mRes-2002 GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR HIGHWAYS (Second Revision) ‘THE INDIAN ROADS CONGRESSne9.2002 GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR HIGHWAYS (Second Revision) Public by {THE INDIAN ROADS CONGRESS Sasmnagar Howe, Shabfatan Koad, ‘ew bai 110041 Prise Ra200e (ota packing an ste)snc 58.2002 Fine Plated Tint Revision epee epi Stent Revision Reprint saty 1904 dine, 1988 March 1991 stor 2000 Dosen, 2002 November, 2004 (he Rights of Publiion and Translation are Reserved) ‘ed at Arava Pir & Pasir (P) Li, New Deli 110020 (scopes) mes8-2002 ‘CONTENTS Page Personnel of Highways Specifications and Oo Standards Committee ) 1. Introdetion ee 2. Scope 3 3. General 3 4. Factors Governing Design 4 5. Design of Slab Thickness 4 6. Design of Joints 2 7. Tie Bars for Longitudinal Joints 2» 8. Reinforcement in Cement Concrete Slab to Control Cracking 30 APPENDICES. 1. Charts showing stresses in Rigid Pavements for Single Axles as well as Tandem Axles. 33 2, Mustration Examples of Slab Thickness Design 3 3. Design of Dowel Bars 3” 4, Design of Tie Bare 2 5, Flexural Strength of Cement Conerete 6s 6. Westergsant Equation oRC58.2002 PERSONNEL OF THE HIGHWAYS SPECIFICATIONS AND STANDARDS COMMITTEE LN, Sine" (Cameron) 2 $c, Shuma (Cocensern) 3. The Chet Eagner (sen (atone Sy) 4. MM, Awa 5. P.Baltishaan 6 De RK. Bhan 1 DP. Gupta 8. Ram Baby Gap 9. De LR Kady 10, 1B. Matus ‘hs 09 225.2002) Ditecior General (Road Dev.) & Add Secretary to the Govt of Inia, Minty of Road Transport & Highways, New Dake to001 DR (RD) & AS, MORTAH (etd), 175, ‘Viggen Cok, 15. Mayur Vk, Phase Ext Deihcii0091 al Pras, Minitry of Read Transport 8 Highways, Transport Bhawan, New Det 11000 Members Engine Re), Houe No 40, Sete 16, Poche 105 ‘Chief Bgine (Ret), HRRW, No, Asta ‘Avonue, Kosamb, Chas aa 302, Kandi Tower, Kauambi, Ghazibad DG (RD) & AS, MOST (Ret), E44, Greater Kish Pat Els, New uli! ooss hie opine cum Occ om Sp. Duty wits Public Works Miniter, 9, Hath Meck ‘Amer Roa, Jip 32001 (Bie Becuive, LR. Katya & Assocs, Carr, Stbajung Dee. Ares, Opp IT Maa (ate, New De 10016 Chief Engines (Ree), MORTEM, Howse Nod?, Ses 18A, Nids.201301 DO gan pan eae PU BANE. BOTTA Str oe ge ea osRcs-2002 1, HL, Meena 12, $8, Monin 12, gch Panda 14, Si Patel 15. MN. Pat 16. KB Rao 17, De. Gopal Rass 18, SS. Rare 19. KK. Sai 28. Dr. SM. Sarin 21 LR Sharma 22 De CK. Singh 23, Nima Jt Singh Chief Enpncersum-AGsl Seer, 19 the Geer EPMRgstnn, PWD, Jacob Rode, eat seen Noe St vse ih Se oie casa Sosy ve hn mses sored reeset eh: ae samt nana = See Se os a. 28 », 0 SB, Sommsjala Dr. Goetan Tine KB. Upal V.C. Verma (Ma) PD. Want ‘The Eainerin hiet ‘The Che Enger Gysar ‘The Enposerin-Chiet “The ember (Tech) Rc58-2002 (Chie giver, Zane, Deki PWD. MSO ‘Buiing, LF. Estate, New Delhi 10003 Chief Engineer (Mech), Minisey of Road ‘Transport & Highays, New Deh 1001 Transortation Res. & Injury, Prevention Trogmme, MS 808 Main Building, Indian Instat of Tecnology, New Dei f016 Director, AIMIL Led, Naimex Hous, 1 Mobsn Co-aneaive Tne. Ente, Mars Road, New Dei 1008 Executive Disco, Orel Stet Engrs. Pvt Lid, 21, Commer Compiey, Nalebe Marg, Diplomat Enelve New Deie110021 Acting Chieman, Mabuasira Public Seve MG. Rond, Mumbai-400001 HE. Public Works Deprinent, US. Clad, Shine 71001 (SX. Kaisa), Ministry of Road Transport & Hiphwys, New Deli! 10001 RAB Deparment, AREAP, Eum Manzi, erat 008 (RR. Sheva), Haryana Public Woks Dept, BAR, Secor 19-8, Chanign-160019 [National Highways Authority of India, Plot No.G-sa6, Sector 10, Dwatk ‘New Det 10085 (SK. tin Civil nga Deparment, Buena of Tan Standard, Snake Bhavan, 8, Boba ‘Sha Zt Mar, New Dei 110002, A, Diet Genera, Di. Gener Border ‘ond, Seana Sadak Bhavan, Ring Roa, Dll (Cast New Des 10010 wyRc58.2002 m. x», . AK. Baad 0 Capra {Rh Ran ane See Fob 2107 6, Sevan, Highways Ree Ss SeSROOR SER al Row Goemlaors ‘The Distr Geer Engineei-Chie Branch, AHQ, Kashi ‘The Distr (AD) The Diet ot ons ‘Howe, Rao Marg, New Del-1i001t efi Members ‘rae Pride, _(§S. Rathore), Seen to the Goof Gut, [Ran Rous Congress R&B, Block No.ta/l, Sardar Bhavan, Pe etal, Ohana’ 382010 (OK: Sin), Detor General Bond Dev) ee “Addl, Secretary to the Govt. of India, ny cf ice Tat & Hikes Now pub icot ‘he sexean, __(G Shaw), Dict, Nationals for PESTStonpes ‘stn fghsy Eee Comeonting Member ees alo, 23,258 Cu Mai, SURI Ste meso cai aces, MOST Ge). 058, apt SSeS oleae Pp Sect, Mata PD a. wae Ranch ages Wel, enroia7 ro Rags Het of Deg of Tanporatn SPA poi as (Red), Consultant, 458/C/SPS, Sheikh Sarai, Serdar Pro CO, Swann ‘Bats, 6 Tiovegandam Stet RA. Pa, Coens 00028 Prot, CEG. Jase 1, Mai NY. Mea » 1RC5.2008 GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR HIGHWAYS 1. INTRODUCTION Guidelines for the: Design of the Rigid Pavements for Highways were fist approved by the Cement Concrete Roos Surfacing Committe in its meeting held at Chandigarh on the 11" March, 1973, These were also approved bythe Specifications & Standards Committee in ts meeting held on the 31" January and 1" February, 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 limit on the maximum laden axle loads of commercial vehicles ‘from 8160 kg to 10200 kg, appropriate modifications were incorporated in the fist revision of the guidelines. The draft “Guidelines for the Design of Plain Jointed Rigid Pavements {or Highways" was finalized by the erstwhile Rigid Pavernent ‘Commitee (H-S) in its meeting held onthe 13° January, 1997 ‘The Highways Specifications & Standards (HSS) Committe in its meeting held on the 4" November, 1997 considered the draft and approved subject o certain modifications fr placing before the Fxecutive Committee and the Council. The Executive ‘Committee in its meeting held on 24° August, 1998 and later by the Council i its 154% meeting held at Hyderabad on the 31" January, 1999 approved the draft and directed the Convenor ‘of HS Committe t modify the same in light ofthe commentssRc-s6.2002 “Keeping in view the advances made ia the methods of analysis and design all over the worl, a draft for further aaron was intally prepared by the Rigid Pavement Committee Teer the Comenorship of Prof, CEG. lusto and was reviewed by Dr. BD, Pandey. The draft was discussed in detail by the Rigid Pavement Commitee in its meeting held on the 25° coesper, 1999 and a sub-committee consisting of Dr. RIM. Vaan