Flexible

DESIGN OF RIGID
PAVEMENT
IRC:58-2011
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Dr.G.D.
Ransinchung
R.N.:2012AUTUMN
2013
GUIDELINES FOR THE DESIGN OF PLAIN

JOINTED RIGID PAVEMENTS FOR HIGHWAYS
THIRD REVISION
SCOPE
The Guidelines Cover The Design Of Plain
Jointed Cement Concrete Pavements With Or
Without Tied Concrete Shoulders
DESIGN OF RIGID
PAVEMENT
IRC:58-2011
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The Guidelines Are Applicable To Roads
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- Having average Daily Commercial Traffic

Volume More Than 450 (Vehicles With Laden
Weight Exceeding 3 Tonne)
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- For low-volume rural roads, IRC:SP:62
DESIGN OF RIGID
PAVEMENT
IRC:58-2011
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AUTUMN :20122013
The present design guidelines considered the

following components:
the spectrum of axle loads as per present
day vehicle fleet
cumulative fatigue damage due to the
combined effect of load and pavement
temperature variations
DESIGN OF RIGID
PAVEMENT
IRC:58-2011
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AUTUMN :20122013
The guidelines also include procedure for

design of
pavements with
(a) widened outer lane,
(b) tied concrete shoulder,
(c) pavements bonded to cemented subbase,
(d)design of longitudinal joints,
(e) expansion and contraction joint as well as
longitudinal,
(f) expansion and contraction joints
DESIGN OF RIGID
PAVEMENT
Salient features of the IRC:58-2011 are:

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(a) Design of pavements considering the

combined flexural
stress under the simultaneous action of
load and
temperature gradient for different
categories of axles
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(b) Design for bottom-up fatigue cracking

caused by single
and tandem axle load repetitions
(c) Design for top-down fatigue cracking
DESIGN OF RIGID
PAVEMENT
Salient features of the IRC:58-2011 are:

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(d) Consideration of in-built permanent curl in

the analysis
of flexural stresses
(e) Design guidelines for pavements without
concrete
shoulders and tied concrete shoulders
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AUTUMN :20122013
(f) Consideration of concrete slabs with

unbounded as well
as bonded cement bound subbase
(g) Design of pavements with widened outer
CONCRETE PAVEMENT
TYPES
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Several types of concrete pavements have

been used in
different countries depending upon the
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(i)
(ii)
(iii)
(iv)
(v)
Climate
Availability of materials
Soil types
Experience , and
Traffic
TYPICAL CROSS SECTIONS

OF A FEW PAVEMENTS
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AUTUMN :20122013
FACTORS GOVERNING
DESIGN
TRANSPORTATION
(A) The main factors governing design of

concrete
pavements are:
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AUTUMN :20122013
(i) Design period

(ii) Design commercial traffic volume
(iii) Composition of commercial traffic in terms
of
(a) single
(b) Tandem
(c) tridem, and
(d) multi-axles
FACTORS GOVERNING
DESIGN
(B) Axle Load Characteristics
TRANSPORTATION
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Though the legal axle load limits in

India are
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AUTUMN :20122013
(i) For single axle

= 10.2 tonnes
(100kN)
(ii) For tandem axles = 19.0 tonnes (186
kN)
(iii) For tridem axles
= 24.0 tonnes
(235kN)
A large number of axles operating on
FACTORS GOVERNING
DESIGN
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Therefore, data on axle load spectrum of

the commercial vehicles is required to
estimate the repetitions of
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(i) Single (ii) tandem and (iii) tridem axles

in each direction expected
design period
during the
FACTORS GOVERNING
DESIGN
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Minimum % of CV to be weighed should

be
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(i) 10 percent for volume of CVPD > 6000

(ii) 15 percent for volume of CVPD b/w 3000
to 6000
(iii) 20 percent for volume of CVPD < 3000
AUTUMN :20122013
FACTORS GOVERNING
DESIGN

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Axle load survey may be conducted for a

continuous 48-hour period
The vehicle to be surveyed shall be selected
randomly to avoid bias
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If the spacing of consecutive axles (wheel

base) is more than 2.4 m, each axle may be
considered as a single axle
FACTORS GOVERNING
DESIGN

