IRC: 58-2011

GUIDELINES FOR THE DESIGN OF

PLAIN JOINTED RIGID PAVEMENTS
FOR HIGHWAYS
(Third Revision)

INDIAN ROADS CONGRESS

Drafted by

TRANSPORTATION ENGINEERING SECTION

CIVIL ENGINEERING DEPARTMENT
INDIAN INSTITUTE OF TECHNOLOGY
KHARAGPUR
APRIL 2011

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 IRC: 58-2011

GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS

FOR HIGHWAYS

1. INTRODUCTION

Guidelines for the Design of the Rigid Pavements for Highways were first
approved by the Cement Concrete Road Surfacing Committee in its meeting held at
Chandigarh on the 11th March, 1973. These were also approved by the Specifications &
Standards Committee in its meeting held on the 31st January and 1st February, 1974. The
guidelines were then approved by the Executive Committee and Council in its meetings
held on 1st May and 2nd May, 1974 respectively.

In view of the subsequent upward revision of the legal limit on the maximum
laden axle loads of commercial vehicles from 8160 kg to 10200 kg, appropriate
modifications were incorporated in the first revision of the guidelines. The draft
“Guidelines for the Design of Plain Jointed Rigid Pavements for Highways” was finalized
by the erstwhile Rigid Pavement Committee (H-5) in its meeting held on the 13 th January,
1997. The Highways Specifications & Standards (HSS) Committee in its meeting held on
the 4th November, 1997 considered the draft and approved subject to certain modifications
for placing before the Executive Committee and the Council. The Executive Committee in
its meeting held on 24th August, 1998 and later by the Council in its 154 th meeting held at
Hyderabad on the 31st January, 1999 approved the draft and directed the Convener of H-5
Committee to modify the same in light of the comments.

Keeping in view the advances made in the methods of analysis and design all over
the world, a draft for further revision was initially prepared by the Rigid Pavement
Committee under the Convenorship of Prof. C.E.G. Justo and was reviewed by Dr. B.B.
Pandey. The draft was discussed in detail by the Rigid Pavement Committee in its
meeting held on the 25th October, 1999 and a sub-committee consisting of Dr. R.M.
Vasan, Dr. S.S. Seehra and Dr. S.C. Maiti was formed to examine the draft. In the
meantime, the Technical Committees were reconstituted and its was felt that revised
guidelines may be reconsidered by the Committee. The H-5 Committee in its meetings
held on the 4th January, 2000 and 12th November, 2001 considered the draft guidelines
alongwith various references were added for clarification of different clauses to the
revised draft. The revised draft was finally cleared by H-5 Committee during its meeting
held on the 10th May, 2002 for being placed before the HSS Committee. The personnel of
H-5 Committee is given below:

Dr. L.R. Kadiyali .. Convenor

S.S. Momin .. Co-Convenor
M.C. Venkatesha .. Member-Secretary

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 IRC: 58-2011

Members

H.S. Bhatia Brajendra Singh

R.K. Jain V.K. Sinha
Raman Kaparia Prof. A. Veeraragavan
Dr. S.C. Maiti Dr. R.M. Vasan
Prof. B.B. Pandey CE ® S&R & T&T, MORT&H
Y.R. Phull (Jai Prakash)
Col. S.Y. Rawoot Director, HRS, Chennai
Dr. S.S. Seehra Rep. of MSRDC Ltd., Mumbai
Arun Kumar Sharma Rep. of DGBR

Ex-Officio Members

President, IRC DG (RD)

(S.S. Rathore) (N.K. Sinha)

Corresponding Members

Kanti Bhushan Bhaumik H.K. Kulshrestha

D.C. De S.M. Sabnis

A.U. Ravi Shankar

List of Members New

The HSS Committee in its meeting held on the 22 nd May, 2002 approved the
modified document as received from the Convenor, H-5 Committee. Subsequently, the
Executive Committee approved the modified draft in its meeting held on 24 th May, 2002
and later by the Council in its 166th meeting held at Panaji (Goa) on the 8th June, 2002
with certain comments and authorized the Convenor, HSS Committee to finalise the
document. The document as modified in light of the comments of members was approved
by the Convenor, HSS Committee on the 12th December, 2002 for printing.
(A write up about the present revision)

2. SCOPE

The guidelines cover the design of plain jointed cement concrete pavements. The
guidelines are applicable for roads having a daily commercial traffic (vehicles with laden
weight exceeding 3 T) of over 150. They are not applicable to low volume Rural Roads.

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 IRC: 58-2011

NOTATIONS
BUC = Bottom-up cracking
CFD = Cumulative Fatigue Damage
DLC = Dry Lean Concrete
E = Modulus of elasticity
Fb = Allowable bearing stress
h = Thickness of slab
k = Modulus of Subgrade Reaction
l = Radius of relative stiffness
µ = Poisson’s ratio
α = Coefficient of thermal expansion
β = Factor for various transverse joint efficiency in top-down cracking
γ = Unit weight of concrete
N = Fatigue life
CBR = California Bearing Ratio
LTE = Load Transfer Efficiency
PQC = Pavement Quality Concrete
fcr = Characteristic flexural strength at 28 days
f’cr = Target average flexural strength at 28 days
P = Single/tandem axle load
R = Flexural stiffness
S= Flexural stress in slab
SR = Stress Ratio
t = Temperature differential in 0C
TCS = Tied Concrete Shoulder
TD = Temperature Differential
TDC = Top-down cracking
3. GENERAL

The earlier version of IRC:58 was based on the analysis of stresses by Westergaard for
single wheel loads at edge and corner. Using the fundamental concept of Westergaard and
Picket and Ray’a pioneering work, a computer programme IITRIGID developed at IIT
Kharagpur was used in IRC:58-2002 for the stress computation in rigid pavements due to
edge loading for single as well as tandem axles. Effect of temperature gradient on fatigue
damage was neglected in stress computation for lack of analytical solutions but axle loads
were increased up to 20% for the safety of the pavement. The guidelines are valid only for
pavements without tied concrete shoulders. There has been a gradual shift from two axle
commercial vehicles to tandem, tridem and multi axle heavy vehicles. Pavements with
widened outer lanes are now included in the revised guide lines. Recent advances in
knowledge have led to vast changes in the design methodology. Earlier, only bottom up
cracking was considered. Safety of slabs due to top down cracking is also included in the
revised guidelines. Stress computation for tied concrete shoulder is now been included in
the revised guidelines. It is believed that the guidelines contained in this document reflect
the current knowledge on the subject. Designers can further improve upon the design by
Finite Element Method to meet specific requirement depending upon the location.

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 IRC: 58-2011

The salient features of the revised guidelines are:-

(i) Computation of flexural stress under simultaneous action of load and

temperature gradient for single and tandem axles with and without tied
shoulders. Tridem axles are not considered for bottom up cracking since
flexural stresses in concrete pavements are much lower than those of single
and tandem axles.
(ii) Concrete slabs with unbonded cement bound subbase
(iii) Concrete slabs with bonded cement bound subbase
(iv) Check for bottom up cracking
(v) Check for top down cracking for single, tandem and tridem axles
(vi) Consideration of in-built permanent curl in the analysis of flexural stresses
(vii) Pavement with widened outer lanes

4. FACTORS GOVERNING DESIGN

4.1 The factors governing design are volume of single, tandem and tridem axle loads,
tyre pressure and lateral placement characteristics of commercial vehicles.

4.2 Axle load

Though the legal axle load limits in India are fixed as 10.2, 18 and 24 tonnes for
single axles, tandem axles and tridem axles respectively, a large number of axles
operating on National Highways carry much higher loads than the legal limits. Data on
axle load distribution of the commercial vehicles is required to compute the number of
repetitions of single, tandem and tridem axles of different weights expected during the
design period. If the spacing of consecutive axles (wheel base) is greater than 2.4m, each
axle may be considered as single axle since higher spacing causes no interference in
stresses. Axle load survey may be conducted for 48 hours both in day as well as in night
hours, covering a minimum sample size of 10 per cent in both the directions. A random
number approach may be adopted for selecting vehicles for weighing to avoid bias. Many
highways have higher proportion of heavily loaded vehicles in one direction as compared
to the other. Higher axle loads induce very high stresses in the pavement resulting in
large consumption of fatigue resistance of concrete. Contribution of different axle load
groups towards fatigue damage is to be determined for pavement design. Night time
traffic may cause top down transverse cracking due to high tensile stresses on the top
layer of the slab if wheel base of commercial vehicles is 4.5m or less for a transverse joint
spacing of 4.5m and higher. Data for spacing of axles also may be collected during the
traffic survey. For most of the commercial highway vehicles, the tyre pressure ranges
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 IRC: 58-2011

from about 0.7 to 1.0 MPa but it is found that stresses in concrete pavements having
thickness of 200mm or higher are not affected significantly by the variation of tyre
pressure. A tyre pressure of 0.8 MPa is adopted for design.
For heavy volume roads, computation of stresses in pavements should be done
under the combined action of axle load and temperature gradient. Day time traffic and
positive temperature gradient results in high flexural stresses at the bottom of the
pavement slab and it may cause bottom up cracking. Axle loads with negative temperature
gradient in pavement in night may develop large tensile stresses at the top surface
resulting in top down cracking when the front and the second axles lie inside the
transverse joints of a pavement slab. For roads of lesser importance and residential streets
having lower proportion of truck traffic, design may be done for axle loads only since
combined effect of axle loads and day time temperature gradient may not be very
frequent. It is the construction traffic that will govern the design of residential streets.

4.3 Design Period

Cement concrete pavements can be designed to have a life span of 30 years and higher,
and the minimum design period should be 30 years. With a little increase in thickness of
concrete, the life of the pavement can be increased to even fifty years under heavy traffic
as per the experience of developed countries. However, the design engineer should use
his/her judgment about the design life taking into consideration the factors, like traffic
volume, uncertainty of traffic growth rate, the capacity of the road and the possibility of
augmentation of capacity.

4.3 Traffic consideration

4.4.1 Design lane

The lane carrying maximum number of heavy commercial vehicles is termed as design
lane. Each lane of a two way two lane highway and outer lane of multilane highways are
usually considered as design lane.

4.4.2 Design traffic

Assessment of average traffic should normally be based on seven-day-24-hour
count made in accordance with IRC: 9-1972 “Traffic Census on Non-Urban Roads”. The
actual value of growth rate ‘r’ of heavy commercial vehicles should be determined.
However, if actual data is not available, an average annual growth rate of 7.5 per cent may
be adopted. The number of truck traffic during the day as well as night hours should be
evaluated since loading during the day hours is responsible for bottom up cracking
whereas the night time traffic may lead to top down cracking.
The flexural stress caused by axle loads is maximum when the tyre imprint touches the
longitudinal edge; and when the tyre position is even 150mm away from the longitudinal
edge, stresses are reduced substantially. When the wheels touch the transverse joints,
stresses are again much lower. Lateral distribution characteristics of wheel paths indicate
that very few wheel paths are tangential to the longitudinal joints both for two-lane two-
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 IRC: 58-2011

way roads and divided multilane highways in India. For 8.5m to 9.0 m wide pavements
with single longitudinal joints in the centre, the wheel paths of commercial vehicles in the
outer lane can be very close to the longitudinal joint as per lateral placement data of
commercial vehicles. A design traffic of 25 per cent of the total of two way traffic may be
considered for two lane two way roads for the analysis of bottom up cracking and for top
down cracking, fifty percent of the design traffic is recommended. A sample traffic survey
will help in generating wheel base data. In case of four-lane and multi-lane divided
highways, 25 per cent of the total traffic in the direction of predominant traffic may be
considered for design of pavement. Considering the lateral wander a design traffic of
25% may be reasonable in such cases also 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.

The cumulative number of repetitions of axles during the design period may be
computed from the following formula:

365× A {( 1+r )n−1 }

C= (1)
r

Where

C = Cumulative number of axles during the design period

A = Initial number of axles per day in the year when the road is operational

r = Annual rate of growth of commercial traffic (expressed in decimals)

n = Design period in years

Expected number of applications of different axle load groups during the design
period can be estimated from the axle load spectrum.

In most design problems, it is expected that the weights and number of trucks
traveling in each direction are fairly equal. This may not be true for roads, such as, haul
roads in mine areas where many of the trucks haul full loads in one direction and return
empty in the other direction. In such cases, different pavement thickness may be provided.

4.4.3 Axle load spectrum: Spectrum of axle load should be determined for single,
tandem, tridem and multi axle loads for evaluation of safety of pavement from cracking
and erosion of the underlying layers. The load intervals for each class should be as
follows

Single axle --- 100 kN

Tandem axle-- 200 kN

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 IRC: 58-2011

Tridem axle -- 300 kN

If the spacing between two successive axles are 2.4m or higher they may be treated
as single axles.

4.4.4 Wheel base: The distance between the first (front) axle and the second axle plays
an important role in the prediction of top down cracking(TDC) during the night hours.
Data for wheel base should be collected for the computation of top down cracking. Only
those pair of axles which lie within the transverse joints are responsible for TDC. Wheel
bases of a number of trucks of different make generally lie between 3.6 and 4.6 m
whereas the commonly used spacing of transverse joints is 4.5m. Those with wheel base
larger than 4.5m do not cause any top down cracking.

4.5 Temperature consideration

4.5.1 Temperature differential: Temperature differential between the top and bottom
of concrete pavements causes the concrete slab to curl, giving rise to stresses. The
temperature differential is a function of solar radiation received by the pavement surface
at the location, wind velocity, thermal diffusivity of concrete, latitude, longitude and
elevation of the place and is thus affected by geographical features of the pavement
location. As far as possible, values of actually anticipated temperature differentials at the
location of the pavement should be adopted for pavement design. Appropriate models
depending upon the geographical location of the area in combination with factors
mentioned above can be used to predict temperature gradient in concrete pavement. In the
absence of any local data, temperature differential from Table 1 may be adopted for
pavement design. Maximum temperature gradient with depth is non-linear during the day
time and nearly linear in night hours and the peak temperature differential during the
night is almost half of the day peak temperature differential.