br, SS. Seehra and Dr. S.C. Maiti was formed 10 Serhe dhe drat In the meantime, the Technical Commitees sea consitated and it was felt that revised guidelines may Teeconsidered by the Commitee. The HS Committee i its wetngs held on the 4% January, 2000 and 12% November, Soot eonsidered the draft guidelines alongwith various apeervtions of sub-committee and a number of appendices and ortecnves were added for clarification of different clauses to the revised draft. The revised daft was finaly cleared by HS ‘Committes during its meeting eld on the 10% May, 2002 for teme placed before the HSS Commitee, The personnel of 113 Commit is given below: De LR Kadai Convenor 88. Mom Caconvenae Me, Vesa Merber Secret Members Hs, Bhaia sje Sieh RK Jan VK Sinha Raman Kopin Prof A. Veeargaran Desc. Matt De RM, Vast Prot BB. Pandey (Ce(R) SR & TET, MORTEM YR Pha (Gn Prat) Col S¥. Rawoot Dirsor, HRS, Cheon Dress, Sea Rep. oF MSRDC Lid, Mumbai ‘bee Kamar Sasa Rep. of DORR cio Members Pred RE De 0) (G3 na) (xx Sata) seca IRE (esha) Comepening Members at Bhushan Rui HX. Ka Kalen Debs Sh Sim ‘AU, Revi Stankar ‘eS Comite ine meting elon he 224 Na 2o0nspprvel the modified document reseed fom ie a ~h—rr——C—C Camm apron te mie sn erg et 2 ag, 02 an ner by he Come 60" oe eld st Pana (Go onthe 8 Done, 2002 th eran comments {atau the Coen, 58 Corte oa the ‘nee doen fin pe ome of ment wat apne by he Caner, HSS Con Gh te ebecenke, 200 ke ening “The gids cove th ein of pli joined cet cet Te gun ae ie vig dy coma niet nerve Casing 37 tere 150, Tey ment epate 1 ow ‘volume Rural Roads. : ames Soave “The cry approach to the design origi pavements was bast on Wesupars sobs, Reset advances in knowlege have led to vast changes tn the design metodoogy. Hi beled the guidelines conned int document ret the caret lege om the sj. 3meses “Tue saient features ofthe revised guidelines ar: tn of ex srs doh pocenen of Se © Er ede ang eee (Gatco be crave se as spec in he seven Ci) Reino ete for dg dave ars {- FACTORS GOVERNING DESIGN 4.1, The factors governing design considered are single and tandem axle loads, thee repetition, tyre pressure and Iatral placement characteristics of commercial vehicles. 42. Wheel Load “Though he gala od initin nda have Ben fs os 10219 and 24 tomes for ingle ale tander anes nd Siem al epee oa emir ofa epg onal Highways cay mach igher fads than the Tes Tre Dt on a detonate nGared compat the mame of repos of single SSRN Sis oreltrenr wee expse dig the dein ened For i pupese an ante ad trey may be condted Be Gan covering minima sample a of 10 percent in ‘both the directions. Higher axle loads induce very high stresses vee pavement andre the consumption of fie atta acon, Conon difct ne ul props Sant ge carpe ast te eminent gn Tye mesures and shape of he contact ras of ‘Ghonrct eles ls gover fad sess, For most of the Shimer highway vetces, tere presure ranges fom ‘about 0.7 to 1,0 MPa but it is found that stresses in concrete fovea having hikes of 20m roe arent feted Sipuemly by the vain of re presen te ange sc8-2002 mentioned earlier. Ayre pressure of 0.8 MPa may be adopted for desig. For computation of stresses in the pavements, the ‘magnitude of axle loads should be multiplied by Load Safesy Factor (LSP). This takes care of unpredited heavy track loads For important roads, such as, Expressways, National Highways and other Roads wiere there wil be uninterrupted traffic low and high volumes of truck traffic, the suggested value of LSE is 12. For roads of lesser importance having lower proportion of truck walfic, LSF may be taken as 1.1, For residential and other streets that cary small number of commercial trafic, the LLSF may be taken a5 1.0 11 is recommended that the basic design of the slab be done with a 98% percentile axle Toad, and the design thereafter checked for fatigue consumption for higher axle loads, 43. Design Period ‘Normally, cement concrete pavements have a lifespan of 30 years and should be designed for this period. When the traf intensity cannot be predicted accurately fora long period of time, and for low volume roads, a design period of twenty ‘years may be considered. However, the Desig Enginccr should use his judgement abou the design life taking nto consideration the factors, like, waffic volume, the traffic growth rate, the capacity of the road and the possiblity of augmentation of | capacity 44, Design Tratte Assessment of average trafic should normally be based on seven-day 24-hour count made in accordance with IRC: 9 "Traffic Census on Non-Uiban Roads’. The actual value of growth rate 'f of heavy commercial vehicles should bencstama a rie However, fa data net alle 9 seer rh te of 3 pt com ay e ete en Ee aie the tyre imprint is tangential 2 tte ‘nuimadinal edge. When the wheels are tangential to the {thar 1s om avoy fom the longa dae the 2 ‘i ‘ficant reduction in the flexural stress. Observation of fee sabuon characteris of wie! pt fo wean aan ni nates hat very ew veces ve (cv esate for design aie gue far I ae ct haa lo vicar classification and importance may be use to predict the design traffic intensity. er of repetitions of axes during the “The cumulative mumbe ss ing design period may be computed from the fol en o ‘¢ = Cunlave numberof ales ding the desien pei ‘ln umber of ales pr day inthe year when he od i = Annuat cts of gronth of commercial tae (xpresed ‘cima n= Design pv in yon. mese2002 Expected mumber of applications of different axle load ‘ups during the design period can be estimated from the axle Toad spectrum Im most design problems, it is expected thatthe weights and number of tnicks travelling in each direction are fairly ‘equal. This may not be true for roads, such as, haul roads in ‘mine areas where many of the trcks haul full loads in one lection and retum empty inthe ther direction. in such cases, 8 suitable adjustment should be made. It is recommended that te basie design ofthe slab be done with a 98 percentile axle load, and the design thereafter checked for ftigue consumption for higher axle Toads 45. Temperature Differential ‘Temperature differential between the top and bottom of concrete pavements causes the conercte slab to warp, giving rise to stresses, The temperature differential is a function of Solar radiation received by the pavement surface atthe location, losses due to wind velocity, et, and thermal diffusivity of concrete, and is thus affected by geographical features of the pavement location. As far as possible, values of actually ‘anticipated temperature differentials at the location of the Pavement should be adopted for pavement design. For this ‘purpose, guidance may be had ftom Table 1. 