Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-3 , 2016
ISSN : 2454-1362 , http://www.onlinejournal.in
Comparative Analysis of Pavement
Quality Concrete and Dry Lean
Concrete Multi-layered Rigid Pavement
Slabs
P. Easwary1 & J.P. Annie Sweetlin2
1
Assistant Professor, Dr.Paul’s Engineering College, Villupuram, Tamilnadu, India.
2
Associate Professor, Dr.Paul’s Engineering College, Villupuram, Tamilnadu, India.
Abstract : In actual practice rigid pavements consist
of Dry Lean Concrete (DLC) as a bottom layer and
Pavement Quality Concrete (PQC) as a top layer. In
the present study the experimental investigation is
proposed to understand the behaviour PQC- DLC
slab subjected to static load. It was observed that
load deflection pattern for multi-layered slabs
appear to be equally ductile when compared with
PQC slabs but are less rigid in terms of load
carrying capacity. By considering the DLC as a part
of the pavement, a composite and economical cement
concrete pavement can be designed. Among the
multi-layered slabs tested, equal layer thickness of
PQC and DLC (37.5mm each) yield the similar load
carrying capacity as that of PQC slab of 75mm
thick( Reference slab). However the multi-layered
slab with 25mm PQC satisfies the requirement of
IRC 58 – 2001 in terms of stress (4 MPa). It is
concluded that multi-layered slabs with DLC and
PQC combination is technically viable and
economically feasible.
Key Words: Dry Lean Concrete, Pavement Quality
Concrete, Multi-layered slab
1. Introduction
The term pavement includes all the structural
layers of road structure lying on the sub grade of the
road. The main purpose of highway pavement is to
provide adequate support for the loads imposed by
traffic and a satisfactory surface upon which
highway vehicles can operate. Based on the
structural behaviour, pavements are generally
classified into two categories 1. Flexible pavements
2. Rigid pavements. Flexible pavements are those,
which on the whole have low or negligible flexural
strength and are rather flexible in their structural
action under the loads. The rigid pavement has the
slab action and is capable of transmitting the wheel
load stresses through a wider area below. The main
point of difference in the structural behaviour of
Imperial Journal of Interdisciplinary Research (IJIR)
rigid pavement as compared to the flexible pavement
is that the critical condition of stress in the rigid
pavement is the maximum flexural stress occurring -
in the slab due to-.wheel load and the temperature
changes where-as in the flexible pavement it is the
distribution of compressive stresses. As per IRC 58 –
2002 the factors governing design considered are:
single and tandem axle loads, their repetition, tyre
pressure and lateral placement characteristics of
commercial vehicles. 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.
2. Need for the present study
The design procedure detailed above is to arrive at
the thickness of pavement slab which will be placed
on DLC base. DLC layer is considered as semi-rigid
layer which can also contribute to the structural
rigidity of the pavement as a whole. The net effect is
that the DLC also becomes structurally active
component along with the designed pavement layer
contributing in reducing the stresses and deflection.
This contribution of the DLC layer is not recognized
in the above design procedure. If DLC is also taken
as an integral part of the total pavement thickness
then the layer becomes composite in nature.
Behavior of such as composite material needs to be
investigated under loading. Hence, there is a need to
go in for the study of composite rigid pavement.
3. Review of literature
Martin et al. (2007) carried out studies on
concrete – Asphalt composite slabs subjected to
static and dynamic loading .They observed that
average interfacial shear strength increase with the
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Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-3 , 2016
ISSN : 2454-1362 , http://www.onlinejournal.in