Table 1. RECOMMENDED TEMPERATURE DIFFERENTIALS IN CELCIUS

FOR CONCRETE SLABS

Zone States Thickness of PQC

150 mm 200 mm 250 mm 300mm
-400mm
1. Punjab, UP, 12.5 13.1 14.3 15.8
Uttaranchal, Gujarat,
Rajasthan, Haryana
and North M.P,
excluding hilly
regions
2. Bihar, Jharkhand, 15.6 16.4 16.6 16.8
West Bengal, Assam
and Eastern Orissa,
excluding hilly
regions and coastal

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 IRC: 58-2011

areas
3. Maharasthra, 17.3 19.0 20.3 21.0
Karnataka, South
M.P., Chattisgarh,
Andhra Pradesh,
Western Orissa and
North Tamil Nadu,
excluding hilly
regions and coastal
areas
4. Kerala and South 15.0 16.4 17.6 18.1
Tamil Nadu,
excluding hilly
regions and coastal
areas
5 Coastal areas 14.6 15.8 16.2 17.0
bounded by hills
6 Coastal areas 15.5 17.0 19.0 19.2
unbounded by hills
Note: The above temperature data was recommended by Central Road Research
Institute, New Delhi on the basis of observation

4.5.2 Zero stress temperature gradient: Cement concrete slabs laid during morning
hours remain flat during the hardening stage in spite of temperature difference
between the top and the bottom layers of the slab. Intense solar radiation, high air
temperature and chemical reaction are responsible for high temperature difference.
The slab is stress free in plastic stage though there is a temperature gradient across
the depth known as zero stress temperature gradient. Research on in-service
concrete pavements indicates that exposure of fresh concrete to sun/high air
temperature during the hardening stage causes building of permanent curl
equivalent to about negative temperature differential of 5 0C in the concrete
pavements. If the maximum temperature differential during the day time is 200 C,
the actual temperature differential for stress computation can be 150 C. During the
night hours, if the temperature differential is 100 C, the effective differential can be
150 C. If there is mist spray of water over the curing compound during the intense
solar radiation during the day time after placement of concrete, the built in
permanent curl can be less. It is safer to use built in curling for night time
temperature differential to examine the safety of the pavement slab from top down
cracking and neglect built in permanent curl during the day hours for bottom up
cracking. Field investigation on existing pavements located in different regions
will establish the zero stress temperature gradient for future guidance.

4.5.3 Temperature differential are positive during the day hours and negative in 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 both during the day and

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 IRC: 58-2011

the night hours. Since it is too cumbersome to carry out hourly cumulative fatigue
damage analysis, it is suggested that the maximum temperature differentials may
be assumed to be constant for six hours during the day time from 10AM to 4PM
and six hours during the night hours from 0.00 AM to 6 AM. The slab is assumed
to be free of warping stresses for the remaining 12 hours. The above timings refer
to Indian Standard time and it may be different depending upon the geographical
location

4.6 Characteristics of Sub grade and Sub-Base

4.6.1 Subgrade: The sub grade is usually considered as a Winkler foundation, also
known as dense liquid foundation. It implies that the foundation is made up of springs
supporting the concrete slab. The strength of sub grade is expressed in terms of modulus
of sub grade reaction k, which is defined as the pressure per unit deflection of the
foundation as determined by plate bearing tests. The k-value is determined from the
pressure sustained at a deflection of 1.25mm. As k-value is influenced by test plate
diameter, the standard test is to be carried out with a 750 mm diameter plate. IS:9214-
1974, “Method of Determination of Modulus of Sub grade Reaction of Soil in the Field”
may be referred for guidance in this regard. A frequency of one test per km per lane is
recommended for assessment of k-value, unless the foundation changes with respect to
sub grade soil, type of sub-base or the nature of formation (i.e. cut or fill) when additional
tests may be conducted.

Though 750mm is the standard plate diameter, lower diameter plate can be used in
case of homogeneous foundation from practical consideration and the test values obtained
with plates of smaller diameter may be converted to the standard 750 mm plate value
(TRL) by the following equation given as :

k750 = k ( 1.21Φ +0.078) (2)

where Φ =plate diameter, metre

k= modulus of subgrade reaction (MSR) with plate diameter Φ, MPa/m
k750= MSR with plate diameter 750 mm, MPa/m

Equation 2 is regarded as approximate only. However, in case of layered construction, the

tests with smaller plates give greater weightage to the stronger top layer, and direct
conversion to 750 mm plate values by the above correlation somewhat over-estimates the
foundation strength.
The sub grade 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 at
different moisture content and densities, CBR tests may be carried out at field moisture
content and field density both in soaked and unsoaked condition and the measured k value
from plate bearing test may be corrected in the ratio of CBR values under soaked and
unsoaked conditions to obtain the k-value when the sub grade is weakest. The plate
bearing test is time consuming and expensive and therefore, it can be estimated from the
soaked CBR value given in Table 2. The current trend, however is to use k value at the
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 IRC: 58-2011

equilibrium moisture content obtained at a depth of about 1.2m since minor variations
in subgrade support has little effect on flexural stresses in concrete pavement.

The in situ CBR of the of the sub grade soil can also be determined from the Dynamic
Cone Penetrometer (600 cone) from the following relation (ASTM D4429-93)

Log CBR=2.632-1.28 log N (3)

Where N=mm/blow
The modulus of subgarde reaction of the compacted subgrade can also be determined
from falling Weight Deflectometer (FWD).The k value of the subgrade is taken as 50%
of the dynamic k value from the FWD test(AASHTO1993).

It is advisable to have filter and drainage layers above the sub grade for drainage
of water to prevent (i) excessive softening of sub grade and subbase and (ii) erosion of the
subgrade and subbase particularly under adverse moisture condition and heavy dynamic
loads. IRC:37-2001, IRC:SP:42-1995 and IRC:SP:50-1999 may be referred for further
details.

Table 2. APPROXIMATE k-VALUE CORRESPONDING TO CBR VALUES FOR

HOMOGENEOUS SOIL SUB GRADE

Soaked 2 3 4 5 7 10 15 20 50 100
CBR
value %
k-value 21 28 35 42 48 55 62 69 140 220
(MPa/m)
Note: 100psi=2.77kg/cm 3 = 27.2MPa/m

If the CBR of the 500mm thick compacted subgrade is significantly higher than that of
the embankment below it, the effective CBR of the subgrade can be determined from
Figure 1. A minimum effective subgrade CBR of 8% is recommended for design.

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 IRC: 58-2011

CBR below 500mm

of compacted
subgrade

CBR of COMPACTED BORROW MATERIALS FOR 500MM THICK SUBGRADE

Figure 1: Effective CBR of Subgrade

4.6.2 Subbase: The main purpose of the subbase is to provide a uniform, stable and a
pemanent support to the concrete slab laid over it. It must have sufficient strength so that
it is not subjected to disintegration and erosion under heavy traffic and adverse
environmental conditions such as excessive moisture,freezing and thawing. Cement or
bitumen bound subbases are recommended for concrete pavements carrying more than
450 heavy commercial vehicles per day. Bituminous bound subbases laid over stabilized
layer should be dense graded so that there is little stripping due to water infiltrating
through the joints and the recommended bituminous mix is Dense Graded Bituminous
Macadam grading 2(DBM 2) of IRC:111-2009 with a minimum thickness of 60mm. In
order that the cement bound subbase is stable and permanent, the minimum cementitious
content for a durable subbase should be determined from wetting and drying test(BIS :
4332 (Part IV) - 1968). In the light of international experience, Dry Lean Concrete should
have a minimum 28 day compressive strength of 5.0 Mpa with a 28 day maximum of 8.5
MPa to limit crack width in unjointed DLC enabling use of marginal and recycled
concrete. The sub-base of DLC conforming to “Guidelines for the Use of Dry Lean
Concrete (DLC) as sub-base for Rigid Pavement, IRC-SP:49-1998” having a 7-day
strength of 10 MPa provides a very rigid support giving rise to high curling stresses in
concrete pavement due to temperature gradient which may lead to mid slab transverse
cracking under traffic load. Benefit of higher strength of 10 MPa of unjointed DLC
foundation is not realized when there is a debonding layer of polythene sheet between the
DLC and PQC though the flexural stresses in the pavement slab due to load alone is
lower. However, if the local experience is good, the high strength DLC of 10 MPa with
plastic sheet at the interface can be used. There is hardly any effect of foundation support
upon stresses in concrete pavements for certain range of thicknesses when combined
action of load and curling is considered. A thickness design using higher strength DLC

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 IRC: 58-2011

using an alternate approach is also included. In case of problematic subgrade, such as,
clayey and expansive soils, etc., appropriate provisions shall be made for blanket course
in addition to the sub-base as per the relevant stipulations of IRC:15

Effective k-values over different thickness of sub-bases made up of untreated granular

and cement treated granular layers may be taken from Tables 3.. For concrete pavements
laid over bituminous layer, k values of the support can be adopted from IRC: SP: 76-
2008. Minimum recommended thickness of DLC for major highways is 150mm. K values
over DLC having a 7 day strength of 10 MPa laid over GSB consisting of filter and
drainage layers can be adopted from Table 4. The values in Table 4 is based on theoretical
analysis (AASHTO93) and an upper limit of 300MPa/m is recommended due to possible
loss of subgrade support by heavy traffic.

TABLE 3. K-VALUES OVER GRANULAR AND CEMENT TREATED SUB-

BASES
k-value of Effective k (MPa/m) over untreated Effective k (MPa/m) over cement
subgrade granular layer sub-base of thickness treated sub-base of thickness in
(MPa/m) in mm mm
150 225 300 100 150 200
28 39 44 53 76 108 141
56 63 75 88 127 173 225
84 92 102 119 - - -
Note: 100psi=2.77kg/cm3= 27.2MPa/m.

Loss of weight of cement treated aggregates shall not exceed 14% after 12 cycles of
wetting and Drying Test(BIS : 4332 (Part IV) – 1968). In regions such as Kasmir,
Ladakh, Himachal Pradesh, where freezing and thawing may occur loss after freezing and
thawing test shall be less than 12% after 12 cycles.

TABLE 4. K-VALUES OVER DRY LEAN CONCRETE SUB-BASE

k-value of 21 28 42 48 55 62
Subgrade (MPa/m)
Effective k over 100 56 97 166 208 278 389*
mm DLC, (MP/m)
Effective k over 150 97 138 20.8 277 412* -
mm DLC, (MPa/m)
Note: 100psi=2.77kg/cm3= 27.2MPa/m
In the design the maximum value may be taken as 300 MPa/m

4.6.3 Separation layer between sub-base and pavement : Foundation layer below
concrete slabs can be made smooth to reduce the inter layer friction to allow limited
relative movement between two cement bound layers. Debonding interlayer such as
polythene sheets having a minimum thickness of 125 micron has been the popular
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 IRC: 58-2011

practice in India. Surface dressing with 6mm aggregates is recommended in

AUSTROADS to reduce the friction between concrete slabs and cement bound
subbase.No debonding layer is required if the subbase is made up of DBM 2 placed over
cement treated layer.

4.7 Characteristics of Concrete

4.7.1 Design strength : Since the concrete pavements fail due to bending stresses, it is
necessary that their design is based on the flexural strength of concrete. Concrete gains in
strength with time and 90day and 365 day compressive strengths are 21 % and 46.5 %
higher than the 28 day compressive strength (MORTH2001, p357). The corresponding
flexural strength from the relationship given in the Appendix- 5 are 10% and 20% higher
than the 28 day flexural strength. The mix should be so designed that the minimum
structural strength requirement in the field is met at the desired confidence level. Thus, if

fcr = characteristic flexural strength at 28 days, MPa

f’cr = target average flexural strength at 28 days, MPa

Za = tolerance factor for the desired confidence level, known as the standard normal
variate (Table 5)

σ = expected standard deviation of field test samples; if it is not known, it may be

initially assumed as per IS:456-2000.

Then the target average flexural strength is given as

f’cr = fcr + Za σ

TABLE 5. VALUES OF STANDARD NORMAL VARIATE FOR DIFFERENT

VALUES OF TOLERANCE (IS:10262)

Accepted proportion of low Quality level Standard Normal Variate,

results (tolerance) Za
1 in 20 Good 1.65
1 in 40 Very Good 1.96
1 in 100 Excellent 2.33

For pavement construction, the concrete mix should preferably be designed and
controlled on the basis of flexural strength. Flexural strength should be determined by
modulus of rupture tests under third point loading. The preferred size of the beam should

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 IRC: 58-2011

be 150 mm x 150 mm x 700 mm when the size of the aggregate is more than 19 mm.
When the maximum size of aggregate is less than 19 mm, 100 mm x 100 mm x 500 mm
beams may be used. IS:516 should be referred to for the test procedure. A minimum 28
day flexural strength of 4.5MPa is recommended. Cement concrete continues to gain in
flexural strength with age and ninety and one year strengths are about 110 and 120percent
of the 28 day strength. There are very few cumulative repetitions of axle loads during the
first few months and advantage of gain in strength with age can be taken for design of
pavement. The recommended age for design is 90 days since the traffic repetitions in the
first three months in the construction is very little compared to total repetitions in thirty
years. In addition, thickness design is very conservative and there is little chance of
fracture within a few months. The concrete gains 67% of its 28 day strength is attained in
7 days
Modulus of elasticity and Poisson’s ratio: The modulus of elasticity, E, and Poisson’s
ratio, µ, of cement concrete are known to vary with concrete materials and strength. The
elastic modulus increases with increase in strength, and Poisson’s ratio decreases with
increase in the modulus of elasticity. While it is desirable that the values of these
parameters are ascertained experimentally for the concrete mix and materials actually to
be used in the construction, this information may not always be available at the design
stage. Even 25 per cent variations in E and µ values have only marginal effect on the
flexural stresses in the pavement concrete. It is suggested that for design purposes, the
following values may be adopted for concrete for the 28 day flexural strength of 4.5
MPa(4.95MPa for 90 day strength) (see Appendix- 5).

Modulus of elasticity of E = experimentally determined value.

Concrete or 30,000 MPa
Poisson’s ratio µ = 0.15
The designer can recommend higher grade of concrete with reduced thickness if prper
quality control facility is available

4.7.3 Coefficient of thermal expansion : The coefficient of thermal expansion of

concrete (α) of the same mix proportions varies with the type of aggregate. However, for
design purpose, a value of α = 10 x 10-6 per 0C may be adopted in all cases.

4.7.4 Fatigue behaviour of cement concrete: Due to repeated application of flexural

stresses by the traffic loads, progressive fatigue damage takes place in the cement
concrete slab in the form of gradual development of micro-cracks especially when the
applied stress in terms of flexural strength of concrete is high. The ratio between the
flexural stress due to the load and the flexural strength of concrete is termed as the 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
cause cracking decreases. The relation between fatigue life (N) and stress ratio is given as:

N = unlimited for SR < 0.45

14
 IRC: 58-2011

3.268
4.2577
N= [ SR−0.4325 ] when 0.45 ≤ SR ≤ 0.55.. 5

0.9718−SR
LogN = for SR> 0.55.. 6
0.0828

Use of the fatigue criteria is made on the basis of Miner’s hypothesis. Fatigue resistance
not consumed by repetitions of one load is available for repetitions of other loads. The
above fatigue equations developed by Portland Cement Association is very conservative
and they can safely be used for the analysis of bottom up and top down cracking.

5. DESIGN OF SLAB THICKNESS

5.1 Critical Stress Condition

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 pavement will give the critical stress condition. The flexural
stress due to the combined action of traffic loads and temperature differentials between
the top and bottom fibres of the concrete slab is considered for design of pavement
thickness. The effects of moisture changes are opposite to those of temperature changes
and are, not normally considered critical to thickness design. The flexural stress at the
bottom layer of the concrete slab is maximum during the day hours when the axle loads
act midway on the pavement slab when there is a positive temperature gradient (Figures 2
and 3) causing bottom up cracking(BUC). Figure 4 shows placement of axles load close
to transverse joints when there is negative temperature gradient during the night hours
causing high flexural stresses on the top layer leading to top down cracking.

