso ran 25 - S aes MPale e300 Mal Flonural stress MPa th os Fig. IV.84 Stress due to Tandem Axle Load of 240 kN, AT= 0°C, with Tied Concrete Shoulders Conta 79IRC:58-2011 APPENDIXV Conta. ‘Slab Tienes, mm Fig. V.85 Stress due to Tandem Axle Load of 320 KN, AT Shoulders eto Maja as Sesto 5 ae basouiaje g a k= 200 Fan as q Be bis os 0 —_—— 150 200 250 300 350 400 °C, with Tied Concrete ew all saetets0Mrafn_| Taek 200 Pa FlexuralStre3s, MPa 400 Fig. IV86 Stress due to Tandem Axle Load of 400 kN, AT= 0°C, with Tied Concrete Shoulders 80 Conta,1RC:58-2011 APPENDIX-IV Conta. a ae ecsonirain CCL k= 300 Palen Flexuralstress, MPa 300 350 00 Tice Fig. V87 Strese due to Tandem Axle Load of 480 KN, 4 Shoulders. °C, with Tied Concrete FlenuralSiress Pa | 150 200 250 300 350 00 | Sin lekoes m_ Fig. 1V88 Stress due to Tandem Axle Load of 160 kN, AT= 8°C, with Tied Concrete ‘Shoulders, Contd 81IRC:58-2011 APPENDIX«V Contd pry —— ee é —etes00 train re eee Ba a os of 150 200 20 300 350 400 Stab Micke, nm Fig, IV89 Stress due to Tandem Axle Load of 200 KN, AT= 8°C, with Tied Concrete Shoulders, Sea he0 Fam 1803/m 200 Fig, 1V.90 Stress due to Tandem Axle Load of 240 KN, AT= 8°C, with Tied Concrete 250 300 Slab thickness, mem Shoulders 350 400 ConsIRC:58-2011 APPENDIXV Contd, eer 3 FT| § 25 ;—— ___—_atets1s0mPajm_| z meat rn go 2 gas os ° : 0 20 20 300 30 «0 Slab Tics, mm —_____J °C, with Tied Concrete Fig, IV.91 Stress due to Tendem Axle Load of 320 KN, & Shoulders somal ae 300 4Fan Floxuralstress, Pa 150 200 230 00 350 400 Slab Tienes, mm ig. IV92 Stress due to Tandem Axle Load of 400 kN, AT= 8°C, with Tied Concrete ‘Shoulders A Conte. 83IRC:58-2011 APPENDIX-V Conta, oe itonrain Fenaralswess tara Slab Thiekess, nan Fig. 1V.98 Stress due to Tandem Axle Load of 480 KN, AT: ‘Shoulders ee k-somraj, martes ain Sak 200 MPa : FlenuralSteas Pa 150 200 250 200 350 400 Slab Thickness, mm Fig. 1V.94 Stress du to Tandem Axle Load of 160 KN, AT= 13°C, with Tied Concrete ‘Shoulders Contd, a4IRC:58-2011 APPENDD(AV Contd... aa —eiesoTPale me ieso Maj, af 5 -a-200 Pal } 1s 05, o 150 200 250 300 350 400 Slab Thickness, mm Fig, 1V95 Stross due to Tandem Axle Load of 200 kN, AT= 13°C, with Tied Concrete ‘Shoulders 7 Telos Meal ast g mateo fl 2 WO Bas zo = os o 150 200 250 300 350 400 ‘Shab Thickness, mm Fig, V.96 Stress due to Tandem Axle Load of 240 KN, AT= 13°C, with Tied Concrete ‘Shoulders Contd...IRC:58-2011 APPENDDXAV Contd... = =a as tke 50nra/n é ai 200m g2 & bs es os a Se sub nines en Fg V87 Sess duo to Tandem Ale Load of 320 4, AT= 19°, wth Ted Conroe Shoulers 7 as + ss 2: Se as ie bis za 0s 5 uo moSCOSSC*«i«SStiSSC es Fig. 1V98 Stress due to Tandem Axle Load of 400 kN, AT= 13°C, with Tied Concrete ‘Shoulders. Conts..IRC:58-2011 APPENDIK-IV Contd, . : eso alm eh s0nMram Soma 300 Palin Flexural stress, MPa 250 200 250 300 350 00 Slab Thiele, nin Fig, V.99 Stress due to Tandem Axle Load of 480 KN, AT= 13°C, with Tied Concrete Shoulders. Tens 4 je 2 a= so ran g Tahal ag -ae= s00 afm g os + ~ ~ 0 150 200 250 300 350 400 Slab Thickness, mm Fig. 1V:100 Stress due to Tandem Axle Load of 160 KN, AT= 17° Shoulders, with Tied Concrete Contd, 87IRC:58-2011 APPENDIX-IV Contd... a Sek sone a he a eb ww nPayn i Manic 150mm gis ake our é Sa i os ° 150 200 250 00 350 400 ‘Slab Thickness mam Fig, 1.101 Stress due to Tandem Axle Load of 200 kN, AT= 17°C, with Tied Concrete: ‘Shoulders ak 300130 150 200 250 +300 350 400 ‘Slab Thickness, mm Fig. 1.102 Stress due to Tandem Axle Load of 240 kN, AT= 17°C, with Tied Concrete Shoulders Contd...IRC:58-2011 APPENDIX-V Cont. a eecomrain | a= 80 MPa Sess tsonra] ah 3000 FlexoralStes MPa o | > ____. 