age of the composite. They observed that the sample slip values at the FRP – concrete interface. A
failure generally occurred in the asphalt material near sandwich model for slab elements has been
the interface. The study has experimentally described, and a limit for the nominal shear stress
investigated static and dynamic interfacial failure due to the principal shear force suggested. For the
between concrete and asphalt materials related to case of uncracked core, no transverse reinforcement
roadway application. The interface fracture has to be provided and the in plane reinforcement
toughness was found to be less than that of either must not be strengthened to account for transverse
homogenous concrete or asphalt. This finding would shear.
suggest that fracture should occur along the
interface, it was observed that sample failure
generally occurred in the asphalt material near the 4. Materials and methods
interface.
Abdul -Razzak et al. (2007) developed models Selection of material : In continuation with the
concerning the plasticity theory proved to give scope set for the present study, the materials
satisfactory results for time dependent analyses of satisfying the requirements of IRC 58-2002 for both
reinforced concrete slabs. The effects of bi-axial surface layer (pavement quality concrete, PQC) and
creep and shrinkage are considered using the the base layer (dry lean concrete, DLC) are selected.
provisions of ACI Committee 209. The yield Selection of specimen size: Keeping in view of
condition is formulated in terms of two stress the cost the specimens size for carrying out studies
invariants. The movement of the subsequent loading on flexural behaviour of multi-layered Cement
surfaces is controlled by hardening rule. Concrete is selected as rectangular with dimensions
Shad Sargand, et al. (2005) carried out studies on 750 mm x 500 mm x 75 mm. However, layer
temperature gradients in P.C.C slabs were moderate thickness (h) is varied as detailed below:
during the curing period because of constant room Table 1: Specimen Thickness
temperature. After the heats of hydration have Specimen No Thickness of Thickness of
dissipated, slab temperature gradients approach zero PQC DLC
and LVDT (Linear Variable Differential in mm in mm
Transformers) data indicated that the amount of 1 75 0
warping on undoweled slabs was much greater than 2 37.5 37.5
on the doweled slabs. As slab temperature gradients 3 50 25
changed, the undoweled section had greater 4 25 50
deflection than the doweled section. Corner 5 0 75
deflection on both section continued to increase with
time when air temperature was held constant. Table 2: Material properties
Where the polythene separation layer between the S.No Material Property
concrete slabs and dry lean concrete slabs and dry 1 Cement OPC 53 grade
lean concrete (DLC) sub-base is eliminated a Compressive strength
monolithic action of two layers results and this (28days) = 43.3 MPa
action can be exploited to reduce the pavement 2 Fine aggregate Fineness modulus =
thickness. The layer below DLC has to be smooth 2.365
and may warrant an antifriction layer to allow Specific gravity = 2.6
thermal movements to take place without any Water absorption = 1%
hindrance. Based on stress – based multi-layered Grading = Zone II
plate theory the interface transverse normal stress is 3 Coarse Fineness modulus = 2.86
more sensitive to the sub grade and base layer aggregate Specific gravity = 2.6
modulus than that of the concrete surface layer in the Water absorption = 0.5
studied modulus range. A very stiff sub grade can %
result in the interface transverse normal stress two or Grading = Zone II
three times as high as the value of interface stress
when a typical natural sub grade is used. The
interface fracture toughness was found to be less Properties of PQC: The mix for the top layer of
than that of either homogenous concrete or asphalt. the layered slab was designed as Pavement Quality
It was observed that sample failure generally Concrete (PQC) per IRC 44-1976, for a target beam
occurred in the asphalt material near the interface. In flexural strength of 3.5 MPa. The various trials of the
case of thin SFRC and Ferro fibro overlays provision mix was tried and the details of the concrete mix
of sub base / base is necessary for thin SFRC satisfying the strength requirement are presented in
pavements over weaker sub grades. Increasing the Table 3
FRP plate and the concrete substrate, results in lower

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Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-3 , 2016
ISSN : 2454-1362 , http://www.onlinejournal.in

Table 3: Properties of PQC

S. No. Properties Evaluated value

1. Cement used OPC 53 grade
(Ramco)
2. Cement content 420kg/m3
3. Mix proportion 1:1.27:2.76
4. W/C ratio 0.46
5. Slump value (mm) 110mm
7. Flexural strength @ 4.09MPa
28 days
8. Admixture Not used

