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(Second Revision)

Published by

THE INDIAN ROADS CONGRESS Jamnagar House, Shahjshan Road, New Delhi-110011
Price Rs.200!(plus packing and postage)

lRC:58-2002 Firs! Published : July, 1974 First Revision : June, 1988 Reprinted : March, 1991 Reprinted : October, 2000 second Revision : December, 2002


rsonnel of Highways Specifications an? kridards Committee Introduction Scope General Factors Governing Des~gn Deslgn of Slab Th~ckness Des~gnof Jolnts 'Tle Bars for Longitudinal Jolnts

Page ... (i) to (iv)

... ...

3 . 4

... ... ...



25 29


( ~ i of publication and Translation are Reserved) ~ h ~ ~

Reinforcement in Cement Concrete Slab to Control Cracking QBNDICES

1. Charts showing stresses in Rigid Pavements

... 30

for Single Axles as well as Tandem Axles

2. Illustration Examples of Slab Thickness Design
3. Deszgn of Dowel Bars

... ...



4. Des~gnof Tie Bars 5 . Flexural Strength of Cement Concrete

6. Westergaard Equat~on




Printed at Dee Kay Printers, New Delhi

(1000 copies)

IRC 58-2002


(As on 22.5.2002)

N K Stnha* (Convenor)

Director General (Road Dev.) & Addl. Secretary to the Govt. of India, Ministry of Road Transport & Highways, New Delhi-110001 DR (RD) & AS, MORT&H (Retd.), 175, Vigyapan Lok, 15, Mayur Vihar, Phase-I Extn., Delhi-110091 (Jai Prakash), Ministry of Road Transport
& Highways, Transport Bhawan, New

S C Sharma

(('0-convenor) The Ch~ef Englneer (R) S&R (Member-Secy.)

Delhi-110001 Members


M K Agarwal

Engineer-in-Chief (Retd.), House No.40, Sector16, Panchkula- 134109 Chief Engineer (Retd.), H&RW, No.7, Ashoka Avenue, Kodamhakkam, Chennai-600024

I)r R K Bhandar~ I) I' Gupta Itam Babu Gupta

302, Kamadgiri Tower, Kausambi, Ghaziabad DG (RD) & AS, MOST (Retd.), E-44, Greater Kailash Part-I Enclave, New DeIhi-110048 Chief Engineer-cum-Officer on Spl. Duty with Public Works Minister, 9, Hathroi Market, Ajmer Road, Jaipur-302001 Chief Executive, L.R. Kadiyali & Associates, C-617, Safdarjung Dev. Area, Opp. IIT Main Gate, New Delhi-110016

J F Mathur 1

Chief Engineer (Retd.), MORT&H, House N0.77, Sector-lSA, Noida-201301

j"1 I ~ m g rn w o n , flie meeting wos prerded by Shn N K Srnho DG (RDi & Addl noI @o, ihe Gob1 o lndro, MORT&H ro f

1RC:58-2002 37. The Director (R&D) (Dr. A.K. Bhatnagar), Indian Oil Corporation Ltd., R&D Centre, Sector-13, Faridahad-121007 (S. Saravanavel), Highways Research Station, P.B. No. 2371, 76, Sardar Patel Road, Chennai-600025 Engineer-in-ChiePs Branch, AHQ, Kashmir House, Rajaji Marg, New Delhi-110011

IRC 58-2002

38. The Director



39. The Director General of Works

(S.S. Rathore), Secretary to the Go\*. of Gujarat, 40. The President, lndian Roads Congress R&B, Block No.1411, Sardar Bhavan, Sachivalaya, Gandhinagar-382010 41. DG (RD)

(N.K. Sinha), Director General (Road Dev.) & Addl, Secretary to the Govt. of India, Ministry of Road. Transport & Highways, New Delhi-110001

(G. Sharan), Director, National Institute for 42. The Secretary, Indian Roads Congress Training of Highway Engineers, Noida-201301
Corresponding Members
1. Prof. C.E.G. Justo 2.

Gutdelines for the Design of the Rigid Pavements for tltgfrrvays were first approved by the Cement Concrete Road Y~~rfitcing Comm~ttee its meeting held at Chandlgarh on the In 1 I*March, 1973. These were also approved by the Specificahons & iicrtndards Committee in its meeting held on the 3 lStJanuary end 1" February, 1974. The gutdellnes were then apprcked by rtlc Bxocutive Committee and Councll in thelr meetings held on I" May and 2ndMay, 1974 respectively.

In view of the subsequent upward revision of the legal

lifttit on the maximum laden axle loads of commercial vehicles fic,tii XI60 kg to 10200 kg, appropriate modifications were incorporated in the first revision of the guidelines. The draft "(iuidelines for the Design of Plain Jointed Rigid Pavements lirr tlighways" was finalized by the erstwhile Rigid Pavement C'ornmittee (H-5) in its meeting held on the 131hJanuary, 1997. 'I'lrc llighways Specifications & Standards (HSS) Committee in 1ts meeting held on the 41hNovember, 1997 considered the draft i~nd approved subject to certain modifications for placing before tltc Executive Committee and the Council. The Executive C:ommittee in its meeting held on 24fi August, 1998 and later tty the Council in its 154thmeeting held at Hyderabad on the 3 l ' January, 1999 approved the draft and directed the Convenor uf 1-1-5 Committee to modify the same in light of the comments.