350 200 250 300 350 400 Slab Thickness, mm Fig, V.108 Stress due to Tandem Axle Load of 320 KN, AT 17°C, with Tied Concrete Shoulders k= a0 Pale a= 01a Taka sonra ah 2000 FlonuralStess MPa 150 200 250 300 350 400 Slab Thickness, mm Fig. V.104 Stress due to Tandem Axle Load of 400 kN, AT= 17°C, with Tied Conerete Shoulders. Contd, a9IRC:58-2011 APPENDIX.IV Contd Te ake so mralm Take 50 Han k= 2001Fa | FlonuralStress, MPa 150 200 250 300 350 400 Thickness, me Fig. V.108 Stress due to Tandem Axle Load of 480 KN, AT= 17°C, with Tied Conerete ‘Shoulders Tenino a =a bso an Floxoralstess, MPa o } 200 250 300 350 400 Thickness, rom J Fig. 1V.108 Stress due to Tandem Axle Load of 160 kN, AT= 21°C, with Tied Concrete Shoulders Conta, 90IRC:58-2011 APPENDIXAV Contd Slab Thickness, mm ‘Shoulders Fig, 1VA07 Stress due to Tandem Axle Load of 200 kN, AT= 21°C, with Tied Concrete ——— miso 10am as Tae ie50 alm é. a e-2000F a zi Eas 3 5 gat os ot oe 150 200 250 300 350 400 Fig. V.108 Stress due to Tandem Axle Load of 240 kN, 1 Shoulders 1 c . as | 3 2}— set sootafm | | 3 Bas fat os + oe 150 200 20 300 350 00 Slob Thickness, mm | 1°C, with Ted Concrete Cont.IRC:58-2011 APPENDDX-N Contd. =e k-A0 Pam ek 2000P3 fe ° 150 200 250 00 380 00 Slab Thickness, mm Fig. V.109 Stress due to Tandem Axle Load of 320 kN, AT= 24°C, with Tied Concrete Shoulders a To FlexuralStezs MPa aso 2200 250 300 Sab Thickness, mm 350 00 Fig. V.110 Stress due to Tandem Axle Load of 400 KN, AT= 21%6, with Tied Concrete Shoulders. Cont.IRC:68-2011 APPENDIX Contd. To aise aH F=iSO Naf a 200147 Flexural Stress, MPa 150 200 250 300 350 00 Slab Thickness, am Fig. IV.111 Stress due to Tandem Axle Load of 480 kN, AT= 21°C, with Tied Concrete ‘Shoulders: 93IRO:58-2011 APPENDIX-V (Refer Clause 6.2.7) REGRESSION EQUATIONS FOR FLEXURAL STRESS IN CONCRETE SLAB Regressions equations are given in this appendix for estimation of the maximum tensile stress in the slab in the edge region due to the combined effect of axle loads and temperature differential. The equations are given for bottom-up cracking case ilustrated through Figs. 2 and 3 and for top-down case depicted in Figs. 4 and 5. Flexural stress for bottom-up case has been computed for non-linear positive temperature differential occurring in the slab during day time. The stress for top-down cracking case is for the combination of axle loads and linear negative temperature differential in the slab occurring during night time. For the computation of stress for bottom-up cracking analysis, only the rear axles (single as well as tandem) with two wheels (dual wheel sets) on elther side of each axle have been considered as the front axles do not contribute to any significant fatigue damage. For top-down cracking, rear axle is considered at one end and the front axle at the other end. As shown in Fig. 5, only one axle of the tandem and tridem axles is assumed to be placed on the slab under consideration. Thus, for a tandem axie, 50 percent of the tandem axle weight is considered for analysis. For a tridem axle, 33 percent of the tridem axle weight may be taken for analysis. The corresponding front axle (see Figs. 4 and 5) is taken as 80 percent of the rear axle axle, (25 percent of rear tandem axle and one sixth of rear tridem axle), VA Expressions for maximum tensile stress at the bottom of the slab (for bottom-up cracking case) Single axle — Pavement with tied concrete shoulders (2) k $80 MPaim $= 0.008 -6.12 (yk) + 2.36 Phi(kh) + 0.0266 AT va) (b) k> 80 MPaim, ks150 MPaim S = 0,08 — 9.69 (yhikA) + 2.09 Phi(kt) + 0.0409 AT (v2) (0) k>180 MPaim S = 0.042 + 3.26 (yh¥kF) + 1.62 Phi(kh) + 0.0522 AT v3) Single axle - Pavement without concrete shoulders (a) k 580 MPaim S == 0.149 - 2.60 (yht/kF) + 3.13 Phi(kt) + 0.0297 AT wa) 4IRC:58-2011 (b) k> 80 MPalm, ks150 MPa S=-0.119 - 2.99 (yhtkA) + 2.78 Phi(kr!) + 0.0486 AT vs) ()k> 150 MPaim 0.238 + 7.02 (yh®IKP) + 2.44 Phi(KH) + 0.0585 AT (v8) Tandem axle — Pavement with tied concrete shoulders (2) k 580 MPairn 0.188 + 0.95 (yh?