46. Characteristics of Subgrade and Sub-Base 46.1. _ Strength : The stength of subgrade is expressed in terms of modulus of subgrade reaction k, which is defined 8 pressure per unit deflection ofthe foundation as determined by plate bearing tests. As the limiting design deflection for eement concrete pavements is taken as 1.25 mm, the K-valve is determined from the pressure sustained at this deflection, AS 7tnest2002 hs, ic Tere Das ok Cee Sues Fan Dieta “Cio ve ‘Slabs of Thickness Tram Otome pes per [1 [se xn atin, ane Noh ha xing ity vets 1 [pity tte, West Beall 6 | 164 | 166 | 368 and Ester OF rctading bly eons #5 eos areas 1m [Maonasia, Kamanta, [173 | 190 | 203 | 21.0 South MLE, Catia, anda Pres, Wester vss nd Noth Tai ad, erlang ily eins and casa aes. tv |Rerats an South Tami Naan 150 | 164] 176 | 18 exlang ily repos and costal aes wa | 0 ‘y_|oita reas bounded 6 [is by ls uss [v0 | 90 | w2 vi | cont rns utbownds fy is bones plete SMoted of subgrade Reaction of s rc-s8.2002 assessment of Kevaluc, unless the foundation changes with respect of subgrade soil type of sub-base or the nature of formation (i, cut or fill) when additional tests may be conducted In case of homogencous foundation, test values obtained with plates of smaller diameter may be converted to the standard 75 cm plate value by experimentally obtained correlations given by k,n 05 x ky ® where, k, and k, ae the k-values obtained on 75 em and 30 com diameter plates respectively. Equation 2 is regarded a5 ‘approximate only. However, in case of layered construction, the tests with smaller plates give greater weightage tothe stronger top layer, and direct conversion to 75 em plate values by the above correlation somewhat overestimates the foundation strength, and such conversion must be regarded as very approximate only ‘The subgrade sol strength and consequently the stength ‘of the foundation as a whole, is affected by its moisture content. The design strength obviously must be the minimum that will be available under the worst moisture conditions encountered. 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. Annexure of TRC:37-2001 may be referred for further details, In case the texts have to be conducted at some other period, especially during the dry part ofthe yea, allowance for toss in subgrade strength due to increase in moisture must be ‘made. For this purpose, an idea of the expected reduction in Strength on saturaion ‘of the subgrade may be bad fromc8-2002 laboratory CBR tests on subgrade soil samples compacted st reid dencity and fiekd moisture content and tested before and ete the saturation. An approximate idea of Kevalue of & ostogencous soil subgrade may be obtained from its soaked RC8-2002| ‘compressive strength of cement treated granular soil should be 12 minimum of 2.1 MPa, Dry Lean Concrete should have 2 ‘minimum compressive strength of 7 MPa at 7 days ‘aur 3.n-Vauues Oven Gaanenae an Cotrer Tres Senses a ED is ae wo hve a fe hyer Cv fr riage of wae to prevent () eee igs] Hin ee) ie in ata dan ron of te ube pry ‘out | cgumnatemis | ovr snd nue Se ion, Aen of IRC 201 pete | eee se be red for fre details a crams 2 Armnownere w-VAust Comnestonowe 79 CBR VALIES TOR SESS onus Sn acne Be | ae | |e as it waorpeps Te] ] 7) 1) 71 STS TY MS] 7] | ms oan : | sane 1h tas ar paap 35] 02 [>] ‘us tx Omg Dn wcomanee es — . 1 Conners Sorat (ioe of Siopnde tyentom | 21[ 28] 42 [aa | 58 re isons of RGASDIOZ ale obowed ence Woam | So] 37 [ice wa etn wet coin ofthe shoes LAF raf ee Fianetoe tose os pias aT a rae han 6.0 Kgforter, cement coneete pavement shoold not Tesi dretly over te subgrade. A Dry Lean Concrete (DLC) Pepvbase is. generally recommended for modern concrete parila those with high intensity of traffic. The parsjune of DLC should conform to "Guidlines forthe Use of ‘ry Lean Concrete as Sub-bae for Rigid Pavement, IRC:SP:495 159A". In the ease of problematic subgrade, such as, clayey and Expansive soil, ee. appropiate provisions shall be made foe eaether course in addition tothe sub-base as per the relevant stipulations of IRC: 15-2002 “The approximate increase in K-values of subgrade due to Afferent meknesses of sub-bases made wp of untreated granular, cerent reated granular and dry lean concrete (DLC) layers Sy be taken from Tables 3 and 4, 7-day unconfined pavements, w DLC, klein ‘The maximum value of effective k shall be 38.9 keen ive k shal be 38.9 kg/em?’ cm for 100 mm of DLC and 41.7 kyle’) 50 mm of DI kwemlem for 15 462. Separation Iyer between sub-ba pavement: Foundation lye bow fone sas should be roo rede th i layer don. A seperation membra Of nm knee of 128 en ples evommended tts be cio (ct IRGI2O) btn se Sab nd dy lean cone sub-baee (DLO), 463, Drainage layer To ciliate thei of wae tat ity ne the sabe Saige er my be povided beet he pave Goughou oad with u| | | i RC-#-2002 above the subgrade. The recommendations contained in ~ ,IRC:15-2002 in this regard may be followed 47. Characteristics of Concrete 47.1. Design strength : Since the conerste pavements fail due to bending stresses, itis 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 Appendi-5, The mix should be so designed that the minimum structural strength requitement in the field is met at the desired confidence level. Thus, if S! = characteristic dour azengh a 28 dy, S = tet average flexural stent 28 days 2, = lerace fact for the deed caine level, own a the sandar noma Varia (Tbe 5) © ~ pected standard deviation offi test sums, i i ot Sow, itmay be tally ame as pr 18962000, ‘Then the target average flexural strength is given as S=s4ze “asx 5, VaLus or Srasoano Nontt Vawuae om Durenesy Vass ‘or Toutes 110262) Reser (ualiy Led] Sandivd Noma ‘rporion of low Vara, 2, resale oles) Tins ar 10 Tin 20 Gre 165 Vin 40 ery Got 196 1 100 Excelent an For pavement construction, the concrete mix should preferably be designed and controlled on the basis of flexural 1RCs#-2002 strength. Flexural strength should be determined by modulus of rupture tests under third point loading. The prefered size ofthe beam