Emeritus Fellow, 334, 25th Cross, 14tli Main, Banashankari 2nd Stage, Bangalore-560070 Chief Engineer, MOST (Retd.), G-58, Lajpat Nagar-111, New Delhi-110024 Principal Secretary, Maharashtra PWD (Retd.), A-4,711344, Adarsh Nagar, Worli, Mumhai-4000 17

I.J. Marntani N.V. Merzni


Prof. N. Ranganathan Head of Deptt. of Transportation Plg., SPA (Retd.), Consultant, 458/CISFS, Sheikh Sarai, New Delhi-110017 Prof. C.G. Swaminathan 'Badri', 6, Thiruvengandam Street, R.A. P u m , Chennai-600028


Keeping in vlew the advances made in the methods of analysis and design all over the world, a draft for further revision was initially prepared by th vemenf Committee and was reviewed n detail by the eld on the 251h Oc 1999 and a sub-commtttee konsist~ngof 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 it was felt that revised guidelines may be reconsidered by the Committee. The H-5 Committee in its meetings held on the 4Ih January, 2000 and 12thNovember, 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 lothMay, 2002 for being placed before the HSS Committee. The personnel of H-5 Committee is given below:
~ ~ -

Ex-Officio Members
~ ~

President. 1RC . .--

DG (RDf (N.K. Sinha) Secretary, IRC ( G . Sharan) . Corresponding Members -

kanti Bhushw Bhaumik D.C. De S.M. Sabnis A.U. Ravi Shankar

The HSS Committee in its meeting held on the 220d 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 24Ih May, 2002 and later by the Council in its 166'h 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 o? members was approved by the Convenor, HSS committee December, 2002 for printing. on the 12th

Dr. L.R. Kadiyali S.S. Momin M.C. Venkatesha Members H S. Bhatia R.K. Jain Raman Kaparia Dr. S.C. Maiti Prof. B.B. Pandey Y.R. Phull Col. S.Y. Rawoot Dr. S.S. Seehra Amn Kumar Sharma

Convenor Co-Convenor Member-Secretary

Brajendra Singh V.K. Sinha Prof. A. Veeraragavw Dr. R.M. Vasan CE(R) S&R & T&T, MORT&H (Jai Prakash) Director, !BS, Chennai Rep. of MSRDC Ltd., Mumbai Rep. of DGBR

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.

The early approach to the design of rigid pavements was based on Westergaard's analysis. Recent advances in knowledge have led to vast changes in the design methodology. It is believed the guidelines contained in this document reflect the current knowledge on the subject.

The salient features of the revised guidelines arc: (i)

Computation of flexural stress due and tandem axle loads along the e tion of the cumulative fati of criteria for design of dowel bars. 4. FACTORS GOVERNING DESIGN

ii~enttonedearlier. 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 he 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 hlgh volumes of m c k traffic, the suggested value of LSF is 1.2. For roads of lesser importance having lower proportion of mtck traffic, LSF may be taken as 1.1. For residential and other streets that cany small number of commercial traffic, the LSF may be taken as 1.0.

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 period. 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 determined for pavement design. Tyre pressures and shape of the contact areas of the commercial vehicles also govern load stresses. For most of the commercial highway vehicles, the tyre pressure ranges from abok 0.7 to i . 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

It is recommended that the basic design of the slab he done with a 9Fhpercentile axle load, and the design thereafter checked for fatigue consumption for higher axle loads.
4.3. Design Period


Normally, cement concrete pavements have 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 use 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 augmentation of capacity. 4.4. Design Traffic Assessment of average traffic should normally be based on seven-day 24-hour count made in accordance with IRC: 9 "Traffic Census on Non-Urban Roads". The actual value of growth rate 'r' of heavy con~mercial vehicles should be

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 cm 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 twolane two-way commercial vehicles may be considered as a very conservative estimate for design against fatigue failure. In ease 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, 8ata 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 :

1:xpected number of apphcations of different axle load gttr~tj~< dtlrmy the design period can be estimated from the axle lctrlrl Ltpectrum.
It1 most design problems, it is expected that the weights ntinrber of trucks travelling in each direction are fairly ~ ~ I I R This may not be true for roads, such as, haul roads in I. ittirtc arcas where many of the trucks haul full loads in one diiection and return empty in the other direction. In such cases, rc ~trimbleadjustment should be made. It is recommended that ttrc basic design of the slab be done with a 98" percentile axle Irriltl, and the design thereafter checked for fatigue consumption ftri higher axle loads.

4.5. Temperature Differential


365xA{(l+r)" - I /


C =Cumulative number of axles during the design period

'I'emperature differential between the top and bottom of vcwicrcte pavements causes the concrete slab to warp, giving risf to stresses. The temperature differential is a function of atrlar radiation received by the pavement surface at the location, Ittrisca due to wind velocity, etc., and thermal diffusivity of vtttrcrctc, and is thus affected by geographical features of the Itnvctlietlt location. As far as possible, values of actually rrttticipatcd temperature differentials at the location of the pitvcrnetlt should be adopted for pavement design. For this (ittrposc, guidance niay be had from Table 1.

4.6. Characteristics of Subgrade and Sub-Base

Strength : The strength of subgrade is expressed 4.6.1. tcrms of modulus of subgrade reaction k, which is defined up pressure per unit deflection of the foundation as determined I I platc bearing tests. As the limiting design deflection for ~ c.*ctncrttconcrete pavements is taken as 1.25 mm, the k-value is rletcniiined from the pressure sustained at this deflkction. As

A =Initial number of axles per day iil the year when the road is operational. r = Annual rate of growth of commercial traffic (expressed in decimals). n = Design period in years.

