TRC:58-2002, GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR HIGHWAYS (Second Revision) Publisied by THE INDIAN ROADS CONGRESS Jamnagar House, Shahjahan Road, ‘New Dethi-11001158.2002 me m CONTENTS First Published : July, 19 First Revision : June, 1988 vinted : March, 1991 pee abe, 2000 Personne! of Highways Specifications anc SERIA Revision © Dcener, 2002 | a 1 Introduction 2 Scope General Factors Governing Design Design of Siab Thickness Design of Joints Tie Bars for Longitudinal Joints Reinforcement in Cement Concrete Slab to Control Cracking APPENDICES 1. Chars showing stresses in Rigid Pavements for Single Axles as well as Tandem Axles n are Reserved) (ights of Publication and Translation are Re 2. Illustration Examples of Slab Thickness Design Design of Dowel Bars Design of Tie Bars Flexural Strength of Cement Conerete Westergaard Equation Printed at Dee Kay Printers, New Dethi (1000 copies)TRE-Sé-2002 PERSONNEL OF THE HIGHWAYS SPECIFICATIONS AND STANDARDS COMMITTEE (As on 225.2002) NK. Sinha Director General (Road Dev.) & Adul. (Convenor) Secretary 10 the Govt. of India, Ministry of Road Transport & Highways, New Deli-1 10001 SC. Sharma DR (RD) & AS, MORT&H (Retd.), 175, (Co-convenor) Vigyapan Lok, 15, Mayur Vihar, Phase-I Extn,, Delhi-116091 The Chief Engineer Jai Prakach), Ministry of Road Transport (R) S&R & Highways, Transport Bhawan, New (Member-Seey.) Dethi-110001 Members MK. Agarwal Enginces-in-Chief (Retd.), House No.40, Sector 16, Panchicula-134109 P. Balakrishnan Chief Engineer (Retd.), HRRW, No.7. Ashoka Avenue, Kodambakkam, Cheanai-600024 Di RK. Bhandari 302, Kamadgiri Tower, Kausambi, Ghaziabad DP. Gupta DG (RD) & AS, MOST (Rete), E-44, Greater Kailush Part-1 Enclave, New Delhi-1 10048 Ram Babu Gupta Chief Engincer-cum-Officer on Spl. Duty with Public Works Minister, 9, Hathroi Market, ‘Ajmer Road, Jaipur-302001 Dr. LR Kadiyali Chief Executive, LR Kadiyali & Associates, C67, Safarjung Dev. Area, Opp. TIT Main Gate, New Delbi-110016 105.8. Mathur Chief Engineer (Reid), MORT&H, House No.77, Seetor-15A, Nojda-201301 SRO eins ot in paso, the mecing was preted by SHENK. Sink OG IRD) @ dh 10 the Goof tdi, MORTAR @IRCS8-2002 1 HLL. Meena SS. Momin Jagdish Panda Si. Patel MV. Patil KB. Rajoria Dr. Gopal Ranjan SS. Rathore KK. Sarin Dr. SM, Sarin HAR, Sharma Dr. CK. Singh Nirmal Jit Singh Chief Engineer-cum-Addi, Secy. to the Govt. of Rajasthan, P.W.D., Jacob Road, Jipur-302006 Jt, Managing Director, Maharashtra State Road Dev. Compa. Ltd., Nepean Sea Road, Mumbai-400036 188, Dharma Vihar, Khandagiri, Bhubaneswar (Orissa) Chief Engineer, R&B Deptt Ganchinagar-382001 Sevretary (Roads), Maharashtra P.W.D ‘Mantralaya ,Mumbsi-4000: Engincer-in-Chief, Delhi P.W.D. (Reté.), B-25, Greater Kailash (Part-II) Enclave, New Delhi-1 10048 Director, College of Roorkee, 7th KM. Roorkee, Hardwar Road, Vardiman Pram, Roorkee-247667 Secretary to the Govt, of Gujarat, R&B, Block No.La/l, Sardar Bhavan, Sachivalaya Gandhinagar 382010 DG (RD) & AS, MOST (Retd.),”-108, Panchshila Park, New Dethi-110017 Dy. Director, CRRI (Retd.), 2295, Hudson Lines, G-T\B. Nagar, Dethi-1 10909 “Associate Director (Highways), Intereontinen’s Consultants & Technocrats Pvt. Led, AIT Greea Park, New Delhi-110016 Mantralaya, Engineerin-Chief, PWD (Rosds), Jharkhand, House No. 158/C, Read No.4/D, Ashok Negar, Ranchi Chief Engineer Plg.), Ministry of Road “Transport & Highways, New Deihi-1 10001 a) 1. Prabhash Singh |. Dr. Geetam Tiwari KB. Uppal VC. Verma (Mai) |. The Engincer-in-Chief |. The Chief Engincer (@) SaR . The Engineer-in-Chief }. The Engineer-in-Chiet ‘The Member (Tech.) TRC:58-2002 (Chief Engineer, Zone-IIl, Delhi PW.D., MSO Building, LP. Estate, New Delhi-1 10002 Chief Engineer (Mech.), Ministry of Road Transport & Highways, New Delhi-110001 Transortation Res. & Injury Prevention Programme, MS 808 Main Building, Indian Institute of Technology, New Dethi-110016 Director, AIMIL Ltd., Naimex House, A-8, Mohan Co-operative Indi. Estate, Mathura Road, New Delhi- 110044 Executive Director, Oriental Structural Engrs Prt. Lid, 21, Commercial Complex, Malcha Marg, Diplomatic Enclave, New Delhi-1 10021 Acting Chairman, Maharashtra Public Service Commission, 3rd Flocr, Bank of India Building, M.G. Road, Mumbai-400001 HLP. Public Works Department, USS. Club, Shimla-171001 (S.K. Kaistha), istry of Road Trnsport & Highways, New Dell *s 110001 R&B Department, A&EAP, Emum Manzil, Hyderabad-$00082 (RR. Sheoran), Haryana Public Works Dept, BAR, Sector 19-B, Chandigarh 160019 National Highways Authority of India, Plot No.G-5&6, Sector 10, Dwarka, New Delhi-| 10045 (SK. Jain), Civil Bagg. Department, Bureau of Indian Standards, Manak Bhavan, 9, Bahadur ‘Shah Zafar Marg, New Dethi-110002 ‘Adal. Director General, Dts. General Border ‘Roads, Seema Sadak Bhavan, Ring Road, Delhi Cant, New Delhi-1 10010 ai)IRC:58-2002 3. 238, 2. The Secretary, ‘The Director (R&D) (Dr. AK. Bhataagae), Indian Oil Corporation Ltd., R&D Cente, Sector-13, Faridabad-121007 (S. Saravonayel), Highways Research Station, B.B. No. 2371, 76, Sardar Patel Rosd, ‘Chennai-600025 Engineerin-Chiel's Branch, AHQ, Kashmir House, Rajeji Merg, New Delhi-110011 Ex-Officio Members ‘The Director ‘The Director General of Works (SS. Rathore), Secretary to the Govt. of Gujarat, R&B, Block No.14/1, Sardar Bhavan, Sachivalaya, Gandhinagar-382010 (NK. Sinha), Director General (Road Dev.) & Addl, Secretary to the Govt. of India, Ministry of Road. Transport & Highway New Dathi-1 10001 (G. Sharan), Director, National Institute for ‘The President, Indian Roads Congress DG (RD) Indian Roads Congress Truining of Highwey Engineers, Noida-201301 Corresponding Members ~ Emeritus Fellow, 334, 25th Cross, 14th Main, Banashankari 2nd Stage, Bungelore-560070 Prof. CEG. Justo Chief Engineer, MOST (Retd.), G-58, Lajpat Nagar-Ill, New Dethi-1 10024 Principal Secretary, Maharashtra PWD (Retd.), A-AI/1344, Adarsh Nagar, Worl ‘Mumibai-400017 Head of Deptt. of Transportation Plg., SPA (Retd}, Consultant, 458/C/SFS, Sheikh Sarai, New Delhi-1 10017 Prof. C.G, Swaminathan “Badd, 6, Thiruvengandam Street, RA. Puram, ‘Chennsi-600028 1, Mamesni NV. Merani Prof, N. Ranganathan TRC'S8.2002 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 A*March, 1973. These were also approved by the Specifications & Standards Committee in its meeting held on the 31% January ‘and 1° Febmuary, 1974. The guidelines were then approved by the Executive Committee and Council in their meetings held on 1 May and 2~' May, 1974 respectively, In view of the subsequent upward revision of the legal lintit on the maximum laden axle loads of commercial vehicles from 8160 kg to 10200 kg, appropriate modifications were iteorporated 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 (1-5) in its meeting held on the 13" January, 1997. The Highways Specifications & Standards (HSS) Committee in ifs meeting held om the 4* 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 24* August, 1998 and later by the Council in its 154® meeting held at Hyderabad on the 31* January, 1999 approved the draft and