/KF) + 1.025 Phi(kt) + 0.0207 AT 7) (b) k> 80 MPaim, k=150 MPalm S=- 0.1744 1.21 (yhIKF) + 0.87 Phi(Kh) + 0.0364 AT (v8) (0) k> 150 MPaim $= -0.210 + 3.88 (yh¥AF) + 0.73 Phv(kh) + 0.0506 AT i) Tandem axle - Pavement without concrete shoulders (a) k<80 MPaim 0.228 + 2.73 (yh) + 1.935 Phi(kt) + 0.0229 AT (v.10) (b) k> 60 MPaim, k150 MPaim 0.276 + 5.78 (yhvike) + 1.14 Phi(kt) + 0.0404 AT (vt) (c) k> 150 MPaim 3 + 9.88 (yhPIkF) + 0.965 Phi(kt") + 0.0543 AT (v2) V2 Expression for maximum tensile stress at the top of the slab (for top- down cracking case) For the analysis of top-down cracking, only rear axle load is the input. Front axle load is assumed to be 50% of the rear axle load (tandemitrider). = 0.219 + 1.686BPhIKH + 168.48h4/KF + 0.1089 AT (v.13) ‘The symbols in the equations have the following meaning: S = flexural stress in slab, MPa AT =maximum temperature differential in °C during day time for bottom-up cracking = sum of the maximum night tine negative temperature differential and builtin negative tomperature differential in °C for top-down cracking 95IRO88-2011 f= thickness of slab, m k= effective modulus of subgrade reaction of foundation, MPafm = radius of relative stifiess = (Eh/(124(1-y8)P= elastic modulus of concrete, MPa = Poisson's ratio of concrete = unit weight of concrete (24 kNim) a< tm = For Bottom-up cracking analysis :- singleftandem rear axle load (kN). No fatigue damage estimated for front (steering) axles for bottom-up cracking case = For Top-down cracking analysis :- 100 percent of rear single axle, 50 percent of rear tandem axle, 33 percent of rear tridem axle, No front axle weight is required to be given as input for top-down cracking case in equation V.13. 50 percent of rear single axle, 25 percent of rear tandem axle, 16.5 percent of rear tridem axle, have been considered in the finite element analysis as the front axle weights for single, tandem and tridem rear axles respectively B — =0.66 for transverse joint with dowel bars (load transfer efficiency was taken ‘as 50 percent) = 0.90 for transverse joint without dowel bars (load transfer efficiency was taken as 10 percent) 96IRC:58-2011 APPENDIX-VI (Refer Clause 6.5.3) EXAMPLE FOR DESIGN OF DRAINAGE LAYER Example :-A four-lane divided cement concrete pavement wilbe constructed forahigh trafic volume road in an area having an annual rainfall of 1500 mm/year. The width of each carriageway willbe 7.0m, 2.5m wide (1.5m concrete, 1.0 munpaved) shoulders willbe provided. Transverse joint spacing will be 4.5m, The highway has a longitudinal gradient of 3 percent and a camber of 2.5 percent. Side slopes of embankment are 2:1 {horizontal to vertical). The pavement has a 300 mm thick concrete slab placed over +150 mm thick DLC layer. Estimate the requirement of permeability of the drainage layer material to be used ifthe layer thickness is 150 mm, Solution: ‘* Combined thickness of the slab and DLC layer = 300 + 160 = 450 mm ‘+ The drainage layer will be provided below the DLC layer at a depth of 450 mm from pavement surface. The drainage layer will be extendad to the full width of ‘embankment. ‘+ Width of drainage layer = 7 m (pavement) + 2.5 m (shoulder) + 2.x 0.45 m= 10.4 m + Fig. VIM indicates the direction of flow of water along AD (diagonal) = In Fig. V1, AB = 10.4 m; AC = 10.4 x (0.03/0.025) = 12.48 m; AD = (10.4*+ 12.48%)85° =16.24 m ‘+ Drop of elevation along AC = 12.48 x 0.03 = 0.374 m; Elevation drop along CD = 10.4 x 0.025 = 0.26 m; Elevation drop along AD = 0.374 + 0,260 = 0.634 m ‘+ Gradient along AD frop along AD/ length of AD = 0.634/16.24 = 0.039 Longitudinal slope 3% Direction of Flow of water SS Camber 2.5% Fig. V.t Direction of Water Flow 7IRO:58-2011 ‘+ The infiltration rate per unit area q, can be estimated using equation 9 of the guidelines. The equation is reproduced here for convenience. where, J, = crack infiltration rate = 0.223 mPldayim NN, = number of tongitudinal joints/eracks = 3 (joint between lanes, between lane and shoulder and paved shoulder edge) W, — =width of pavement subjected to infitration = 7.0 + 2.5 = 9.5 m W, = length of the transverse cracks or joints = 7.0 + 1.5 = 8.5m ©, = spacing