IRC58-2002 IRC:58-2002





I Temperature Differential, ' C in /

rc~vcvsrtlcnt of k-value, unless the foundation changes with ~c!i[xct of subgrade soil, type of sub-base or the nature of tirrttl;ltion (i.e., cut or fill) when additional tests may be i~tttrtlnctcd. of homogeneous foundation, test values obtained w t t l ~ plates of smaller diameter may be converted to the srattdi~rd 75 cm plate value by experimentally obtained* a-tii.rclutions given by : k,,

111 case

0.5 x k,,


w l ~ t r c ,k,, and k,, are the k-values obtained on 75 c m and 30 rtcr diameter plates respectively. Equation 2 is regarded as

approximate only. However, in case of layered construction, the teats with smaller plates give greater weightage to thei.stronger top layer, and direct conversion to 75 cm plate values by the s l ~ ~ vcorrelation somewhat over-estimates the foundation c iitret~ytlr, and such conversion must be regarded as very approximate only. The subgrade soil strength and consequently the strength tlrc foundation as a whole, is affected by its moisture i:urrtent. The design strength obviously must be the minimum tirut will be available under the worst moisture conditions encountered. The ideal period for testing the subgrade strength tvcruld, thus, be during or soon after the monsoon when the rubgrade would have attained its highest moisture content. A~tncxt~re-4 IRC:37-2001 may be referred for further details. of

k-value is influenced by test plate diameter, the standard test is to be carried out with a 75-cm diameter plate. IS:9214-1974, "Method of Determination of Modulus of Subgrade 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

case the tests have to be conducted at some other j'criod, especially during the dry part of the year, allowance for I ~ i s sin subgrade strength due to increase in moisture must be nt;itlc. For this purpose, an idea of the expected reduction in ircngth on saturation of the subgrade may be had from


IRC 58-2602

laboratory CBR tests on subgrade soil samples compacted at field density and field moisture content and tested before and after 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 have a filter layer above the subgrade for drainage of water to prevent (i) excessive softening of subgrade and (ii) erosion of the subgrade particularly under adverse moisture condition. Annexure-4 of IRC:37-2001 may be referred for further details. '~ABI.E 1. APPROXI~IATE K-VALUE CORKESPONDING VAI.I~ES I.U .CBR FOR
Soaked CBR value % k-value (kg/cm2/cm)

t~il~l~rcssive strength of cement treated granular soil should be rt~~niniurn 2.1 MPa. Dry Lean Concrete should have a of ttlttlittluni compressive shength of 7 MPa at 7 days.


1 4 1 1 1 t.



). ullblr


Effective k (kg/crn'lcm) over untreated granula layer sub-base of thickness in cm


Effective k (kg/cml/crn) over cement treated sub-base of thickness in crn

10 74f


i X



30 5.3













8.2 1





14.0 22.2

The recommendations of IRC: 15-2002 shall be followed and if the k-value tested on wet condition of the subgrade is less than 6.0 kg/cm2/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 a- Sub-base for Rigid Pavement, IRC:SP:491998". In the 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: 15-2002. The approxi~nateincrease 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

c t ~lor

'I'lrc maximum value of effectwe k shall be 38.9 kg/cm2/ 100 mm of DLC and 41 7 kg/cm2/cm for 150 mm of


4.6.2. Separation layer between sub-base a n d I~nucrt~entFoundation layer below concrete slabs should be : o l n r x ~ t l l reduce the inter layer friction. A separation membrane to rtl'~~\inirnurn thickness of 125 micron polythene is recommended I I I reil~~cc the friction (Ref. IRC:15-2002) between concrete ~ l ~ r l t i dry lean concrete sub-base (DLC). kind

4.6.3. Drainage layer : To facilitate the quick disposal I I wttcr that is likely to enter the subgrade, a drainage layer ~ I I I , I ~ l)c provided beneath the pavement throughout road width

IRC 58-2002

above the subgrade. The recommendations contained in IRC: 15-2002 in this regard inay be followed. 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. The relationship between the flexural strength and compressive strength may be worked out as given in Appendix-5. The mix should be so designed that the minimum structural strength requirement in the field is met at the desired confidence level. Thus, if
= = =

4~rci~gth Flexural strength should be determined by modulus of uptlirc tests under third polnt loadlng. The preferred size of the ht,ttr~should be 15 cm x 15 cm x 70 cm when the size of the ilfigrcgate IS more than 19 mm. When the maximum slze of .rx~rcyates less than 19 mm, 10 cm x 10 cm x 50 c m beams is t i i t ~ y used. IS:5 16 should be referred to for the test procedure* be

characteristic flexural strength at 28 days. target average flexural strength at 28 days. tolerance factor for the desired confidence lcvcl, known as the standard normal variate (Table 5). expectcd 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 glven as

4.7.2. Modulus of elasticity and poisson's ratio : Ilir: rnodulus of elasticity, E, and Poisson's ratio, p, o f cement r i~tlcrcle are known to vary with concrete materials and strength. l lit clastic modulus increases with increase in strength, and f'tlrsson's ratio decreases with increase in the modulus of vlitsiicity, While it is desirable that the values of these piiriltneters are ascertained experimentally for the coriicrete mix nttrl inaterials actually to be used in the construction, this ~rtlirrrtlationmay not always be available at the design stage. i o v u i i ;i 25 per cent variation in E and p values does not have irrty significant effect on the flexural stresses in the pavement tst!rtcrctc. It is suggested that f i r design purposes, the following vitli~es inay be adopted for concrete for the flexural strength of -1.4 Ml'a (see Appendix-5).
Modulus of elasticity of ~ot~crcte, f'oissoii's ratio E =Experimentally determined value. Or 3.0 x lo5 kg/cm2