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AUTUMN :20122013
The interval at which axle load groups should

be classified for fatigue damage analysis are:
Single axle = 10 kN
Tandem axle = 20 kN
Tridem axle = 30 kN
FACTORS GOVERNING
DESIGN

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Tyre inflation pressures = 0.7 MPa to 1.0 MPa

as most of the CV maintained this pressure
Stresses in concrete pavements having
thickness of 200 mm or higher are not
affected significantly by the variation of tyre
pressure
UTTARAKHAND, INDIA
AUTUMN :20122013
Hence, a tyre pressure of 0.8 MPa is normally

adopted for design purpose
FACTORS GOVERNING
DESIGN
(C) Wheel Base Characteristics
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AUTUMN :20122013
Information on typical spacing b/w

successive axles of CV is necessary to
identify the proportion of axles that
should be considered for estimating
* top-down fatigue cracking caused
by axle
loads during night period when the
slab has the
tendency of curling up due to
negative
temperature differential
FACTORS GOVERNING
(C) Wheel BaseDESIGN
Characteristics
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AUTUMN :20122013
If the spacing b/w any pair of axles is less

than the spacing of transverse joints, such
axles need to be considered in the design
traffic for computing top-down fatigue
cracking damage
Wheel bases of trucks of different models
generally range from 3.6m to more than
5.0m
Whereas commonly used spacing of
transverse joint is 4.5m
FACTORS GOVERNING
DESIGN
(C) Wheel Base Characteristics
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Thus, axles with spacing of more than 4.5

m are not expected to contribute to top-down
fatigue cracking
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However, if the actual spacing of transverse

joint is different from 4.5 m, design traffic
for estimation of top-down cracking damage
may be selected appropriately
UTTARAKHAND, INDIA
AUTUMN :20122013
The % of CVs with spacing b/w the front and

the first rear axle less than the proposed
spacing of transverse joints in the concrete
slab should be established from axle load
FACTORS GOVERNING
DESIGN
(d) Design Period
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AUTUMN :20122013
Generally, rigid pavements are

design to have a life of 30 years or
more.
However, the design engineers
should use his/her judgment about
the
design
period
taking
into
consideration factors such as
(i) traffic volume
(ii) uncertainty of traffic growth rate
(iii) capacity of the road etc.
FACTORS GOVERNING
DESIGN
(e) Traffic consideration
Design lane:
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AUTUMN :20122013
The lane carrying the max. number

of heavy commercial vehicles is
termed as design lane
Each lane of a two-way two lane
highway and the outer lane of multilane highways can be considered as
design lanes
FACTORS GOVERNING
DESIGN
Design traffic:
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Assessment of average daily traffic

should normally be based on sevenday
24-hour
count
made
in
accordance with IRC:9
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The actual value of annual rate of

growth
r
of
CV
should
be
determined
using
appropriate
methods
FACTORS GOVERNING
DESIGN
Design traffic:
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ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
As per IRC: SP: 84, annual growth

rate of CVs shall be taken to be a
minimum of 5%
Normally, 7.5% value is adopted in
the absence of actual data
FACTORS GOVERNING
DESIGN
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Design traffic:
The traffic counts and the
corresponding
traffic
estimates
should indicate the day and night
traffic trends because
(i) the traffic loading during the day
hours is
generally responsible for
bottom-up cracking
(ii) the traffic loading during the
night hours is
FACTORS GOVERNING
DESIGN
Design traffic:
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TECHNOLOGY ROORKEE
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AUTUMN :20122013
When the tyre imprint of the outer

wheel touches the longitudinal edge
the edge flexural stress caused by
axle loads for bottom-up cracking is
the maximum
FACTORS GOVERNING
DESIGN
Design traffic:
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When the tyre position is away by

