DesignofRigidPavement

ElementsofaTypicalRigidPavement
y Atypicalrigidpavementhasthreeelements:

i)Subgrade;ii)Subbase;iii)Concreteslab y Subgrade istheinsitusoiloverwhichthepavement structureissupported. y Stiffnessofthesubgrade ismeasuredbymodulusof subgrade reaction(K). y Kisdeterminedwiththeassumptionthattheslabis restingondensefluidandthusthereactivepressureof soilonpavementislinearlyproportionaltothe deflectionoftheslab. y ValueofKiswidelydependantuponthesoiltype,soil density,andmoisturecontent. y Kisdeterminedbyplatebearingtest.

ElementsofaTypicalRigidPavement

(contd)

y Subbase isthelayerofselectedgranularmaterialsplaced

onthesubgrade soilandimmediatelybelowtheconcrete pavement y Itisprovidedforthefollowingpurposes yToprovideanuniformandreasonablefirmpavement support. yTopreventmudpumping. yToprovidelevelling courseonundulatedanddistorted subgrade. yToactascapillarycutoff. y Itisnotapartoftherigidpavementstructureasitisnot providedtoimpartstrengthtothepavementstructure.

ElementsofaTypicalRigidPavement
y Constructionofsubbaseisgenerallydoneby

(contd)

yGranular material like natural gravel, crushed slag,

crushedconcrete,brickmetal,laterite,soilaggregateetc. yGranularconstructionlikeWBMorWMM yStabilizedsoil ySemi rigid material like Lime clay Puzzolana Concrete, LimeFlyash Concrete,DryLeanConcrete. y Concrete Slab is designed on the basis of flexural strength ofconcrete. y Due to repeated application of flexural stresses by the traffic loads, progressive fatigue damage takes place in the cement concrete slab in the form of gradual developmentofmicrocracks.

ElementsofaTypicalRigidPavement

(contd)

y Therationbetweenflexuralstressduetotheloadandthe

flexuralstrengthofconcreteistermedastheStressRatio (SR).IfSR<0.45theconcreteisexpectedtosustain infinitenumberofrepetition. y Variouspropertiesofconcreteasrecommendedforuseas rigidpavementare y Flexuralstrength:45kg/cm2; y ModulusofElasticity:3x105 kg/cm2; y Poisson'sratio:0.15; y Coefficientofthermalexpansion:10x106 /C.

TypesofRigidPavement
y TherearefourtypesofRigidPavement y Jointedandunreinforced concretepavement y Jointedandreinforcedconcretepavement y Continuouslyreinforcedconcretepavement y Prestressed ConcretePavement y MostoftherigidpavementsinIndiaarejointedand

unreinforced concretepavement.ThenecessaryIRC designguidelinesare y IRC: 58 2002 (Guideline for the Design of Plain Jointed RigidPavementsforHighways) y IRC: 15 2002 (Standard Specifications and Code of PracticeforConstructionofConcreteRoads) y IRC:SP:62 2007

StressesinRigidPavement
y Stressesinconcretepavementareproduceddueto

followingreasons y Appliedwheelload y Changesintemperature y Changesinmoisturecontent y Volumetricchangesinsoilsubgrade y Indesignofrigidpavementstressesduetoappliedwheel loadandchangesintemperatureareconsidered. y Sincethenatureofthestressesduetochangesin moisturecontentisreversethatofstressesduetochanges intemperature,itisnotconsideredinthicknessdesign. y Stressesduetovolumetricchangesofsubgrade soilis takencarebyproperlyselectedsubbasecourse.

Westergaard Analysis
y H.M.Westergaard isconsideredtobepioneerpersonin

rigidpavementdesign. y ThebasicassumptionsinWestergaard (1925)analysisfor computationofstressesare i. Concreteslabactsasahomogenous,isotropic,and elasticsolidinequilibrium. ii. Thereactionofsubgrade areverticalonlyandtheyare proportionaltothedeflectionoftheslab.Thisreaction ofsubgrade perunitareaatanygivenpointisequalto aconstantKmultipliedbythedeflectionatthatpoint. iii. Thethicknessoftheslabisuniform. iv. Theloadattheinteriorandatthecorneroftheslabis distributeduniformlyoveracircularareaofcontact.

Westergaard Analysis

(contd)

v. Forcornerloadingthecircumferenceoftheareaof

contactistangentialtotheedgeoftheslab. vi. Fortheloadattheedgeoftheslabisuniformly distributedoverasemicircularareacontact.The diameterofthesemicircleiswiththeedgeoftheslab. y Criticalstresslocations y Interior:Thisisthepositionwithintheslabwhichisat anyplaceremotefromalltheedges. y Edge:Thisisthepositionoftheslabwhichissituatedin theedge,remotefromthecorners. y Corner:Thisisthepositionwhichissituatedatthe bisectorofthecornerangle.