Quality Level

--Accepted proportion of low rcsults (tolei-ailce)

i in I5 1 in 20 1 in 40

Standard Normal Variate, Z, 1.50 1.65 1.96 2.33


1 iii 100

Fair Good Very Good Excellent

4.7.3. Coefficient of thermal expansion : The r'~rcSficientof thermal expansion of concrete (a) of the same irctx proportions varies with the type of aggregate. However, for rlc9iyn purposes, a value of a = 1 0 ~ 1 0per "C may b e adopted -~ 111 all cases. 4.7.4. Fatigue behaviour of cement concrete : Due to icpcdtcd appl~catlon flexural stresses by the traffic loads, a of Iitogtcsslve fatigue damage takes place in the cement concrete

For pavement construction, the concrete mlx should preferably be des~gnedand controlled 011 the bass of flexural

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 :

' ~ ' A U I . E6.

STRESS T 1 0 h



N = unlimited for SR < 0.45

Log,, N

0.9718 - SR 0.0828

for SR >0.55

The values of fatigue life for different values of stress ratio are given in Table 6 . 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.

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 factors commonly considered for design of pavement thickness are: flexural stresses due to traffic loads and temperature differentials between the top and bottom fibres of the concrete slab, as the two are assumed to be additive ktrttlcr crttrcal condition. The effects of moisture changes are c~lipus~tc those of temperature changes and are, not ilormally of c ortstdered crlt~cal thickness design. to The loads applied by single as well as tandem axles cause tttctxirnorn flexural stresses when the tyre imprint touches the It~t~b:itudinal edge as shown in Fig. 1. When the tyre imprints ro~rclll l ~ c transverse joints with or without dowel bar, part of

IRC 58-2002

ir.ansfcrred to the other side of the slab by aggregate V ! I I ~ - I lock o r dowel bar causing lower flexural stress both along tllc t'alincr. as well as along the aansverse joint. In case the slab i* t i t i t p~tnclby panel with a clear vertical break without any t i ~ i w i - i ixtr or aggregate inter-lock, comer load stresses are r t i c i r , i ~ ltvlien dual wheel system is at the comer. Tandem axles* i itirvtng twice the load of a single axle cause flexural stresses L \ I I I ~ ' I I itrc about 20 per cent lower than that of the single axle I t t . c c I Ircc;tusc of superposition of negative bending moment due !I! ctirc tIr1:11 wheel load over the other. The average spacing of isrtcilrtri :rxlc is taken as 1.31 metres. Tandem and tridem axle I s * i r i l z rtlity cause loss of subgrade because of higher deflection. 111 rricll case, additional design criterion of erosiod can be tttzl~ttletlhased on experience.
I i i . ~ r l IS


~g I Lateral Placement of Wheel

I'crnent concrete pavements undergo a daily cyclic change tt-itijicr;rt~~re differentials, the top surface being hotter than tliv i t t r t t r ~ n lduring the day, and cooler during the night. The I c~t~-~t*q~icnt tendency of the pavement slabs is to warp upwards i l r t l t cctnvcx) during the day and downwards (top concave) flui~ng night. The restraint offered to this warping tendency tllc Ire icll~weightand the dowel bars of the pavement induces >*!tr.iic!si n the pavement, referred to commonly as temperature ~ t r ~ r l ) l i i b stresses. These warping stresses are flexural i n nature, : I ~ * . I I I ~ :ccnsile at bottom during the day and at top during the III~:III AS the restraint offered to warping at any section of the s I l l l i \v(~irld a function of weight of the slab upto that section, be i t I., trl)\,ious that comers have very little of such restraint for > l ; ~ i i *without dowel bars. The restraint is maximum in the slab i ~ ~ i t : ! i < ~ r sornewhat less at the edge. Consequently, the anti Irilii~c~r;ttLirc stresses induced in the pavement are maximum at ~ i i v111icrior. Under the action of load applications, maximum attv;., is iuduced in the comer region if the joints are not $11

provided with dowel bars, as the comer is discontinuous in two directio~is. comer tends to bend like a cantilever, producing The 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 stressin 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 case of interior and edge regions at the time of maximum temperature differential in the slab. In the comer 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 order 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. CaleuIatiou of Stress 5.2.1. (a) Edge stress

Westergaard and Picket & Ray's pioneering work, a computer programme IITRIGID developed at IIT, Kharagpur 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 Ioads. 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 configdration of the wheels. Though, these equations give stresses which are not very much in variance with the stresses computed by the programme IITRIGID, it is commended that the stresses calculated from the programme IITRIGID be used in the design. However, the original Westergaard's equations as modified by Teller and Sutherland are enclosed in AppendiG6 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 :
St, =

EatC -2

Due to load : Since the loads causing failure of pavements are mostly applied by single arid tandem axles, stresses must be determined for the condition shown in Fig. I . Picket & Ray's chart can be used for stress computation in the interior as well as at the edge. Using the fundamental concept of

S, = E =

temperawe stress in the edge region, kg/cm2 modufus of elasticity of concrete, kg/cm2 maximum temperature differential during day between C top and bottom of the slab, O



= =

coeff~cient thermal expansion of cement concrete, of per "C Bradbury's coefficient, which can be ascertained directly from Bradbury's chart against values of LA and B/i (Fig. 2) slab length, or spacing between consecutive contraction joints, cm slab width, or spacing between longitudinal joints, cm and radius of relative stiffness, cm


l:dgc l'cmperature stress design --.