directed the Convenor OfH-S Committee to modify the same in light of the comments.IRC:58-2002 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 25° October, 1999 and a sub-committee consisting of Dr. RM ‘Vasan, Dr. S.S. Seehra and Dr. S.C. Maiti was formed to ‘examine the draft. In the meantime, the Technical Commitices were reconstituted and it was felt that revised guidelines may bbe reconsidered by the Committee. The H-5 Committee in its meetings held on the 4" January, 2000 and 12 November, 2001 considered the draft guidelines alongwith various observations of sub-committee and a number of appendices and 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 10 May, 2002 for being placed before the HSS Committee, The personnel of H-5 Committee is given below: Convenor Co.Convenor ‘Member-Secretary Dr. LR. Kadiyali SS. Momin MC. Venkatesha Brajendra Singh Yak. Sinha Prof. A. Veeraragavan Dr. RM, Vasan CE{R) SBR & TAT, MORTEI (ai Prakash) Director, HRS, Chennai Rep. of MSRDC Ltd, Mumba: Rep. of DGBR HS. Bhatia RK. Jain Ramen Kaparia Dr. SC. Maiti Prof. B.B. Pandey YER. Phull Col. $.Y. Rawoot Dr. SS. Scehta ‘Arun Kumar Sharma IRC58-2002 Ex-Officio Members DG (RD) (NK. Sinba) ‘Secretory, IRC (G. Sharan) Corresponding Members Kanti Bhushan Bbaumik D.C. De President, IRC (SS. Rathore) HK. Kulshrestha SIM. Sabnis AU. Ravi Shanker ‘The HSS Committee in its meeting held on the 22”! May, 2002 approved the modified document as received from the Convenor, H-5 Committee. Subsequently, the Executive Committee approved the modified drait in its mecting held on 24° May, 2002 and later by the Council in its 166" meeting ‘held at Panaji (Goa) on the 8* 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 12° December, 2002 for printing 2. SCOPE ___ The guidelines cover the design of plain jointed cement ‘oncrete 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, 3. GENERAL, “The early approach to the design of rigid pavements was based on Westergaard's analysis. Recent advances in knowledge have Jed to vast changes in the desiga methodology. It is believed the guidelines contained in this document reflect the Surrent knowledge on the subject, 2IRC58-2002 ‘The salient features of the revised guidelines are: - (Computation of flexural stess due to the placement of single and tandem axle loads aloag the edge. Introduction of the cumulative fatigue damage approach mn the design Revision of criteria for design of dowel bars. 4, FACTORS GOVERNING DESIGN 4.1. ‘The factors governing design considered are : single ‘and tandem axle loads, their repetition, tyre pressure and lateral placement characteristics of commercial vehicles. 4.2. Wheel Load ‘Though the legal axle load limits in India have been fixed as 10.2, 19 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 and tandem axles of different weights expected during the design petiod. For this purpose, an axle load survey may be conducted for a day, covering a minimum sample size of 10 per cent in both the directions. Higher axle loads induce very high stresses in the pavement and result in the consumption of fatigue resistance of concrete. Contribution of different axle load groups towards fatigue damage must be detetmined for pavement design, Tyre pressures and shape of the contact areas of the commercial vehicles also gover load stresses, For most of the commercial highway vehicles, the tyre pressure ranges from about 0.7 to 1.0 MPa but it is found that stresses in concrete pavements having thickness of 20 cm or more are not affected significantly by the variation of tyre pressure in the range 4 IRe-s#.2002 mentioned carlicr. A tyre pressure of 0.8 MPa may be adopted for design. For computation of stresses in the pavements, the magnitude of axle loads should be multiplied by Load Safety Factor (LSF). This takes care of unpredicted heavy truck loads For important roads, such as, Expressways, National Highways and other Roads where there will be uninterrupted traffic flow and high volumes of truck traffic, the suggested value of LSF i 1.2. For roads of lesser importance having lower proportion e ss ue LSF may be taken as 1.1, For residential and r streets that carry small cl c, eee ay Il number of commercial traffic, the It is recommended that the basic desi ign of the slab be done with a 98% percentile axle load, and the design thereafter checked for fatigue consumption for higher axle loads. 43. Design Period Normally, cement concrete pavements haye a life span of 30 years and should be designed for this period. When the traffic intensity cannot be predicted accurately for a long period ‘of time, and for low volume roads, a design period of twenty ‘Years may be considered. However, the Design Engineer should se his judgement about the design life taking into consideration the factors, like, traffic volume, the traffic growth rate, the Capacity of the road and the possibility of au ae = ty of augmentation of 44. Design Traffic Assessment of average traffic should normally be based * seven-day 24-hour count made in accordance with IRC: 9 faffic Consus on Non-Urban Roads", The actual value of Growth rate 'r of heavy commercial vehicles should be 3IRC:S8-2002 determined. However, if actual data is not available, an average annual growth rate of 7.5 per cent may be adopted. It may be noted that flexural stress caused by axle loads is maximum when the tyre imprint is tangential to the longitudinal edge. When the wheels are tangential to the transverse joints, stresses are lower and when the tyre position is even 15 em away from the longitudinal edge, there is a significant reduction in the flexural stress. Observation of the lateral distribution characteristics of wheel paths for two-lane two-way roads in India indicates that very few vehicles travel along the edge. A design traffic of 25 per cent of the total two- Jane two-way commereial vehicles may be considered as a very conservative estimate for design against fatigue failure. 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 taken for design of pavement. 