Westergaard Analysis
Interior Edge

(contd)

Corner

StressesduetoWheelLoad
y Under the wheel load the interior and the edge of the slab

y y

y y y

behaveslikeasimplesupportedbeamhavingtensionatthe bottom. Under the action of wheel load corner may behave as a cantileverspeciallywhentheslabiscasted panelbypanel. The maximum tensile stress may be found at corner as this location is considered as discontinuous from all the directions. As the edge is discontinuous in one direction this location mayencounterlesserstressthanthecorner. Loads applied at the longitudinal edge can produce more stressthanthatatthetransverseedge. Leaststressisoccurredattheinteriorasthispositionofthe slabiscontinuousinalldirections.

StressesduetoWheelLoad
y Computationofstressatedgelocation

(contd)

y The original equations of Westergaard has been

modifiedbyseveralresearchers. y As per IRC the stresses due to wheel load may be determined by the software IITRIGID developed at IIT Kharagpur. y The stresses at edge may also be computed by the followingequationasmodifiedbyTeller&Sutherland

le = (0.529 2 )(1+ 0.54)[4 log10 ( ) + log10 (b) 0.4048]

P h

l b

StressesduetoWheelLoad

(contd)

y le =WheelLoadStressatEdgeRegion(kg/cm2) y P=DesignWheelLoad(kg)or ofSingleAxleLoad(kg)or y y y y y y y

ofTandemAxleLoad(kg) h=Pavementthickness(cm) =Poisson'sRatio E=ModulusofElasticityofConcrete(kg/cm2) k=ModulusofSubgrade Reaction(kg/cm3) l=RadiusofRelativeStiffness(cm) b=EquivalentRadiusofResistingSection(cm) a=RadiusofLoadContactArea(cm)

StressesduetoWheelLoad
y Relativestiffnessofslabtosubgrade

(contd)

y A certain degree of resistance to slab deflection is

offeredbythesubgrade. y The subgrade deformation is same as the slab deflection. Hence the slab deflection is direct measurement of the magnitude of the subgrade pressure. y The resistance to deformation depends on the stiffness of the supporting medium as well as on the flexural stiffnesstheslab. y This pressure deformation characteristics of rigid pavement lead Westergaard to define the term radius of relativestiffness(l).lincmisgivenby Eh 3 l=4 12 (1 2 ) k

y EquivalentRadiusofResistingSection y The wheel load concentrates on a small area of the

pavement y The area of the pavement that is effective in resisting the bending moment due to that load may be more than tyre imprintarea. y The maximum bending moment occurs under the loaded areaandactsradialinalldirections. y The area of the pavement that is effective in resisting the bending moment due to a wheel load is known as Equivalent Radius of Resisting Section or also as Radius of EquivalentDistributionofPressure.
b = a = for 1 .6 a
2

a 1 . 724 h + h
2

0 . 675 h

for

a < 1 . 724 h

StressesduetoWheelLoad
y ComputationofStressatCornerLocation

(contd)

y Wheel load stress at corner region is obtained as per

Westergaards analysismodifiedbyKelley

3P lc = 2 h

a 2 1 .2 1 l

y lc =WheelLoadStressatCornerRegion(kg/cm2)

StressesduetoTemperatureVariation
y Stressesareinducedintheslabduetovariationof

temperature y Thetemperaturevariationmaybeoftwotypes y dailyvariationresultinginatemperaturegradientacross thethicknessoftheslab,and y seasonalvariationresultinginuniformchangeinthe slabtemperature. y Theformerresultsinwarpingstressesandthelaterin frictionalstresses.

StressesduetoTemperatureVariation
y TemperatureWarpingStresses

(contd)

y Cement concrete pavement undergoes a daily cyclic

y y

change of temperature as thermal conductivity of concreteislow. The top surface of the pavement becomes hotter than bottomduringdaytimeandcoolerduringnight. In the daytime thus the top surface of the pavement expands more than that in the bottom. This results the slabtowarpupwards(topconvex). The restraint offered to this warping tendency by self weight and the dowel bars of the pavement induces stressesinthepavement. Thisisknownaswarpingstress.