should be 15 em x 15 em x 70 em when the size ofthe aggregate is more than 19 mm. When the maximum size of aggregates isles than 19 mm, 10 em x 10 em x 0 em beams ‘may be used, 1516 should be referred to fr the rest procedure 4.12, Modulus of elasticity and poisson’s ratio ‘The modulus of elasticity, B, and Poisson's rato, of cement conerete are known to vary with concrete materials and strength ‘The elastic modulus inereases with increase in strength, and Poisson's ratio. docreases with increase in the modulis of elasticity, While it is desirable that the values of these Parameters are ascertained experimentally for the conerete mix and materials actally 10 be used in the construction, this information may not always be available a the design stage. Even a 25 per cent variation in E and yt values does not have any significant effect onthe flexural stresses in the pavement concrete, It is sugested that for design purposes, the following values may be adopted for conerete for the enaral strength of | 4.5 MPa (see Appendis-5). . Modus of elstcty of B= Experineally determined vl swore, (F530 10" kya Peite' to wens 413. Coofficient of thermal expansion : The coefficient of thermal expansion of concrete (@) of the same ‘ix proportions varies with the type of aggregate, However, for design purposes, a value of a = 10x10® per °C may be adopted inal cases. 47.4. ° Fatigue behaviour of ement concrete: Due co repeated aplication of flexural stesses by the trafic loads, a progressive fatigue damage takes place in the cement concrete 8sRc5-2002 slab in the form of gradual development of miero-cracks specially when the applied stress in terms of flexural strength fof eonerete is high, The rato berween the flexural stress due to the lood and the flexural strength of concrete is termed as the sitess ratio (SR) Ifthe SR is Tess than 0.45, the concrete is ‘expected fo sustain infinite number of repetitions. As the stess| rato inerease,the numberof load repetitions required to eause tracking decreases. The relation between fatigue life (N) and stress ratio is given as 1 = ulin for SR < 48 OE “The values of fatigue lie for different values of stress ratio are given in Table 6, Use of the fatigue criteria is made on the basis of Mine’ hypothesis, Fatigue resistance not consumed ‘by repetitions of one load is available for repetitions of other Toads 5. DESIGN OF SLAB THICKNESS 5.1. Critleal Stress Condition In-service cement concrete pavements are subjected to stresses due t0 a varely of factors, acting simultaneously. The everest combination of different factors that induce the maximum stress in the pavement will give the critical stress fondition, The factors commonly considered for design of pavement thickness are: flexural stresses due to trafic loads fd temperature differentials berween the top and bottom fibres Of the conerete slab, af the two are assumed t0 be additive mRese20m, “Tams 6, Sess Roo av Atnowase Ranermons 1 Creer ‘Concerts ‘Sucu Rao | Albwable | Ses Rao [Allowable Repetto Repations os | 62m | 066 SSK10" oss | tasssao | 067 saree oa saxto ose Sate as 2axtoe rr 2531 ow Laem | 070 1970 050 Tans on st 051 aasii0 on 1099 ox 2510 on m2 oss 2am 07 eo ost 610° ors an 03s Lami 076 3st 056 saree on m0 os7 rane 07s am 038 sci" 079 137 039 Aosst0t oso 19 060 ona0® ost 0 01 asec os oo as rt ox st 0s 08 ose » ost Lomoe os x0 oss 710 ‘under etiical condition. The effets of moisture changes are ‘opposite of those of temperature changes and are, not normally considered eritical to thickness design “The loads applied by single as well a tandem axles cause ‘maximum flexural stresses when the tyre imprint touches the Tongitudinal edge as shown in Fig. 1. When the tyre imprints touch the transverse joints with or without dowel bar, part of 1srRcs8-2002 | ' Pe 1 Lae Pct of et Rc-s.2002 the load is transfered tothe other side ofthe slab by aggregate imter-Jock or dowel ba eausing lower flexural stress both slong the comer as well as along the transverse joint, In ease the slab is cast panel by panel with a clea vertical break without any dowel har of aggregate interlock, comer Toad stesses are ‘tension at the top during night hours, whereas, tension is produced during the day-ime at the bottom of the slab in the interior as well as at the edge. “The maximum combined tensile stress inthe three regions of the slab will thus be caused when effects of temperature tliferentials are sich as to be additive to the load effects. This ‘would ooeer during the day in the ease of interior and edge regions atthe 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 pave a tendency to lif up, due to warping and lose party the foundation support. Considering the tot combined stess for th thre region, viz, comer, edge and interior, for which the toad stress decreases in that order while the temperature stress increases, the eritcal stress condition is reached in the edge region. It is, therefore, necessary that the concrete slab is ‘signed to withstand the stresses due to warping and wheel toad atthe edge region, Ie is also necessary fo check the stress at the comer region if dowel bars are not provided at the transverse joints and ifthere is no possibility of fond transfer by ‘aggregate iner-Jock. 52, Caleulaton of Stress 521, Badge stress (a) Due to toad + Since the loads causing failure of pavements are mostly applied by single and tandem fnles, stresses must be determined for the condition Shown in Fig, I. Picket & Ray's chart can be used for stress compstation in the interior as well as at the edge. Using the fundamental concept of 6 © where Rc58.2002 ‘Westergard and Picket & Ray's pioneering work, & computer programme ITTRIGID developed at 17, ‘Kharagpur was used for the computation of stress forthe edge Ioad condition shown in Fig, 1. The stress charts fr single axles as well a tandem axles fre shown in Appendis-1 for different magnitudes ‘Of single and tandem ante loads Inthe ealer version of IRC:58-1988, the calculation, fof Toad stresses was done as per, Westergaard's ‘equations modified by Teller and Sutherland. The {se ofthese equations has its own limitations beeause they do not take info account the configuration of the wheels, Tough, these equations give stresses tv are not very muck in variance with the [resses computed by the programme HTRIGID, it js commended