W = 1

h k

Poisson's ratio thickness of the concrete slab, cm modulus of subgrade reaction, kgicm! Temperahre differential, At("C)

= =

The values of Bradbury's coefficient C are presented in the form of chart in Fig. 2.
5.2.2. Corner stress : The load stress in the comer region may be obtained as per Westergaard's analysis, modified by Kelly, from the following equation:

Chart for Determination of Coefficrent C



S ,

load stress in the comer region, other notations remaining the same as in the case of edge load stress formula, kg/cm2 Wheel Load, kg

radius of equivalent c~rcuiar contact area, cm


0 720 0 920

11 12

i 050 1 000

The temperature stress in the comer region is negligible, as the comers are relatively free to warp and, therefore, may be ignored.

2. 1'~qig"hart

for Calfalation of Edge Temperature Stress



5.3. Design Charts

Appendk-1 gives ready-to-use charts for the calculation of load stresses in the edge region of rigid pavement slabs for single and tandem axle loads of different magnitudes for subbases having k values in the range of 6, 8, 10, 15 and 30 kg1 cm2!cm.

A user friendly computer programme is also enclosed in a 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 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 ~nfin~ty. Cumulat~ve fatigue damage 1s determined for different axle loads and the value of the damage should be equal to br less than one. The procedure of estimating fatigue damage is given in Appendix-2.

performance data including loss of erodible materials ~ I S I I I Ifils sub-base of the concrete pavements will be necessary iiit r~it~rlilication the guidelines in future since erosion is of s l ~ ~ l ~ c ~ i r l e rthe quality of sub-base, climate as well as the on ~ t ::ow wcigltt of vehicles. It is further recommended that paved .lii~!ii~lcr sltould be provided npto 1.5 metres beyond the ralticrtrcrti to prevent erosion as well as entry of debris between , rlrr (titvc~rictit slab and foundation when the slab curls upwards.
I L I i.~~ist~t ~


tiard Shoulder
ordcr to protect the foundation layers from loss of

tlt due to erosion, a number of measures are taken.

I: *


dry lean concrete (DLC) sub-base is extended by 40 c11i towards the shoulder. Additionally, fult depth ttous shoulder or tied cement concrete shoulder is to protect the pavement edge. Widening rigid i to act as a shoulder has also been attempted. With dcr, the load stresses at edges will reduce marginally.

'C 7

Composite Rigid Pavement

5 5 Erosion Consideration AASWTO Road Test has indicated that there is an important mode of distress in addition to fatigue cracking that must be considered in the design. This 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-axle 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

.re the polythene separation layer between the concrete dry lean concrete (DLC) sub-base is eliminated a action of two layers results and this action can be ~ ~ ~ l t ~ tot c t l i reduce the pavement th~ckness.The layer below to be smooth and may warrant an antifriction layer to novements to take place without any hindrance. design procedure can be established only on extensive research.

,5.II. At~chorBeam and Terminal Slab I luring thc hot season, the concrete slabs expand and this i ISRUII in the build-up of horizontal thrust on dirt-wall1 riir~rttr,To contain this thrust, RCC anchor beams are


generally provided in the terminal slab. The ternlinal slab, therefore, will have 10 be reinforced to strcngthell it. The dctails of the anchor beain and terminal slab are discussed i n IRC: 15-2002. 5.9. Recomn~endedDesign Procedure step 1 : stipulate desigll values for the vario parameters. Step 2 : Decide types and spacing between joints. S t e ~ : Select a trial design thickness of pa\.ernent sla 3 Step 4 Compute the repetlt!ons of axle loads of dtfferent rnagnltudes durmg the desrgn perlod


The temperature gradient is highest summer months in the afternoon, when the volume **I ct)ttinrercial vehicles is generally low. The total of thermal w~tcltingand wheel load stresses is generally lower than the sir~cpllc algebraic addition. The moisture gradient across the ii~qrrl~ the concrete is generally opposite to that of thq of fr.tirllcrature gradient and hence the warping caused by irfttlxriituregradient is nullified to some extent by the moisture g:t~aiIient. In view of the above factors, the above design it~iqfl!otlology likely to result in a much higher life of the is llirvcrncnt than cons~dered.
* ' ! i l ~ (bring

g * ~ t ~ increases lwit11 age. f ~ ~ ~ I


Step 5 : Calculate the stresses due to single and tandeni axle loads and determine the culnulative fatigu damage (CFD). Step 6 : If the CFD is more than 1.0, select a highe thickness and repeat the steps 1 to 5 . Step 7 : Compute the temperature stress at the edge if the sum of the temperature stress and flexural stress due to the highest \~hcellea greater than the rnodulus of rupture. select higher thickness and repeat the steps 1 to 6. Step 8 : Design the pavement thickness on the basis corner stress if no dowel bars are provided an there is no load transfer due to lack of aggregat inter-lock. An illustrative example of design of slab thickiless given in Appendi~-2. Though, the 28-day flexurai strength concrete is taken foc dcsigii, it is worth noting that con

I . Spacing and Layout

Cireat care is needed in the design and construction of lfrlrrla in Cement Concrete Pavements, as these are critical ir~ci~thins having significant effect on the pavement performance. l tic jrtints also need to be effectively sealed, and maintained wall. l'hc recommendations of the IRC:I5, para 8 and Lirgg~plcmcntaryNotes para N.2 "Arrangement of ~ ~ i ~ I c fibltowed with regard to joint layout and contraction joint r qtw'i,rgs ('rable 7). 6:~rnent Concrete Pavements have transverse and Irttr~ituri~ttal joints. Different types of transverse joints are:


Expansion joints Contraction joints Construction joints


I.urryitudinal joints are required in pavements of width 4.5 m to allow for transverse contraction and \vt-itt~~itrg.
~ t " i l l a f ;than



Slab thickness, cm Unreinforced slabs Maximno1 contraction joint spacing,



Maximum bearing stress between the concrete and dowel . 1 obtained from the equation as: s

KP, - -(z+pz)~ 1 - 4 ~ 3

Expansion joints may be omitted when dowels are provide at contraction joints except when the cement concrete pavemen abut against pern~anentstructures, like, bridges and culverts. 6.2. Load Transfer at Transverse Joints 6.2.1. Load transfcr to relieve part of the load stress in edgc and comer regions of pavement slab at transverse join is provided by means of mild steel round dowel bars. Coate dowel bars are often used to provide resistance to corrosio Dowel bars enable good riding quality to be maintaine prcvcnting faulting at the joints. For general provisio respect of dowel bars, stipulations laid down in IR Snpplcmentary Notes para : N.4.2 Dowel Bars, may be followe !;or licavy traffic, dowel bar 7'-ould be provided at the contractio joints. From the experience all over the world, it 6.2.2. 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 hearing stress can fracture the concr surrounding the dowel bar, leading to the looseness of t dowel bar and the deterioration of the load transfer system eventual faulting of the slab.

[I K


relative stiffness of the bar embedded in concrete modulus of doweiiconcrete interaction (dowel support, kgicm2i

diameter of the dowel, cm joint width, cm modulus of the elasticity of the dowel, kgicm2 moment of inertia of the dowel, cm4 load transferred by a dowel bar.


I ti,

Each dowel bar should transfer load that is less than the

cleiign load for the maximum bearing pressure. Following

r.clu@tiunbased on the expression given by the American t'trncrcte Institute (ACI), cornmittee-225 may be used for l-il[cctliitionof the allowable bearing stress on concrete:
Fb = (10.16-b)fc,




allowable bearing stress, kgicmz dowel diameter, cm ultimate compressive strength (characteristic strength) of the concrete, kgicm2 (400 kgicm2 for M40 concrete)

*I"hr:dowel bars are installed at suitable spacing across the icrittts and ihe dowel bar system is assumed to transfer 40 per

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. Join: 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 ihe dowel there is likely to be grinding of concrete taking place and consequent loss of support. Recommended diameter and length of dowel bars are given in Table 8.

I C I ~ I ~ I V Cstiffness (1.0 1) from the point of load application liitti~c~patc toad transfer. Assuming a linear variation of in ilic I O I I ~ carried by different dowel bars within 1.0 1, !ji;crtlrltitn load carried by a dowel bar can be computed as ~llh:tr:rtcd in Appendix-3.


Slab thickness, cm 20

I Diameter, mm I

Dowel bar details Length, mm Spaclng, mm 500 250

7.1. In case opening of longitudinal joints is anticipated i r t qrtrvicc, for example, in case of heavy traffic, expansive irrligri~tlcs,etc., tie bars may be designed in accordance with ilrc* rceuntmendations of IRC:15-2002, Supplementary Note, pl i N.5 Tie Bars. For the sake of convenience of the designers iri ltlc ilos~ynprocedure recommended in IRC:15-2002. is given


7.2. Design of Tie Bars

['he area of steel required per metre length of joint may Llc cctrrrputed using the following formula:

500 300 hotc The values given are for general guldance The dctual values should be calculated for the axle load considered in the deslgn



Dowel bars are not satisfactory for slabs of sma thickness and shall not be provided for slab of less than 1 cn1 thickness.
6.2.3. Dowel group action : When loads are applie at a joint, a portion of the load is transferred to the othe sidc of' tllc slab through the dowel bars. The dowel ha


. ;

area of steel in cm2, required per m length of joint lane width in metres

I = coefficient of friction between pavement and the sub-basei base (usually taken as 1.5)
W weight of slab in kgIm2 and allowable working stress of steel in kgicm2.

immctli;~tclybelow a wheel load carries maximum amount load and othcl- dowel bars transfer progressively lower amou of loads. Ilcpcetcd loading causes some looseness between the dowel bars and the concrete slab and recent stu indicates that thc ilowcl bars within a distance of one radius

i .

The! length of any tie bar should be at least twice that tn develop a bond strength equal to the working stress


of the steet. Expressed as a formula, this becomes:



Sli~b i iiickrrcss

Diameter id) (mm) Tie Bar Details Max. Spacing (cm) binimum Length (cm) Plain I Deformed1 Plain 1 Deformed Bars Bars Bars Bars , 33 1 53 1 44 1 48

in which



length of tie bar (cm) working stress in steel (kg/cm2) area of one tie bar (em2)

= allowable

= cross-sectional =

perimeter of tie bar (cm), and

B* = permissible bond stress of concrete (i) for deformed tie hars24.6 kg/cm2, (ii) for plain 'tie bars-17.5 kg/cm2

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 stresses they should not be spaced more than 75 cm apart. The calculated length, L, may be increased by 5-8 cm 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.

r~uncnded details are based on the following values of different kg/cm2 for plain bars, 2000 kg/cm2 for deformed ba-s; bond r plain bars 17.5 kg/cm2, for deformed bars 24.6 kgltmz.