StressesduetoTemperatureVariation

(contd)

y Flexural tensile stress will be generated at the bottom y

y y

surfaceduringdaytime. Conversely, in the night the slab warp downward (top concave). Flexural tensile stress will be generated at the topsurface. As the restraint offered to warping at any section of the slab is a function of weight of the slab upto the section, the corner has very little of such restraint for slabs without dowel bars and is free to warp. Thus warping stressisnegligible. The interior can offer maximum restraint to warp and hasmaximumwarpingstress. The equations for warping stresses are available due to Westergaard.

StressesduetoTemperatureVariation

(contd)

y Thecriticalcombinationofstressindicatesthatmostcritical

locationistheedge. y The equations for the warping stress at the edge as recommended by IRC is obtained as per Westergaards analysisusingBradburyscoefficient.

twe =

Et C 2

y twe =TemperatureWarpingStressatEdgeRegion(kg/cm2) y E=ModulusofElasticityofConcrete(kg/cm2) y = Coefficientofthermalexpansionofconcrete y t=temperaturedifferencebetweentopandbottomofslab y C=BradburyscoefficientdependsonL/lorW/lofslab

StressesduetoTemperatureVariation
y TemperatureFrictionStresses

(contd)

y Uniform seasonal temperature variation cause the slab

expandsandcontractsinthelongitudinaldirection. y This expansion and contraction of the slab is prevented by the friction between the slab and the subgrade. Stressesarethussetup intheslab. L/2 cAc

c h B 100 = B

L h W f 2 100

WLf 2 10000

StressesduetoTemperatureVariation

(contd)

B=Slabwidth(m) h=slabthickness(m) L=Lengthoftheslab(m) tfe =Temperaturefrictionstressinconcrete(kg/cm2) W=Unitweightofconcretein(kg/cm2) f = Coefficientoffrictionbetweenconcreteandsubgrade y The temperature friction stress is taken care in rigid pavement by providing joints in plain jointed pavement or byreinforcementinreinforcedconcretepavement

CriticalCombinationofStresses
y Combination of flexural stresses due to wheel load and that

y y

to temperature warping provides the critical stress for designofrigidpavement. Maximumcombinedstressatthethreecriticallocationswill occurwhenthesetwostressesareadditive. Warpingstressesatthreelocationsdecreaseintheorderof interior, edge and corner whereas the wheel load stresses decreaseintheorderofcorner,edgeandinterior. Therefore, critical stress condition is reached at edge location where neither wheel load stress nor the warping stressisminimum. Since at night due to warping the corner may behave as cantileveritisrecommendedtocheckthewheelloadstress atcorner.

JointsinRigidPavement
y Therigidpavementslabisdeliberatelydividedintoblocksof

appropriate sizes in order to take care the effects of temperature friction stress or stresses due to moisture variation. y Thesedeliberateplanesofweaknessesintheslabareknown as joints. A good joint should have the following functional requirements: y Mustbewaterproof[propersealingtobeprovided] y Ridingqualityshouldnotbedeteriorated y Should not make any structural weakness [for example staggeredjointsshouldbeavoided]

JointsinRigidPavement
pavement y LongitudinalJoints y TransverseJoints
Transverse Joints Longitudinal Joints

(contd)

y Classificationofthejointsaccordingtolocationinthe

JointsinRigidPavement
y ClassificationofJointsaccordingtoForms y DummyJoint y ButtJoint y TongueandGrooveJoint y JointswithClearGap y ClassificationofJointsaccordingtoFunction y ExpansionJoint y ContractionJoint y LongitudinalJoint y ConstructionJoint

(contd)

JointsinRigidPavement
Expansion Joint
Dowel Bar [Fully Bonded part]

(contd)

Sealer t+12 Filler

Dowel Bar [Bitumen Painted part]

Expansion Cap with Cotton Waste at the Back

75mm

t+6

Schematic Drawing of Expansion Joint with Dowel Bar

JointsinRigidPavement

(contd)

y Thepavementslabtendstoexpandwhenthetemperature y y y

y y

risesabovethatatwhichthepavementwaslaid. Expansion of the slab is prevented by friction between the slabandthesubgrade. Compressive Stress is thus set up and this may try to buckleorblowuptheslab. In order to prevent this stress, Expansion Joints in the transverse direction of the pavement are provided to allowspaceforexpansionoftheslab. The joint is formed by maintaining agap of about 20 to 25 mmbetweentwoslabs. The gap is filled up by a nonextruding compressive filler material.

