CONCRETE PAVEMENT DESIGN

IRC:58-2011
DESIGN METHODS
IRC METHODS
AASHTO METHOD AUSTROADS METHOD
PCA METHOD
IRC:SP: 62-2002
Low Volume Traffic
Heavy Traffic
CONCRETE PAVEMENT DESIGN FOR RURAL
ROADS
Background:
Concrete pavements or rigid pavements offer an alternative to
flexible pavements especially where
the soil strength is poor,
the aggregates are costly and
drainage conditions are bad
road is passing though villages & water-logged areas
CHOICE OF PAVEMENTS:
The choice of pavement depends on:
1. Local soil strength
2. Availability of construction materials
3. Seriousness of drainage aspects
4. Alignment of roads (if passing village & if it is
water logging area)
5. Life-cycle cost
OPTIONS OF CONCRETE PAVEMENTS (for rural
roads):
1. Conventional screed-compacted pavements
2. Roller Compacted Concrete Pavements (RCCP)
3. Interlocking Concrete Pavements (ICBP)
1. Wheel load
2. Tyre Pressure
3. Design period
4. Characteristics of the Subgrade
5. Sub-base
6. Concrete Strength
7. Modulus of elasticity and Poissons Ratio
8. Coefficient of Thermal Expansion
FACTORS GOVERNING DESIGN for
Rural Roads
1. Wheel load
The legal axle load is 102 kN
Therefore , the pavement may be designed for
51 kN
For link roads serving villages where traffic consists of agricultural
tractors and trailers and light commercial vehicles only, a design
wheel load of 30 kN may be considered
2. Tyre Pressure
For a wheel load of 51 kN, 0.7 MPa may be considered
For 30 kN wheel load, 0.5 MPa may be
considered
3. Design Period
Minimum 20 years is considered
Wheel load repetitions and fatigue life
consumption concept is not recommended in
IRC:SP:62-2002
4. Characteristics of the Subgrade
In case of rigid pavement design, modulus of subgrade
reaction, k-value is important & is determined in
accordance with IS:9214-1974 (750 mm dia plate is
recommended)
k
750
= 0.5 k
300
If plate other than 750 mm dia is
used
k-value is desirable to determine during or soon after the rainy
season, since subgrade strength is affected by the moisture
content.
Approximate k-value corresponding to
soaked CBR values
5. Sub-base
Sub-base layer is provided for the following reasons:
1. This layer provides a uniform and reasonably firm support
2. This layer prevents mud-pumping on sungrade of clays &
silts
3. This layer acts as leveling course on distorted, non-uniform
and undulating subgrade
4. This layer acts as a capillary cut-off
For wheel load design of 51 kN
-150 mm thick WBM using 53-22.4 mm aggregate
-GSB
-Soil-cement or Soil-Lime
Choice of sub-base:
For wheel load design of 30 kN
-75 mm thick WBM
The effective k-value may be taken as 20% more than
the k-value of the subgrade
If WBM/ GSB/Soil-cement/Soil-lime bases are used as
sub-base
Separation Membrane
A plastic sheet of 125 microns thickness is normally
provided over the sub-base to act as a separation layer
b/w sub-base and concrete slab
In case of rigid pavement, slab is failed due to bending
stresses, it is necessary that slab design is based on
the flexural strength of concrete
6. Concrete Strength
If no facilities for flexural strength determination
Concrete mix design may be carried out based on
compressive strength values
Fcr = 0.7 fck
Fck = characteristic compressive strength (MPa)
(1)
For Rural Roads, it is suggested that the 90-day strength be
used instead of 28-day strength
Because traffic develops only after the lapse of a period of
time
Hence, to get 90-day strength, 1.10 times the 28-day flexural
strength is considered
7. Modulus of Elasticity and Poissons Ratio
E-value may be taken as 3.0 x 10
4
MPa
Poissons ratio may be 0.15
8. Coefficient of Thermal Expansion
= 10 x 10
-6
per
0
C
DESIGN OF SLAB
THICKNESS
Factors affecting design of pavement thickness
are:
1. Traffic loads
2. Temperature variations
3. Effect of moisture changes
4. Shrinkage effects
Considered not critical
to thickness design due
smaller magnitude
CRITICAL LOAD POSITIONS
Critical load positions take placed in three
locations:
1. Interior loading
2. Edge loading
3. Corner loading
Interior loading
Westergaard
considered interior
loading as a case
when the load is
applied at a
considerable distance
from the pavement
edge
i = max stress at interior loading kg/cm
2
h = slab thickness, cm
W = wheel load, kg
= radius of relative stiffness, cm
b = radius of resisting section, cm
(2)
Edge loading
Edge loading (tensile
stress at the slab bottom)
i = max stress at interior loading kg/cm
2
h = slab thickness, cm
W = wheel load, kg
= radius of relative stiffness, cm
b = radius of resisting section, cm
(3)
Corner loading
Corner loading (tensile
stress at slab top)
a = radius of wheel contact area, cm
Where b=a when a 1.724h;
When a < 1.724h b =
(4)
(5)
(i) Critical Stress Condition
The flexural stress at the bottom layer
of the concrete slab is the maximum during
the day hours when the axle loads act
midway on the pavement slab while there is
a positive temperature gradient as shown in
Fig.1. This condition is likely to produce
bottomup cracking (BUC)
Fig. 1. Axle
Load Placed in
the Middle of the
Slab during Mid-
Day
(i) Critical Stress Condition
During the night hours, the top surface
is cooler than the bottom surface and the
ends of the slab curl up resulting in loss
of support for the slab as shown in Fig.2.