that che stresses calculated from the programme ITRIGID be used in the design However, the original Westergaatds equations a modified by Teller and Sutherland are enclosed in “Append for information. ‘Due to Temperature : The temperatre stress atthe frtical edge region may be obtained as per ‘Westergaad’s analysis using Bradbury's coefficient fiom the folowing equation eg als of ly of cone, glo? tna empeatae diferent dog dy beeen {op ad Boa ofthe ab, °C ‘Se = temperate ses inthe eg ei, bem? erRese-2002 = coffee of tert expansion of cment cone, prec © = Bracbun’s coeticest, which cin be ascertained siety Hom Bradys chart eit ves of Li ‘a 0 (Fig 2) = shblengi, or psig beeen cose cestnstico joints, em thi wii or pacing betwen ong joins, em 1 = ras of eatve tities, em = Poise tio = ekoes ofthe concrete sah cm K = modaie of subgrade recto, kpem! ‘The values of Bradbury's coefficient C are presented in the form af chart in Fig. 2 522. Corner stress : The Toad stress in the comer region may be obtained as per Westergaan's analysis, modified by Kelly from the following equation: , = loa ses in he comer ron, ote otatns remaining the sume inh case of ege Jad st loa, ken P= Whoo Lot, ke 4 = radia of equiva clr contact ra on ‘The temperature stress in the comer tgion is negligible, asthe comers are relatively free to warp an, therefore, may be ignored Rc58.2002 ‘ge Tempera es design E-Sal0 ken! “Temper dieenil, AX) (Char for Detention of Cosine a ry a c © © Bi Bi — a8) Fa 2 ow ' ton 3 ans 9 100 4 0400 0 os 5 ono " 1.050 6 0920 be +000 ation of Ege Temperate Stress asRc-8-2002 53, Design Charts Appendiv-I gives ready-to-use charts forthe calculation of load stresses in the edge region of rigid pavement slabs for Single and tandem axle loads of diferent magnitudes for ub- bases having k values inthe range of 6, 8, 10, 15 and 30 ke/ cenlem [A usc friendly computer programme is also enclosed in 1 Flopoy for computation of stresses at the edges 54, Stress Ratio and Fatigue Analysis For a given slab thickness and other design parameters, the flexural stess at the edge due to the application of tingle 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 conerete, to obtain the Stress ratio in the pavement, f the stress ratio is less than ‘085, the allowable number of repetitions of the axle load is infinity. Cumulative fatigue damage is determined for diferent 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. 55. Brosion 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 desig, This isthe erosion of material from the bottom of the pavement. Analysis by Portland Cement [Association bas indieated thatthe erosion was caused largely by tandem and mult-anle vehicles and that single axles were rmostly responsible for fatigue cracking. Since tandem axles form a smal prt of the total commercial vehicles on Highways, in India, erosion analysis is not necessary at present. Record of 2 mese-2002 pavement performance data including loss of erodible materials fom 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 toss weight of vehicles It is further recommended that paved Shoulder should be provided upto 1.5 metres beyond the jpvement fo prevent erosion as well as entry of debris between the pavement slab and foundation when the slab curls upwards 56, Hard Shoulder In order to protect the foundation layers from loss of strength due to erosion, @ number of measures are taken. Generally, dry lean concrete (DLC) sub-base is extended by 40 to 50 em towards the shoulder. Additionally, full depth bituminous shoulder oF tied cement concrete shoulder is eonsicted to protect the pavement edge. Widening rigid pavement to act a8 a shoulder bas also been attempted. With Such a shoulder, the load stresses at edges will reduce marginally. 5. Composite Rigid Pavement "Where the polythene separation layer betwen the concrete slabs and dry lean concrete (DLC) sub-base is eliminated a ‘monolithic action of two layers results and ¢his ation can be exploited t0 reduce the pavement thickness. The layer below [DLC has to be smooth and may warrant an antfition layer (0 allow thermal movements to take place without any hindrance. ‘The appropriate design procedure can be established only on the bass of extensive research, 58, Anchor Beam and Terminal Slab During the ot season, the concrete slabs expand and this will result in the build-up of horizontal thrust on dir-wvall abutment. To contain this thrust, RCC anchor beams areCn nC nnn nen eee ci cacei Rcs.2002 ‘generally provided in the terminal slab, The terminal slab, ‘therefore, will have tobe reinforced to strengthen it. The details fof the anchor beam and terminal slab are diseussed_in IRC:IS-2002, 5.9. Recommended Design Procedure Step 1: Stipulate design values for the various parameters Step 2: Decide types and spacing between joints Step 3 : Select a tral design thickness of pavement sla, ‘Step 4 : Compute the repetitions of axle loads of diferent ‘magnitudes during the design period Step 5 : Calculate the stresses due to single and tandem anle loads and determine the eumulative fatigue damage (CFD), Step 6: If the CED is more than 1.0, select a higher thickness and repeat the steps 1 t0 5 Step 7 : Compute the temperature stress atthe edge and if the sum of the temperate siess and the flexural stress due to the highest wheel load is greater than the modulus of rupture, select a higher thickness and repeat the steps I to 6. Step 8 : Design the pavement thickness on the basis of comer stress if no dowel burs are provided and there is no load transfer due to lack of aggregate interlock. An illustrative example of design of slab thickness is given in Appendix-2. Though, the 28-tay flexural strength of| sonerete is taken for desiga, itis worth noting that concrete smcsst.2009 strength inereases with ago. The temperature gradient is highest ‘nly during summer months inthe aftermoon, 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 mullified to some extent by the moisture gradient. In view of the above factors, the above design methodology is likely to result im a much higher lite of the pavement than considered 6 DESIGN OF JOINTS 6.1, Spacing and Layout Great care is needed in the design and construction of pims in Cement Concrete Pavements, as these are ertical locations having signfieant effect onthe pavement performance ‘The joints also need to be efletively sealed, and maintained well. The recommendations of the IRC:15, para 8 and Supplementary Notes para N.2 “Arrangement of Joints", may be followed with regard to joint layout and contraction joint spacings (Table 7), Cement Concrete Pavements have transverse and longitudinal joints. Different types of transverse joints are Bayon joins 5 Conraton joints 1G) Contraction ois Longitudinal joins are required in pavements of width sreater than 4.5 m to allow for transverse contraction and warping. asrrc-s8.2002 “Tamu 7. Covtscrin Joe Sree (BxeED ov HRCHAS-2002) Sikh tines om | Maximum molt open ‘Ursnfred sabe 20 as 2s 45 » so 3s 30 “Expansion joints may be omited when dowels are provided «a contacton joints except when the cement concrete pavements abut against permanent structures, like bridges and culvert. 