JointsinRigidPavement

(contd)

y A sealing compound is provided on the top of the filler

materialtoprevententryofwateranddust. y To ensure transfer of load between the two slabs on each sideofthejointdowelbarsareprovided. y Dowel bars are usually mild steel round bars of short length. y Half length is bonded into concrete on one side of the jointandtheotherhalfispaintedbybitumeninorderto preventbondingwithconcrete. y Ametalcapwithcottonwasteatthebackisprovidedat the painted half end of the dowel bar. This ensures free movementoftheslabduringexpansion.

JointsinRigidPavement

(contd)

y Dowelbarsnotonlypermitstheexpansionoftheslabsbut

also holds the slab ends on each side of the joint as nearly aspossible. y Deflection of one slab under load is resisted by the other slab which, in turn is caused to deflect and thus carry a portionoftheloadimposeduponthefirstslab. y The spacing of expansion joint may vary from twenty meterstoafewhundredmeters.

JointsinRigidPavement
ContractionJoint

(contd)

Sealer

Contraction Joint with Butt Joint

Dowel Bar Sealer

Contraction Joint with Dummy Joint

JointsinRigidPavement

(contd)

y Stresses are also generated in the concrete pavement slab

due to contraction of concrete when the temperature is reducedwithrespecttothatduringlaying. y Contraction Joints are thus provided to reduce tensile stressduetocontractionorshrinkageofconcrete. y Therearetwotypesofcontractionjoint: y Dummy Joint: In this type no joint is made in reality. Only a small groove is cut on top of the slab for a depth of to1/3ofthethicknessoftheslab.Ifstressbecomes more than that the slab can withstand, a crack may develop at the location of the grove as this is the weakest plane in the slab. Simple dummy joint may not contain any dowel bar. If dowel bar is not provided the loadtransferisensuredbyparticleinterlocking.

JointsinRigidPavement

(contd)

y Butt Joint: In case of a butt joint two slabs abut each

other. Therefore, a clear plane of separation will exist in thisjoint.Dowelbarsmayormaynotbeprovided. y In case of dummy or butt joint good sealing material is providedatthetopofthejointinordertoprevententryof wateranddustinsidethejoint. y Spacing of joints varies with thickness of the slab and also with the existence of reinforcement. For slab of thickness upto 250mm joints maximum spacing may be 4.5m whereas upto 350mm thick pavement, maximum spacing willbe5.0m.

JointsinRigidPavement

(contd)

LongitudinalJoint y Longitudinal Joints are necessary in the concrete slab for thepavementhavingmorethan4.5mwide. y Longitudinaljointpreventslongitudinalcracking. y Mild steel bars known as Tie bars are provided across the longitudinal joint to hold the joint tightly closer and to keepboththeslabsatthesamelevel. y Tiebarsarenotprovidedtoactasloadtransferdevice. y Both the ends of the tie bars are fully bonded in the concrete. y Longitudinaljointsmaybebutttypeor keyed [Tongue and Groove]type.

JointsinRigidPavement
ConstructionJoint

(contd)

y Construction Joints are provided in the transverse

direction whenever the placing of concrete is suspended formorethan30minutes. y As far as possible construction joint should coincide with eitherexpansionjointorcontractionjoint. y If a construction joint is provided at the location of any contractionjointitshouldbeofbutttypewithdowelbar. y If a separate construction joint is needed, it should be providedwithinthemiddlethirdoftwocontractionjoints.

JointsinRigidPavement

(contd)

ArrangementofJoints y StaggeredJoint y When transverse joints are staggered with respect to thelongitudinaljoint,sympatheticcracksmayoccur. y These cracks often occur in the line with the joint in the othersideofthetransversecrack.

Sympathetic cracks

JointsinRigidPavement
y SkewandAcuteAngleJoint

(contd)

y Use of skew joint increases the risk of cracking at the

acuteanglecorners. y Attheacuteanglesthestressesbecomeveryexcessive. y At the time of warping the acute angles become completely unsupported and cause more stresses than thatwouldoccurinrightanglecorner.

DesignofRigidPavements
y Step1:Stipulatedesignvaluesforvariousparameters y Step2:Decidetypeandspacingbetweenjoints. y Step3:Selectatrialdesignthicknessofthepavement

slab. y Step4:Computetherepetitionsofaxleloadsofdifferent magnitudesduringdesignperiod y Step5:Calculatestressesduetosingleandtandemaxle loadsanddeterminecumulativefatiguedamage(CFD). y Step6:IfCFDismorethan1.0,selectahigherthickness andrepeattheprocedurefromstep4.