of transverse joints = 4,5 m , = rate of infiltration through un-cracked pavement surface = 0 mYdayim ‘© Thus, the rate of infiltration of water into pavement, q, = 0.115 m*/daylm? ‘© Amount of infitrated water per meter length flowing along the path AD of the drainage layer, Q = 16.24" 0.12=1.949 m*fdaylm. = Rate of flow though drainage layer, Q = KIA. Since | = 0.039, KA~1.949/0.039 49.97 © A=1x0.15 = 0.15 m? + Hence, the required coetticient of permeability, K = 49.97/0.15 333 miday Considering the coefficient of permeability values adopted by AASHTO (1993) {or different aggregate gradations it can be expected that the gradings |, I, Ill of the coarse graded granular subbase material recommended by MORTH (2001) specifications will have permeability values larger than 300 miday. The AASHTO {gradations and the corresponding coefficient of permeability values are given in Table V1.1. The percentage fines passing 0.075 mm sieve should be less than 2 percent for ensuring good permeability. If the subgrade is erodible with high content of fine grained material and subjected to high moisture contents, close graded granular subbase material is recommended below the coarse graded drainage layer to act as a filter. The drainage and the fiter layers should satisfy the criteria given in IRC:SP:42 and IRC:SP:52, 98IRC:58-2011 Table V1 Permeability Values for Different Gradations of Untreated Aggregate Drainage Layer (AASHTO, 1993) % Passing the sieve Sieve Size | rading | Grading | Grading | Grading | Grading | Grading =m 4 2 3 4 5 6 20 700_[ 400 | 400 [100 | 100] 700 125 35 |e | 83 | eis | ves [75 85 775 | 76 | 74 [725 | 605 | 63 476 583 | 66 | 625 | 49 | 435 | 32 2.36 425 | 39 | 34) 295 | 22 | 58 2.00) 39 | 35 | 30 | 25 | a7 [0 O84 265 | 22 | 155 | 98 | 0 0 az 182 | 133 | 63 | 0 0 0 0.25 43.0 | 75 | 0 0 0 0 0.105 60 | 0 0 0 0 0 ‘0.075 0 0 0 o 0 0 Coot. of permeability | 3 35 | 100 | 350 | 850 | 950 midayIRC:S8-2011 APPENDIX-VII (Refer Clause 6.6.1) ILLUSTRATIVE EXAMPLES OF THICKNESS DESIGN Example 1 ‘Acement concrete paverentis to be designed ora four-lane divided National Highway with two lanes in each direction in the state of Bihar. Design the pavement for a period of 30 years. Lane width = 3.5 m; transverse joint spacing = 4.5 m. Itis expected that the road will carry, in the year of completion of construction, about 3000 commercial vehicles per day in each direction. Axle load survey of commercial vehicles indicated that the percentages of front single (steering) axle, rear single axle, rear tandem axle and rear tridem axle are 45 percent, 15 percent, 25 percent and 15 percent respectively. The percentage of commercial vehicles with spacing between the front axle and the first rear axie less than 4.5 mis 55 percent. Traffic count indicates that 60 percent of the commercial vehicles travel during night hours (6 PM to 6 AM). Details of axle load spectrum of rear single, tandem and tridem axles are given in Table VIL. Front (sleering) axles are not included. The average number of axles per ‘commercial vehicle is 2.35 (due to the presence of multi-axle vehicles). Table Vil Axle Load Spectrum for Example 1 [Single Axle T Tandem Axle [__Tridem Axle ‘Axle Load [Frequency |Axle Load] Frequency | Axle | Frequency Class Class | (of | Load | (hof kN kN | Tandem | Class | Tridem axles) kN axles) 705-195 3a0400_| 14.5 [530-560 | 5.23 475-185 360-380_| 10.5 | 600-530 | 4.85 165-175 340-360_| 3.63 | 470-500 | 3.44 _ 155-165 320340 [25 | 440-470 |__7-12 [145-185 300-320 [2.69 | 410-440 [10.11 135-145 280-300 | 1.26 | 380-410 | 12.01 125-135 260-280 | 3.9 | 350-380 | 15.57 115-125 240-260 6.19 13.28 105-115 220.240 | 6.3 4.55; 96-105 200.220 | 64 3.16 85.95 180-200 _|__8.9 | 230.260 [3.4 <85 ‘ta0__| 34.28 [<230_[ 17.58 7 100 400 Effective CBR of compacted subgrade = 8 percent, 100IRC:58-2011 Design a concrete pavement for the following options (i) concrete pavement with tied concrete shoulder with doweled