62, Load Transfer at Transverse Joins 621, Load tansfer to relieve part of the load stresses in edge and comer regions of pavement slab at transverse joints is provided by means of mild steel round dowel bas. Coated dowel bars are often used to provide resistance to corrosion ‘The coating may be a zinc or lad based paint or epoxy coating Dovel bars enable good riding quality to be maintained by preventing faulting at the joints. For general provisions in respect of dowel bars, stipulations laid down in IRC:15, Supplementary Notes para: N42 Dowel Bars, may be followed For heavy tai, dowel bar shouldbe provided athe contraction joints. 62.2. From the experience all over the word, itis ound that it is omly the bearing stress in the conerete that is responsible forthe performance of the joints forthe dowel bars High concrete bearing stress can fracture the concrete surrounding the dowel bar, leading to the looseness of the dove bar and th deterioration ofthe load transfer system with eventual faulting ofthe slab 26 mese.2002 Maximam bearing sess between the conerete and dowel tar is abined fm the esntion a a= Sab [ib 9 Veet = ie situs ft bar emda cont atte af dont inerton love! pp. ak = = eto ave cn jt wim rs oft esis of dowel en? ment fino i wel om 1, © soe y owl a Each dowel bar should transfer Toad that is less han the design load for the maximum bearing pressure. Following. ‘equation based on the expression given by the American Concrete Institute (ACD, Committe-225 may be used for caleulation of the allowable bearing sess on concrete: = snc Where Ty = alone bering sess, ken? = dowel meter, om fig = ema compressive tng haere eng) of te onctet, kpen! (40 pen? for MAD coatete) ‘The dowel bars ar installed at suitable spacing aetoss the joints and the dowel bar system is assumed to transfer 40 per n1Rc-58-2002 cent of the wheel load. For heavy traffic, dowels are to be provided at the contraction joins since aggregate inter-lock ‘cannot be relied upon to affect the load transfer across the joint to prevent faulting due tothe repeated loading of heavy axles. Joint width of 20 mm may be taken for stress computation in ‘dowel bar atthe expansion and contraction joint in View ofthe fact that under the dowel thee is likely to be grinding of concrete taking place and consequent loss of suppor ‘Recommended diameter and length of dowel bars are given in Table 8. ‘Tar 8, Reconuewoe» Dosesons of Down, Bas rox Ric ‘Pavaus von ne Ante Logo or 1027 “Sab iia, wel et cu | Dimer mar] Lene am | Spacing m0 % so 0 2s 2s ‘00 30 7 2 0 00 3s 2 0 00 [Noite sates given we frase gicce The acl vlna ould ‘be ealele fo the ale Toad easier in the design Dowel bars ate not satisfactory for slabs of small thickness and shall not be provided for slab of less than 15 com thickness 623. Dowel group action : When loads are applied at join, a portion of the load is transfered to the other side ‘of the slab through the dowel bars. The dowel bat Jmmediately below a whee! load caries maximum amount of| load and other dove bars transfer progressively lower amount ‘of loads. Repeated loading causes some looseness between the dowel bars and the concrete slab and recent study Indicates thatthe dowel bars within a distance of one radius 28 1Rese-2002 ‘of relative stiffness (1.01) ftom the point of load application participate in load transfer. Assuming a linear variation of the load carried by different dowel bars within 1.0 1, ‘maximum load caried by a dowel bar can be computed a5 illustrated in Appendis.3. 1. TIE BARS FOR LONGITUDINAL JOINTS 7.1. In case opening of longitudinal joins is anticipated in service, for example, in case of heavy trafic expansive subgrade, et, tie bars may be designed in accordance with the recommendations of IRC:15-2002, Supplementary Note para N.S Tie Bars. For the sake of convenience ofthe designers the design procedure recommended in IRC:15-2002 is given here, 712. Design of Tie Bars ‘The ate of steel required per mete length of joint may ‘be computed using the following formula sow = A = xf tae, ole perm gh fon b= tae wif metas fF» coefficient of icon Sewers pavement andthe sb-a! tse (aul taken as 15) ight of bin Kg? ad = allomable working ses of stein keen. ‘The length of any tie bar should be at least twice that required to develop 2 bond strength equal to the working stressRc55.2002 of the stel. Expressed as formula, this becomes: L in whch Leng oft br fm) allowable woking res ia sea em?) |A. = crossectionl ara of one He ba (en?) P= primater of tar (em), and B® permissible bond stesso corre) for deformed tie bar Bae len 0) fr pain be bas T73 byl 73, To permit warping at the joint, the maximum ameter of te bars may be limited fo 20 mm, and to avoid concentration of tensile stresses they should not be spaced more than 75 em apart, The calculated Tength, L, may be increased by 5-8 cm to account for any inaccuracy in placement during construction. Aa example of design of tie bar is given in Appendis-4. 