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 ce MSRAMIEO" <1 in Where C= Cumulitive number of axles during the design period. ‘A =Initial number of axles per day in the year when the road ip ‘operational = Annual rate of growth of commercial waffie (expressed in decimals) ‘n= Desiga period in years IRC:58-2002 Expected number of applications of different axle load roups during the design period can be estimated from the axle spectrum, "In most design problems, it is expected that the weights { number of trucks travelling in each direction are fairly | This may not be true for roads, such as, haul roads in areas where many of the trucks haul full loads in one fection and retum empty in the other direction. In such cases, a suitable adjustment should be made. It is recommended that 3 design of the slab be done with a 98% percentile axle and the design thereafter checke oe ced for fatigue consumption 4.5. Temperature Differential Temperature differential between the top and bottom of concrete pavements causes the concrete slab to warp, giving rise to stresses. The temperature differential is a function of ‘solar radiation received by the pavement surface at the location, losses due to wind velocity, eic., and thermal diffusivity of -Sonerete, apd 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. For this Purpose, guidance may be had from Table 1 4.6. Characteristics of Subgrade and Sub-Base 4.6.1. Strength ; The strength of subgrade is expres interme of modulus of subgrade reaction which is ‘efi SSBressure per unit deflection of the foundation as determined 'Y Plate bearing tests. As the limiting design deflection for Cement concrete pavements is taken as 1.25 mum, the k-value is ‘ctermined from the pressure sustained at this deflection. As 7TRC:S8-2002 “Taste 1. Recommenpen Tepensrone Dirvemexiats ror Coxces re Stans “Temperature Differential, °C in Slabs of Thickness 2Dem_ | 25em wai | 143) Zone States Oem 158 Tern 125 Panjab, UP, Uttaranchal, Gujarat, Rajasthan, Haryane and North M.P., excluding hilly regions, Bihar, Jharkhand, West Bengal ‘Assam and Eastern Orissa, excluding hilly regions and ‘coastal areas Maharashira, Kamataka, South M.P., Chattisgarh, Andlsra Pradesh, Westem ‘Orissa and North Tamil Nadu, exeluding hilly regions and coastal areas. Kerala and South Tamil Nadu, excluding hilly regions and coastal areas, Coastal areas bounded by hills 185) VE } Coastal areas unbounded by hills. kcvalue is influenced by test plate diameter, the standard testi to be carried out with a 75-cm diameter plate. 18:9214-1974 "Method of Determination of Modulus of Subgrade Reaction » Soil in the Field” may be referred for guidance in this regaré ‘A frequency of one test per km per lane is recommended fo 8 IRC38-2002 fassessment of k-value, unless the foundation changes with “respect of subgrade soil, type of sub-base or the nature of formation (ic, cut or fill) when additional tests may be conducted In case of homogeneous foundation, test values obtained ‘with platcs of smaller diameter may be converted to the standard 75 cm plate value by experimentally obtained ‘correlations given by k,=05xk, 2) Where, k,. and k,, are the k-values obtained on 75 em and 30 Gm diameter plates respectively. Equation 2 is regarded as ‘approximate only, However, in case of layered construction, the {esis with smaller plates give greater weightage to the stronger top layer, and direct conversion to 75 cm plate values by the aboye correlation somewhat over-estimates the foundation Mrengih, and such conversion must be regarded as very ‘tpproximate only. The subgrade soil strength and consequently the strength 9f the foundation as a whole, is affected by its moisture Gontent. The design strength obviously must be the minimum that will be available under the worst moisture conditions juntered. The ideal period for testing the subgrade strength Would, thus, be during or soon after the monsoon when the Subgrade would have attained its highest moisture content. Anmexure-4 of IRC:37-2001 may be referred for further details. In case the tests have to be conducted at some other Period, especially during the dry part of the year, allowance for T0ss in subgrade strength due to increase in moisture must be For this purpose, an idea of the expected reduction in on saturation of the subgrade may be had from 9IRC58-2002 laboratory CBR tests on subgrade soil samples compacted at field density and field moisture content and tested before and afier the saturation, An approximate idea of k-value of a homogeneous soil subgrade may be obtained from its soaked CBR value using Table 2. It is advisable to haye a filter layer above the subgrade for drainage of water to prevent (i) excessive softening of subgrade and (i) erosion of the subgrade particularly under adverse moisture condition, Annexure-4 of [RC:37-2001 may be referred for further details, “Taste 2, Arrmontvart: mVaive Coneesrowine 16 CBR Vales ron Hostocenrous Sout Suncnane Soaked CBR a] #]7] 50] 100 value % Kevalue ae [35 | 42 [ae] ss] (kg/emicm) | 140) 223 ‘The recommendations of 1RC:15-2002 shall be followed and if the k-value tested on wet condition of the subgrade is less than 6.0 kg/em’/cm, cement concrete pavement should not be laid directly over the subgrade. A Dry Lean Concrete (DLC) sub-base is generally recommended for modem concrete pavements, particularly those with high intensity of traffic. The sub-base of DLC should conform to "Guidelines for the Use of Dry Lean Concrete as Sub-base for Rigid Pavement, IRC:SP:49- 1998", In the case of problematic subgrade, such as, clayey and expansive soils, cic, appropriate provisions shall be made for blanket course in addition to the sub-base as per the relevant stipulations of IRC:15-2002. ; ‘The approximate inerease in k-values of subgrade due to different thicknesses of sub-bases made up of untreated granular, ‘cement treated granular and dry lean concrete (DLC) layers may be taken from Tables 3 and 4. 7-day unconfined 10 IRC:S8-2002 compressive strength of cement treated granular soi P soil should be a minimum of 2.1 MPa. Dry Lean Concrete should have a ‘minimum compressive strength of 7 MPa at 7 days Tante 3. -Va evelue of ‘subgrade, (kelersom ‘wes Oven GraNuLax AND CEMENT Treats Sup-sasts Effective k (kg/en/em) over untreated granular layer sub-base of thickness in cin Effective k (ky/emVom) ‘over cement treated sub-base Of thickness in em 30 33 a8 ug ves Oven Drv Leas Conca Sun-sist Billo Sutende toomtin | 21 [2] a2 Tan sel ce Effective k over 100 mm 56 | 971166] 208] 278 7 DLC, kes: sinl Effective k over 150 mm o7 ae 277 The maximum value of effeotiv m ‘alue of effective k shall be 38.9 kg/em/ sie 100 mm of DLC and 41.7 kg/cm? n fom for 150 mm of 4.62. Separation tayer between sub-base be : Foundation layer below concrete slabs should be Cre? teluce the interlayer friction. A separation membrane bo 1um thickness of 125 micron polythene is recommended tae ae {he fiction (Ref. 1RC:15-2002) between concrete and dry Ican concrete sub-base (DLC). 7 4.6.3. Drainage layer : T a 'o facilitate the quick disposal : that is likely to enter the subgrade, « drainage layer Provided beneath the pavement throughout road widthTRC:58-2002 ‘ above the subgrade. The recommendations contained in IRC:15-2002 in this regard may be followed. 47. 47a. fail due to bending stresses, it is neces Characteristics of Concrete Design strength : Since the conerete pavements y that their design is based on the flexural strength of concrete, The relationship between the flexural strength and compressive strength may worked out as given in Appendix-5. The mix should be so h may be minimum structural strength requirement in designed that the mats seer the field is met at the desired confidence teristic Mexural strength at 28 day target average flexural strength at 28 days. tolerance factor for the desired confidence level, kniown as th standard normal variate (Table 5). on of field test samples: if itis n expected standard de 4 lly assumed a8,per 15456-2000. known, it may be iil ‘Then the target average flexural strength is given as $=SZo Tranuz 5 Vater Stanman Nowatat. VaRIATE FOR DIFFERENT Vaults - ‘oy ToLrwance (18:10262) ‘Standard Nermal vay Le ak Variaie; 25, ‘Ascepted proportion of low results (tolerance) Vin IS 1 in 20 1 in 40 Lin 100 1.50 16s 196 233 voir Good Very Good Excellent For pavement construction, the concrete mix shou! preferably be designed and controlled on the basis of flexurs 12 IRC:$8-2002 Strength. Flexural sirefgd should be determined by modulus of rupture tests under third point loading. The preferred size of the ‘beam should be 15 cm’x 15 cm x 70 cm when the size of the aggregate is more thay,lS-nm. When the maximum size of aggregates is less than 19°mim, 10 om x 10 cm x 50 cm beams miay be used. 18:51, Igshiow ld — for the test procedure. 