P
Maximum tensile stress
(bottom up cracking)

Figure -2 Axle load during day ours

Transverse joint

15
 IRC: 58-2011

Maximum stress

Single axle Tandem axle Tridem axle

Figure -3 Placement of axles for maximum

flexural stresses at the bottom

Location 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 Figure 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 respectively. Spacing between axles for tandem and tridem axles
varies from 1.30m to about 1.40m. There is practically no difference in stresses with axle
spacing between 1.30 and 1.40m. A spacing of 1.30m has been used for stress
computation. During the night hours, the top surface is cooler than the bottom surface and
the ends of the slab curl causing a void between the slab and the support as shown in
Figure 4. Self weight of concrete and the dowel bars do provide restraint but tensile
stresses are caused at the top. The loads from different types of trucks shown in figure 4
with front and the first rear axles close to the transverse joints can initiate top down
cracking(TDC) during the night hours . Built in permanent curl induced during the curing
of the concrete slab further aggravates the problem.

Maximum tensile stress at top

(top down cracking)

Figure 4 Two Axles of a commercial vehicle acting on warped pavement in night hours

16
 IRC: 58-2011

Figure 5 Different types of trucks causing tensile stress at the top fibre pavement Slab with tied con

5.2 Calculation of Stress

5.2.1 Edge stress

(a) Load stress : Since the loads causing failure of pavements are mostly applied by single,
tandem, tridem and multiple axles, stresses should be determined for the condition shown
in Figures 2,3,4 and 5. The software IITRIGID used in IRC:58-2002 for stress
computation at the edge for single and tandem axles was based on Picket & Ray’s work
for the stresses for infinite slab. While the software is still valid for edge stresses without
temperature gradient and without tied shoulder, finite element method is more versatile
for stress computation for a wide variety of load, temperature, geometry and boundary
condition. Single axle load causes highest stresses followed by tandem and tridem axles.
Since the stresses due to tridem axles are low, they are not included for stress
computation. Stresses caused by single and tandem axle loads for nonlinear temperature
gradients of 8 0C,13 0C,17 0C and 21 0C are given in Appendix- 6 . These values can be
used for computation of fatigue damage resulting in bottom up cracking. Equations for
estimation of the stresses were developed by regression analysis as described in 5.3. The
R2 value for all the equations are greater than 98% and the stress values are close to those
given in charts with minor variations for a few cases. Terminal load transfer
efficiencies(LTE) for dowelled transverse joints and tied concrete shoulder have been
taken as 50% and 40% respectively for stress computation though AASHTO 2002
recommends LTE values of 60% and 50% respectively for joints. This has been done to
make design more conservative because of overloading in India. The attached excel sheets
can be used for quick trials by making use of equations for stress computations. Final
17
 IRC: 58-2011

checking for CFD can be done on the excel sheets using the stress values from the charts
given in Appendix- 6 . Linear interpolation of stresses for loads and temperature not
shown in the charts is valid.
.

5.3 Equations for flexural stress in concrete slab

The concrete slabs have tied concrete shoulder (TCS) and dowel bars at transverse joints
for heavy traffic conditions. Lower traffic (less than 100 trucks/day) does not warrant
TCS and dowel bars. Analysis has been done for slabs without TCS and without dowel
bars also. Dowel bars prevent faulting at transverse joints for pavements with heavy
traffic. For the analysis of top down cracking, front axle load is near the approaching
transverse joint and the rear axle is close to the following rear transverse joint in the same
panel (Figure 5).The load on the front axle is taken as 50% of the rear axle. If the rear axle
weighs 200 kN, the front axle having single tyres on either side applies a load of 100 kN.
Temperature variation from the top surface of the concrete pavement to the bottom
surface is taken as non-linear during the day time and linear during the night hours.
Following conditions of pavement were considered for the analysis of bottom up and top
down cracking:
Bottom up cracking
1. Single axle with tied concrete shoulders with temperature differential(TD)
2. Single axle with TD having no concrete shoulder
3. Tandem axle with tied concrete shoulders with TD
4. Tandem axle with TD having no concrete shoulder
Loading cases 1 and 3 will be most common for major highways where tied concrete
shoulders and dowel bars are always provided.

Top down cracking

5. Front axle with single tyres and rear axles with dual tyres at either end are near the
transverse joints(Figure(4)) in the same panel.

Equations for computation of Flexural stresses are given in the following. The equations
are valid for temperature differentials from 10 0C to 210C.

Bottom up cracking:
1. Single axle with tied concrete shoulders with temperature differential (TD)

(a) k < =80 MPa/m

S = 0.008 - 6.12 (γh2/kl2) + 2.36 Ph/(kl4) + 0.0266 t ………….(7)

(b) k> 80, k<=150 MPa/m

S = 0.08 – 9.69 (γh2/kl2) + 2.09 Ph/(kl4) + 0.0409 t ………….(8)

18
 IRC: 58-2011

(c) k>150 MPa/m

S= 0.042 + 3.26 (γh2/kl2) + 1.62 Ph/(kl4) + 0.0522 t ………….(9)

2. Single axle with TD having no concrete shoulder

(a) k <= 80 MPa/m

S= - 0.149 - 2.60 (γh2/kl2) + 3.13 Ph/(kl4) + 0.0297 t ………….(10)

(b) k> 80, k<=150 MPa/m

S = - 0.119 - 2.99 (γh2/kl2) + 2.78 Ph/(kl4) + 0.0456 t ………….(11)

(c) k> 150 MPa/m

S = - 0.238 + 7.02 (γh2/kl2) + 2.41 Ph/(kl4) + 0.0585 t ……….....(12)

3. Tandem axle with tied concrete shoulders with TD

(a) k <= 80 MPa/m

S= -0.188 + 0.93 (γh2/kl2) + 1.025 Ph/(kl4) + 0.0207 t …………..(13)

(b) k> 80, k<=150 MPa/m

S = -0.174 + 1.21 (γh2/kl2) + 0.87 Ph/(kl4) + 0.0364 t …………..(14)

(c) k> 150 MPa/m

S = -0.210 + 3.88 (γh2/kl2) + 0.73 Ph/(kl4) + 0.0506 t …………(15)

5. Tandem axle with TD having no concrete shoulder

(a) k <= 80 MPa/m

S = -0.223 + 2.73 (γh2/kl2) + 1.335 Ph/(kl4) + 0.0229 t …………(16)

19
 IRC: 58-2011

(b) k> 80, k<=150 MPa/m

S = -0.276 + 5.78 (γh2/kl2) + 1.14 Ph/(kl4) + 0.0404 t …………(17)

(c) k> 150 MPa/m

S = -0.3 + 9.88 (γh2/kl2) + 0.965 Ph/(kl4) + 0.0543 t …………(18)

6. Top down cracking

For the analysis of top down cracking, only rear axle load is the input. Front axle load is
taken as 50% of the rear axle load (first rear axle for tandem and tridem).

S = -0.219 + 1.686βPh/kl4 + 168.48h2/kl2 + 0.1089 t ………….(19)

R2 values for all equations are over 98%

The symbols in the equations have the following meaning:

t = maximum temperature differential in during the day time
for bottom up cracking,
= sum of the maximum night time negative temperature differential and built in negative
temperature differential in 0C for top down cracking
h= thickness of slab in meters,
k= Modulus of sub grade reaction in MPa/m,
l= Radius of relative stiffness in meters,
S= Flexural stress in slab in MPa
γ= Unit weight of concrete 24 kN/m3,
P= Single/ tandem axle load in kN, each axle has dual tyres on either side of the axle.
Only the load on rear single/tandem axles is entered.
For top down cracking, the input is load on single rear axle with dual tyres, for tandem
and tridem axles the input load is half and one third respectively,
β= 0.66 for transverse joint efficiencies of 50% with dowel bars,
= 0.70 for transverse joint efficiencies of 40% with dowel bars,
= 0.90 for transverse joint efficiencies of 10% without dowel bars,

5.4 Stress Ratio and Fatigue Analysis

For a given slab thickness and other design parameters, the flexural stress at the
edge due to the application of a single or tandem axle loads and temperature differentials
can be determined using the appropriate equations. This stress value is divided by the
design flexural strength of the cement concrete, to obtain the stress ratio in the pavement.
If the stress ratio is less than 0.45, the allowable number of repetitions of the axle load is
infinity. The concrete slab surface continuous fatigue damage through crack growth
20
 IRC: 58-2011

induced by traffic loading and fatigue damage is determined for different axle loads and
the value of the cumulative damage should be equal to or less than one. Ideally the
Cumulative fatigue damage(CFD) during the design period can be expressed as
k k k
ni ni n
CFD=∑ ( 10 A . M ¿4 P . M )+ ∑ ( 0 A . M ¿6 A . M ) + ∑ i ( remaining hours)
i=1 N i i=1 N i i=1 N i
The computation indicates that contribution to CFD for bottom up cracking is significant
only during 10 A.M to 4 P.M because of higher stresses due to simultaneous action of
wheel load and positive temperature gradient. For the top down cracking only the CFD
during the period beween 0 A.M to 6 A.M is important. The time mentioned above will
vary depending on the geographical location but total duration may remain practically the
same. In thickness design only the first term is considered for the examination of bottom
up cracking and the middle term for the top down cracking.

5.5 Erosion Consideration

AASHO Road Test has indicated that erosion of the foundation is an important
mode of failure in addition to fatigue cracking that must be considered in the design.
Analysis by Portland Cement Association has indicated that the erosion was caused
largely by tandem and multi-axle vehicles and that single axles were mostly responsible
for fatigue cracking. Since tandem axles form large percentage of the total commercial
vehicles on Highways in India, erosion data needs to be collected for revision of the
future guidelines. Heavy vehicles may cause deflection as high as 1.0 mm. Record of
pavement performance data including loss of erodible materials from untreated subgrade
and sub-base of the concrete pavements will be necessary for modification of the
guidelines in future since erosion is dependent on the quality of sub-base and sub grade,
climate as well as the gross weight of the vehicles. The non-cohesive sub grade and
granular subbases should be compacted to 100% of the maximum dry density to minimize
settlement due to further compaction by traffic.

5.6 Drainage Layer

Heavy axle loads commonly ply on major roads in India and therefore, it should be
ensured that the unbound layers do not undergo unacceptable permanent deformation
under repeated loading Entrapped water in the sub grade and granular subbase may cause
erosion of the foundation material since pressure due to 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 millimeter which may result in formation of
voids below the pavement due to accumulation of permanent deformation in the presence
of excess moisture accumulated due to its infiltration into the pavement or due to thawing
in snow bound region. To facilitate the quick disposal of water that is likely to enter the
subgrade, a drainage layer together with a filter/separation layer may be provided beneath
the subbase throughout the road width. The filter/separation 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 infiltrating into the pavement
should be assessed and the drainage layer having the required permeability needs to be

21
 IRC: 58-2011

designed. In no case should the permeability be less than 30m/day even for low rainfall
area. The requirement of the permeability can be as high as 300metre per day or higher in
some cases and it is essential to provide it for major highways in areas having rainfall
above 1000mm per year. Regional experience is the best guide.The drainage layer can be
treated with 2% cement/2.5% bitumen emulsion so as to permit the construction traffic
without any sideway displacement and/or shoving of the aggregates. In case granular
layers are not needed because of high strength subgrade, geocomposite can be used over
the subgrade to function both as a filter and a drainage layer. The coarse graded granular
subbase (Table 400-2, Spec.MORTH,2001) with percent fines passing 0.075mm sieve
less than 2% would have the necessary permeability of over 300m/day needed for high
rainfall area. Los Angeles abrasion value of the aggregates for drainage layer must be less
than 40% to limit degradation during compaction. Field test by Ridgeway in USA
indicated that it is 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 m3/day/m and this value can be used for design of drainage layer.
The infiltration rate per unit area qi can be expressed as

Nc Wc
qi= Ic( + ¿+ K p
W p Cs W p
in which Ic is the crack infiltration rate, N c is the number of longitudinal joints/cracks, W p
is the width of pavement subjected to infiltration, W c is the length of the transverse
cracks or joints, C s is the spacing of transverse joints and K p is the rate of infiltration
through uncracked pavement surface, which is almost negligible for cement concrete.
Cedergren recommended a design infiltration rate of 50% of 1 hour rainfall of 1 year
frequency. The computed value is found to be too high and the Ridgeway method can be
adopted for design of drainage layer. An example for design of drainage layer together
with gradation of the drainage layers recommended by AASHTO 93 is given in
Appendix- 4.

5.7 Tied concrete shoulder and widened outer lane

Tied cement concrete shoulders are recommended to protect the pavement edge
for heavy volume highways. Widening of outer lanes of rigid pavement by 0.5 to 0.6m to
act as a part of the shoulder can be adopted for two lane two way concrete roads. The load
stresses on the wheel path is reduced by 20 to 30% due to concrete shoulder leading to
reduction of pavement thickness and quantity of concrete may remain the same or it may
be marginally higher. Rough texture 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.

5.7 Bonded Rigid Pavement

Where the polythene separation layer between the concrete slabs and dry lean
concrete (DLC) sub-base is eliminated, a monolithic action of two layers results and this
action can be exploited to reduce the pavement thickness. In order to prevent random
22
 IRC: 58-2011

crackings of upper layer due to cracks in the DLC layer , transverse joints are to be made
in the DLC layer also just below the joints in the top pavement slab( PCA practice). An
example for design of bonded rigid pavement is given in Appendix- 1. The DLC can be of
any strength.

5.8 Anchor Beam and Terminal Slab

During the hot season, the concrete slabs expand and this will result in the build-up of
horizontal thrust on dirt-wall/abutment. To contain this thrust, RCC anchor beams are
generally provided in the terminal slab. A series of expansion joints also may 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

5.9 Recommended Design Procedure

Different cross section of pavements are shown in Appendix 1. Design examples for
different types of pavements are also illustrated in Appendix 1

Step 1 :
Stipulate design values for the various parameters

Step 2 :
Select a trial design thickness of pavement slab

Step 3 :
Compute the repetitions of axle loads of different magnitudes during the
design period

Step 4 :
Find the proportions of axle load repetitions of each axle load during
the day and night periods

Step 5 :
Find the axle load repetitions in 6 hours during the day time. The
maximum temperature differential is assumed to remain constant during the 6 hours for
analysis of bottom up cracking

Step 6 :
Find the axle load repetitions in 6 hours during the night time. The maximum negative
temperature differential in the night is taken as half of day time maximum temperature
differential. Built in negative temperature differential of 5 0C 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 wheel base less than 4.5 m need be considered for the
analysis.

Step 7 :
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 IRC: 58-2011

Compute the flexural stresses at the edge due to the single and tandem axle loads for
the combined effect of axle loads and temperature differential during the day time.
Determine the stress ratio ( Flexural stress/ MR (Modulus of Rupture) ) and evaluate the
cumulative fatigue damage(CFD) for single axle and tandem axle loads. Sum of the two
CFDs should be less than 1 for bottom up cracking.