74, Typical te bar details for use at central longitudinal joint in doubleslane rigid pavements witha lane wid of 3.50 ‘m are given in Table 9, 8, REINFORCEMENT IN CEMENT CONCRETE SLAB TO CONTROL CRACKING 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 stength of unbroken slab when used in {quantities which are considered economical 0 Rcss.2002 “Tawue 9: evans or Tos Bake Fon Lonarupist. J oF TworLae Ric Paves sa ie Bar Dele ‘ctnes| Dinner [ Mi Sing (ax) Minium Cen (2) fem) | Gym) | Pais [Deformed] Pain | Deformed Bey | Bae | Bar | Bar 5 ps ps |] = wo | 2 | we | ss | w alee oe eos | se |e | ss | oe a aps pape] feel tig ellie a w gaara pat Se gf mor er w a] pst P| w | 2 | oo | | » NO ne esormetded els are basd oo he allowing values of erent design prance ‘$1250 spe? fr pan tse, 2000 kale for deformed brs, bond ect for ps bt 175 fle for deformed bas 24 Kem. 82. Reinforcement in concrete slabs, when provided, is designed to counteract the tensile stresses caused by shrinkage tnd contraction due to teraperature oF moisture changes. The ‘maximum tension inthe stel across the crake equals the force equited to overcome fiction between the pavement and its foundation, fom the erack 10 the nearest joint o free edge “This force isthe greatest in the middle of the slab where the cracks occur fist, Reinforcement is designed for this eniticl focation. However, for practical reasons reinforcement is Kept ‘uniform throughout the length, for short slabs “The amoutt of longitudinal and transverse stel required ‘pee m with or length of slab is computed by the following ”incsea0n rmessz002 fom j an g Cae? 2 & : «é oy z . ‘A= sectotseclin sn id perm wid eg of, i b—| L = distance in m between free transverse joints (for . EER a lng espn i Hy = ae 4 {= sont of fon eee pres dab se! aL z ‘ise (aaaly taken a 15)" 2 Hy af W = weg of sin an e af 5 = allowable working ses in ie! in ileal taken ; a 84 50 0 60 per cent ofthe minimam yield stess of steel) 5 xB 83, Since reinforcement in the concrete sibs 8 not i é intended to contribute towards its flexural strength, its position z Tt : § within the slab is not important except that it should be z 4 ‘dequatly protected from corrosion, Since cracks starting from s i the top surface are more eiical because of ingress of water $ ‘when they open up, the general preference is forthe pla ing of a ‘einforcement about 0 mm below the surf. Reinforcement & Js ofen continued across longitudinal joint sane he eee purpose ase bas, but is kept at eat 80 sn ey ow ig | face of the transverse joins and edge 25 20 6 10 (qunrpesanspemeaysRc-s-2002 (pe) raped {suo1 ob = peor apy fulg) wowERES BR U ssssAS (3) ssoupuy gs T | I | | rpuaddy (001 @ = pe07 eory erg) woWONEG PEA wsossaRS (uosenesone nea (uo6isans amyi209 (uo) ssoueu ais ses.2002 i- [ | T | | I t | | i { FE sec T t Ti | 1 TI { | (st #4 = Berea fs) Hoe DE Soong (prog) [-qpuaddy (uo) ssouy2H9 gs (woy6ssans jena 36Ress. 2002 (ua) sono cas (ovoy 9h = 201 omy airs) waMEAES PERI w $9559S (piu) rapuoddy Rc-s6.2002 (pro) rtpuoddy (asj6rsons ems5 3 (pm03) expuodiy (Pi03) xpuoddy CEES Eee i i Uta TINTS DO ra (suo) 2z = 07 amy ug) woUONEY PERS 4 SeB5—S (Osan pomsIRCs#-2002 1Res8-2000 (uo) sean oes (s10 24 9807 on wopuey) wowaREY PERI UH SesEERS (peg) Papusddy iv00 (uo) esau aig I TT att | Thus i v is (0 x2 = pe07 ony abs) woWared prBRs ut SosranS (poy) rqpuoddy (woenssans ancou(uo) sseujoug aes (cauoiOassans rents 4s (suey oz peor ony wepuey) wowones pba u sossang (pmea) rpuoddy. (uo) sso as (2,woyBssae jenn (p09) rpuoddy ete lean)g i eon oe ee oe Re A (eng eon omy wopuey) sueNe pa sssens (p09) raapuody oven yz peor ony wopuny) woueAed PR prio) raped qworOyssons OLS(2quopiessous mois (eu (pmo) rapuoddy(uo) son 1s (qqunionsons eras st Se LIN (vei z» 9001 ony wepuey) weworeg pH w SeesOnS (po) rapueddy. (uo) ssoupu gS (2auoronssons a1 so ox oy peor omy wepuEy) owEnEE HER U SOSSORS Cpe) rpueddy g 3snesst.2002 Append? moss2tn2 ILLUSTRATIVE EXAMPLE OF 2 2 SLAB THICKNESS DESIGN & 7 Example = A coment contete pavement isto be designed fora woe 3 lame Jane two-way National Highway in Kertaule Seve the a > 1TH {o-way tai is 3000 commertil veces pe day tthe end ? HELL : ‘of the construction period. The design parameters we: x / Flexural strength of cement concrete = 45 ky/em! 3 T 5 Eficctive Modulus of subgrade reaction ofthe DLC subtase glen? | 3 1t : Elastic modulus of concrete 10° ky? 4 as Poisson's ratio 15 2 3 Coeficient of them coefficient . ae of conerete = 10x were i elles Tyre pressure = 8 kgfem? & a Rate of rai increase = 0075 3 ® Spacing of contacton joins = 4.5 m 2 Width of slab 35m e ‘The axle load spectrum obtained ffom ane load survey is 3 ae ven in the following ono aes (quoeyesans remotaincstaoin Sie ae Racin | Poca oF acto | Pie nt a 06 m9 iS in is tas ios ip | 28 oa 2 vets | 30 toe 93.0 rent re = 3000 rp, Dein ie = 295 = 978 oars sve repeion in 30 ye» 3000 365 cua £1490 commer vebiles spe cent ofthe fol petitions of comet Teale = 1854657 ee i er a Shs elon ace Sota Re Desig Tf Front anes ofthe com Joads and cause small lex 1RC58.2002 sina aes “Tendon Aes Tod nvonaes | Exposed | Toadin omnes | Expected repens repens w TT % Set ® ams20 a see 6 3 2 am 1250303 2 213384 2 2a00m4 20 1780 | mers 6 so ews than 10 [3556007 | tee nan 16 _| 237083 Trial Thickness = 32 cm, Subgrade modulus ~ 8 kg/cm”, design period = 20 yrs, Modulus of rupture = 45 kg/em, Load salty factor = 1.2, Arte tond| AL [ See, | Seas | Expect] Fatgne | Foie TAL) | x12 | keen? | rato | repetition) tie, | ite tonne om car = — a Te], o |e] o | @ | ku _ CH6_ Single me 2 [mo] ai | 0% | mat [oman] 076 is | 2t6 | 2298 | ost | rms [asa] 037 16 | 192 | 2073 | oas | soos |rsa3xi0} one i _[ tes | 1845 | oat | 125080 | afte | 000 Fade ast 36 | a2 | mar | oa | ssse0 [eanior] ome sa | 384 | ts40_| 040 | 35800 | tani |_o00 inave Tugoe He consumed 106 ‘The design is unsafe since cumulative fatigue Tife consumed should be les than 1.0 ssmoa) AL | Seon | Se] Boel] Fane] Faia “Aus | x2 | teem | sao | mpesion] HN] Me a a ecmmet ofele lol of] «| oe Sage Hie 3] ma] mao | om | nia [aieao] om % [de | tive | 09 | rman] t2mio] ox te | toa | i996 | os | sex | tetany] 000 | tes | tre | 05s | aso ins] 000 “andes — 36 | 02 | ae | 08 [35500 | ttn |_ 0m ‘Canavan Ue coud OAT ‘The cumulative fatigue life consumed being less than 1, the design is safe ftom fatigue considerations, ‘Check for Temperature Stresses age wing ses = SE = 173 te? soem 2 wee FF ew neces) Dots 2 OSs tom re “Te temperate fen was taken a8 21°C fo he Kamath raion “Tot of temperature warping ses andthe highest ale ead sens = 8 TN7.3 = ie lon? which i ss han 45 Tea nen sbength So he pavement icknes of 33 ogres Rest.2002 cm is safe under the combined action of wheel load and temperature. Check for Corner Stress ‘Comer stress is not eiical in a dowelled pavement. The ‘comer stess canbe calculated value