transverse joints (ji) concrete pavement without tied concrete shoulder and without doweled transverse joints (il) conorete pavement with widened outer lane and (jv) concrete pavement bonded to dry lean concrete layer ‘Solution for Example 4 ‘Typical cross-section of a concrete pavement is shown in Fig. Vil. Interface can be a | bonded/unbonded * ‘OLC/ CEMENT TREATED SUBDASE DRAINAGE LAYER FLTER/SEPARATION VER SUBGRADE Fig, VIl.t Typical Cross-Section of Concrete Pavement (@) Selection of modulus of subgrade reaction :- ‘+ Effective CBR of compacted subgrade = 8 percent. Modulus of subgrade reaction 0.3 MPaim (from Table 2) ‘+ Provide 150 mm thick granular subbase ‘+ Provide a DLC subbase of thickness 150 mm with a minimum 7 day compressive strength of 10 MPa * Effective modulus of subgrade reaction of combined foundation of subgrade + granular subbase and DLC subbase (from Table 4 by interpotation) = 285 MPaim + Provide a debonding layer of polythene sheet of 125 micron thickness between DLC and concrete slab. (0) Selection of Flexural Strength of Conerete + 28-day compressive strength of cement concrete = 40 MPa * 90-day compressive strength of cement concrete = 48 MPa 101IRO:58-2011 ‘© 28-day Flexural strength of cement concrete = 4.5 MPa ‘+ 90-day Flexural strength of cement concrete = 4.5*1.1 = 4.95 MPa (0) Selection of Design Trafic for Fatigue Analysis :- ‘+ Design period = 90 years ‘+ Annual rate of growth of commercial traffic (expressed in decimal) = 0.075 © Two-way commercial trafic volume per day = 6000 commercial vehicles f day * % of traffic in predominant direction = 50 percent (3000 CVs in each direction) * Total two-way commercial vehicles during design period, = 365 x 6000{(1+0.75)" ~ 4 ° ae 226,444,692 CVs * Average number of axles(steering/single/tandem/tridem) per commercial vehicle = 2.35 ‘+ Total two-way axle load repetitions during the design period 226 444,692 X 2.35 = 532,145,025 axles '* Number of axles in predominant direction = 532,145,025 X 0.6 266,072,513, ‘= Design traffic after adjusting for lateral placement of axles (25 percent of predominant direction traffic for mult-lane highways) = 266,072,513 X 0.25 66,518,128 ‘+ Night time (12-hour) design axle repetitions = 66,518,128 * 0.6 (60 percent traffic during night time) = 39,910,877 ‘© Day time (12-hour) design axle repetitions = 66,518,128 * (1-0.6) = 26,607,251 ‘* Day-time Six-Hour axle load repetitions = 26,607,251 / 2 = 13,303,626 + Hence, design number of axle load repetitions for bottom-up cracking analysis 13,303,626 Night-time Six-Hour axle load repetitions = 39,910,877/ 2 9,955,439 ‘© % of commercial vehicles having the spacing between the front (steering) axle and the fist axle of the rear axle unit = 55 percent © Hence, the Sichour night-time design axle load repetitions for Top-down cracking analysis(wheel base < 4.5m) = 19,955,439 X 0.55 = 10,975,491 + The axle load category-wise design axle load repetitions for bottom-up and top- down fatigue cracking analysis are given in the following Table 102IRC:58-2011 Proportion | category-wise | Category~ Axle Category of the axle- eee Kategery | fOr Bottom-up | for top-down racking analysis | cracking analysis [Front (steering) single | __ 0.45 5986632 4938971 Rear single 0.15 1995544 1646324 Tandem 0.25 3325906 2743873 [Tridem 0.15 1995644 1646324 (a) Cumulative Fatigue Damage {CFO) analysis for Bottom-up Cracking (BUC) and Top-down Cracking (TDC) and Selection of Slab Thickness =~ ‘+ Effective modulus of subgrade reaction of foundation, k = 285 MPaim * Elastic Modulus of concrete, E = 30,000 MPa ‘© Poisson's ratio of concrete, w 24 KN ‘© Unit weight of concrete, ‘© Design flexural strength of concrete = 4.95 MPa ® Max. day-time Temperature Differential in slab (for bottom-up cracking) = 16.8 °C (for Bihar) + Night-time Temperature Differential in slab (for top-down cracking) = day-time difffa #5 = 13.4 °C Pavement Option I - Concrete