Properties of DLC: Mix proportion for the bottom

layer was arrived after few trail mixes which was
designed as Dry Lean Concrete (DLC) for a flexural
strength of 10 MPa at 28 days. The various trials of Figure 1. Apparatus setup
the mix was tried and the details of the concrete mix
satisfying the strength requirement are presented in
Table 4

Table 4: Properties of DLC

S. No. Properties Evaluated value

1. Cement used OPC 53 grade
(Ramco)
2. Cement content 200kg/m3
3. Coarse aggregate 19 & down
used
4. W/C ratio 0.5
5. Slump value (mm) 0
6. Mix proportion 1:3.33:7.24
7. Flexural strength @ 1.22 MPa
28 days
Figure 2. Point load setup
Testing of specimen: Central point load test was
carried out to determine the central deflections of the
slabs placed on a confined granular sub grade.
Apparatus Required: Bearing plate: mild steel
circular plate of diameter 30cm attached with point
load, Loading equipment with a screw jack, Proving
ring of 100 kN capacity, Dial gauges.
Procedure for point load test on slabs: Point
load test is done as per IS: 1888-1971 and IS: 5249-
1977. The loading mechanism should have the
facility to apply and remove loads quickly. The
loading procedure is as follows: The slab was placed
over the levelled sub grade in the pit. Then on the
slab, a 30 cm diameter mild steel plate attached with
point load with hydraulic jack arrangement was
placed. A Proving ring 100 kN capacity was used to
read the loading on the slab. Four dial gauges were Figure 3. Failed specimens
used to measure the deflections of the slab at the
desired locations. Loading is noted from 0,5,10 up
to failure of the specimen and the corresponding
deflections were noted in the dial gauges.

Imperial Journal of Interdisciplinary Research (IJIR) Page 646

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-3 , 2016
ISSN : 2454-1362 , http://www.onlinejournal.in

5. Results and Discussion

In the present study total slab thickness was

taken as 75 mm. Monolithic slab cast using
pavement quality concrete (PQC) was selected as
reference slab. Part of the thickness of the reference
slab was replaced with low strength concrete (dry
lean concrete, DLC). Three replacements, namely Series 1 PQC
0.3 h, 0.5h and 0.67 h were selected. All the slabs Series 2 DLC
were placed on a granular soil layer and tested with
central point loading. Central deflection was
recorded using dial gauges. 100 kN proving ring was
used in plate load test set up to apply the load.
Bottom fibre stress and the strain were computed Fig 6: Deflection of Monolithic PQC & layered
based on the observed load and the surface deflection DLC 37.5
respectively. The results, both observed and
computed are presented here.

Load – deflection behaviour of the slabs: Average Series 1 PQC

values of six specimens in each series namely, PQC, Series 2 DLC
DLC, DLC25, DLC50, DLC75 were tested under
monotonic loading. PQC series slab was taken as
reference slab. Hence, load deflection curves for
other series are presented along with that of
reference slab and shown in figs 4 to 7

Series 1 PQC Fig 7: Deflection of Monolithic PQC & layered

Series 2 DLC DLC 75

Fig 4 shows that PQC slab yield a maximum

deflection before failure was about 11 mm at which
it sustained a load of 45 kN. The magnitude of the
load is higher for the size of the slab that too for
point loading. This is because the slab was placed on
a granular medium (well graded sand) and the slab
had the advantage of continuous support. In addition
Fig 4: Deflection of Monolithic PQC & layered to this the slab was cast using a rich grade of
DLC 25 concrete used (M35 grade). However, the large
deflection before failure is due to the rectangular
shape of the slab. Length to breadth ratio was 1.5.
Series 1 PQC The slab failed almost near to the geometric center
Series 2 DLC and failure plane was parallel to the smaller
dimension. This indicated that the slab had
unidirectional bending pattern. Two way bending
was not be visualized while testing. Sub-grade
support also would have induced the ductility in the
slab. For all the slabs the similar failure pattern was
observed.
However, the load magnitude before failure for DLC
slab was 4 kN (fig 7 ). Corresponding deflection was
about 7 mm which is about half of the corresponding
values observed for PQC slabs. This low
Fig 5: Deflection of Monolithic PQC & layered performance is due to the low grade of the mix used
DLC 50 (M10). It is interesting to note that the DLC slab has
crossed the design deflection requirement of 1.25
mm, usually prescribed for rigid pavements, without