from the fllowing formula: (ef) comer Suen: 3 The 98 posi ans 16 oa. The whe therefore, is 8 tonnes. ai Radia of rlaive sist = B= Sut igen? bo = am n= oas k= Skpem Tye presue = & keen? Le 4 7 1» ras of eof contac of whee. CCosisring single ale dl whee, 2 feomd ‘cal |Ress.2002 estou Anpendi3 wee DESIGN OF DOWEL BARS i p= td : 7 amr tenes ee 3 Design Parameters i Design wel load 98 percentile ale load is 16 aces tonne. The wheel Toad, hoo therefore, is 8000". (al fossa ‘wel load) Loa Perenage of ad tate = 40 2 sien Slab thickness, h Bem Soin wi, 2 ~ 206m one suo = Radius of rlaive stiffness, [= 10383 em Permissible bearing ses in concrete is cele as under 380004 _ 9296] 4 > Bp tond R= ete = issn? fag = chanctrnic compressive = 400 kgf for 1 sles than the flexural strength of the strength of concrete cube -M-40 grade “The comer sess is cane, Las 4 Kem and the pavement thickness of 3 Osco des dee assumed is safe. ‘curing concrete 1b = diameter ofthe dowel bar = 32 em (assumed) B= SE en 292 kom? Assumed spacing between the dowel 32 em bars First dowel bar is placed ata distance = 15 cm from the pavement edge1RC8.2002 ‘Assumed length of the dowel bar = 50 em ‘Dowel bars upto a distance of 1.0 x radius of relative stifness, from the point of load application are effective in load transfer. [Number of dowel bars participating in load transfer when ‘whee! Toad is just over the dowel bar close to the edge ofthe Slab = 1 + Uspacing ~ 1+103.53/32 = 4 dowels. “Asouming thatthe load transfered by the first dowel is P, and assuming thatthe load on dowel bar ata distance of! from the fist dowel to be zero, the total load transferred by dowel bar 103 53-96 03.5364 ae 3 13s = 214s Load carted by the outer = (8000 x 04) / 2.145 dowel ba Py, 1492 kg. Check for Bearing Stress ‘Moment of Inertia of Dowel= b#64 max 3264 = 5.147 ome Relative stiffness of dowel bar embedded in concrete Bo Mawaeh 4130032 y F201 «5.187. = 0238 @ mesa xb x QPOEGED eating stress in dowel bar 1492241300 2 + (0238«2)} $e (0238) 2.0510" 5.147 276 kgjem? which is less than 292 kyjen? rence, the dowel bar spacing and diameter assumed are safe acs9.2002 Appends-A DESIGN OF TIE BARS Design Parameters Slab Thickness 33cm Lane width b asm Coefficient of frietion, 1s Density of conerete, kg/m? 2400 “Allowable tensile stress in pin bars, lem? (As per IRC:21-2000) 1250 Allowable tensile stress in deformed bars, gem? (As per IRC21-2000) 2000 Allowable bond stress for plain tie bars, = 175 kyon? Allowable bond stress for deformed 246 sie bars, kel Diameter of te bar, d 2mm Iength of the plain bar Spacing a ‘Area of steel bar per metre width of joint 10 resist the fictional force a slab botom ae 3.5x1 5x03332400 1250 3.326 emi a mcs.2002 Assuming a diameter of tie bar of 12 mm, the cross sectional area a= Se = 13 sq. em. Perimeter of i bar, P = = 377m Spacing of tie bars = NA, = 100 x 1.133.326 = ngtem Provide ata spacing of 34 em cle 2xSxA Length of te bat, L = Bee 2x 1250x113 1Sx377 42.82 em Increase length by 10 em for loss of bond due to painting and another 3m for tolerance in placement. Therefore, the length is 42.82 410 +5 = 57.82 em, Say 58 cm Spacing and length of the deformed tie bar ‘Arca of steel bar per metre width of joint t0 resist the fictional free at slab bottom «Rc8-2002 A, 4 Sx 15x 0.33% 2400 2000 = 2.079 emi Spacing of ie bars = AA = 100x1.132.079 = 5435 em Provide at a spacing of 54 em ele Length of tie bar, L 2x 20008113 26x37 = 48.74. em Increase length by 10 cm for loss of bond due to painting and another $ em for tolerance in placement. Therefor, the length 48.74 + 1045 = 63.74 em, Say 64 om Rc58-2002 Appendls-S FLEXURAL STRENGTH OF CEMENT CONCRETE Flexural strength of plain conezete as per IS:456-2000 is given fee 07a fig Where fy = flexural stength (modulus of rupture), Nima ‘iq = characteristic compressive cube strength of concrete, Num? ‘According to Croney and Croney fy = 049 x £05 for pravel aggregates and fe = 036% £497 or crushed aggregates For M40 concrete, f values from the above thee equations are fobiained as 44.27(18:456), 37.26 (gravel) and 47.61 kglem? (rushed rock) respectively: Hence flexural strength of 45 kg ‘em? 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 Texure tests, therefore, should form the erteion for evaluating the strength of pavement concrete MODULUS OF ELASTICITY Pavement concrete is subjected 10 dynamic loading and the tatio 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 smal,1ncs.2002 ihe por 1456-200, Static modulus of lasticty Eis ven a8 Gin Nam®) = 5000 La evils and Brooks recommend te following expression EF Neve rte moduli om the aby compressive =n Gin Nim) = 9100 f°? ‘For M40 coneet, the moduli as per the above equa tT ra gral Nm? respectively. According 1 BS:8) 2 poss the mean value of ate modus oF SEED earn’ for MAO cones. The ACT Building Code °0 Bergoves an Evalue of 32000 Nima? for MAO oats 89 ves Spent association of USA preseibes a value Of roe Nin (4 106 pt) forthe castic modus of Dav 0er” 2a IASHTO gives design curves fo, E values of 21000, 38000, 38000, 42000 and 49000 Nim end E values between 25000 and CCroney and Croney, recom 40000 Nim inthe ight of the above, the E vue of MAO coneree TM te age 3074 03162, Th recommended valle oF take ne aity of paverentconerete is 3X10" Ke modu vals figure only a fourth oot res COmPNETT Sine un inrene in Eval snereaes te tes 1 22 ee per con nese inp vale rom 015 £0 020 cork Ase ent nese in ses, may te ote at © ce ceases with incense in strength of cones « Ress. 2002 Appendis-6 WESTERGAARD EQUATION ‘head sess intel a eg region may be obtained per Westergaard analysis, modified rel a ee cman ene o = 0.529 Pike (140.54 1) [4 lo + om Pa 1) [4 logig (Hb) + logio b Where, = ond strss inthe edge region, kgfem? P= design wheel load, ke half of the single axle Toad one-fourth of the tandem axle load pavement thickness, em Poisson's ratio for conerete rmodilus of elasticity of concrete, kgfem? modulus of subgrade reaction, kyl’ radius of relative stiffness, em [env (142) 1b. = radius of equivalent distribution of pressure a for a> .724 (1.6 a2 bey - 0.675 b, for alhc1.724 a = radius of load contact area, assumed circular,[852.1 Pygryt (Sin) (Py0.5227 QI for Single axle dual wheels Py = load on one sre $= cle distance of two tyres in dual whe! assembly, 31em 9 © tre pressure, 8 kg/em?