DesignofRigidPavements

(contd)

y Step7:Computethetemperaturestressatedge.Ifsumof

the temperature stress and the flexural stress due to highest wheel load is greater than modulus of rapture select a higher thickness and repeat the procedure from step4. y Step 8 : Design the pavement thickness on the basis of corner stress, if no dowel bar is provided and no load transferispossibleduetolackofaggregateinterlocking.

DesignofRigidPavements

(contd)

DesignExample y Designacementconcretepavementforatwolanetwoway NationalHighwayinKarnatakaState.Theinitialtotaltwo waytrafficis3000commercialvehiclesperday.Theother deignparametersare: y Flexuralstrengthofcementconcrete:45kg/cm2. y Effectivemodulusofsubgrade reactionoftheDLCsub base:8kg/cm3. y Spacingofcontractionjoints:4.5m. y Widthofslab:3.5m y Tyre pressure:8kg/cm2. y Rateoftrafficincrease:7.5%. Axleloadspectrumobtainedfromaxleloadsurveyisgiven below

DesignofRigidPavements
SingleAxleLoad Axleload (tonnes) 1921 1719 1517 1315 1113 0911 Lessthan9 Total %ofaxle loads 0.6 1.5 4.8 10.8 22.0 23.3 30.0 93.0 Axleload (tonnes) 3438 3034 2630 2226 1822 1418 Lessthan14 Total

(contd)

TandemAxleLoad %ofaxle loads 0.3 0.3 0.6 1.8 1.5 0.5 2.0 7.0

DesignofRigidPavements

(contd)

DesignTraffic y Presenttraffic=3000cvpd;Designlife(assumed)=20years; y Cumulativerepetitionin20years=47,418,626cv

y N=365A[(1+r)n 1]/rwhereAistheinitialnumberofaxlesin

theyearwhenroadisoperational;ristherateofannual growthoftraffic;nisthedesignlife.
y Designtraffic=25%ofrepetitionofcommercialvehicles

=11,854,657cv y Totalrepetitionsofsingleaxlesandtandemaxlesare

DesignofRigidPavements
SingleAxleLoad Load(tonnes) Expected repitions 20 71127 18 177820 16 569023 14 1280303 12 2608024 10 2762135 Lessthan10 3556397

(contd)

TandemAxleLoad Load(tonnes) Expected repitions 3438 35564 3034 35564 2630 71128 2226 213384 1822 177820 1418 59273 Lessthan14 237093

DesignofRigidPavements

(contd)

ThicknessDesign y Trialthickness=32cm;Loadsafetyfactor=1.2 y Totakecareunpredictedheavytruckloadsthe magnitudeofaxleloadsshouldbemultipliedbyload safetyfactor(LSF). y Nationalhighwaysandotherroadswheretherewill beuninterruptedtrafficflowandhighvolumesof trucktraffic:1.2 y Lesserimportantroadswithlesserincidenceoftruck traffic:1.1 y Residentialandotherlocalstreets:1.0

DesignofRigidPavements
Axle load ALx1.2 Stress tonnes (kg/cm2) (AL) Singleaxle 20 18 16 14 Tandemaxle 36 32 43.2 38.4 20.07 18.4 0.45 0.40 35560 35560 24.0 21.6 19.2 16.8 25.19 22.98 20.73 18.45 0.56 0.51 0.46 0.41 71127 177820 569023 128030 Stress Ratio

(contd)

Expected Fatigue life Fatigue life Repetition (N) consumed (n) (n/N) 94.1x103 4.85x103 14.33x104 Infinity 62.8x106 Infinity 0.76 0.37 0.04 0.00 0.0006 0.00 1.1705>1

Cumulativefatiguelifeconsumed

DesignofRigidPavements
y N=unlimitedforSR,0.45

(contd)

y Relationbetweenfatiguelife(N)andStressratio(SR) y N=[4.2577/(SR0.4325)]1.324 0.45SR0.55 y Log10 N=(0.9718 SR)/0.0.828forSR>0.55 y SinceCFDfrothicknessof32cm>1,increasethickness y Takenexttrialthickness=33cm y Repeatthestepsfrom4 y Cumulativefatiguelifeconsumedforthicknessof33cm=

0.47 y Higheststressloadstressforthicknessof33cm=24.10 kg/cm2

DesignofRigidPavements
TemperatureWarpingstress
y For E= 3 x 105 kg/cm2,

(contd)

10 x 106 /C, t= 21 [slab thickness 33 cm in Karnataka state], K= kg/cm3, L= 4.5m,], TemperatureWarpingstress=17.3 kg/cm2 y Total of temperature warping stress and the highest axle loadstress=17.3+24.1=41.4kg/cm2 <45kg/cm2