472 Meany ‘sticity and poisson's ratio : The modulus of clasticity; Heand Poisson's ratio, 1, of cement onetete are known to vary cy concrQethaterials and strength The clastic modulus increases Wighsyscégse in strength, and Poisson's ratio decreases with ind 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 a 25 per cent variation in E and jt values does not have ty significant 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 flexural strength of 45 MPa (sev Appendix-5). Modiulus of elasticity of eoncrex, E = Experimentally determined value. Or 3.0 x 10° kgica Poisso an 0s 47.3. Coefficient of thermal expansion : The SCefficient of thermal expansion of concrete («) of the same ‘mix proportions varies with the type of aggregate. However, for ‘sign purposes, a value of c= 10x10* per °C may be adopted in all cases. 47.4. Fatigue behaviour of cement conerete : Due to Fepeated application of flexural stresses by the traffic loads, a Progressive fatigue damage takes place in the cement concrete ratio B1RC:58-2002 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 Mlexural stress duc t 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 toc SR < 0.45 42877 SR=0.852: | Whon 0.45 < SR < 0.58 0.9718-SR aT for SR >055 LogioN The values of fatigue life for different values of stress ratio are given in Table 6. Use of the fatigue criteria is made ov the basis of Miner's hypothesis. Fatigue resistance not consumed by repetitions of one load is available for repetitions.of other loads. 5, DESIGN OF SLAB THICKNESS 5.1. Critical Stress Condition In-service cement conerete pavements are subjected te 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 factors commonly considered for design o! pavement thickness are: flexural stresses due to traffic load: and temperature differentials between the top and bottom fibr of the concrete slab, as the two are assumed to be additive 4 IRC:58-2002 ‘Taate 6. Srazss Rano AND ALLOWABLE REPETITIONS 16 CraenT Coxeurre Allowable Repetitions 6279R10" 4335x107 07 S2x10 048 24x10 049 1.287810" 4.50 7.62x10° 0st 485x10° 0s 326x105 053 2.20105 Oss 1.66x10° 935 L24x10" 056 9Alxi0 os? 72x10" ose SAx10" 059 408x108 060 3.09x10" O61 234xlot 062 LITxio 063 34x10" 0.64 Lo2x10* Oss 7278109 Stress Ratio | Allowable Repetitions Stress Ratio 04s 046 0.66 067 068 069 070 on on 073 074 07s 0.76 o77 o78 207 0.79 197 p80 119 08! % 082 6 083 52 0384 39 08s 383x107 41x10" 334x10° 2531 1970 Masi 1099 832 630 an 361 274 under critical condition. The effects of moisture changes are ‘8pPOSite of those of temperature changes and are, not normally Considered critical to thickness design. The loads applied by single as well as tandem axles cause 2am flexural stresses when the tyre imprint touches the fetudinal edge as shown in Fig. 1. When the tyre imprints the transverse joints with or without dowel bar, part of 18IRC:58-2002 ! B00 {___4,___— saNcunARLt even bigeenon oF vreau woveNxe ‘aspesaxue Fi. 1. Lateral Placement of Waeet 6 IRC:58-2002 ihe oad is transferred to the other side of the slab by aggregate erlock or dowel bar causing lower flexural stress both along as well as along the transverse joint, In case the slab ast panel by panel with a clear vertical break without any dowel bar or aggregate inter-lock, comer load stresses are ical when dual wheel system is at the corner, Tandem axles twice the load of a single axle cause flexural stresses ‘are about 20 per cent lower than that of the single axle because of superposition of negative bending moment due dual wheel load over the other. The average spacing of axle is taken as 1.31 meires. Tandem and tridem axle ‘ay cause loss of subgrade because of higher deflection, ase, additional design criterion of erosion can be ihe based on experience. Cement concrete pavements undergo a daily cyclic change ‘of temperature differentials, the top surface being hotter than the bottom during the day, and cooler during the night. The sSequent tendency of the pavement slabs is to warp upwards (lop convex) during the day and downwards (top concave) the night. The restraint offered to this warping tendency hy seléweight and the dowel bars of the pavement induces sifesses in the pavement, referred to commonly as temperature stresses. These warping stresses are flexural in nature, g tensile at bottom during the day and at top during the t. AS the restraint offered to warping at any section of the ) Would be a function of weight of the slab upto that section, ; Obvious that comers have very little of stich restraint for slabs Without dowel bars. The restraint is maximum in the slab T and somewhat less at the edge. Consequently, the ture stresses induced in the pavement are maximum at for. Under the action of toad applications, maximum 4s induced in the comer region if the joints are not "7provided with dowel bars, as the comer is discontinuous in two directions. The comer tends to bend like a cantilever, producing tension at the top during night hours, whereas, tension is produced during the day-time at the bottom of the slab in the interior as well as at the edge. ‘The maximum combined tensile stress in the three regions of the slab will thus be caused when effects of temperature differentials are such as to be additive to the load effects. This would occur during the day in the ease of interior and edge regions at the time of maximum temperature differential in the slab. In the corner region, the temperature stress is negligible but the load stress is maximum at night when the slab comers have a tendency-to lift up, due to warping and lose partly the foundation support. Considering the total combined stress for the three regions, viz., comer, edge and interior, for which the load stress decreases in that ortier while the temperature stress increases, the critical stress condition is reached in the edge region. It is, therefore, necessary that the concrete slab is designed to withstand the stresses due to warping and wheel load at the edge region. It is also necessary to check the stress at the comer region if dowel bars are not provided ‘at the transverse joints and if there is no possibility of load transfer by aggregate inter-lock. 5.2. Calculation of Stress 5.2.1, Edge stress (a) Due to load : Since the loads causing failure of Where pavements are mostly applied by single and