15cm from the longitudinal edge
stress in the edge region is reduced
substantially.
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15 cm
AUTUMN :20122013
FACTORS GOVERNING
DESIGN
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TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Design traffic:
The edge flexural stress is small
when the wheels are close to the
transverse joints.
Typical lateral
distribution
characteristics
of
wheel paths of CVs
observed on Indian
highways indicate that
very few tyre imprints
15 cm
of moving vehicles are
tangential to LE.
FACTORS GOVERNING
DESIGN
Design traffic:
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ENGINEERING GROUP
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ENGINEERING
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TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Some multi-lane divided highways have 8.5m

to 9.0m wide carriageways with a single
longitudinal joint in the centre.
The lane marking in this cases do not coincide
with the longitudinal joint resulting in a larger
portion of wheel paths being positioned close
to the longitudinal joint compared to the
situation where the lane markings match with
longitudinal joints
FACTORS GOVERNING
DESIGN
Design traffic:
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ENGINEERING GROUP
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ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Taking into consideration these issues, it is

recommended that 25% of the total two-way
commercial traffic may be considered as
design traffic for two-lane two-way roads for
the analysis of bottom-up cracking
Similarly, the design traffic for top-down
cracking analysis will be a portion of the
design traffic considered for bottom-up
cracking analysis
Only those CVs with the spacing b/w the front
axle and the first rear axle less than the
spacing of the transverse joints should be
FACTORS GOVERNING
DESIGN
Design traffic:
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In case of new highway links, where no traffic

count data is available
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data from roads of similar classification

and importance may be used to predict the
design traffic intensity
FACTORS GOVERNING
DESIGN
Design traffic:
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
In case of new highway links, where no traffic

count data is available
ENGINEERING
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TECHNOLOGY ROORKEE
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AUTUMN :20122013
data from roads of similar classification

and importance may be used to predict the
design traffic intensity
FACTORS GOVERNING
DESIGN

Design traffic:
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ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
The cumulative number of CVs during the

design period may be estimated from the
following
expression
365
x A { (1+r)n -1}
C =
---------- (1)
r
C = Cumulative no. of CVs during the design
period
A = Initial No. of CVs per day in the year
when the road
is opened to traffic
R = Annual rate of growth of CT volume
n = Design period in years
FACTORS GOVERNING
DESIGN
(f) Temperature Consideration

Temperature differential:
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Temperature differential b/w the top and

bottom fibres of concrete pavements causes
the concrete slab to curl, giving rise to stresses
The temperature differential is a function of
solar radiation received by the pavement
surface, wind velocity, thermal diffusivity of
concrete, latitude, longitude and elevation of
the place and thus affected by geographical
features of the pavement location.
FACTORS GOVERNING
DESIGN

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AUTUMN :20122013
In the absence of local data, the maximum

temperature differential values given below
may be adopted
FACTORS GOVERNING
DESIGN

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AUTUMN :20122013
The variation of temperature with depth is nonlinear during the day time and nearly linear
during night hours
The maximum temperature differential during
the night is nearly half of the day time
maximum temperature differential
FACTORS GOVERNING
DESIGN

Temperature differentials are
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positive when the slab has the tendency

to have a convex shape during the day
hours
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and negative with a concave shape

during the night
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AUTUMN :20122013
The axle load should be computed for fatigue

analysis when the slab is in a curled state due
to the temperature differential during day as
well as night hours
FACTORS GOVERNING
DESIGN

Zero stress temperature
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Cement concrete slabs laid during day time will

have high positive temperature differential due
to
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(i) intense solar radiation

(ii) high air temperature
(iii) chemical reaction
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In spite of this positive temperature differential

occurring in concrete laid during day time, the
slab remains flat during the hardening stage
because of its plastic stage
FACTORS GOVERNING
DESIGN