Reinforcement in concrete slabs, when provided, is

u counteract the tensile stresses caused by shrinkage

ction due to temperature or moisture changes. The r~tnricttit~n tension in the steel across the crack equals the force tq~itrrdto overcome fnction between the pavement and its !trtlrtion, from the crack to the nearest joint or free edge. lime is the greatest in the middle of the slab where the txcur first. Reinforcement is designed for this critical aritsn, However, for practical reasons reinforcement is kept fifg*ti throughout the length, for short slabs. '[TI@ umount of longitudinal and transverse steel required i t 1 width or length of slab is computed by the following

8.1. Plain concrete jointed slabs do not require reinforcement. 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.

A = - Lfw

in which
= =

area of steel in cm' required perm width or length of slab, dtstance in m between free transverse Jolnts (foi longitudinal steel) or free longitudinal joints (for transversi steel), coefficient of frictlon between pavement and sub-basel base (usually taken as 1 5), weight of slab tn kgim2 and allowable work~ng stress in steel m kg/cm2(usually taken as 50 to 60 per cent of the minimum yield stress of steel)

W =

8.3. Since reinforcement in the concrete slabs is n intended to contribute towards its flexural strength, its positi within the slab is not important except that it should adequately protected from corrosion. Since cracks starting fro the top surface are more critical because of ingress of wate when they open up, the general preference is for the placing o reinforcement about 50 mm below the surface. Reinforceme jomts to serve the same is often continued across long~tudinal purpose as tle bars, but it 1s kept at least 50 mm away from the face of the transverse jolnts and edge.

Appendix-I (Contd.) 9 0

Stresses in Rigid Pavement (Single Axle Load

= 16 tons)

? N

: :

Slab thickness (cm)


Stresses in Rigid Pavement (Single Axle Load = 24 tons)












Slab thickness (cm)


Flexural stress(kglcmA2)

Flexural stress(kglcmA2)


i ~ !lciii(tti:cl i t r r 41 !11'0'. r I;trrc two-way National Highway in i(;r~tr:rlrrh:r Sirits ' t !I&: lt)t:tl

'4 cement concrete pavement is

two-way traffic is 3000 commercial vclitslr.i IIE'I rl;iy i t t Lttc et~tl i t l the construction period. The desig~r~ ~ ~ ~ ~ i i ~ i t ~ ~ t r ~ " r j t t i ' Flexural strength of cement cor~ctcic - *I? kgct~!' Effective Modulus of subgratle reaction of the DLC sub-basc Elastic modulus of concrete I'oisson's ratio Coefficient of thermal coefficicl~l of concrete Tyre pressure Kate of traffic increase Spacing of contraction joints Width of slab
The axle load spectrum obtainctl Sr(~ttt given in the following:



Single Axle Loads

Axle Load class, tons 19-21

Percentage of axle loads 0.6 1.5 4.8 10.8 22.0 23.3 30.0


Tandem Axle Loads Percentage of axle loads

Siiigle Axles
1 r , ; ~ r i in tonnes
~. .

Tandem Axles Load in tonnes Expected repetitions 35564 35564 71128 213383 177820 59273 237093

17-19 .13-i7 13-15 11-13 9-11 Less than 9


Axle Load class, tons 34-38 30-34 26-30 22-26 18-22 14-18 Less than 14 Total

20 18 16 14 12 10 I cns than 10 7.0

Expected repetitions 71127 177820 569023 1280303 2408024 27622135 3556397

36 32 28 24 20 16 Less than 16


Present Traffic = 3000 cvpd, Design life = 20 yrs, r = 0.075 Cumulative repetition in 20 yrs.
= =

i rial Thickness = 32 cm, Subgrade modulus = 8 kglcm3, ~Ieuignperiod = 20 yrs, Modulus of rupture = 45 kg/cm2, Load ~rktyfactor = 1.2.



3000 x 365

r (1.075)'"-1 1


AL x1.2



Stress, kg/c/cm2 from charts

Stress ratio

Expected repetition, n

1 Fatigue 1

Fatisue life consumed Ratio (5146)

47,418,626 commercial vehicles
* t t t r r ~ iaxle





Design Traffic = 25 per cent of the total repetitions of commercial vehicles L- 11,854,657

25.19 22.98 18.45

0.56 0.51 0.46 0.41




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, shouId be~considered for the design. In the example, the total number 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:

177820 4 . 8 5 ~ 1 0 ~ 0.37 569023 14.33~106 0.04 0.00 128030 Infinite

'I'lic design is unsafe since cumulative fatigue life sl~ouldbe less than 1.0.



ier tbc co~~~btrrctl ticticin ol

Check for Corner Stress

Comer stress is not critical in a dowelled pavemetlt. The omer stress can be calculated value from the following formula: Comer Stress :
3 2

'-[afj"] -

The 98 percentile axle load is 16 tomes. The wheel load, therefore, is 8 tomes.
Radius of relative stiffness, 1 =

Cumulative fatigue life consumed

The cumulative fatigue life consumed being less than 1, the design is safe from fatigue considerations.


= =

3x105 kgicmz 33 cm

Check for ~ern~eratui-&stresses

Edge warping stress = CEnt F= 17.3 kgIcm2 Tyre pressure = 8 Kg/Cms


= =
: -

450 cm 350 cm 103.5 (see below under corner stress) 4.4; 0.55 from Fig. 2.


: .

= =


temperature differential was taken as 2 1 oc for the Kar~ratnkaregion.

O f tcnlperatui-e watping stress iind tlrc i~igl~est axle 10ad slrcss 2 4 1 10117.3 = 41.4 kg/ctill wllicll is jess than 45 kg'c'lll.', I I I C IICXLII-:IIstrength. So tile p;tvcl~lclliiiiickllcss o f 3 3

1033 cm radius of area of contact of wh-e!