Step 8 :
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 following joint under negative
temperature differential( as per step 6). Determine the stress ratio( Flexural stress/ MR )
and evaluate the CFD for different axle loads for the analysis of top down cracking. CFD
should be less than 1 for top down cracking. The design process is programmed in an
excel sheet provided in the CD. The designer has to provide traffic data such as rate of
traffic growth, axle load spectrum, number of single and tandem axles, proportion of
trucks with wheel base less than transverse joint spacing(say 4.5 m). The entire design
process is programmed on an excel sheet and the designer can make several trials
instantly.All relevant traffic and material data are inputs on the excel sheets.

It is worth noting that concrete strength increases with age. The excel sheets illustrate
design for 28 day and 90 day strengths of PQC. 90 day strength can safely be used
because of following considerations
(i) Design traffic for edge stress calculation is taken as 25% against 2-3% axle actually
moving near the edge
(ii) Assumption of low terminal load transfer efficiency at transverse and longitudinal
joints for stress calculation
(iii) Conservative assumption of highest temperature differential to be constant for 6
hours both during the day and night hours leading to high computed CFD
(iv) Conservative recommendation of dowel bar design etc. The temperature gradient is
highest only during summer months in the afternoon, when the volume of commercial
vehicles is generally low. The combined effect of curling and wheel load stresses is
generally higher during the day time than the simple algebraic addition. The moisture
gradient across the depth of the concrete is opposite to that of the temperature gradient
and hence the curling caused by temperature gradient is nullified to some extent by the
warping caused by the moisture gradient. In view of the above factors, the above design
methodology is likely to result in a much higher life of the pavement than considered.

6. DESIGN OF JOINTS

6.1 Spacing and Layout

Great care is needed in the design and construction of joints in Cement Concrete
Pavements, as these are critical locations having significant effect on the pavement
performance. The joints also need to be effectively sealed, and maintained well. The
contraction joint spacing should not exceed 4.5m to lessen the chance of top down
cracking.

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 IRC: 58-2011

Cement Concrete Pavements have transverse and longitudinal joints. Different

types of transverse joints are:

i) Contraction joints
ii) Expansion joints
iii) Construction joints

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. Maximum
spacing of contraction joints should be limited to 4.5m to prevent top down cracking
during the night hours.

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 the dirt causing locking of the joints and preventing expansion of concrete
slabs. They are there for no longer in use except near permanent structure like bridges and
culverts.

Longitudinal joints are required in pavements of width greater than 4.5 m to allow for
transverse contraction and warping.

Construction joints should, as far as possible be placed at the location of contraction joints
but in case of emergency a key joint may be used.

6.2 Load Transfer at Transverse Joints

6.2.1 Load transfer to relieve part of the load stresses in edge and corner regions of
pavement slab at transverse joints is provided by means of mild steel round dowel bars.
Coated dowel bars are often used to provide resistance to corrosion. The coating may be a
zinc or lead based paint or epoxy coating. Dowel bars enable good riding quality to be
maintained by preventing faulting at the joints. For general provisions in respect of dowel
bars, stipulations laid down in IRC:15, may be followed. For heavy traffic, dowel bar
should be provided at the contraction joints. More dowel bars may be provided along the
wheel path of heavy commercial vehicles in the light of experience. Designer may use this
discretion after a study of the traffic pattern.

6.2.2 From the experience all over the world, it is found that it is 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 bar, 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 between the concrete and dowel bar is obtained from the
equation as:

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 IRC: 58-2011

k Pt (2+ β Z )
Fb max =
4 β 3 EI

Where

β = √4 kb /4 EI

β = relative stiffness of the bar embedded in concrete, mm

k = modulus of dowel support, MPa/m

b = diameter of the dowel, mm

z = joint width (may be taken as 5mm for contraction joint and 20mm for expansion
joint), mm

E = modulus of the elasticity of the dowel bar, MPa

I = moment of inertia of the dowel, mm4

Pt = load transferred by a dowel bar. kN

The modulus of dowel support ranges from 80,000 to 415,000 MPa/m. A typical value of
415,000 MPa/m may be adopted for design since only the fourth root of the k value
affects the computation of β.
Each dowel bar should transfer load that is less than the design load for the maximum
bearing pressure. Following equation based on the expression given by the American
Concrete Institute (ACI), Committee-225 may be used for calculation of the allowable
bearing stress on concrete:

Fb = (101.6 – b ) fck
95.25

Where

Fb = allowable bearing stress, MPa

b = dowel diameter, mm

fck = ultimate compressive strength (characteristic strength) of the concrete, MPa

For M 40 concrete, fck = 40 MPa (28 days),
= 48 MPa (90 days, MORTH)
Since the initial load transfer efficiency (LTE) at the transverse joint is almost close to
100 and it takes a long time for the LTE to decrease with traffic repetitions. 90 day
compressive strength can be used for the computation of allowable bearing stress.
26
 IRC: 58-2011

For heavy traffic, dowels are to be provided at the contraction joints since aggregate inter-
lock cannot be relied upon to affect the load transfer across the joint to prevent faulting
due to the repeated loading of heavy axles. Joint widths of 5mm and 20 mm may be taken
for stress computation in dowel bar at the contraction and expansion joint respectively. In
view of the fact that under the dowel there is likelihood of crushing of concrete and
consequent loss of support, recommended diameter and length of dowel bars are given in
Table 6. It is found that the recommended dowel bars are safe at contraction joints for all
loads that operate on highways.

TABLE 6. RECOMMENDED DIMENSIONS OF DOWEL BARS FOR RIGID

PAVEMENTS ( PCA 1980)

Slab thickness Dowel bar details

mm
Diameter, mm Length, mm Spacing, mm
200 25 360 300
230 29 400 300
250 32 450 300
280 35 450 300
300 38 500 300
350 38 500 300

Note: The values given are for general guidance. Field performance under heavy loading
prevalent in India will be the most appropriate guide. The load carrying capacity of dowel
bar can be approximately computed as per the guide lines. Dowel bars are not satisfactory
for slabs of small thickness and shall not be provided for slab of less than 200 mm
thickness.
6.2.3 Dowel group action : When loads are applied at a joint, a portion of the load is
transferred to the other side of the slab through the dowel bars. If the load is near at tied
edge of a pavement of a tied concrete shoulder a part of the load is transferred to the
shoulder also. The dowel bars immediately below a wheel load carries maximum amount
of load and other dowel bars transfer progressively lower amount of loads. Repeated
loading causes some looseness between the dowel bars and the concrete slab and recent
studies indicates that the dowel bars within a distance of one radius of relative stiffness
(1.0 1) 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 1, maximum load carried
by a dowel bar can be computed as illustrated in Appendix -2.

7. TIE BARS FOR LONGITUDINAL JOINTS

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 IRC: 58-2011

7.1 In case opening of longitudinal joints is anticipated in service, for example, in case
of heavy traffic, expansive sub grades, etc., tie bars maybe designed in accordance
with the recommendation of IRC:15., For the sake of convenience of the
designers the design procedure recommended in IRC:15 is give here.

7.2 Design of Tie Bars

The area of steel required per metre length of joint may be computed using the
following formula:

As = bfW
S
In which

As = area of steel in mm2, required per m length of joint

b = lane width in metres

f = coefficient of friction between pavement and the sub-base/base (usually taken as 1.5)

W = weight of slab in kN/m2 and

S = allowable working stress of steel in MPa

The length of any tie bar should be at least twice that required to develop a bond strength
equal to the working stress of the steel. Expressed as a formula, this becomes:

2 SA
L=
B ¿× P

in which

L = length of tie bar (mm)

S = allowable working stress in steel (MPa)

A = cross-sectional area of one tie bar (mm2)

P = perimeter of tie bar (mm), and

B* = permissible bond stress of concrete (i) for deformed tie bars – 2.46 MPa, (ii) for
plain tie bars – 1.75 MPa.

28
 IRC: 58-2011

RCCmay be required in curved portion of radius less than 45 m, underpasses, steep

gradient, and the slabs having man hole cover with in itself, slab having L/B ratio more
than 1.5 and other similar situation.

7.3 To permit warping at the joint, the maximum diameter of tie bars may be limited
to 20 mm, and to avoid concentration of tensile stress they should not be spaced more
than 750 mm apart. The calculated strength, L, may be increased by 50- 80 mm to account
for any inaccuracy in placement during construction. An example of design of tie bar is
given in Appendix -3.

7.4 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 7. Same specifications may be
used for the tied concrete shoulder also.

TABLE 7. DETAILS OF TIE BARS FOR LONGITUDINAL JOINT OF

TWO-LANE RIGID PAVEMENTS

Slab Tie Bar Details

Thickness
(mm)
Diameter Max. Spacing (mm) Minimum length (mm)
(d) (mm)
Plain Deformed Plain Deformed
150 8 330 530 440 480
10 520 830 510 560
200 10 390 620 510 560
12 560 900 580 640
250 12 450 720 580 640
14 610 980 650 720
300 12 370 600 580 640
16 660 1060 720 800
350 12 320 510 580 640
16 570 910 720 800

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

Tir bars shall conform to IS 1786 and IS 432 as relevant. Tie bars (deformed/plain) to
grade Fe 500 high yield strength as per IS 1786/IS 432 respectively.
29
 IRC: 58-2011

8. REINFORCEMENT IN CEMENT CONCRETE SLAB TO CONTROL

CRACKING

8.1 Reinforcement, when provided in concrete pavements, is intended for holding the
cracked faces tightly together, so as to prevent opening of the cracks and to maintain
aggregate inter-lock required for load transfer. It does not increase the flexural strength of
unbroken slab when used in quantities which are considered economical.

8.2 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.

The amount of longitudinal and transverse steel required per m width or length of
slab is computed by the following formula:

LfW
A=
2S

in which
A = area of steel in mm2 required per m width or length of slab
L = distance in m between free transverse joints (for longitudinal steel) or free
longitudinal joints (for transverse steel).
f = coefficient of friction between pavement and sub-base/base (usually taken as 1.5),
W = weight of the slab in kN/m 2 and S = allowable working stress in steel in MPa
(usually taken as 50 to 60 per cent of the minimum yield stress of steel)

8.3 Since reinforcement in 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.

9 Widening of concrete pavements from 4 lane to 6 lane

The rapid increase in traffic demands an up gradation of existing roads, so most of the four
lane roads need to be widened to six lanes to accommodate this increasing traffic. In order
to convert the existing 4 lane to 6 lane, one lane, 3.5m wide, has to be added on each side of

30
 IRC: 58-2011

the pavement. The outer 1.5m of the lane becomes part of the shoulder. The newly added
lane should be tied to the shoulder of existing pavement. Tie bars are placed by drilling
grooves along the longitudinal edge of shoulder of the existing pavement. The side faces
may be chipped by mechanical equipment before concreting.
CONCRETE SHOULDER

MEDIAN
1.5m 7m 1.5m

1.5m 2m 1.5m 7m 1.5m

Added lane

Figure 6 Addition of third lane to two lane concrete road

31
 IRC: 58-2011

REFERENCES

1. ASTM D4429-9, Standard test methods for CBR of soils in place.

2. http://www.pavementpreservation.org/concrete/Concrete_Pavement_Rehab.pdf
3. AASHTO(1993),’AASHTO Guide for Design of Pavement
Structures’,Washington D.C.
4. AUSTROADS(2004), ‘A Guide to the Structural design of Road Pavements’
ARRB Transport Research Ltd, Australia.
5. PCA (1980) Joint design for concrete highways and street pavements, Portland
Cement Association USA.
6. NCHRP (July 2004). “2002 Design Guide Design of New and Rehabilitated
Structures,” Draft Final Report, NCHRP Study 1-37A, National Cooperative
Highway Research Program, Washington, DC.
7. MORTH (2001) Specifications for Road and Bridge Works (Fourth edition),
Indian Road Congress, New Delhi.
8. A.T. Papagiannakis, E.A. Masad (2008), ‘Pavement design Materials’ John Wiley
& Sons, Inc.
9. Ridgeway, H.H.(1976), ‘Infiltration of water through pavement surface’TRR
616,pp 98-100, TRB
10. Cedergren H R (1974), ‘Drainage of Highway and Airfield Pavements, John
Wiley and Sons’.
11. IRC:SP:42-1994,’Guidelines on of Road Drainage’Indian Roads Congress.
12. IRC:SP:52-1999,’Guidelines on Urban Drainage’, Drainage’Indian Roads
Congress.
13. IS : 4332 (Part IV) – 1968 Methods of test for stabilized soils part 4 wetting
and drying, and freezing and thawing tests for compacted soil-cement mixtures
14. Pickett, G, and G.K. Ray(1951). ‘Influence charts for concrete pavements’,
Transactions, ASCE, Vol. 116, pp. 49-73.
15. AASHTO Guide(1993) for Design of Pavement Structures
16. David Croney and Paul Croney ‘The Design and Performance of road pavements’
second edition1992, McGraw Hills International Series in Civil Engineering.
17. Patel Chintankumar K.(2010) , ‘Theoritical Investigation of Crack in Concrete
Pavement with Tied Concrete Shoulder’ M.Tech thesis,Transportation
Engineering section, Civil Engineering Department, IIT Kharagpur.
18. Jamshid Armaghani and Roger Schmitt(2006), ‘Long-Life Concrete Pavements-
The Florida Perspective’ Int. Conf. on Long-Life Concrete Pavements Chicago,
Illinois, USA.
19. V.V.Subramanian(1964), ‘Investigation on Temperature and Friction Stresses in
Bonded Cement Concrete Pavement’ Ph. D thesis Transportation Engineering
Section, Civil Engineering Department, IIT Kharagpur.
20. IRC:SP:76-2008, ‘Tentative guide lines for Conventional, Thin and Ultra-Thin
White Topping’, Indian Roads Congress, New Delhi.
21. Kohn,S.D. and Tayabji,S.D.(2003),’’Best Practice for Airport Portaland Cement
Concrete Pavement Consruction’,IPRF-01-G-002-1,Washington,DC:Innovative
Pavement Research Foundation.http://www.iprf.org/products/main.htma

32
 IRC: 58-2011

Appendix -I

Pavement types
Three types of cement concrete pavements shown in Figures (a), (b) and (c) have been
used worldwide. Many organizations report better performance of concrete pavements
laid over dense graded bituminous mixtures. k- values for thickness design of layered
subbase as shown in Figure7 (a), (b) and (c) are explained in the following

De-bonding layer

PQC PQC PQC

DBM-2 DBM-2
DLC/ CEMENT
TREATED
CEMENT TREATED GRANULAR SUBBASE
SUBBASE GRANULAR SUBBASE
DRAINAGE LAYER
DRAINAGE LAYER
FILTER/SEPARATION DRAINAGE LAYER
LAYER FILTER/SEPARATION
FILTER/SEPARATION LAYER
LAYER
SUBGRADE
SUBGRADE
SUBGRADE

(a) (b) (c)

Figure 7- Concrete Pavements over different types of subbase

Design k- values:
Figure 7(a):-
k- value on top of the DLC laid directly over sub-grade of different CBR can be
obtained from Tables 3&4. If a granular layers consisting of drainage and filter layer is
provided over subgrade, effective k value over the DLC may marginally increase because
of low modulus of the granular layer. Hence effect of the granular layer may be
neglected. The flexural stresses in concrete pavements are not affected significantly by a
marginal increase in k- value of the foundation.