Zero stress temperature
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The slab is stress free in this condition with

high temperature on the top surface and
lower at the bottom fibre and the
corresponding temperature gradient is
known as Zero stress temperature
gradient
TECHNOLOGY ROORKEE
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Research on in-service concrete pavements

indicates that exposure of fresh concrete to
sun and high air temperature during the
hardening
stage
causes
building
of
permanent curl in the concrete pavements
which is nearly equivalent to the curl
FACTORS GOVERNING
DESIGN
TRANSPORTATION
ENGINEERING GROUP
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AUTUMN :20122013
This equivalent negative temperature

differential
has
to
be
added
algebraically to the actual temperature
differential prevailing at any time
Field
investigations
on
existing
pavements located in different regions
of the country will be necessary to
establish the zero stress temperature
gradient for future guidance
FACTORS GOVERNING
DESIGN
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AUTUMN :20122013
If the max. positive temperature differential

during the day time is 200C, the temperature
differential for stress computation can be
taken as 150C
During the night hours, if the temperature
differential is 100C, the total effective
negative temperature differential can be
taken as 150C (100C+50C)
FACTORS GOVERNING
DESIGN
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UTTARAKHAND, INDIA
AUTUMN :20122013
Since it is too cumbersome to carry out

hourly cumulative fatigue damage analysis,
it is suggested that the maximum positive
and negative temperature differential
respectively may be assumed to be constant
for
the six hour period during the day b/w 10AM
and 4PM and for the six hour period
b/w 0AM to 6AM during night hours
FACTORS GOVERNING
DESIGN
The slab may be assumed to be free of

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warping stresses for the remaining 12 hours

for the purpose of fatigue damage analysis
as the fatigue damage caused by the
combined action of load and temperature
differential will be insignificant during this
period
AUTUMN :20122013
FACTORS GOVERNING
DESIGN
(g)
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Soil characteristics (embankment

soil, subgrade and subbase)
Embankment soil
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AUTUMN :20122013
CBR of embankment soil placed below the

500 mm selected subgrade should be
determined for estimating the effective CBR
of subgrade and its k value for design
FACTORS GOVERNING
DESIGN
(g)
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Soil characteristics (embankment

Subgrade
The subgrade is usually considered as a
Wrinkler foundation, also known as dense
liquid foundation
In Wrinlker model, it is assumed that the
foundation is made up of springs supporting
the concrete slab
The strength of subgrade is expressed in
terms of modulus of subgrade reaction (k).
FACTORS GOVERNING
DESIGN
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FACTORS GOVERNING
DESIGN
(g) Soil characteristics (embankment
Subgrade
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The modulus of subgrade reaction (k) is

defined as the pressure per unit deflection
of the foundation as determined by plate
load tests.
The k-value is determined from the
pressure sustained at a deflection of
1.25 mm
As the k value is influenced by test plate
diameter, the standard test is to be carried
out with a 750 mm diameter plate
FACTORS GOVERNING
DESIGN
Modulus of subgrade reaction (k-value)
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Modulus
of
sub-grade
reaction
is
proportional to amount of deflection (d).
Displacement level is taken as 0.125 cm in
calculating K i.e. d = 0.125 cm, so modulus
of sub-grade reaction
K = p/d = p/0.125 kg/cm2
FACTORS GOVERNING
DESIGN
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AUTUMN :20122013
A frequency of one test per km

recommended for assessment of k-value
is
If the foundation changes with respect to

subgrade soil, type of subbase or the nature
of formation (cut or fill) then additional tests
may be conducted
Though 750mm is the standard diameter,
smaller diameter plate can be used in the
case of homogenous fdn from practical
FACTORS GOVERNING
DESIGN
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diameter, smaller diameter plate can be

used in the case of homogenous fdn from
practical consideration and the test value
obtained with plates of smaller diameter ay
be converted to the standard 750mm plate
value
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K750 = k
(1.21 + 0.078)
----- (2)
= plate diameter (m)