Imperial Journal of Interdisciplinary Research (IJIR) Page 647

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-3 , 2016
ISSN : 2454-1362 , http://www.onlinejournal.in
failure. This indicates that the DLC slab also has
ductility sufficient in terms of design deflection.
Load deflection pattern for multi layered slabs is
presented in figs 4 to 6 show that, as the PQC was
introduced with DLC, pre failure load increased from
5 kN to 6.5 kN for PQC replacements of 50 mm to
25 mm. Whereas the deflection values vary between
9 mm and 11 mm. Multilayered slabs appear to be
equally ductile when compared with PQC slabs but
are less rigid in terms of load carrying capacity. The
from the above it can be inferred that by considering
the DLC as a part of the pavement cement concrete
pavement can be designed as semi-ductile material.
Semi-ductile material has an advantage of
adaptability to variations in the deflection. To
further strengthen the above statement load was
computed at the permitted deflection of 1.25 mm and
presented in table 5.
Table 5: Load sustained at permitted deflection of
1.25 mm
Sl.No. Specimen Load (kN)
1 PQC 75 8.320
2 DLC 75 2.076
3 DLC 25, PQC 50 4.015
4 DLC 50, PQC 25 3.462
5 DLC 37.5, PQC 37.5 8.330
It is seen from the table 5 that for DLC slab load
sustained at 1.25 mm deflection reduce from 8.3
MPa to about 2MPa. That is DLC slab which is semi
rigid in nature could resist only 25 percent load when
compared with PQC slab. Low strength of the DLC
having a elastic modulus of 12.52 x 103 N/mm2
made it a more ductile and relatively soft material.
When PQC material is introduced for the partial
thickness of 25mm, load carrying capacity
marginally improved to 40 percent. It is significant to
observe that further increase in the PQC layer
thickness improved the load drastically and in fact
marginally exceeded the load on PQC. This is
because multi-layered slab is economical but sustain
same load as that of PQC slab.
Stress and strain relationship: Measured load and
deflection values are used to compute the average
stress and strain across the thickness for each of the
slab. Average values of six slabs are presented in the
figs 8 through 9.
Imperial Journal of Interdisciplinary Research (IJIR)
12 Series1
10
Stress (N/mm2)
8 Series2
6
4
2
0
0 20 40 60
Strain x10-5
Fig 8: Stress and Strain relationship for DLC25
And PQC 75
Series 1 DLC
Series 2 PQC
Fig 9: Stress and Strain relationship for DLC 37.5
And PQC 75
Series 1 DLC
Series 2 PQC
Fig 10: Stress and Strain relationship for DLC 50
And PQC 75
From the figs 8 through 11 it seen that the DLC75
slab yield about 33.33% strain and corresponding
stresses about 13% when compared with PQC75.
When part of DLC is replaced with PQC slabs
started to improve its performance. When the top 50
mm thickness of DLC slab is replaced with 50 mm
PQC, bending stress recorded was 2.1 MPa and the
corresponding strain value is about 20 % as that of
PQC slab. Hence, introduction of PQC layer showed
significant increase in stress value. Similar trend was
observed for other slabs also.
For 37.5 mm thickness of PQC stress value increased
to about 3 MPa while strain value marginally
exceeds PQC. In this case both the stress value has
significantly increased while the slab becomes more
ductile with the increase in strain value. The strength
advantage of PQC and the flexibility advantage of
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Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-3 , 2016
ISSN : 2454-1362 , http://www.onlinejournal.in
DLC were observed in this combination of PQC and
DLC. Further decrease in the thickness of PQC
(25mm) resulted in decrease of strain while stress