31
 IRC: 58-2011

Figure 7(b):-
k- value on the top of DBM-2 laid over Cement Treated granular sub-base can be found
from chart given in IRC:SP:76-2008. For example if k- value of sub-grade = 50MPa/m,
thicknesses of the cement treated granular sub-base = 100mm and that of DBM-2 =
50mm, Effective k- value over the DBM-2 = 130MPa/m. Effect of drainage and filter
layer placed over a strong sub-grade is only marginal in increasing the k-value.
Figure 7(c):-
k- value on the top of DBM-2 laid over Granular sub-base can be found from chart given
in IRC:SP:76-2008. For example if k- value of sub-grade = 50MPa/m, thicknesses of the
Granular sub-base = 200mm and that of DBM-2 = 100mm, Effective k- value over the
DBM-2 = 90MPa/m
For regions with high temperature differentials between top and bottom fibers of concrete
slab, foundation of lower k- value gives reduced stresses under the combined action of
axle loads and high temperature differentials. The magnitudes of curling stresses are
comparable with those of axle load stresses on rigid foundation. But regions where
temperature differentials are not high, flexural stresses caused by axle loads decrease
with increase in modulus of sub-grade reaction of the foundation. Designers are
encouraged to carry out detailed analysis to obtain the optimum solution.

32
 IRC: 58-2011

ILLUSTRATIVE EXAMPLES OF SLAB THICKNESS DESIGN

Example 1

A cement concrete pavement is to be designed for a four lane divided National Highway
with two lanes in each direction in Bihar state. The estimated number of two-axle, three-
axle, four axle(with tridem rear axle) and multi-axle trucks are estimated as 3000 in each
direction at the end of the construction period. The percentages of two axle, three
axle(Tandem), four axle (Tridem) and multi-axle trucks are 40,45,5 and 10 percent
respectively. The percentage of commercial vehicles with spacing between the first axle
and the second axle less than 4.5m is 50. Traffic count indicates that 60% of the
commercial vehicles travel during night hours. Axle load spectrum of single and tandem
axles are given in the following . Single axle and tandem axle loads of multi axle
vehicles are included in the following classification
Single Axle Loads Tandem Axle Loads
Axle Load class, kN Percentage of single Axle Load class, kN Percentage of
axle loads tandem axle loads
185-195 18.16 380-400 14.5
175-185 17.43 360-380 10.5
165-175 18.27 340-360 3.63
155-165 12.98 320-340 2.5
145-155 2.98 300-320 2.69
135-145 1.62 280-300 1.26
125-135 2.62 260-280 3.9
115-125 2.65 240-260 5.19
105-115 2.65 220-240 6.3
95-105 3.25 200-220 6.4
85-95 3.25 180-200 8.9
<85 14.15 <180 34.23
Total 100 Total 100
Cumulative fatigue damage caused by Single axle and Tandem axle loads weighing less
than 85 kN and 180 kN respectively is negligible.

Design a concrete pavement to carry the above traffic for 30 yrs, design is required both
for
(i) concrete pavement with tied concrete shoulder,
33
 IRC: 58-2011

(ii) concrete pavement without tied concrete shoulder and without dowel bar,
(iii) concrete pavement with widened outer lane,
(iv) concrete pavement bonded to dry lean concrete
A cement treated sub base of thickness 200 mm with a minimum 28 day compressive
strength of 5MPa is to be provided for (i), (ii) and (iii) and a bond breaking interface
layer of polythene sheet of 125micron thickness/ bituminous surface dressing with 6 mm
Aggregates (MORTH 2001)/two layers of curing compound of wax emulsion
(AUSTROADS 2004) may be provided. Alternate design for case (i) is to be given where
DLC of 10 MPa strength(7day) is to be provided in place of 5 MPa lean concrete.
Effective CBR of the compacted sub grade = 3-4%,
28 day compressive strength of cement concrete = 40 MPa
90 day compressive strength of cement concrete = 48 MPa
28 day Flexural strength of cement concrete = 4.5 MPa
90 day Flexural strength of cement concrete = 4.5×1.1 = 4.95 MPa
Effective Modulus of sub grade reaction
over cement treated sub-base(Tables 2&3) = 150 MPa/m
Rate of traffic increases = 0.075
Spacing of contraction joints = 4.5 m
Width of slab = 3.5 m
SOLUTION
365× 3000 {( 1+.075 )30−1 }
Cumulative repetitions, C= = 113222346
0.075
Design traffic =25% of repetitions of total traffic, B = 28305586
Bottom up cracking (BUC)
For the analysis of BUC, 6 hours of day traffic is considered
12 hr day time traffic (40% of B), D = 11322235
12 hr night time traffic (60% of B), E = 16983352
6 hr day time traffic for BUC (50% of D), F = 5661117
6 hr night time traffic for BUC, (50% of E), G = 8491676
Single axle load(SAL) 50% of F for BUC = 2830559
Tandem axle load(TAL) 50% of F for BUC = 2830559
34
 IRC: 58-2011

Top down cracking (TDC)

For analysis of TDC 6hr night traffic with wheel base less than 4.5m is considered
6hr night traffic with wheel base less than 4.5m (50% of G), H = 4245838
Here the traffic for top down cracking consists of single axle with single tyre touching the
approaching transverse joint and the following axles of the tandem/tridem axle groups
close to the following transverse joint 4.5m behind the approaching joint(Figure-5) .
Single axle load (50% of H) for TDC = 2122919
Tandem axle load (50% of H) for TDC = 2122919
The calculations are shown in the excel sheets. Designer has to input data for the traffic
spectrum axle loads, trial thickness, modulus of sub grade reaction, temperature
differential and the excel sheet computes cumulative fatigue damage and indicates
instantly whether the design is safe or unsafe. Several trials can be made by providing
different values for parameters. For examining TDC the appropriate data input such as
number of single and tandem(including tridem) axle loads, temperature differential
including built in curling are to be given. The excel sheet is self explanatory.
(a) Concrete pavement with tied concrete shoulder and dowel bar
Tial Thickness = 290 mm
Temperature differential(TD) for BUC = 17 0C
Thickness cemented subbase of 5MPa (28 day strength) = 200 mm
Cumulative fatigue damage(CFD) for bottom up cracking = 0.46
TD for TDC = 17/2 + 5 = 13.5 0C
CFD for top down cracking = 0.540
The pavement is safe both from Bottom up cracking and Top down cracking.
Use of DLC of 10 MPa (7 day) strength in place of cemented subbase of 5 MPa
strength
The flexural stiffness of the higher strength DLC must be greater or equal to 200 mm of
the 5 MPa cemented subbase as given above
28 day strength of DLC = 13.6 MPa,
Corresponding Elastic modulus = 13.6 x 1000 = 13600 MPa. The effective elastic
modulus of un-jointed lean concrete subbase is taken as 1000 times its compressive
35
 IRC: 58-2011

strength due to numerous fine cracks caused by shrinkage and contraction.

E h3
The stiffness of DLC =
12 ( 1−µ2 )
Equating the stiffness of DLC and 5MPa cemented base taking µ for both DLC and

5000
cemented base as 0.2, h = 200 x
√ 3

13600
= 143 mm, hence provide DLC of thickness

150mm.
(b) Concrete pavement without tied concrete shoulder and without dowel

bar
Trial thickness of PQC = 340 mm over 200 mm of 5 MPa cemented base.
Details are given in the excel sheet.
CFD for BUC = 0.25
CFD for TDC = 0.58
A 340 mm thick pavement is safe from both top down and bottom up cracking.
(c) Concrete pavement with widened outer lane
The reduction in stresses in concrete pavement due to widening of outer lane from 0.5-
0.6m is of the same order as that of the tied concrete shoulder. Hence the thickness of the
pavement will be same as that given in (a).
(d) Cement concrete pavement bonded to DLC
DLC can be of any strength
In the solution (a) the thickness of PQC = 290 mm and that of 5 MPa cemented subbase =
200 mm.
Any equivalent pavement bonded/unbonded consisting of PQC and DLC must have same
flexural stiffness as that of 290 mm of PQC and 200 mm of 5 MPa cemented subbase with
a smooth interface layer.
The flexural stiffness of a plate is defined as,

EI E h3
R= =
(1−μ 2) 12(1−μ2 )

36
 IRC: 58-2011

In which E, µ, I, h are the modulus of elasticity, poisson ratio, moment of inertia and
thickness of the plate.
The flexural stiffness of pavement given in (a)
30000× 0.293 5000× 0.23
= 2 + 2 = 62.37 + 3.47= 65.84 MNm
12(1−.15 ) 12(1−.2 )
Poisson ratio of PQC and cemented base are taken as 0.15 and 0.2 respectively. A PQC
bonded to DLC must have same flexural stiffness as mentioned above
Considering DLC of thickness 150 mm and elastic modulus 13600 MPa, the thickness of
PQC bonded to DLC is to be determined.

When the slabs are composed of two bonded layers (Figure 8), the flexural stiffness of
each layer is computed independently, from the respective moduli of rigidity, and then
added together to obtain the combined flexural stiffness of the slabs as illustrated below.
The neutral axis d as described in the Figure 9 below is given as,

0.5 h21 +0.453 h 2( h1+ 0.5 h2)

d=
h1 +0.453 h 2

Flexural Stiffness 1(PQC) = E1 ¿ ¿

Flexural Stiffness 2(DLC) = E2 ¿ ¿

E2
E1 = 30000 MPa, E2 = 13600 MPa, = 0.453
E1

PQC 0.5h1 d h1
E1 ,µ1 h1 Neutral axis

h2 0.5h2
DLC E2 , µ2
E2
E1
Figure 8- Original Figure 9- Equivalent

It is found that a thickness of 230 mm of PQC gives a total flexural stiffness of 66.88
MNm against the requirement of 65.84 MNm. Computations can easily be done in Excel
sheest. Designers can use Finite-Element Method for design of such pavement
Example 2
Problem is same as that of Example 1 but with a different axle load spectrum taken from
a site data and is shown below,
37
 IRC: 58-2011

Single Axle Loads Tandem Axle Loads

Axle Load Percentage of Axle Load class, Percentage of Tandem axles
class, kN Single axles kN
185-195 0.64 380-400 2.14
175-185 0.80 360-380 2.14
165-175 0.8 340-360 2.14
155-165 2.58 320-340 2.14
145-155 2.58 300-320 4.28
135-145 5.8 280-300 4.28
125-135 5.8 260-280 12.86
115-125 11.82 240-260 12.86
105-115 11.82 220-240 10.72
95-105 12.9 200-220 10.72
85-95 12.16 180-200 7.14
<85 32.3 <180 28.58
Total 100 Total 100

Thickness required without TCS without dowel bar considering TDC = 340 mm (CFD =
0.93) Design a concrete pavement to carry the above traffic for 30 years considering TD
of 17 0C and 21 0C, design is required for
(i) Concrete pavement with tied concrete shoulder
(ii) Concrete pavement without tied concrete shoulder and without dowel bar
SOLUTION
The spectrums of axle loads are shown differently from that given in example 1. Any
format can be used for computation of axle load repetition. The design procedure is same
as that of Example.
TD= 17 0C
Thickness required with TCS and with dowel bar considering BUC = 260 mm (CFD=
0.95)
Thickness required with TCS and with dowel bar considering TDC = 260 mm (CFD=
0.77)
Hence a thickness of 260 mm is needed

38
 IRC: 58-2011

Thickness required without TCS with/without dowel bar considering BUC/TDC = 310
mm (CFD = 0.37 for BUC, CFD = 0.57 for TDC)
Hence a thickness of 310mm is needed without tied concrete shoulder
TD = 21 0C
Thickness required with TCS and with dowel bar considering BUC = 280mm (CFD=
0.343)
Thickness required with TCS and with dowel bar considering TDC = 290mm (CFD=
0.88)
Hence a thickness of 290 mm is needed. An increase in temperature of 4 0C requires
additional thickness of 30mm.
Thickness required without TCS with dowel bar considering BUC = 320mm (CFD=
0.59)
CATALOUGE OF DESIGN
It is difficult to have a catalogue of design for different spectrum of axle loads, volume of
traffic, foundation support and climate. Thickness of granular layer consisting of drainage
and filter layers may range from 200 to 300mm depending upon the sub-grade strength
and the drainage requirement. However a few of them for different spectrum of axle
loads, foundation support and temperature differentials are given below. The general
thickness combinations of different layers shown in Figure 8 are given in the following.

PQC
DLC/ CEMENT Interface can be
TREATED SUBBASE bonded/unbonded

DRAINAGE LAYER

FILTER/SEPARATION
LAYER

SUBGRADE

Figure 10- A typical cross section of a Rigid Pavement

39
 IRC: 58-2011

Pavement thickness for the traffic of Example 1 for different design parameters

Sl. ‘k’ over Temperature Interface Tied Type of Dowelled/ Thickness of

No DLC Differential (Bonded/Un- Shoulder/ Sub-base Un- PQC
(MPa/m) (0C) bonded) No dowelled (mm)
Shoulder
1 150 17 Un-bonded Tied Cemented Dowelled 290
Concrete (28day
Shoulder 5MPa,
(TCS) 200mm)
2 150 17 Un-bonded No Cemented Un- 340
Shoulder (28day dowelled
5MPa,
200mm)
3 150 17 Bonded TCS DLC(7day Dowelled 230
10MPa,
150mm)
4 150 21 Un-bonded TCS Cemented Dowelled 330
(5MPa,
200mm)
5 150 21 Un-bonded No Cemented Un- 380
Shoulder (5MPa, dowelled
200mm)
6 150 21 Bonded TCS DLC Dowelled 240
(13.6MPa,
150mm)
For widened outerlane same thickness as that of TCS can be used

Pavement thickness for the traffic of Example 2 for different design parameters

Sl. ‘k’ over Temperature Interface Tied Type of Dowelled/ Thickness of

No DLC Differential (Bonded/Un- Shoulder/ Sub-base Un- PQC
(MPa/m) (0C) bonded) No dowelled (mm)
Shoulder
1 150 17 Un-bonded Tied Cemented Dowelled 260
Concrete (28day (BUC
Shoulder 5MPa, governs
(TCS) 200mm) design)
2 150 17 Un-bonded No Cemented Un- 310
Shoulder (28day dowelled (BUC
5MPa, governs
200mm) design)
3 150 21 Un-bonded TCS Cemented Dowelled 290
(5MPa, (TDC
200mm) governs
design)
4 150 21 Un-bonded No Cemented Un- 340
Shoulder (5MPa, dowelled (TDC
200mm) governs
design)
For widened outerlane same thickness as that of TCS can be used
40
 IRC: 58-2011

Appendix II
DESIGN OF DOWEL BARS

Maximum single axle load = 190 kN

Maximum single wheel load = 190/2 = 95 kN,(considering dual wheel as single

wheel for a safe design)
Load transfer to the tied concrete shoulder = 30% at terminal stage

Wheel 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

Percentage of load transfer through dowel bar = 40

Slab thickness, h = 330 mm (assumed)

Joint width, z = 20 mm (expansion joint), 5mm (contraction joint)

Assume k = 80 MPa/m

Radius of relative stiffness, I = 1035.3 mm

E for dowel bar = 2 x 105 MPa

Modulus of dowel support, k = 415000 MPa/m

Permissible bearing stress in concrete is calculated as under:-

Fb = (101.6 – b) fck / 95.25

Fck = characteristics compressive = 40 MPa for M -40 grade

Strength of concrete cube
(15 cm) after 28 days curing
Concrete

b = diameter of the dowel bar = 38 mm (assumed)

Fb = (101.6 – b) fck / 95.25 x 40

= 26.7 MPa

Assumed spacing between the dowel bars = 300 mm

41
 IRC: 58-2011

First dowel bar is placed at a distance = 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.