K = Modul of sub reaction (MPa/m) with
FACTORS GOVERNING
DESIGN
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AUTUMN :20122013
Since the k-value cannot be determined in

the field at different moisture contents and
densities, CBR tests may be carried out. In
addition to that plate load test is timeconsuming and expensive and, therefore,
the design k-value is often estimated from
soaked CBR value.
The relationship between the CBR and kvalue for homogenous soil subgrade is given
in Table 1.
FACTORS GOVERNING
DESIGN
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ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Since the k-value cannot be determined in

the field at different moisture contents and
densities, CBR tests may be carried out. In
addition to that plate load test is timeconsuming and expensive and, therefore,
the design k-value is often estimated from
soaked CBR value.
The relationship between the CBR and kvalue for homogenous soil subgrade is given
in Table 1.
FACTORS GOVERNING
DESIGN
Table 1.
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TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Soa
ked
CBR
(%)
Kvalu 21
e
(MPa
/m)
10
15
20
50
10
0
2
8
35
42
48
55
62
69
14
0
22
0
FACTORS GOVERNING
DESIGN
TRANSPORTATION
If the CBR of the 500 mm thick compacted

subgrade is significantly larger than that of
the embankment below it,
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
the effective CBR of the subgrade can be

estimated from Fig. 1
A minimum subgrade CBR of 8 percent is
recommended fro design
FACTORS GOVERNING
DESIGN
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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AUTUMN :20122013
Fig. 1
FACTORS GOVERNING
DESIGN
TRANSPORTATION
ENGINEERING GROUP
The in-situ CBR of the subgrade soil can also

be determined quickly from the Dynamic
Cone Penetrometer (600 Cone) tests using
the following relationship (ASTMD6951)
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
Log10 = CBR = 2.465 1.12log10 NDCP

(3)
-------
UTTARAKHAND, INDIA
Where NDCP = rate of cone penetration

(mm/blow)
AUTUMN :20122013
FACTORS GOVERNING
DESIGN
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
The modulus of subgrade reaction of the

subgrade of an in-service pavement or of a
prepared foundation can also be determined
by conducting Falling Weight Deflectometer
(FWD) tests.
The k-value of the subgrade backcalculated
from FWD test data is the dynamic k-value
ROORKEE 247 667,

UTTARAKHAND, INDIA
AUTUMN :20122013
The corresponding static k-value, which

should be used for analysis, can be
estimated as 50% of the dynamic k-value
obtained from FWD test
FACTORS GOVERNING
DESIGN
is advisable to provide filter and drainage
It
layers above the subgrade for drainage of
water to prevent
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
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TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
(i) Excessive softening of subgrade &

subbase and
(ii) Erosion of the subgrade and subbase
particularly under adverse moisture
condition and heavy dynamic loads
(iii) Synthetic geo-composite layer can also be
used at the interface of subgrade and
granular subbase layer for filtration and
drainage
(iv) It will not allow migration of fine particles
FACTORS GOVERNING
DESIGN
Subbase
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
The main purpose of the subbase is to provide

a uniform, stable and permanent support to
the concrete slab laid over it
It must have sufficient strength so that it is
not subjected to disintegration and erosion
under
heavy
traffic
and
adverse
environmental conditions such as excessive
moisture, freezing and thawing.
FACTORS GOVERNING
DESIGN
Subbase
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
In the light of these requirements, subbase of

Dry Lean Concrete (DLC) having a 7-day
average compressive strength of 10 MPa
determined as per IRC-SP:49 is recommended.
Minimum recommended thickness of DLC for
major highways is 150 mm
FACTORS GOVERNING
DESIGN
Subbase
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
In the case of problematic subgrades such as

clayey and expansive soils appropriate
provisions shall be made for blanket course in
addition to the subbase as per relevant
stipulations of IRC:15.
Effective k-values of different combinations of
subgrade and subbase (untreated granular
and cement treated granular) can be
estimated from Table 2.
FACTORS GOVERNING
DESIGN
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Table 2
FACTORS GOVERNING
DESIGN
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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Table 3
FACTORS GOVERNING
DESIGN
Separation layer b/w DLC and concrete
slab
TRANSPORTATION
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DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
The interface layer b/w the concrete slab and

the DLC layer can be made smooth to reduce
the inter layer friction thereby allowing
relative movement b/w the slab and DLC layer
A de-bonding interlayer of polythene sheet
having a minimum thickness of 125 micron is
recommended as per the practice in India
FACTORS GOVERNING
DESIGN
Separation layer b/w DLC and concrete
slab
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Wax based compound in place of plastic

sheet has popularly been used with
success in most countries including India
FACTORS GOVERNING DESIGN