Due to the restraint provided
by the self weight of concrete
and by the dowel
connections, temperature
tensile stresses are caused
at the top
Placement of Axles for Maximum Edge
Flexural stress at Bottom of the slab without
Tied Concrete Shoulders
For the
tied
concrete
shoulders
also, the
maximum
stress
occurs at
the same
locations
Different axle load positions causing tensile
stress at the top of the slab with tied shoulder
The least stress is induced in the
interior where the slab is
continuous in all directions
Interior slab
Magnitude of
stress under the
action of load
Edge stress
Corner stress
Under the action of load
Maximum stress is induced in the
corner region as the corner is
discontinuous in TWO directions
especially when dowel bars are not
provided in rural roads
The edge being discontinuous in
one direction only has lower stress
in comparison to corner region
The least stress is induced in the
interior where the slab is
continuous in all directions
Interior slab
Magnitude of
stress under the
action of load
Edge stress
Corner stress
Under the action of load
Maximum stress is induced in the
corner region as the corner is
discontinuous in TWO directions
especially when dowel bars are not
provided in rural roads
The edge being discontinuous in
one direction only has lower stress
in comparison to corner region
Therefore, design of slab thickness is based on the more
critical condition of the two
(i) Edge stresses
(ii) Temperature differential
(iii) Corner stresses
CALCULATION OF STRESSES
1. Edge stresses
(i) Due to load
(ii) Due to temperature
The load stress in the critical edge region may be
obtained as Westergaard analysis as modified by
Teller and Sutherland from the following correlation
(i) Edge stress due to load
(6)
(7)
(ii) Edge stress due to temperature
(8)
Bradburys Chart
Recommended
temperature
differentials for
concrete slab
Corner Stress
It can be found by using Westergaards analysis modified by
Kelley
(9)
DESIGN CHART
Fig. 1
DESIGN CHART
Fig. 2
DESIGN CHART
Fig. 3
DESIGN CHART
Fig. 4
DESIGN PROCEDURE
Select design wheel load
Decide grade of concrete & its flexural strength
Get the modulus of subgrade reaction (k-value) either
get the real data or based on soaked CBR value
Get the modulus of elasticity of concrete (3.0 x 10
4
MPa)
Get the Poissons ratio (0.15)
Coefficient of thermal expansion of concrete
() 10 x 10
-6
per
0
C
DESIGN PROCEDURE
Decide joint spacing and lane width
Select tentative design thickness of slab, based on defined
design load, k-value/CBR & flexural strength of concrete
Ascertain maximum temperature stress for the critical
edge region (Eqn 8) or Fig. 5
Calculate the residual available strength of
concrete for supporting traffic loads region
Ascertain edge load stress from (Eqn 6) or Fig
1 &3 and calculate the factor of safety
Fig. 5
In case the availability factor of safety is less than or far
in excess of 1, adjust the tentative slab thickness and
repeat above steps till factor of safety is 1 or slightly more
Check the adequacy of thickness in the corner region by
ascertaining corner load stress from eqn (9) or Figs 2 or
4
CONCRETE PAVEMENT THICKNESS FOR RURAL ROADS
Maximum
temperature is
considered in the
computation
Design thickness
values are based on
the 90-day strength
Following design
parameters have
been considered in
preparing this table
THANK YOU