value showed improvement. With stress value of 4
MPa the slab satisfies the requirement of
IRC58:2001 and low strain makes the slab more
rigid (strain 40% of OPC). In this combination PQC
imparts the sustainability and reduces the flexibility
of the slab. However for the rigid pavement
permitted surface defection is normally taken as 1.25
mm. Stress and strain values in the slabs at the above
level of deflection is computed and presented in table
6 SEM 2007 Annual Conference and
Table 6: Stress and strain at the permitted
deflection of 1.25 mm
S.No Specimen Stress (N/mm2) Strain x10-5
1 PQC 75 0.012 0.054
2 DLC 75 0.025 0.11
3 DLC25 0.023 0.362
4 DLC37.5 0.0099 0.0443
5 DLC50 0.025 0.1119
DLC 75 slab which is considered as a semi rigid in
nature, showed about 20 times more strain at twice
the stress value when compared with PQC slab. With
part replacement of DLC with PQC (25 mm) no
significant variation is observed in both the stress
and strain values. Further increase in the thickness
of PQC (37.5 mm) both strain and stress level have
reduced. Interestingly when the PQC thickness is
increased to 50 mm stress value did not indicate
significant change but strain value significantly
increased.
6. Conclusion
Experimental work carried out in the laboratory
on the model pavement slabs. Deflection values from
lab investigation were used to compute other
parameters. The following are the conclusions drawn
from the observations made in the laboratory.
1. Magnitude of the failure load is higher for the size
of the slabs tested.
2. Large deflection observed before failure.
3. The DLC slabs can sustain the load for the design
deflection requirement of 1.25 mm, usually
prescribed for rigid pavements, without failure.
4. Load deflection pattern for multi layered slabs
appear to be equally ductile when compared with
PQC slabs.
5. DLC slab resist only 25 percent load when
compared with PQC slab.
6.Among the multilayer slabs tested, equal layer
thickness of PQC and DLC (37.5 mm each) yield the
similar load carrying capacity as that of PQC slab of
75 mm thick (reference slab).
Imperial Journal of Interdisciplinary Research (IJIR)
However the multilayer slab with 25 mm PQC
satisfies the requirement of IRC58:2001in terms of
stress (4 MPa)
7. It is concluded that multilayer slabs with DLC and
PQC combination is technically viable and
economically feasible.
7. References
1. Martin H. Sadd, Venkat KS Subramaniam,
Arun Shukla,Wayne Lee “Interfacial Failure
Behaviour of Concrete-Asphalt Bi-
Materials” Paper 107, Proceedings of the
Exposition, Spring field, Massachusetts,
USA, June 4-6, 2007,Copyright Society for
Experimental Mechanics, Inc., Bethel, CT
USA (2007) , 1 – 10.
2. Abdul –Razzak & Al jurma, “Effects of Mix
property on Time Dependent Behaviour of
Reinforced Concrete Slabs” Engg., &
Technology Vol 25, Sup.of No,2007,266-
281
3. Wei Tu, “Response Modelling of Pavement
Subjected to Dynamic surface loading based
on stress-based Multi-layer plate theory”,
2007.
4. S.K. Kaushik, RM.Vasan, P.N. Godbole,
D.C. Goel and S.K. Khanna “Structural
Behaviour of Thin SFRC and Ferro-Fibro
Overlays” SP 124-15, September 1990.
5. W.E.EI Sayed et al “Modelling of
Debonding Failures in FRP-Strengthened
Two – way slabs” sp 230-27 461-480,
2001.
6. Shad Sargand, Mark Swanlund,Jason wise,
and William Edwards “Evaluation of slab
shape under controlled environmental
Conditions” ACI journal / july – August
2005 Title no: 102 – S60, 588-595.
7. IRC : 58 – 2002, “Guidelines for design of
plain jointed rigid pavement for highways”
(Second Revision)
8. IRC : SP :49-1998, “Guidelines for the use
of Dry lean concrete as sub-base for rigid
pavement”.
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