pavement with tied concrete shoulder with dowel bars across transverse joints ‘© Trial thickness of slab, h = 0.28 m © Radius of relative stiffness, / = (Eh*/(12K(1-7))°% ‘+ Beta’ factor in the stress equations will be 0.66 for doweled transverse joints for carrying out TDC analysis 78758 m ‘Computation of bottom-up and top-down cumulative fatigue damage is illustrated in Tables VIl.2 and VIL3. It can be seen from the calculations given in the tables that {or the slab thickness of 0.28 m, the fotal fatigue damage for bottom-up cracking case is 0,976 + 0 = 0.976. Total fatigue damage for top-down cracking case = 0.274 + 0.445 + 0.036 = 0.755. Hence, the trial thickness of 0.28 m is adequate. 103IRC:58-2011 Table VIl.2 Cumulative Fatigue Damage Analysis for Bottom-up Cracking ‘Batton-up Grachng Falie Anayas for Daytime (6 how) ale and Positive Temperature Dental ar abn Too Tn ls meses] [asa nao Mate] Fane eared] FE [oer te ate] rae fo | 9 | ah | SE | ay. | HE Ey Pee fof. tet, l,i). | i a any oo seaion_|-zees | ome san | ome [wane [ave | ome | wm | ooo seasoo | aani_| —oara [rare] ome [vaso | vara | ome | ni | 0000 aaonaa | za “| —oasr —[airear|-onra”| esas | vero | 0200 | nme [0000 Seca | 2009| oar —[ amie at aio [roast iae_[ oon Sena | ore | bam —[ wate [ nom [io | sont [0200 —[ iene | 0000 a i Sema [ese | nae fine | nome [anes | tas6 [oto [ iw” [ “oom saess [ae | esse] ie" | nooo [zee ta | oze6 | ime” [ oon frees [ume | es] mie | nooo [fee [tap [east | amwe_[ ono wieiss|-1s17_| 0266 | aa 0000 Table VIL3 Cumulative Fatigue Damage Analysis for Top-Down Cracking “a Tangs ape pi mu ao Nae epee OSE oa pcos sito (Svea opus Shela roe | [mnt] aoa rn pea] PM] Sn] Jems | ow | ae | EE fa [Sat] | ts |v [more [ms] Mon] Oe | | eae] ee | On, ia oo] | foveal + fom | © | * outa] «| sn 7 [oar ae [ [| ven [se | wmf | os | a | as [2 ‘oc [aeer [an | eer [asa ae maar ot | wise | 90 sama [ea ‘ar [a [26 | aaa [oom |one [se faaa | oer | me [oon zm [eam a0 [er [2 [or fovea om [ee [ae oxe | ae [ome a om [ mow [| a | wo fonm | war [ar oem [ae [om 0 aim | 60 [250 or [me [one [re [ams oxo | ir | 08 su Nc om aa ee [an | [se [oom ae ur or = [wom an [ et [wefan | roa oan | ae [ om EJ an | roe aa oom [raw [eon] sw [va] war [ vn [eon So ‘ash | sense] 03 [we [som] sex [se | 0 | vn [com 7a a5 zie] oss [ ne | eon acca ae oT eaIRC:58-2011 ‘Table VII gives the Cumulative fatigue damage values for four trial thicknesses. ‘Table VIl4 Cumulative Fatigue Damage Values for Different Trial Thicknesses (for the Data Considered in the Example) ‘CFD for BUC case CFD for TDC case Slab [Due to Due to Due to ‘thickness,| Rear | 2%°' | Tota | Rear | DUS! | Rear | Total |Remarks Itandem| Tandem| m [Single |"™e"| crD | single |"Aicg'| Tide | CFD Axles Axles, Axles laze 36.27 | 2902 |30262| 7.064 | 669 | 1.489 [17.243 | Not OK (0.25 44.924 | 0.812 | 15.737 | 3.537 | 4475 | 0.674 | 6,686 | Not OK (0.26 6.488 | 0.136 | 6624 | 1.671 | 2.245 | 0.285 | 4.201 | Not OK (0.28 0.976 | 0.00 | 0.976 | 0.274 | 0.445 | 0.036 0.755 | OK Pavement Option II - Concrete pavement without tied concrete shoulder and without dowel bars across transverse joints ‘2 Trial thickness of slab, h = 0.33 m + Radius of relative stiffness, = (EN*/(12K(1-4))"™ + ‘Beta’ factor in the stress equations will be 0.90 for transverse joints without dowel bars for carrying out TDC analysis. ‘The cumulative fatigue damage values obtained for bottom-up and top-down cracking analyses are given below. .75358.m Bottom-up cracking (a) CFD due to rear single axles = 0.935 (b) CFD due to tandem axles = 0.000 (6) Total CFD = 0.935 (OK) ‘Top-down cracking : (a) CFD due to rear single axles = 0.233 (b) CFD due to tandem axles = 0.390 (6) CFD due to tridem axles = 0.030 (¢) Total CFD = 0.654 (OK) Hence, the trial thickness of 0.33 m is adequate. Pavement Option Ill - Concrete pavement with widened outer lanes “The reduction of flexural stress due to widening of the outer lane by 0.5 mto 0.6 