Number of dowel bars participating in load transfer when wheel load is just over the
dowel bar close to the edge of the slab = 1 + 1/spacing = 1 + 1035.3/300 = 4 dowels.

Assuming that the load transferred by the first dowel is Pt and assuming that the load on
dowel bar at a distance of 1 from the first dowel to be zero, the total load transferred by
dowel bar system

= (1+ 1035.3 -300 /1035.3 + 1035.3 – 600 / 1035.3 + 1035.3 – 900 /1035.3 ) Pt
= 2.26 Pt
Load carried by the outer dowel bar, Pt = (80.00 x 0.4) / 2.26 = 14.160 kN

Check for Bearing Stress

Moment of Inertia of Dowel = πb4/64

= π x (38)4/64

= 102302.0 mm4

Relative stiffness of dowel bar embedded in concrete

kb
β=
√
4

4 EI

= [415000 x 38 / (1000 x 4 x 2.0 x 105 x 102302)]1/4

= 0.021

Bearing stress in dowel bar = (Pt x k) x (2 + βz) / (4 β3 E1)

= 14.16 x 415000 {2 + (0.021 x 20)}

4 x (0.021)3 x 2.0 x 105 x 102302
42
 IRC: 58-2011

= 18.76 MPa which is less than 26.7 MPa

Hence, the dowel bar spacing and diameter assumed are safe.

Joint opening at transverse contraction joint is 5 mm against 20 mm assumed in the

example given above. Therefore the dowel bar suggested in table-8 will always be safe at
contraction joints.

43
 IRC: 58-2011

Appendix- III
DESIGN OF TIE BARS

Slab Thickness : 330 mm

Lane width, b : 3.5 m
Coefficient of friction, f : 1.5
Density of concrete, kg/m3 : 2400
Allowable tensile stress in
plain bars, MPa (As per
IRC:21-2000) : 125.0
Allowable tensile stress in
deformed bars, MPa
(As per IRC:21-2000) : 200.0
Allowable bond stress for
plain tie bars, MPa : 1.75
Allowable bond stress for
deformed tie bars, MPa : 2.46
Diameter of tie bar, d : 12 mm

1. Spacing and length of the plain bar

Area of steel bar per metre width of joint to resist the frictional force at slab bottom

As = bfW / S
= 3.5 x 1.5 x 0.33 x 24000 / 125
= 332.6 mm2/m

Assuming tie bar of diameter 12 mm, the cross sectional area

A = 12 2 x π / 4

= 113.0 sq.mm

Perimeter of tie bar, P = πd

= 37.7 mm
Spacing of tie bars = A/As
= 100 x 113/332.6
= 339.7 cm

Provide at a spacing of 340 mm c/c

Length of tie bar, L = 2xSxA/BxP
= 2 x 125 x 113 / 1.75 x 37.7
= 428.2 mm
Increase length by 100 mm for loss of bond due to painting and another 50 mm for
tolerance in placement. Therefore the length is

428.2 + 100 + 50 = 578.2 mm, Say 580 mm

44
 IRC: 58-2011
Appendix- 3(contd.)

As = bfW /S

= 3.5 x 1.5 x 0.33 x 24000 / 200

= 207.9 mm2/m

Spacing of tie bars = A/As

= 100 x 113/207.9

= 543.5 mm

Provide a spacing of 540 mm c/c

Length of tie bar, L =2xSxA/BxP

= 2 x 200 x 113 /2.46 x 37.7

= 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 length is

487.4 + 100 + 50 = 637.4 mm, Say 640 mm.

45
 IRC: 58-2011

Appendix- IV

13.13 DESIGN EXAMPLE OF DRAINAGE LAYER

Example 1: A four lane divided cement concrete pavement is located in an area

having an annual rainfall of 1500mm/year. Percentage of truck traffic is heavy and a
drainage layer is to be provided at the subbase level to drain away any surface water
that enters into the pavement through joints and cracks to prevent building up of pore
water pressure due to heavy traffic load and consequent erosion of the support of
concrete slab. The highway has longitudinal grade of 3 percent and a camber of 2.5
percent. Design a suitable drainage layer for the concrete pavement. The drainage layer
should extend to full width of the embankment

Solution:

Assume that the drainage layer is provided at a depth of 450 mm consisting of

300mm of PQC and 150mm of DLC for full formation width of the highway and
aking a side slope of 1:2.

Width of drainage layer = 7m (Pavement) +2.5m (shoulder) + 2x 0.45 m=10.4m

Longitudinal Slope 3%

A
C
Direction of Flow of water

Camber
2.5%

B D

Figure 11- Direction of Flow of Water in the drainage layer

AB (In Figure 11) = 10.4 m,

AC = 10.4 x 0.03/0.025 = 12.48 m

Water flows along AD, Length of AD = (10.42+ 12.482)0.50 =16.24m

46
 IRC: 58-2011
Appendix- 3(contd.)

Drop of elevation along AC = 12.48 x 0.03 = 0.374m,

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 = I = drop along AD/ length of AD=0.634/16.24 = 0.039

qi = Ic[Nc/W+Wc/(WCs)]+kp

kp=0 since permeability of good quality concrete is practically zero

Ic=0.223 m3/day/m, Nc=3( W=9.5.0, Wc=W,Cs=4.5m)

qi= 0.223[(3/9.5+(9.5/9.5*4.5)] =0.12 m3/day/m2 entering into the pavement

Amount of infiltrated water per meter flowing along the AD of the drainage layer

Q=16.24*0.12=1.949 m3/day/m

Gradient I=0.039

Q=KAI, KA=1.949/0.039=49.97, if depth of drainage layer is 150mm A= 1 x

0.15=0.15m2,K=49.97/0.15 = 333 m/day. Gradings I, II, III of the coarse graded
granular subbase material (MORTH 2001, p102) have permeability higher than 300
m/day when compared with the gradation of the aggregates for the drainage layer as
per AASHTO 1986 given below. The percentage fines passing 0.075 mm sieve
should be less than 2% for ensuring good permeability. If the sub grade is erodible,
close graded granular subbase materials is recommended below the coarse graded
drainage layer to act as a filter.The drainage and the filter layers should satisfy the
criteria given in IRC: 37- 2001 clause 5.3. The AASHTO 1993 gradations and their
permeabilities for the drainage layer is given in the following.

47
 IRC: 58-2011
Appendix- 3(contd.)

Gradation and Permeability of Untreated Aggregate drainage layer

(AASHTO 1986)

% Passing
Sieve Grading 1 Grading 2 Grading 3 Grading 4 Grading 5 Grading 6
opening,
Mm
20 100 100 100 100 100 100
12.5 85 84 83 81.5 79.5 75
9.5 77.5 76 74 72.5 69.5 63
4.76 58.3 56 52.5 49 43.5 32
2.36 42.5 39 34 29.5 22 5.8
2.00 39 35 30 25 17 0
0.84 26.5 22 15.5 9.8 0 0
0.42 18.2 13.3 6.3 0 0 0
0.25 13.0 7.5 0 0 0 0
0.105 6.0 0 0 0 0 0
0.075 0 0 0 0 0 0
Coeff. Of 3 35 100 350 850 950
permeability
m/day

48
 IRC: 58-2011
Appendix- 3(contd.)

Appendix- V
FLEXURAL STRENGTH OF CEMENT CONCRETE

Flexural strength of plain concrete as per IS: 456-2000 is given as

Fcr = 0.7 x √fck

Where fcr = flexural strength (modulus of rupture), MPa

fck = characteristic compressive cube strength of concrete, MPa

According to Croney and Croney

Fcr = 0.49 x fck 0.55 for gravel aggregates and

Fcr = 0.36 x fck 0.7

For M40 concrete, fcr values from the above three equations are obtained as 4.427
(IS:456), 3.726 (gravel) and 4.761 MPa (crushed rock) respectively. Hence, a flexural
strength of 4.5 MPa is recommended for M40 concrete. The relation between flexural
strength and compressive strength depends upon the nature of aggregates, type of cement,
additives and other factors. Flexural strength determined from flexure tests, therefore,
should from the criterion for evaluating the strength of pavement concrete.

MODULUS OF ELASTICITY

Pavement concrete is subjected to dynamic loading and the ratio of static and dynamic
moduli on the same concrete is found as 0.8. The modulus value increases both with age
and strength but the variation is small.

As per IS:456-2000, Static modulus of elasticity E, is given as E (in MPa) = 5000 √fck

Neville and Brooks recommend the following expression for computing static modulus
from the cube compressive strength.

E (in MPa) = 9100 fck0.33

For M40 concrete, the moduli as per the above equations are 31623 and 30741 MPa
respectively. According to BS:8110 (Part 2)-1985, the mean value of static modulus of
elasticity is 28000 MPa for M40 concrete. The ACI Building Code 318-89 gives an E
value of 32000 MPa of M40 concrete. Portland Cement Association of USA prescribes a
value of 28000 MPa ( 4 x 106 psi) for the elastic modulus of pavement concrete.
AASHTO gives design curves to, E values of 21000, 28000, 35000, 42000 and 49000
MPa.

Croney and Croney, recommend E values between 35000 and 40000 MPa.
49
 IRC: 58-2011
Appendix- 3(contd.)

In the light of the above, the E value of M40 concrete may be taken in the range 30741 to
31623 MPa. The recommended value of modulus of elasticity of pavement concrete is 3
x 104 MPa. Since E values figure only as fourth root in stress computation, a 25 per cent
increase in E value increases the stress by 4 per cent only. A 33 per cent increase in µ
value from 0.15 to 0.20 results in 4 per cent increase in stress. It may be noted that E
increases and µ decreases with increase in strength of concrete.

50
 IRC: 58-2011

Appendix- VI

2.5

2
Flexural stress, MPa

1.5

k=40MPa/m
1 k=80MPa/m
k=150MPa/m
k=300MPa/m
0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 12- Stress due to Single Axle Load of 80 kN, ∆T= 0° C, Without concrete shoulder

3.5

2.5
Flexural stress, MPa

2 k=40MPa/m
k=80MPa/m
1.5 k=150MPa/m
k=300MPa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 13- Stress due to Single Axle Load of 120 kN, ∆T= 0° C, Without concrete shoulder

42
 IRC: 58-2011

5
4.5
4
3.5
Flexural stress, MPa

3
2.5 k=40MPa/m
k=80MPa/m
2
k=150MPa/m
1.5 k=300MPa/m
1
0.5
0
150 200 250 300 350 400
Thickness, mm

Figure 14- Stress due to Single Axle Load of 160 kN, ∆T= 0° C, Without concrete shoulder

12

10

8
Flexural stress, MPa

k=80MPa/m
6 k=150MPa/m
k=300MPa/m
k=40MPa/m
4

0
150 200 250 300
Thickness, mm

Figure 15- Stress due to Single Axle Load of 200 kN, ∆T= 0° C, Without concrete shoulder
 IRC: 58-2011

5
Flexural stress, MPa

k=40MPa/m
4
k=80MPa/m
k=150MPa/m
3
k=300MPa/m
2

0
150 200 250 300 350 400
Thickness, mm

Figure 16- Stress due to Single Axle Load of 240 kN, ∆T= 0° C, Without concrete shoulder

2.5

2
Flexural stress, MPa

1.5 k=40MPa/m
k=80MPa/m
k=150MPa/m
1 k=300MPa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 17- Stress due to Single Axle Load of 80 kN, ∆T= 8° C, Without concrete shoulder
 IRC: 58-2011

3.5

3
Flexural stress, MPa

2.5

2 k=40MPa/m
k=80MPa/m
1.5 k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 18- Stress due to Single Axle Load of 120 kN, ∆T= 8° C, Without concrete shoulder

4.5

3.5
Flexural stress, MPa

3
k=40MPa/m
2.5
k=80MPa/m
2 k=150MPa/m
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 19- Stress due to Single Axle Load of 160 kN, ∆T= 8° C, Without concrete shoulder

45
 IRC: 58-2011

4
Flexural stress, MPa

k=40MPa/m
3
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 20- Stress due to Single Axle Load of 200 kN, ∆T= 8° C, Without concrete shoulder

6
Flexural stress, MPa

k=40MPa/m
4
k=80MPa/m
k=150MPa/m
3 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 21- Stress due to Single Axle Load of 240 kN, ∆T= 8° C, Without concrete shoulder

46
 IRC: 58-2011

2.5

2
Flexural stress, MPa

k=40MPa/m
1.5
k=80MPa/m
k=150MPa/m
1 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness,mm

Figure 22- Stress due to Single Axle Load of 80 kN, ∆T= 13° C, Without concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness,mm

Figure 23- Stress due to Single Axle Load of 120 kN, ∆T= 13° C, Without concrete shoulder

47
 IRC: 58-2011

5
4.5
4
3.5
Flexural stress MPa

3
2.5 k=40 MPa/m
k=80 MPa/m
2
k=150 MPa/m
1.5 k=300 MPa/m
1
0.5
0
150 200 250 300 350 400
Thickness mm

Figure 24- Stress due to Single Axle Load of 140 kN, ∆T= 13° C, Without concrete shoulder

4
Flexural stress, MPa

k=40MPa/m
3 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
2

0
150 200 250 300 350 400
Thickness,mm

Figure 25- Stress due to Single Axle Load of 160 kN, ∆T= 13° C, Without concrete shoulder

48
 IRC: 58-2011

4
Flexural stress MPa

3 k=40 MPa/m
k=80 MPa/m
k=150 MPa/m
2
k=300 MPa/m

0
150 200 250 300 350 400
Thickness mm

Figure 26- Stress due to Single Axle Load of 180 kN, ∆T= 13° C, Without concrete shoulder

5
Flexural stress, MPa

4
k=40MPa/m
3 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
2

0
150 200 250 300 350 400
Thickness,mm

Figure 27- Stress due to Single Axle Load of 200 kN, ∆T= 13° C, Without concrete shoulder