tandem axlos, stresses must be determined for the conditic shown in Fig, 1, Picket & Ray's chart can be used for stress computation in the interior as well as at the edge. Using the fundamental concept of Is IRC:58-2002 Westergaard and Picket & Ray's pioneering work, a computer programme HTRIGID developed at IIT, Kharegpur was used for the computation of stress for the edge load condition shown in Fig. 1. The stress charts for single axles as well as tandem axles are shown in Appendix-I for different magnitudes of single and tandem axle loads, In the earlier version of IRC:58-1988, the calculation of load stresses was done as per Westergaard's equations modified by Teller and Sutherland. The use of these equations has its own limitations because they do not take into account the configuration of the wheels. Though, these equations give stresses Which are not very much in variance with the stresses computed by the programme IITRIGID, it 1s commended that the stresses calculated from the Programme ITRIGID be used in the desig However, the original Westergaard's equations as modified by Teller and Sutherland are enclosed in Appendix-6 for information. Due to Temperature : The temperature stress at the critical edge region may be obtained as per Westergaard’s analysis using Bradbury's coefficient from the following equation : Barc 2 Modulus of elasticity of concrete, kgjem? ‘marimar tempest difeeal during ay between top and bottom of the slab, °C s Sie = temperature stress in the edge region, kg/cm? 5 t 19 eeecoefficient of thermal expansion of cement concrete IRC98-2002 pee "C Bradburys coefficient, which can be ascertaines fag enperat trees design directly ftom Bradbury's chart against values of Ll eae and BM (Fig. 2) slab length, of epacing between consecutive contraction Joinis, cm e=10x107°C slab width, or spacing between longitudinal joints, cr and radius of relative stiffness, em Poiswon's ratio thickness of the conerete slab, em ‘modulus of subgrade reaction, kg/cm ‘The values of Bradbury's coefficient C are presented in the form of chart in Fig. 2 Sat ‘Temperature differential, At(°C) 5.2.2. Corner stress : The load stress in the corer region may be obtained as per Westerguard's analysis, modified by Kelly, from the following equation: ry Kelly, from the following equation: Chart for Determination of Coefficient C: ual 7 0.000 same as in the case of edge loud siress formula, kg/cm? 0.080 Wheel Load, ks load etress in the corner region, other notations remaining the a. = radius of equivalent circular contact aes, em ‘The temperature stress in the corner fegion is negligible. as the comers are relatively free © warp and, therefore, may be i ignored. “Tig. 2. Design Chart for Calculation of Edge Temperature Stress 20 21 a ——_IRCS8-2002 53. Appendix-1 gives ready-to-use charts for the calculat of load stresses in the edge region of rigid pavement slabs for single and tandem axle loads of different magnitudes for sub- bases having k values in the range of 6, 8, 10, 15 and 30 ky come. Design Charts A user friendly computer programme is also enclosed in 2 Floppy for computation of stresses at the edges. 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 may be determined using, the appropriate stress chart, This stress value is divided by the design Mexural 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. Curnulative fatigue damage is detenitined for different axle loads and the value of the damage should be equal to or less than one, The procedure of estimating fatigue damage is given in Appendix-2, 5.5, Erosion Consideration AASHTO Road Test has indicated that there is an important mode of distress in addition to fatigue cracking that must be considered in the design. Thig is the erosion of material from the bottom of the pavement. Analysis by Portland Cement Association has indicated that the erosion was caused largely by tandem and multi-exle vehicles and that single axles were mostly responsible for fatigue cracking, Since tandem axles form a small part of the total commercial vehicles on Highways in India, erosion analysis is not necessary at present. Record of 2 IRE58-2002 formance data including loss of erodible matctials {rom the 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, climate as well as the ght of vehicles. It is further recommended that paved shoulder should be provided upto 1.5 metres beyond the pavement to prevent erosion as well as entry of debris between the pavement slab and foundation when the slab curls upwards, 56. Hard Shoulder In ofder to protect the foundation layers from loss of strength due to erosion, a number of measures are taken, Generally, dry lean concrete (DLC) sub-base is extended by 40 to 50 cm towards tho shoulder. Additionally, full depth bituminous shoulder or tied cement concrete shoulder is constiueted to protect the pavement edge. Widening rigid pavement to act as a shoulder has also been attempted. With such a shoulder, the load stresses at edges will reduce marginally 5.7. Composite Rigid Pavement Where the polythene separation layer between the conerete slabs anid dry lean concrete (DLC) sub-base is eliminated a meat action of two layers results and this action can be wee {B gece the pavement thickness. The layer below allow dete be smooth and may warrant an antffition layer to The apgumal movements to take place without any hindrance. the pebbeePriate design provedure can be established only on ‘asis of extensive research, 38 Anchor Beam and Terminal Slab During the hot seasoa, the conerete slabs expand and this sult in the build-up of horizontal thrust on dirt-wall/ To contain this thrust, RCC anchor beams are vill 23IRCS8-2002 generally provided in the terininal slab, The terminal slab, therefore, will have to be reinforced to strengthen it. The details of the anchor beam and terminal slab are discussed 1 IRC:15-2002. 5.9. Recommended Design Procedure Stipulate design values for the various parameters. Step 1: Step 2 : Decide types and spacing between joints Step 3 + Select a trial design thickness of pavement sla Compute the repetitions of axle loads of different Step 4: magnitudes during the design period Calculate the stresses due to single and tandern axle loads and determine the cumulative fatigut damage (CD). If the CED is more than 1:0, select a highe thickness and repeat the steps 1 to 5. Compute the temperature stress at the edge as if the sum of the temperature stress and th flexural stress due to the highest wheél Toad | greater than the modulus of rupture, select higher thickness and repeat the steps 1 0 6 Step 5 Step 6 Step 7: Design the pavement thickness on the basis © comer stress if no dowel bars are provided 2” there is no load transfer due to lack of agerep?! interlock, ‘An illustrative example of design of slab thickness | given in Appendix-2, Though, the 28-day flexural strength | Gonerete is taken for design, it is worth noting that cone’? a IRC:58-2002 sirength increases with age. The temperature gradient is highest only during summer months in the afteroon, when the volume of