mis of the same order as that of providing tied concrete shoulder. Hence, the thickness of the pavement will be the same as that obtained for Option | (with tied concrete shoulders). Hence, design thickness of concrete pavement slab = 0.28 m. 105IRC:58-2011 Pavement Option IV- Concrete pavement bonded to dry lean concrete layer * Provide a granular subbase of 250 mm thickness above the subgrade * Effective modulus of subgrade reaction of foundation consisting of subgrade (6 percent CBR) and granular subbase (from Tables 2 and 3) = 72 MPaim ‘+ Assuming that doweled transverse joints and tied concrete shoulders will be provided, the thickness of slab required for the given traffic and other design data = 0.30 m, Referring to Fig. 6, , = 30000 MPa, E, = 13600 MPa, 1, = 0.15, , = 0.20 + Provide a DLC thickness of 0.18 m + Depth of neutral axis (computed using equation 11) = 0.16 m ‘Assume a tial sab thickness (to be bonded to 0.15 m thick DLC layer) = 0.235 m + Stfness of the slab to be placed over DLC layer (Equation 12) = 46.65 MN.m + Stitiness of the DLC layer (Equation 13) = 23.28 MIN. 46.65 + 23.28 = 69.93 MNm * Combined stifiness of stab and DL + Stiffness of the design slab of 0.3 in thickness (Equation 10) = 68.05 MN.m ‘* Combined stiftess is more than the design stiffness requirement. Hence OK. Example 2 ‘Acement concrete pavements to be designed for a four-lane divided National Highway {wo lanes in each direction. Design the pavement for a period of 30 years. Lane width = 3.5 m; transverse joint spacing = 4.5 m. Itis expected that the road will carry about 2000 commercial vehicles per day in each direction in the year of completion of construction. Axle load survey of commercial vehicles indicated that the percentages of front single (steering) axle, rear single axle and rear tandem axle are 50 percent, 30 percent, and 20 percent respectively. The percentage of commercial vehicles with spacing between the front axle and the first rear axle less than 4.5 m is 50 percent. Traffic count indicates that day time and hight time traffic volumes are similar. Details of axle load spectrum of rear single and tandem axles are given in Table VILS. Front (steering) axles are not included. The average number of axles per commercial vehicle is 2.0 108IRC:58-2011 Table VILS Axle Load Spectrum for Example 2 Single Axle Loads. ‘Tandem Axle Loads [Axle Load class, kKN|% of Single axles|Axlo Load class, kN] % of Tandem axles 7185-195, 0.64 30-400 244 175-185 0.80) "360-380. 2.14 165-175 08 340-360, 2.14 155-165, 2.58 320-340, 2.14 145-155, 2.58. ‘300-320 4.28 135-145, 58 280-300. 4.28 125-135, 58 260-280. 12.86, 115-125 71.82 240-260 12.86, 705-115, 11.82 220-240_| 10.72 95-105 12.9. 200-220) 10.72 85-95 72.16 180-200, 7.14 <85, 32.3 <180 28.58 Total 100) Total 100 Design for the following combinations (i) Conorete pavement with tied concrete shoulder (i) Concrete pavement without tied concrete shoulder and without dowel bar (ii) two different temperature differential values :~ 16.8°C and 21°C. Solution for Example 2 ‘The thickness designs obtained by carrying out fatigue analysis using the Excel prourammo are given in Table VIS. Table VIL6 Design Sab Thcknosses for Various Options Doweled Sab hcknoss for Ted Concrete) ansverse | Bonded? | Temperature Differential of | Meine? ‘ee | 2c Yes ves We 255 7 | Nes Yes a “00 728 | Nes Ns No 285 25 Res No m7 5 220 No ves Wo 205 220 [No Yes Yes. 235, 255, Wo No Wo 205 240 i Ne Yes 260 210 107IRC:58-2011 APPNDIX-VIIL (Refer Clause 7.2.7) DESIGN OF DOWEL BARS Example Input data : ‘Slab thickness, h =300 mm + Joint width, 2 = 20 mm (expansion joint), 8mm (for contraction joint) + Modulus of subgrade reaction, k = 80 MPa/m + Radius of relative stiffness, / = 1036.3 mm + Efordowel bar = 2x 10°MPa + Modulus of dowel support, K,., = 415000 MPalm + Maximum single axle load 190 KN 19012 + Maximum single wheel load 15 KN (considering dual whee! as single wheel for a