49
 IRC: 58-2011

6
Flexural stress, MPa

5
k=40MPa/m
4 k=80MPa/m
k=150MPa/m
3 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 28- Stress due to Single Axle Load of 240 kN, ∆T= 13° C, Without concrete shoulder

3.5

2.5
Flexural stress, MPa

2
K= 40 Mpa/m
1.5 K= 80 Mpa/m
K= 150 Mpa/m
1 K= 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 29- Stress due to Single Axle Load of 80 kN, ∆T= 17° C, Without concrete shoulder

50
 IRC: 58-2011

4.5

3.5

3
Flexural stress, MPa

2.5
K= 40 Mpa/m
2 K= 80 Mpa/m
K= 150 Mpa/m
1.5
K= 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 30- Stress due to Single Axle Load of 120 kN, ∆T= 17° C, Without concrete shoulder

5
4.5
4
3.5
Flexural stress MPa

3
2.5 K= 40 Mpa/m
K= 80 Mpa/m
2
K= 150 Mpa/m
1.5 K= 300 Mpa/m
1
0.5
0
150 200 250 300 350 400
Thickness mm

Figure 31- Stress due to Single Axle Load of 140 kN, ∆T= 17° C, Without concrete shoulder

51
 IRC: 58-2011

4
Flexural stress, MPa

3 K= 40 Mpa/m
K= 80 Mpa/m
K= 150 Mpa/m
2
K= 300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 32- Stress due to Single Axle Load of 160 kN, ∆T= 17° C, Without concrete shoulder

4
Flexural stress MPa

3 K= 40 Mpa/m
K= 80 Mpa/m
K= 150 Mpa/m
2
K= 300 Mpa/m

0
150 200 250 300 350 400
Thickness mm

Figure 33- Stress due to Single Axle Load of 180 kN, ∆T= 17° C, Without concrete shoulder

52
 IRC: 58-2011

5
Flexural stress, MPa

4
K= 40 Mpa/m
3 K= 80 Mpa/m
K= 150 Mpa/m
2 K= 300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 34- Stress due to Single Axle Load of 200 kN, ∆T= 17° C, Without concrete shoulder

5
Flexural stress, MPa

4 K= 40 Mpa/m
K= 80 Mpa/m
3 K= 150 Mpa/m
K= 300 Mpa/m
2

0
150 200 250 300 350 400
Thickness, mm

Figure 35- Stress due to Single Axle Load of 240 kN, ∆T= 17° C, Without concrete shoulder

53
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

2 k=40MPa/m
k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5
150 200 250 300 350 400
Thickness, mm

Figure 36- Stress due to Single Axle Load of 80 kN, ∆T= 21° C, Without concrete shoulder

4.5

3.5
Flexural stress, MPa

3
k=40MPa/m
2.5
k=80MPa/m
2 k=150MPa/m
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 37- Stress due to Single Axle Load of 120 kN, ∆T= 21° C, Without concrete shoulder

54
 IRC: 58-2011

4
Flexural stress MPa

3 k=40 MPa/m
k=80 MPa/m
k=150 MPa/m
2
k=300 MPa/m

0
150 200 250 300 350 400
Thickness mm

Figure 38- Stress due to Single Axle Load of 140 kN, ∆T= 21° C, Without concrete shoulder

4
Flexural stress, MPa

k=40MPa/m
3
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 39- Stress due to Single Axle Load of 160 kN, ∆T= 21° C, Without concrete shoulder

55
 IRC: 58-2011

5
Flexural stress MPa

4
k=40 MPa/m
3 k=80 MPa/m
k=150 MPa/m
2 k=300 MPa/m

0
150 200 250 300 350 400
Thickness mm

Figure 40- Stress due to Single Axle Load of 180 kN, ∆T= 21° C, Without concrete shoulder

5
Flexural stress, MPa

4
k=40MPa/m
k=80MPa/m
3
k=150MPa/m
k=300 Mpa/m
2

0
150 200 250 300 350 400
Thickness, mm

Figure 41- Stress due to Single Axle Load of 200 kN, ∆T= 21° C, Without concrete shoulder

56
 IRC: 58-2011

5
Flexural stress, MPa

k=40MPa/m
4
k=80MPa/m
k=150MPa/m
3
k=300 Mpa/m
2

0
150 200 250 300 350 400
Thickness, mm

Figure 42- Stress due to Single Axle Load of 240 kN, ∆T= 21° C, Without concrete shoulder

1.8

1.6

1.4

1.2
Flexural stress, MPa

1 k=40MPa/m
k=80MPa/m
0.8 k=150MPa/m
k=300 Mpa/m
0.6

0.4

0.2

0
150 200 250 300 350 400
Thickness, mm

Figure 43- Stress due to Single Axle Load of 80 kN, ∆T= 0° C, With tied concrete shoulder

57
 IRC: 58-2011

2.5

2
Flexural stress, MPa

k=40MPa/m
1.5 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 44- Stress due to Single Axle Load of 120 kN, ∆T= 0° C, With tied concrete shoulder

2.5

1.5
Flexural stress, MPa

k=40MPa/m
k=80MPa/m
k=150MPa/m
1
k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 45- Stress due to Single Axle Load of 160 kN, ∆T= 0° C, With tied concrete shoulder

58
 IRC: 58-2011

4.5

3.5

3
Flexural stress, MPa

2.5 k=40MPa/m
k=80MPa/m
2 k=150MPa/m
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 46- Stress due to Single Axle Load of 200 kN, ∆T= 0° C, With tied concrete shoulder

4
Flexural stress, MPa

k=40MPa/m
3 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
2

0
150 200 250 300 350 400
Thickness, mm

Figure 47- Stress due to Single Axle Load of 240 kN, ∆T= 0° C, With tied concrete shoulder

59
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
1 k=150MPa/m
k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 48- Stress due to Single Axle Load of 80 kN, ∆T= 8° C, With tied concrete shoulder

2.5

2
Flexural stress, MPa

k=40MPa/m
1.5
k=80MPa/m
k=150MPa/m
1 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 49- Stress due to Single Axle Load of 120 kN, ∆T= 8° C, With tied concrete shoulder

60
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

k=40MPa/m
2
k=80MPa/m
1.5 k=150MPa/m

1 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 50- Stress due to Single Axle Load of 160 kN, ∆T= 8° C, With tied concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 51- Stress due to Single Axle Load of 200 kN, ∆T= 8° C, With tied concrete shoulder

61
 IRC: 58-2011

4
Flexural stress, MPa

k=40MPa/m
3
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 52- Stress due to Single Axle Load of 240 kN, ∆T= 8° C, With tied concrete shoulder

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
1 k=150MPa/m
k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 53- Stress due to Single Axle Load of 80 kN, ∆T= 13° C, With tied concrete shoulder

62
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

2
k=40MPa/m
k=80MPa/m
1.5 k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 54- Stress due to Single Axle Load of 120 kN, ∆T= 13° C, With tied concrete shoulder

3.5

3
Flexural stress MPa

2.5

2 k=40 MPa/m
k=80 MPa/m
1.5 k=150 MPa/m
k=300 MPa/m
1

0.5

0
150 200 250 300 350 400
Thickness mm

Figure 55- Stress due to Single Axle Load of 140 kN, ∆T= 13° C, With tied concrete shoulder

63
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

k=40MPa/m
2
k=80MPa/m
k=150MPa/m
1.5
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 56- Stress due to Single Axle Load of 160 kN, ∆T= 13° C, With tied concrete shoulder

4.5

3.5

3
Flexural stress MPa

2.5
k=40 MPa/m
2 k=80 MPa/m
k=150 MPa/m
1.5
k=300 MPa/m
1

0.5

0
150 200 250 300 350 400
Thickness mm

Figure 57- Stress due to Single Axle Load of 180 kN, ∆T= 13° C, With tied concrete shoulder

64
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

k=40MPa/m
2
k=80MPa/m
k=150MPa/m
1.5
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 58- Stress due to Single Axle Load of 200 kN, ∆T= 13° C, With tied concrete shoulder

4
Flexural stress, MPa

3 k=40MPa/m
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 59- Stress due to Single Axle Load of 240 kN, ∆T= 13° C, With tied concrete shoulder

65
 IRC: 58-2011

2.5

2
Flexural stress, Mpa

1.5 K= 40 Mpa/m
K= 80 Mpa/m
K= 150 Mpa/m
1
K= 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 60- Stress due to Single Axle Load of 80 kN, ∆T= 17° C, With tied concrete shoulder

3.5

2.5
Flexural stress, Mpa

2
K= 40 Mpa/m
1.5 K= 80 Mpa/m
K= 150 Mpa/m
1 K= 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 61- Stress due to Single Axle Load of 120 kN, ∆T= 17° C, With tied concrete shoulder

66
 IRC: 58-2011

3.5

2.5
Flexural stress MPa

2 K= 40 Mpa/m
K= 80 Mpa/m
1.5 K= 150 Mpa/m
K= 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 62- Stress due to Single Axle Load of 140 kN, ∆T= 17° C, With tied concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5
K= 40 Mpa/m
2 K= 80 Mpa/m
K= 150 Mpa/m
1.5
K= 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 63- Stress due to Single Axle Load of 160 kN, ∆T= 17° C, With tied concrete shoulder

67
 IRC: 58-2011

4.5

3.5

3
Flexural stress MPa

2.5
K= 40 Mpa/m
2 K= 80 Mpa/m
K= 150 Mpa/m
1.5
K= 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 64- Stress due to Single Axle Load of 180 kN, ∆T= 17° C, With tied concrete shoulder

5
4.5
4
3.5
Flexural stress, MPa

3
2.5 K= 40 Mpa/m
K= 80 Mpa/m
2
K= 150 Mpa/m
1.5 K= 300 Mpa/m
1
0.5
0
150 200 250 300 350 400
Thickness, mm

Figure 65- Stress due to Single Axle Load of 200 kN, ∆T= 17° C, With tied concrete shoulder

68
 IRC: 58-2011

4
Flexural stress, MPa

3 K= 40 Mpa/m
K= 80 Mpa/m
K= 150 Mpa/m
2
K= 300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 66- Stress due to Single Axle Load of 240 kN, ∆T= 17° C, With tied concrete shoulder

2.5

2
Flexural stress, MPa

1.5 k=40MPa/m
k=80MPa/m
k=150MPa/m
1 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 67- Stress due to Single Axle Load of 80 kN, ∆T= 21° C, With tied concrete shoulder

69
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

k=40MPa/m
2
k=80MPa/m
k=150MPa/m
1.5
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 68- Stress due to Single Axle Load of 120 kN, ∆T= 21° C, With tied concrete shoulder

4.5

3.5

3
Flexural stress MPa

2.5
k=40 MPa/m
2 k=80 MPa/m
k=150 MPa/m
1.5
k=300 MPa/m
1

0.5

0
180 200 220 240 260 280 300 320 340 360
Thickness, mm

Figure 69- Stress due to Single Axle Load of 140 kN, ∆T= 21° C, With tied concrete shoulder

70
 IRC: 58-2011

4.5

3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 70- Stress due to Single Axle Load of 160 kN, ∆T= 21° C, With tied concrete shoulder

5
4.5
4
3.5
Flexural stress MPa

3
2.5 k=40 MPa/m
k=80 MPa/m
2
k=150 MPa/m
1.5 k=300 MPa/m
1
0.5
0
180 200 220 240 260 280 300 320 340 360
Thickness, mm

Figure 71- Stress due to Single Axle Load of 180 kN, ∆T= 21° C, With tied concrete shoulder

71
 IRC: 58-2011

4
Flexural stress, MPa

k=40MPa/m
3
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 72- Stress due to Single Axle Load of 200 kN, ∆T= 21° C, With tied concrete shoulder

4
Flexural stress, MPa

k=40MPa/m
3
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 73- Stress due to Single Axle Load of 240 kN, ∆T= 21° C, With tied concrete shoulder

72
 IRC: 58-2011

2
1.8

1.6
1.4
Flexural stress, MPa

1.2
1 k=40MPa/m
k=80MPa/m
0.8 k=150MPa/m
0.6 k=300MPa/m

0.4
0.2

0
150 200 250 300 350 400
Thickness, mm

Figure 74- Stress due to Tandem Axle Load of 160 kN, ∆T= 0° C, Without concrete shoulder

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
1 k=150MPa/m
k=300MPa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 75- Stress due to Tandem Axle Load of 200 kN, ∆T= 0° C, Without concrete shoulder

73
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5 k=40MPa/m
k=80MPa/m
k=150MPa/m
1
k=300MPa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 76- Stress due to Tandem Axle Load of 240 kN, ∆T= 0° C, Without concrete shoulder

3.5

3
Flexural stress, MPa

2.5

2
k=40MPa/m
1.5 k=80MPa/m
1 k=150MPa/m
k=300MPa/m
0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 77- Stress due to Tandem Axle Load of 320 kN, ∆T= 0° C, Without concrete shoulder

74
 IRC: 58-2011

12

10

8
Flexural stress, MPa

6 k=80MPa/m
k=150MPa/m
k=300MPa/m
4 k=40MPa/m

0
150 170 190 210 230 250 270 290 310
Thickness, mm

Figure 78- Stress due to Tandem Axle Load of 400 kN, ∆T= 0° C, Without concrete shoulder

5
Flexural stress, MPa

3 k=40MPa/m
k=80MPa/m
k=150MPa/m
2 k=300MPa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 79- Stress due to Tandem Axle Load of 480 kN, ∆T= 0° C, Without concrete shoulder

75
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
1 k=150MPa/m
k=300MPa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 80- Stress due to Tandem Axle Load of 160 kN, ∆T= 8° C, Without concrete shoulder

2.5
Flexural stress, MPa

1.5 k=40 MPa/m

k=80 MPa/m
k=150 MPa/m
1
k=300 MPa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 81- Stress due to Tandem Axle Load of 200 kN, ∆T= 8° C, Without concrete shoulder

76
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

2
k=40MPa/m
k=80MPa/m
1.5
k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 82- Stress due to Tandem Axle Load of 240 kN, ∆T= 8° C, Without concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 83- Stress due to Tandem Axle Load of 320 kN, ∆T= 8° C, Without concrete shoulder

77
 IRC: 58-2011

4
Flexural stress, MPa

3 k=40MPa/m
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 84- Stress due to Tandem Axle Load of 400 kN, ∆T= 8° C, Without concrete shoulder

4
Flexural stress, MPa

k=40MPa/m
3
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 85- Stress due to Tandem Axle Load of480 kN, ∆T= 8° C, Without concrete shoulder

78
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
1 k=150MPa/m
k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 86- Stress due to Tandem Axle Load of 160 kN, ∆T= 13° C, Without concrete shoulder

2.5

2
Flexural stress, MPa

k=40MPa/m
1.5
k=80MPa/m
k=150MPa/m
1 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 87- Stress due to Tandem Axle Load of 200 kN, ∆T= 13° C, Without concrete shoulder

79
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

2
k=40MPa/m
1.5 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 88- Stress due to Tandem Axle Load of 240 kN, ∆T= 13° C, Without concrete shoulder