commercial vehicles is generally low. The total of thermal warping and wheel load stresses is generally lower than the simple algebraic addition. The moisture gradient across the depth of the concrete is generally opposite to that of the temperature gradient and hence the warping caused by temperature gradient is nullified to some extent 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 desi ag! ign and construction of jeints in ce Concrete Pavements, as these are critical es sving significant effect on the pavement performance. ao also need to be effectively sealed, and maintained e oo of the IRC:15, para 8-and Supplementary Notes para N.2 "Acrangem: ins" ae 2 ygement of Joinis", may oe er to joint layout and contraction joint Gement Concrete Pay: F 4 ements have transvers longitudinal joints, Different types of transverse ae A) Expansioa joints ©) Conmnetion joints “W) Construction joints ‘Longitudinal joints are required in pavements of width f than 4-5 m to allow for transverse contraction andIRC58-2002 ‘tance 7, Contaxcriox Jonvr Sracinc (BASED ov IRC:15-2002) Slab thickness, em | Maximum contraction joint spacing, Unreinforeed slabs 7 15 43 20 45 25 45 =30 50 = 35 50 Expansion joints may be omitted when dowels are provides at contraction joints except when the cement concrete pavements abut against permanent structures, like, bridges and culverts, 62. Load Transfer at Transverse Joints 62.1. Load transfer to relieve part of the load stresse: in edge and comer regions of pavement slab at transverse joint is provided by means of mild steel round dowel bars, Coate! 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 if respect of dowel bars, stipulations lid down in_IRC:15 Supplementary Notes para : N.4.2 Dowel Bars, may be followed For heavy traffic, dowel bar »ould be provided at the contractio: joints 622. From the experience all over the world, it found that it is only the bearing stress in the concrete that responsible for the performance of the joints for the dowel bar High concrete beating stress can fracture the concr‘’ surrounding the dowel bar, leading to the looseness of dowel bar and the deterioration of the load transfer system wit eventual faulting of the slab. 1Re:58-2002 ‘Maximum bearing stress between the concrete and dowel bar is obiained from the equation as: Ee mie pat Where otis B= tclative stiffness of the bar embedded in concrete Ke eo interaction (dowel suppor, kwiem’/ b= diameter of the dowel, cm % = joint width, cm E = modilus of the clasticity of the dowel, ko/cm J = moment of inertia of the dowel, em* Py = load transferred by a dowel bar a Each dowel bar should transfer load that is less than the ign Joad for the maximum bearing pressure, Following od aa oe given by the American 2 tc ), Committee-225 may be used for caleulation of the allowable bearing stress on concrete: = W0.16—D)E me 9525 Where By — allowable bearing stress, kp/em? & = dowel diameter, em x = ultimate compress ve strength (characteristic strength) of the ‘conerete, kg/cm? (400 ke/em* for M40 concrete) ‘The : he Soe are installed at suitable spacing across the joints: bar system is assumed to transfer 40 per 7 — eeIRCS8-2002 cent of the wheel load, 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 width of 20 mm may be taken for stress computation in “dowel bar at the expansion and contraction joint in view of the fact that under the dowel there is likely to be grinding of conerete taking place and consequent loss of support Recommended diameter and length of dowel bars are given in Table 8. Tune 8, RecoMMENDID Diuixsions oF Dowes Bars ron Rocio Pavenets row an Ante Loan o¥ 102 1 Slab thickness, [__ Dowel bar details — em Diameter, mm | Length, mm | Spacing, im 20 25 300 250 25 8 500 300 30 2 300 300 38 2 300 300 “The waluss given ave for general guidance, The actual values shoul the ealotlated forthe axle load considered in the design. Dowel bars are not satisfactory for slabs of small thickness and shall not be provided for slab of less than 15 cm thickness, 62.3. Dowel group action ; When loads are applicé at a joint, a portion of the load is transferred to the othe side of the slab through the dowel bars. The dowel ba: 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 betwee the dowel bars and the concrete slab and recent study indicates that the dowel bars within a distance of onc radius 28 IRC:$8-2002 of relative stiffness (1.0 1) from the point of load application fcipate in load transfer. Assuming a linear variation of the load carried by different dowel bars within 1.0 |, maximum load carried by a dowel bar can be computed as illustrated in Appendix-3. 7. TIE BARS FOR LONGITUDINAL JOINTS 7.1. In case opening of longitudinal joints is anticipated in service, for example, in case of heavy traffic, expansive subgrades, etc., tic bars may be designed in accordance with the recommendations of IRC:15-2002, Supplementary Note, para N.S Tie Burs. For the sake of convenience of the designers E design procedure recommended in IRC:15-2002 is given ere. 7.2. Design of Tie Bars ‘The area of steel required per metre len 1 wth of joint may be computed using the following formula: baw ee s ‘area of steel in cm?, required per m length of joint Jane width in metres ceefisicnt of friction betw » a between pavement and the sub-base base (usually taken as 1.5) WW ~ weight of sleb in ky/m? and S = allowable working stress of steel in kglem’. The length of os any tie bar should be at least twice that Yequited to develop a bond strength equal to the working stressTRC-S8.2002 of the steel. Expressed as a formula, this becomes: SA. in which L = length of tie bar (em) = allowable working stress in stee! (kg/cm!) s A. = cross-sectional area of one tie bar (em") Pp = perimeter of tic bar (em), and Be = permissible bond stress of concrete (i) for deformed tie bars: 34.6 kaem?, (i) for plain tie bars-17.5 kgfer? 73. To permit warping at the joint, the maximum diameter of tie bars may be limited to 20 mm, and to avoid concentration of tensile stresses they should not be spaced more than 75 cm apart, The calculated length, L, may be increased by 5-8 em to account for any inaccuracy in placement during construction, An example of design of tie bar is given in Appendix-4. 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 9. 8, REINFORCEMENT IN CEMENT CONCRETE SLAB TO CONTROL CRACKING 8.1. Plain conerete jointed slabs do not require reinforcement. Reinforeement, 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. 30 IRC:58-2902 ase 9 = Derans oF Tu: Bars rox LoxGrrupinat. JOINT oF TWO-LANE. Rico Pavements Tie Bar Details ‘Max. Spacing (em) Minimum Lengih (cm) Phin | Deformed) Plain | Deformed Bars Bars Bars Bars B 3 4 8 52 83 st 56. 9 62 3 36. 20, 58 45 7 38 80 2 37 60 58 66 R 32 31 38 37 1 2 | The recommended details are based on the following v = We values of different = 1250 kgiem* for plain bart, 2000 kgjem y art, 2000 kglem? for deformed ba Res for plan brs 1755 kplen, for deformed bar 24.6 Iglen’s . 