safe design) © Assume a load transfer of 30% at terminal stage to the tied concrete shoulder. If'no concrete shoulders are provided, no load transfer to ehoulder may be assumed) * Whee! load to be considered for dowel bar design = 95 x 0.7 = 66.5 kN © Safety of the dowel bar can be examined for a load of 80 kN(say) ‘* Assume the percentage of load transfer through dowel bar as 40 % ‘+ Permissible bearing stress in concrete is calculated (using equation 15) as:- FL =(101.6-b,)f,/95.25 where, f, fx = characteristics compressive = 40 MPa for M40 grade b, = diameter of the dowel bar = 38 mm (assumed) F, = (101.638) * 40/95.26 = 26.7 MPa + Spacing between the dowel bars (assumed) 300 mm * First dowel bar is placed at a distance of 150 mm from the pavement edge ‘+ Assumed length of the dowel bar = 500 mm * Dowel bars upto a distance of 1.0 x radius of relative stiffness (/), from the point of load application are effective in load transfer 108IRC:58-2011 APPENDIX-IX (Refer Clause 8.2.4) DESIGN OF TIE BARS Input Data Slab Thickness =0.33m + Lane wat, b Coatficient of friction, £ Density of concrete, kN/m® Allowable tensile stress in plain bars, MPa (As per IRC:15-2011) = 125.0 Allowable tensile stress in deformed bars, MPa (As per IRC:15-2018) = 2000 78 Allowable bond stress for plain tie bars, MPa Allowable bond stress for deformed tie bars, MPa = 2.46 Design for Plain bars Select diameter of tie bar, d, = 12mm ‘Area of plain steel bar required per metre width of joint to resist the frictional force at slab bottom, A, = brW/S, = 35x 145x033 24000/ 125 32.6 mm#im 13.0 mm Gross sectional area of te bar, A= 122x7/4 Perimeter of te bar, P,,= md =37.7 mm Spacing of tie bars, = A/A, 100 x (119/932.6) = 339.7 mm Provide a spacing of 340 mm cle Length of ie bar, L=2xS, xA/B'xP. = 2x 125x113 /(1.75x 37.7) 28.2. mm Increase length by 100 mm for oss of bond due to painting and another 50 mm for tolerance in placement, 110IRC:58-2011 ‘+ Number of dowel bars participating in load transfer when the wheel load is just over the dowel bar close to the edge of the slab = 1 + t/spacing = 1 + 1035.3/300 = 4 dowels ‘© Assuming that the load transferred by the first dowel is P, and that the load on dowel bar ata distance of 1 from the frst dowel is zero, the total load transferred by dowel bar system = (1+ (1035.3 -300) 1036.3 + (1035.3 600)/ 1035.3 + (1035.3 ~ 900) /1035.3 ) P, = 2.26 P, + Load cartied by the outer dowel bar, P, = (80.00 x 0.4)/2.26 = 14.16 kN + Check for Bearing Stress Moment of inertia of Dowel = m(b,)*/64 = wrx (38)*/64 = 102302.0 mm* Reade Relative stftess of dowel bar embedded in conorete, 6 =,/ “ee? = [415000 x 38 / (1000 x 4 x 2.0 x 10% x 102302))" = 0.021 Bearing stress in dowel bat Fyag, = (P,X Kya) X (2 + Bz) /(4 B° El) = 14.16 x 415000 (2 + (0.021 x 20), 4 x (0.021) x 2.0 x 10* x 102302 = 18.76 MPa which is less than 26.7 MPa * Hence, the dowel bar spacing and diamster assumed are safe, There is practically litle Joint opening at transverse contraction 20 mm assumed inthe example. Therefore, the dowel bar specifications recommended in Table 6 will always be safe for contraction joints. 109IRc:58-2011 © Thorofore, the required length of tie bar =4282+100+50=5782mm (say 580 mm) Design for Deformed bars ‘+ Select diameter of te bar, 4, = 12mm ‘+ Area of plain steel bar required per metre width of Joint to resist the frictional force at stab bottom, As = BAW /S,, =35x 15x0:33x24000/200 = 207.9 mmiim © Spacing of tie bars, = 100 x (113/207.9) = 543.5 mm. ‘+ Provide a spacing of 540 mm cfc ‘© Length of tie bar, L=2xS, XA/B'x Pi, = 2 x 200 x 113 / (2.46 x 377) = 487.4 mm + 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 tie bar 24874 100+50=63742mm e (say 640 mm) m(The Official amendments to this document would be published by the IRC in its periodical, ‘Indian Highways’ which shall be lered as effective and as part of the code/guidelines/manual ete. from the date specified therein)