. 1 ot;tl

considering a single axle dual wheel,


IRC:58-2002 Where P
= = =

II<C 'n 200.' i

Load C/c distance between two tyres = 31 cm tyre pressure

DESIGN OF DOWEL BARS Design Parameters

Design wheel load

S q

98 percent~leaxle load 1s 16 tonne. The wheel load,, therefore, is 8000 kg (dual wheel load) 40 33 cm

Percentage of load transfer Slab thickness, h

i h]''] 103.5

= = =

.'. Comer Stress

Joint width, z

2.0 cm
103.53 cm
, ,

I.amo[, -


Radius of relative stifmess, 1=

~., .,,

Permissible bearing stress in concrete is calculated as under:

The comer stress is less than the flexural strength of the concrete, i.e., 45 kg/cmz and the pavement thickness of 33 cm assumed is safe.


characteristic compressive strength of concrete cube (15 cm) after 28 days curing concrete diameter of the dowel bar

400 kg/cm2 for M-40 grade

3.2 cm (assumed)

Assumed spacing between the dowel bars First dowel bar is placed at a distance

32 cm 15 cm from the pavement cdyc

1 I

IRC 58-2002

Ariurrtcd lcngth of the dowel bar

50 cm

I)owel 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 + Ilspaeing = 1+103.53/32 = 4 dowels. Assuming that the load transferred by the first dowel is PI 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

Bearlng stress tn dowel bar

(P, x k) x (21;8zY(4P3E1)

= 276 kgIcm2 which is less than

292 kgIcm2

Load carried by the outer dowel bar, P,

= (8000 x 0.4) / 2.145


1492 kg

Check for Bearing Stress

Moment of Inertia of Dowel = nb4i64

Relative stiffness of dowel bar embedded in concrete

DESIGN OF TIE BARS Design Parameters Slab Thickness Lane width, b Coefficient of friction, f Density of concrete, kg/m3 Allowable tensile stress in plain bars, kglcm2 (As per IRC:21-2000) Allowable tensile stress in deformed bars, kg/cm2 (As per IRC:21-2000) Allowable bond stress for plain tie bars, Allowable bond stress for deformed tie bars, kg/cm2 Diameter of tie bar, d

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

1.13 sq. cm.

perimeter of tie bar, P


= 3.77 cm

Spacing of tie bars

1 0 0 x 1.1313.326 33.97 c m '


Provide at a spacing of 34 cm C/C Length of tie bar, L


2xSxA BxP

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

bfw S



IRC 58-2002


Flexural strength of plain concrete as per IS.456-2000 is given as 2.079 cm2/m


Spacing of tie bars

= = =

lOOx1.13/2.079 54.35 cm

1Where f,,

flexural strength (modulus of rupture), Nimm2

Provide at a spacing of 54 cm c/c Length of tie bar, L

fCk= characteristic compressive cube strength of concrete, NImm2


11 According to Croney and Croney

f 1

f,, f,,

= =

0.49 x fck0'5s gravel aggregates and for

2 x 2000 x 1.13 24.6 x 3.77

0.36 x fck0'7 or crushed aggregates

48.74 cm Increase length by 10 cm for loss of bond due to painting and another 5 cm for tolerance in placement. Therefore, the length is 48.74 + 10 + 5

63.74 cm, Say 64 cm

For M40 concrete, f,, values from the above three equations are obtained as 44.27(IS:456), 37.26 (gravel) and 47.61 kgIcm2 (crushed rock) respectively. Hence, a flexural strength of 45 kg1 cm2 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 concrete is subjected to dynamic loading and the ratio of static and dynamic moduli on the same concrete is fbund as 0.8. The modulus value increases both with age and stretigth but the variation is sinall.


IRC 58-2002

As per IS:456-2000, Static modulus of elasiicity E, is given as

E (in Ninlm2)



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 PA2 (1+0.54 p) [4 loglo (lb) ! o g l ~ + b - 0.40481

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

E fin N!mm2)

9100 fck0-33

For M40 concrete, the moduli as per the above equations are 3 1623 and 30741 Nmmz respectively. According to BS:8110: (Part 2)-1985, the mean value of static modulus of elasticity is 28000 Nlmm2 for M40 concrete. The ACI Building Code 3 1889 gives an E value of 32000 N/mm2 for M40 concrete. Portland Cement Association of USA prescribes a value of 28000 Wmmz (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 Nlmm2. Croney and Croney, recommend E values between 35000 and 40000 NImm2. In the light of the above, the E value of M40 concrete may be taken in the range 30741 to 31623. The recommended value of modulus of elasticity of pavement concrete is 3x105 kglcmz. 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 p value from 0.15 to 0.20 results in 4 per cent increase in stress. It may be noted that E increases and p decreases with increase in strength of concrete.

u = load stress In the edge region, kglcmZ

= = =

deslgn wheel load, kg half of the single axle load one-fourth of the tandem axle load pavement thickness, cm Poisson's ratio for concrete modulus of elastlc~tyof concrete, kglcm2 modulus of subgrade reaction, kglcm3 radius of relative stiffness, em
[E b3112 (I-p2) k]"


= = =

k 1

= =


radius of equivalent distribution of pressure a, for aih>1.724 (1.6 a2+ l ~ ? )-! ~ 0.675 h, for d k 1 . 7 2 4 radius of load contact areas, assumed circular, cm

j(0.852.1 Pd/qn)+ (SIT) (Pd/0.5227 q)'']% for single axle dual wheels load on one tyre


S = clc distance of two tyres in dual wheel assembly, 31 cm

tyre pressure, 8 kgicm*