8.2. Reinforcement in concrete slabs, when provided, i esigned to counteract the tensile stresses caused oy eee Mid contraction due to temperature or moisture changes, The Maximum tension in the steel across the crack equals, the force ‘Fequited to overcome friction between the pavement and its a fon, from the crack to the nearest joint or free edge. Cael is the greatest in the middle of the slab where the & ‘Occur first. Reinforcement is designed for this critical location. pare for practical reasons reinforcement is kept ‘uniform Be jughout the length, for short slabs. amount of longitudinal and transverse steel Pet m width or length of slab is computed by the ‘hae 31 ———IRC58-2002 formula, area of steel in em? required per m width or length of sib, distance in m hetween free transverse joints (for longitudinal ste!) or free longitudinal joinis (for transverse steel), coefficient of friction between pavement and sub-base- base (usually take as 1.5), (rere ween [Seton talent \=—I=1009 bye? | att0 Kiem gle Axle Load = 6 tons) weight of slab in kg/m! and allowable working stress in steel in kg/cm? (usually taken 15 50 to 60 pet ceat of the minimum yield stress of stee!) Slab thickness (em) 8.3. Since reinforcement in the conerste 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 L$ - reinforcement about 50 mm below the surface. Reinforcement 7, is often continued across longitudinal joints to serve the same LL purpose as tie bars, but itis kept at least 50-mm away from the face of the transverse joints and edge, 2 2 (qwo/By)sseqs jesnxeyyIRCS8-2002 (uo) ssouyonn Geis ze ek ee ee we 8 H t ip . (au0/Ox)sseus esnxe15 s i 2 | | ‘pmOD) -xpueddy | | \ [| (sv0i g = peo omy e\6us) eweneg pry u) sassang oz sz (cluo/By)ssaus jeanxaly 34& & soy coov_-_ (pmog) [--apuaddy 37 (woGy)ssans tesnxe14 (quo /Bx}sseuis jeanxey3 (such z} = peO7 erry elbulg) quswenee py u! sosseng2 oe © oa wR ‘uaa coveted tuoi, coobet-a-| (2/4 OF be-0-} usp obo] | | (su) gL = peo7 epry ejBuis) juowered PIB v| Sossans (pmog) rxypuaddy: (wo) ssowonp ges % wz Rw Sess | SS SS (suo) 9) = peor ey oy6urs) 1uoworeg piBld U Sassang (preg) r-xipuaddy (qup/Oy)ssens reine. (quoj6x)sson2 YexmOL(suo zz = peo? erry a1Guis) woureneg PrBY ul sessons ‘pmoy) [-xpuaddy (wo) ssou ef ae = epemiges | I ! I = I | I T 288 skeeee I ] | i I | ; (suet 0g = peor epry oyDuis) usuieney piBy ut sossang (pmo) rapuaddy (uo)63)ssans jesnxel4 (qwo/y)ssans ume(wo) sseuyoun Geis (zyua/By)ssans jeinealy a2 098 ‘9104 9164 2 IRC58-2002 a (gto/6x)ssexs iesnvos R@SHR SHR R (suai yz = peo ery e(Suig) oweneg PBR Ul sossons (puoy) [-xqpuaddy(Zyus9/6y)ssays jeunxel4 (2yusoyBx)seane urvaly {suo} 91 peo} opry wopuy) yoworoy piBry u! sosseng (pio) -xipueddy(wo) sseuyou aeis (suey ¢@ peo? oy wepue) wowred PO Ut sossans (pnt) J-xjpuaddy (ua) ssouraun aes zo (suo 7z peo} ey wepue,) juewerey py wu sassons (p09) [-puaddy (Zuo /6y)ssaqs jeinxei (2uun/6¥)ssans tensa.(wo) ssauyonp aes (Zuo /Ox)ssens jeimxay (suo} 9€ peo” pry wapueL) 1usWaneS piBY Wi sooseng (p09) |-xapueddy (wo) sseunoun aeig (suor ze pee omy wepuel) juawared pibry U sesseng (PROD) Paipuoddy (Zpuso/Bx)ssons jeunxojy 49(Z.wo/Ba)ssens eunxai4 (suo) 2p peO7 epxy Wapue) jUsWEreY PIB UI Sossong (prog) [-puaddy (wo) ssouxouy quis (2,woy6iJerone yoinxoys (sue, oy pe07 opcy wopue,) uowoned piBly ul sesseng (pmo) rrpueddyTRC:58-2002 Appendix-2 ILLUSTRATIVE EXAMPLE OF SLAB THICKNESS DESIGN g 9 g Example A cement concrete pavement is to be designed for a two- lane two-way National Highway in Kamataka State. The total two-way traffic is 3000 commercial vehicles per day at the end of the construction period. The design parameters are: Flexural strength of cement concrete = 45 kg/em* Effective Modulus of subgrade reaction of the DLC sub-base kg/m! Elastic modulus of concrete =3 x 10° kg/cm? Poisson's ratio = 0.15 Coefficient of thermal coefficient of concrete = 10 * 104°C ‘Tyre pressure = 8 kgiem? Rate of traffic increase = 0.075 Spacing of contraction joints =45m Width of slab = 35m, The axle load spectrum obtained from axle load survey is given in the following: Appendix-1 (Contd) ‘ead 44 tons) 3 4 1 i i é £ 5 8 i (2,1u2/bs)ss0ns jesnxaiyTRES8-2002 je Axle Leads ‘Tandem Axle Loads "Axle Load | Percentage of | Axle Load | Percentage of class, tons. | axle loads class, tons axle loads 1921 06 34-38 a3 149 Ls 30.34 03 15-17 48 26.30 06 1315 108 22-26 18 ng 20 18-22 1s Sell B3 1418 os Less than 9 300 Less than 14 2.0 Total 930 Total 70 Design Press Traffic = 3000 evpd, Design life = 20 yrs, r = 0.075 Cumulative repetition in 20 yrs, = 3000 x 365 [ (.075)%. 0078 = 47,418,626 commercial vehicles Design Traffic = 25 per cent of the total repetitions of commercial vehicles » 11,8540657 Front axles of the commercial vehicles carry much lower loads and cause small flexural stress in the concrete pavements and they need not be considered in the pavement design. Only the rear axles, both single and tandem, should be considered for the design, In the example, the total mumber of rear axles is, therefore, 11,854,657. Assuming that mid point of the axle load class represents the group, the total repetitions of the single axle and tandem axle loads are as follows: Single Axles ‘Tandem Axles Load in tonnes | Expected | Load in tonnes | Expecied repetitions repetitions 20 7127 18 17820 16 369023 4 1280303 12 2408024 10 27622135, 36 35564 32 35564 2B 71128 4 213384 20 177820 16 39273, Less than 10 | 3856397 Less than 16 237093, Trial Thickness design period safety factor = 1,2. 32 cm, Subgrade modulus = 8 kg/cm’, 0 yrs, Modulus of rupture = 45 ky/em’, Load Axte ood] AL [ Suess, | sess (AL, | x12 | kgm? | ratio tonnes from charts Expected | Fatigue | Fatigue repetition,} life, N | life 8 Jconsumed wo @ @ @ 6) © | Ratio 5)K6) ‘Single axle 0 18 16 4 240 216 192 168 7127 [941x10°] 0.76 177820 | 485x109] 0.37 569023 |14.33x10} 0.04 128030 | Infinite | 0.00 Tandem axle 36 2 #2 | 2007 | 045 334 | 1840 | 040 35560 [62.8xt0*] coos 35560 | Infinity | 0.00 Cumulative fatigue life consumed = 11706 The design is unsafe since cumulative fatigue life ‘consumed should be less than 1.0.IRC:58-2002 Trial thickness = 33 em IRC:58-2002 om is safe under the combined action of wheel load and - temperature, Ante load AL | Stes, | Suess] Expected] Fatmue | Fatigus (at), | x12] kgm? | ratio | repetition) ite, N] kite Check for Corner Stress tonnes a sensu’ = Comer stress is not critical in a dowelled pavement. The gi 6) @ @) (4) &) Xe), | v6) comer stress can be calculated value from the following formula: 24.10 | 053] 71127 | 2t6x0] 033 216] 2198 | 049 | 177820] 1.20«10) 0.15 Comer Stress ; 192 | 1998 | a4 | se9023| Infinity] 0.09 16.8 | 12.64 | 039 | 128030} Infinity] 0.00 ‘The 98 percentile axle load is 16 tonnes. The wheel load, ‘Tandem Axle therefore, is 8 tonnes. 36 | 42] i938 [043 [35560 | intiniy] 000 ‘Camuiative fatigue life consumed 087 3p| Radius of relative stiffness, 1 = 4, The cumulative fatigue life consumed being less than | the design is safe from fatigue considerations. = Sale kala: Check for Temperature Stresses 7 eR = os Edge warping sess = 22! 