3.5

2.5
Flexural stress, MPa

k=40mpa/m
2
k=80mpa/m
k=150mpa/m
1.5
k=300mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 89- Stress due to Tandem Axle Load of 280 kN, ∆T= 13° C, Without concrete shoulder

80
 IRC: 58-2011

4.5

3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 90- Stress due to Tandem Axle Load of 320 kN, ∆T= 13° C, Without concrete shoulder

5
4.5
4
3.5
Flexural stress, MPa

3
2.5 k=40mpa/m
k=80mpa/m
2
k=150mpa/m
1.5 k=300mpa/m
1
0.5
0
150 200 250 300 350 400
Thickness, mm

Figure 91- Stress due to Tandem Axle Load of 360 kN, ∆T= 13° C, Without concrete shoulder

81
 IRC: 58-2011

4
Flexural stress, MPa

3 k=40MPa/m
k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 92- Stress due to Tandem Axle Load of 400 kN, ∆T= 13° C, Without concrete shoulder

5
Flexural stress, MPa

4
k=40MPa/m
k=80MPa/m
3 k=150MPa/m
k=300 Mpa/m
2

0
150 200 250 300 350 400
Thickness, mm
Figure 93- Stress due to Tandem Axle Load of 480 kN, ∆T= 13° C, Without concrete shoulder

82
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5 K = 40 Mpa/m
k = 80 Mpa/m
k = 150 Mpa/m
1
k = 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 94- Stress due to Tandem Axle Load of 160 kN, ∆T= 17° C, Without concrete shoulder

3.5

2.5
Flexural stress, MPa

2
K = 40 Mpa/m
1.5 k = 80 Mpa/m
k = 150 Mpa/m
1 k = 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 95- Stress due to Tandem Axle Load of 200 kN, ∆T= 17° C, Without concrete shoulder

83
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

K = 40 Mpa/m
2 k = 80 Mpa/m
k = 150 Mpa/m
1.5 k = 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 96- Stress due to Tandem Axle Load of 240 kN, ∆T= 17° C, Without concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5
K = 40 Mpa/m
2 k = 80 Mpa/m
k = 150 Mpa/m
1.5
k = 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 97- Stress due to Tandem Axle Load of 280 kN, ∆T= 17° C, Without concrete shoulder

84
 IRC: 58-2011

5
4.5
4
3.5
Flexural stress, MPa

3
2.5 K = 40 Mpa/m
k = 80 Mpa/m
2
k = 150 Mpa/m
1.5 k = 300 Mpa/m
1
0.5
0
150 200 250 300 350 400
Thickness, mm

Figure 98- Stress due to Tandem Axle Load of 320 kN, ∆T= 17° C, Without concrete shoulder

4
Flexural stress, MPa

3 K = 40 Mpa/m
k = 80 Mpa/m
k = 150 Mpa/m
2
k = 300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 99- Stress due to Tandem Axle Load of 360 kN, ∆T= 17° C, Without concrete shoulder

85
 IRC: 58-2011

4
Flexural stress, MPa

3 K = 40 Mpa/m
k = 80 Mpa/m
k = 150 Mpa/m
2
k = 300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 100 - Stress due to Tandem Axle Load of 400 kN, ∆T= 17° C, Without concrete shoulder

5
Flexural stress, MPa

4
K = 40 Mpa/m
3 k = 80 Mpa/m
k = 150 Mpa/m
2 k = 300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 101- Stress due to Tandem Axle Load of 480 kN, ∆T= 17° C, Without concrete shoulder

86
 IRC: 58-2011

2.5
Flexural stress, MPa

2
k=40MPa/m
k=80MPa/m
k=150MPa/m
1.5
k=300 Mpa/m

0.5
150 200 250 300 350 400
Thickness, mm

Figure 102- Stress due to Tandem Axle Load of 160 kN, ∆T= 21° C, Without concrete shoulder

3.5

2.5
Flexural stress, MPa

k=40MPa/m
2 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
1.5

0.5
150 200 250 300 350 400
Thickness, mm

Figure 103- Stress due to Tandem Axle Load of 200 kN, ∆T= 21° C, Without concrete shoulder

87
 IRC: 58-2011

3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 104- Stress due to Tandem Axle Load of 240 kN, ∆T= 21° C, Without concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5
k=40mpa/m
2 k=80mpa/m
k=150mpa/m
1.5
k=300mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 105- Stress due to Tandem Axle Load of 280 kN, ∆T= 21° C, Without concrete shoulder

88
 IRC: 58-2011

4.5

3.5
Flexural stress, MPa

2.5 k=40MPa/m
k=80MPa/m
2 k=150MPa/m
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 106- Stress due to Tandem Axle Load of 320 kN, ∆T= 21° C, Without concrete shoulder

4
Flexural stress, MPa

3 k=40mpa/m
k=80mpa/m
k=150mpa/m
2
k=300mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 107- Stress due to Tandem Axle Load of 360 kN, ∆T= 21° C, Without concrete shoulder

89
 IRC: 58-2011

4
Flexural stress, MPa

k=40MPa/m
3 k=80MPa/m
k=150MPa/m
2 k=300 Mpa/m

0
150 200 250 300 350 400
Thickness, mm

Figure 108- Stress due to Tandem Axle Load of 400 kN, ∆T= 21° C, Without concrete shoulder

5
Flexural stress, MPa

4
k=40MPa/m
k=80MPa/m
3 k=150MPa/m
k=300 Mpa/m
2

0
150 200 250 300 350 400
Thickness, mm

Figure 109- Stress due to Tandem Axle Load of 480 kN, ∆T= 21° C, Without concrete shoulder

90
 IRC: 58-2011

1.4

1.2

1
Flexural stress, MPa

0.8
k=40MPa/m
k=80MPa/m
0.6 k=150MPa/m
k=300 Mpa/m
0.4

0.2

0
150 200 250 300 350 400
Thickness, mm

Figure 110- Stress due to Tandem Axle Load of 160 kN, ∆T= 0° C, With tied concrete shoulder

1.8

1.6

1.4

1.2
Flexural stress, MPa

1
k=40mpa/m
0.8 k=80mpa/m
k=150mpa/m
0.6
k=300mpa/m
0.4

0.2

0
150 200 250 300 350 400
Thickness, mm

Figure 111- Stress due to Tandem Axle Load of 200 kN, ∆T= 0° C, With tied concrete shoulder

91
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
1 k=150MPa/m
k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 112- Stress due to Tandem Axle Load of 240 kN, ∆T= 0° C, With tied concrete shoulder

1.8

1.6

1.4

1.2
Flexural stress, MPa

1 k=40MPa/m
k=80MPa/m
0.8
k=150MPa/m
0.6 k=300 Mpa/m

0.4

0.2

0
150 200 250 300 350 400
Thickness, mm

Figure 113- Stress due to Tandem Axle Load of 320 kN, ∆T= 0° C, With tied concrete shoulder

92
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

2 k=40MPa/m
k=80MPa/m
1.5 k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 114- Stress due to Tandem Axle Load of 400 kN, ∆T= 0° C, With tied concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5 k=40MPa/m
k=80MPa/m
2
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 115- Stress due to Tandem Axle Load of 480 kN, ∆T= 0° C, With tied concrete shoulder

93
 IRC: 58-2011

1.8

1.6

1.4

1.2
Flexural stress, MPa

1
k=40MPa/m
0.8 k=80MPa/m
k=150MPa/m
0.6 k=300 Mpa/m

0.4

0.2

0
150 200 250 300 350 400
Thickness, mm

Figure 116- Stress due to Tandem Axle Load of 160 kN, ∆T= 8° C, With tied concrete shoulder

2.5

2
Flexural stress, MPa

1.5

k=40mpa/m
k=80mpa/m
1
k=150mpa/m
k=300mpa/m
0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 117- Stress due to Tandem Axle Load of 200 kN, ∆T= 8° C, With tied concrete shoulder

94
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
k=150MPa/m
1
k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 118- Stress due to Tandem Axle Load of 240 kN, ∆T= 8° C, With tied concrete shoulder

3.5

2.5
Flexural stress, MPa

2
k=40MPa/m
k=80MPa/m
1.5 k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 119- Stress due to Tandem Axle Load of 320 kN, ∆T= 8° C, With tied concrete shoulder

95
 IRC: 58-2011

3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 120- Stress due to Tandem Axle Load of 400 kN, ∆T= 8° C, With tied concrete shoulder

4.5

3.5
Flexural stress, MPa

3
k=40MPa/m
2.5 k=80MPa/m
k=150MPa/m
2
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 121- Stress due to Tandem Axle Load of 480 kN, ∆T= 8° C, With tied concrete shoulder

96
 IRC: 58-2011

1.8

1.6

1.4
Flexural stress, MPa

1.2
k=40MPa/m
1 k=80MPa/m
k=150MPa/m
0.8
k=300 Mpa/m
0.6

0.4

0.2

0
150 200 250 300 350 400
Thickness, mm

Figure 122-Stress due to Tandem Axle Load of 160 kN, ∆T= 13° C, With tied concrete shoulder

2.5

2
Flexural stress, MPa

1.5

k=40mpa/m
k=80mpa/m
1
k=150mpa/m
k=300mpa/m
0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 123- Stress due to Tandem Axle Load of 200 kN, ∆T= 13° C, With tied concrete shoulder

97
 IRC: 58-2011

2.5

2
Flexural stress, MPa

k=40MPa/m
1.5 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 124- Stress due to Tandem Axle Load of 240 kN, ∆T= 13° C, With tied concrete shoulder

2.5

2
Flexural stress, MPa

1.5 k=40mpa/m
k=80mpa/m
k=150mpa/m
1
k=300mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 125- Stress due to Tandem Axle Load of 280 kN, ∆T= 13° C, With tied concrete shoulder

98
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

2 k=40MPa/m
k=80MPa/m
1.5 k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 126- Stress due to Tandem Axle Load of 320 kN, ∆T= 13° C, With tied concrete shoulder

3.5

3
Flexural stress, MPa

2.5

2 k=40mpa/m
k=80mpa/m
1.5 k=150mpa/m
k=300mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 127- Stress due to Tandem Axle Load of 360 kN, ∆T= 13° C, With tied concrete shoulder

99
 IRC: 58-2011

3.5

2.5
Flexural stress, MPa

2 k=40MPa/m
k=80MPa/m
1.5 k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 128- Stress due to Tandem Axle Load of 400 kN, ∆T= 13° C, With tied concrete shoulder

4.5

3.5
Flexural stress, MPa

3
k=40MPa/m
2.5 k=80MPa/m
k=150MPa/m
2
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 129- Stress due to Tandem Axle Load of 480 kN, ∆T= 13° C, With tied concrete shoulder

100
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5

K = 40 Mpa/m
k = 80 Mpa/m
1
k = 150 Mpa/m
k = 300 Mpa/m
0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 130- Stress due to Tandem Axle Load of 160 kN, ∆T= 17° C, With Tied concrete shoulder

2.5

2
Flexural stress, MPa

1.5

K = 40 Mpa/m
k = 80 Mpa/m
1
k = 150 Mpa/m
k = 300 Mpa/m
0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 131- Stress due to Tandem Axle Load of 200 kN, ∆T= 17° C, With Tied concrete shoulder

101
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5 K = 40 Mpa/m
k = 80 Mpa/m
k = 150 Mpa/m
1
k = 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 132- Stress due to Tandem Axle Load of 240 kN, ∆T= 17° C, With Tied concrete shoulder

3.5

2.5
Flexural stress, MPa

2
K = 40 Mpa/m
1.5 k = 80 Mpa/m
k = 150 Mpa/m
1 k = 300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 133- Stress due to Tandem Axle Load of 280 kN, ∆T= 17° C, With Tied concrete shoulder

102
 IRC: 58-2011

3.5

3
Flexural stress, MPa

2.5

2 K = 40 Mpa/m
k = 80 Mpa/m
1.5 k = 150 Mpa/m
k = 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 134- Stress due to Tandem Axle Load of 320 kN, ∆T= 17° C, With Tied concrete
shoulder

3.5

3
Flexural stress, MPa

2.5

2 K = 40 Mpa/m
k = 80 Mpa/m
1.5 k = 150 Mpa/m
k = 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 135- Stress due to Tandem Axle Load of 360 kN, ∆T= 17° C, With Tied concrete shoulder

103
 IRC: 58-2011

4.5

3.5

3
Flexural stress, MPa

2.5
K = 40 Mpa/m
2 k = 80 Mpa/m
k = 150 Mpa/m
1.5
k = 300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 136- Stress due to Tandem Axle Load of 400 kN, ∆T= 17° C, With Tied concrete shoulder

5
4.5
4
3.5
Flexural stress, MPa

3
2.5 K = 40 Mpa/m
k = 80 Mpa/m
2
k = 150 Mpa/m
1.5 k = 300 Mpa/m
1
0.5
0
150 200 250 300 350 400
Thickness, mm

Figure 137- Stress due to Tandem Axle Load of 480 kN, ∆T= 17° C, With Tied concrete shoulder

104
 IRC: 58-2011

2.5

2
Flexural stress, MPa

1.5
k=40MPa/m
k=80MPa/m
k=150MPa/m
1
k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 138- Stress due to Tandem Axle Load of 160 kN, ∆T= 21° C, With tied concrete shoulder

2.5

2
Flexural stress, MPa

1.5 k=40mpa/m
k=80mpa/m
k=150mpa/m
1
k=300mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 139- Stress due to Tandem Axle Load of 200 kN, ∆T= 21° C, With tied concrete shoulder

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2.5

2
Flexural stress, MPa

k=40MPa/m
1.5 k=80MPa/m
k=150MPa/m
k=300 Mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 140- Stress due to Tandem Axle Load of 240 kN, ∆T= 21° C, With tied concrete shoulder

3.5

2.5
Flexural stress, MPa

2
k=40mpa/m
1.5 k=80mpa/m
k=150mpa/m
1 k=300mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 141- Stress due to Tandem Axle Load of 280 kN, ∆T= 21° C, With tied concrete shoulder

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3.5

3
Flexural stress, MPa

2.5
k=40MPa/m
2 k=80MPa/m
k=150MPa/m
1.5 k=300 Mpa/m

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 142- Stress due to Tandem Axle Load of 320 kN, ∆T= 21° C, With tied concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5
k=40mpa/m
2 k=80mpa/m
k=150mpa/m
1.5
k=300mpa/m
1

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 143- Stress due to Tandem Axle Load of 360 kN, ∆T= 21° C, With tied concrete shoulder

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4.5

3.5

3
Flexural stress, MPa

2.5 k=40MPa/m
k=80MPa/m
2 k=150MPa/m
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm
F
igure 144- Stress due to Tandem Axle Load of 400 kN, ∆T= 21° C, With tied concrete shoulder

4.5

3.5

3
Flexural stress, MPa

2.5 k=40MPa/m
k=80MPa/m
2 k=150MPa/m
k=300 Mpa/m
1.5

0.5

0
150 200 250 300 350 400
Thickness, mm

Figure 145- Stress due to Tandem Axle Load of 480 kN, ∆T= 21° C, With tied concrete shoulder

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