17.3 xylan? = Skgom 3 4450 em B= 350.em |= 103.5 (see below under corner stress a. 4fourer TA = 44; © “VRG-013*7k © = 055 fom Fig 2, > The temperature differential was teken as 21°C for the E we, , Kamataka region . radius of area of contact of whee. Considering a single axle dual wheel, ‘Tyre pressure = 8 kglem? = 1035.cm Total of temperature warping stress and the highest axle load stress = 24.10+17.3 ~ 41.4 kg/em? which is less than 45 post pe ye kg/om®, the flexural strength. So the pavement thickness of 33 = sais FSF) | 56 ‘=IRC58-2002 Load Cie distance between two tyres = 31 em tyre pressure a ak It [271.234431.60)" 2651 em eal + Comer Suess = 3 103: 38000 9296) 3x = 15.52 kglem? ‘The comer stress is less than the flexural strength of the concrete, ie, 45 kg/em? and the pavement thickness of 33 cm assumed is safe. IRC:58-2002 Appendix-3 DESIGN OF DOWEL BARS Design Parameters Design wheel load 98 percentile axle load is 16 tonne. The wheel load, therefore, is 8000 kg (dual wheel load) Percentage of losd transfer = 40 Slab thickness, h = 33cm Joint width, z = 20cm Radius of relative stiffness, 1= 103.53 em Permissible bearing stress in concrete is calculated as under: 016-96 R= 9.525 fx = characteristic compressive ~ 400 kg/cm? for strength of concrete cube M-40 grade (15 em) after 28 days curing concrete diameter of the dowel bar = 3.2 cm (assumed) = W016=32), oss = 100 = 292 ky/em? Assumed spacing between the dowel 32m bars First dowel bar is placed at a distance = 15 cm from the pavement edge 59IRC58-2002 Assumed length of the dowel bar = = 50. cm Dowel bars upto a distance of 1.0 x radius of relative stifiness, 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 + Uspacing = 1+103.53/32 = 4 dowels, ‘Assuming that the load transferred by the first dowel is P, and assuming that the load on dowel bar at a distance of | from the first dowel to be zero, the total load transferred by dowel bar system 103.5332 | 103.5364 , 103.5396) 103.53 103,53 ‘ 2.145 Py at Load carried by the outer 8000 x 0.4) / 2.145 dowel bar, Py Check for Bearing Stress Moment of Inertia of Dowel = 2tb4/64 = wx (3.2)64 = 5.147 em! Relative stiffness of dowel bar embedded in concrete = B RETEET [ 41500%32 4 4x 2.0% 10° «5.147, 0.238 IRC:58-2002 Bearing stress in (Px K) x 2+80)(483ED dowel bar 1492 41500 {2+ (0.238 2)} 4x (0.238) x 2.0x 10° 5.147 = 276 kg/em? which is less than 292 kgiem? Hence, the dowel bar spacing and diameter assumed are safeTRC:S8-2002 DESIGN OF TIE BARS Design Parameters 1. Slab Thickness Lane width, b Coefficient of friction, f Density of concrete, kg/m? Allowable tensile stress in plain bars, kg/cm? (As per IRC:21-2000) 1250 Allowable tensile stress in deformed bars, kg/om’ (As per IRC:21-2000) 2000 for plain tie bars, Ins Allowable bond stress for deformed tie bars, kg/em? Diameter of tie bar, d Spacing and length of the plain bar Area of steel bar per metre width of joint to resist the frictional force at slab bottom ow 5 3.5x1.5x0,33x2400 1250 = 3326 enti IRE:SR-2002 Assuming a diameter of tie bar of 12 mm, the cross Sectional area A a Se ~ 1.13 sq. om. Perimeter of tie bar, P nd 3.77 em Spacing of tie bars AIA, 100 x 1.13/3.326 33.97 em Provide at a spacing of 34 cm c/c 2xSxA Length of tie bar, L BxP 2x1250x1,13 17.5x3.77 = 42.82 om Increase length by 10 cm for loss of bond due to painting and another 5 cm for tolerance in placement. Therefore, the length is 42.82 +10+5 = 57.82 cm, Say 58 cm Spacing and length of the deformed tie bar Arca of steel bar per metre width of joint to resist the frictional force at slab bottomTRC:$8-2002 A, 35x 15x 0.33x 2400 2.079 em*/m Spacing of tie bars Alay 100x1.13/2.079 54.35 em Provide at a spacing of $4 em cle 2KSKA Length of tie bar, L eS W6x377 48.74 cm it id Increase length by 10 em for loss of bond due to painting an another 5 cm for tolerance in placement. Therefore, the length is 48.74 + 10+ 5 = 63.74 em, Say 64 em IRC:S8-2002 Appendix-5 FLEXURAL STRENGTH OF CEMENT CONCRETE Flexural strength of plain conerete as per [S:456-2000 is given Where fj, = flexural strength (modulus of rupture), N/mm? fy = characteristic compressive cube strength of concrete, N/mm? According to Croney and Croney = 049 x £055 for gravel aggregates and fj = 0.36 x x27 or rushed aggregates For M40 concrete, f,, values from the above three equations are obtained as 44.27(1S:456), 37.26 (gravel) and 47,61 kg/em? (crushed rock) respectively. Hence, a flexural strength of 45 kg/ cm? is recommended for M40 concrete. The relation between flexural strength and compressible strength depends upon the nature of aggregates, type of cement, additives and other factors. Flexural strength determined from flexure tests, therefore, should form the criterion for evaluating the strength of pavement concrete. MODULUS OF ELASTICITY Pavement conerete 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.IRC:58-2002 As per IS:456-2000, Static modulus of elasticity E, is given as E (in Nimm2) = 5000 Jf Neville and Brooks recommend the following expression for computing static modulus from the cube compressive strength. E (in Nimm?) = 9100 £023 For M40 conerete, the moduli as per the above equations are 31623 and 30741 N/mm? respectively. According to BS:8110: (Part 2)-1985, the mean value of static modulus of elasticity is 28000 N/mm? for M40 concrete, The ACI Building Code 318- 89 gives an E value of 32000 Nimm? for M40 concrete. Portland Cement Association of USA prescribes a value of 28000 Nimm? (4 x 106 psi) for the elastic modulus of pavement concrete, AASHTO gives design curves to, E vaiues of 21000, 28000, 35000, 42000 and 49000 Nimm. Croney and Croney, recommend E vahies betweeit 35000 and 40000 N/mmn2, In the light of the above, the B value of M40 conereie may be taken in the range 30741 to 31623. The recommended value of modulus of elasticity of pavement concrete is 3x10° ky/em?. Since E values figure only as fourth root in stress computation, a 25 per cent increase in E value inereases the stress by 4 per cent only. A 33 per cent increase in 1 value from 0.15 10 0.20 results in 4 per cent increase in stress. It'may be noted that E increases and j1 decreases with increase in strength of concrete. IRE:58-2002 Appentlix-6 WESTERGAARD EQUATION The load stresses in the critical edge region may be obtained as per Westergaard analysis, modified by Teller and Sutherland, from the following correlation in metric unit. = 0,529 Pik? (1+0.54 p) [4 logig (Vd) +1 ean [4 Togig (Vb) + login b load stress in the edge region, kg/em? design wheel load, kg half of the single axle load one-fourth of the tandem axle load pavement thickness, em Poisson's ratio for concrete modulus of elasticity of concrete, kg/em? modulus of subgrade reaction, ke/em? radius of relative stiffness, em (E be/12 (12) k]% radius of equivalent distribution of pressure a, for a/h>1.724 (1.6 a+ be) - 0.675 fh, for afh<1.724 radius of load contact areas, assumed circular, omIRCS8-2002 = [(0.852.1 Palgr)+ (Sixx) (Py(0.5227 q)¥J% for single axle dual wheels Toad on one tyre cle distance of two tyres in dual wheel assembly, 31 om tyre pressure, 8 kgécm?