International Practice on Use of De-bonding layer
over stabilized/cemented subbase
TRANSPORTATION
ENGINEERING GROUP
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TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
(i) Concrete slabs expand and contract with

temperature and
moisture changes
(ii) High strength stabilized subbase layers have
a rough texture offering high frictional
restraint to the concrete pavement movement
causing cracking at the early stages when the
concrete is weak
(iii) The most common practice has been use of
two layers of wax emulsion
(iv) Choke stone has been used in many projects
in USA as a de-bonding layer. It is a small size

(h) Concrete strength
TRANSPORTATION
ENGINEERING GROUP
Flexural strength of concrete is required

for the purpose of design of concrete slab
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
This parameter can be obtained after

testing
the
concrete
beam
as per
procedure given in IS:516
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AUTUMN :20122013
Alternatively, it can be derived from the

characteristics compressive strength of
concrete as per IS 456-2000

TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
Fcr = 0.7 x fck
---- (4)
Fcr = flexural strength (modulus of rupture),

MPa
Fck = characteristics compressive cube strength
of concrete, MPa
TECHNOLOGY ROORKEE
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AUTUMN :20122013
Usually, concrete design is based on 28 days

strength
In the case of concrete pavement, 90 days
strength can be permitted in view of the fact that
during initial period of 90 days, the number of

TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
Increasing the 28 days flexural strength by

a factor of 1.10 is recommended to get 90
days strength
INDIAN INSTITUTE OF
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UTTARAKHAND, INDIA
AUTUMN :20122013
In no case 28 days flexural strength of

pavement quality concrete should be less
than 4.5 MPa

TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
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TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Target mean flexural strength to be achieved

while designing the Mix should be such that
there is 95% probability, that the characteristic
strength would be achieved when the Mix is
produced in the field
The target mean strength is given by the
following Eqn.
TM FCr = Fcr + Za
------ (5)

TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Where,
Fcr
= characteristics flexural strength at 28
days, MPa
TM Fcr = target mean strength at 28 days, MPa
Za
= a factor corresponding to the desired
confidence level,
which is 1.96 for 5% tolerance level
= standard deviation of field test

samples , MPa
TRANSPORTATION
(i) Modulus of elasticity of concrete

& poissons
ratio of concrete
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
The elastic modulus increases with increase in

strength
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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Poissons ratio decreases with increase in the

modulus of elasticity
UTTARAKHAND, INDIA
A 25% variation in E & values will have only a marginal

effect on the flexural stresses in the pavement concrete
AUTUMN :20122013
TRANSPORTATION
(i) Modulus of elasticity of concrete

& poissons
ratio of concrete
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
Following values were

analysis for the concrete
adopted
for
stress
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
(-) with 28 day flexural strength of 4.5 Mpa

(4.95 MPA for 90 day
strength)
E = 30,000 Mpa
= 0.15

(ii)
TRANSPORTATION
Coefficient
expansion ()
of
Thermal
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
It is dependent to a great extent on

the type of aggregates used in
concrete
However, for design purpose, a value
of
= 10 x 10-6 per 0C is adopted
AUTUMN :20122013
TRANSPORTATION
(iii) Fatigue Behavior of Cement

Concrete
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
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
development of micro-cracks
especially when ratio
between the applied flexural stress and
TRANSPORTATION

Concrete
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
If the SR is less than 0.45, the

concrete is expected to sustain infinite
number of repetitions
As the stress ratio increases, the
number of load repetitions required to
cause cracking decreases.
TRANSPORTATION

Concrete
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
The relation b/w fatigue life (N) and

stress ratio is given in Eqns below:
3.268
N = unlimited
for SR < 0.45
4.2577
N=
SR-0.4325
When 0.45 SR 0.55 ------- (6)
TRANSPORTATION

Concrete
0.9718- SR
For SR > 0.55
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
log10 N =
------ (7)
0.0828
These fatigue criteria's are used for checking the

adequacy of the pavement slab on the basis of
Miners hypothesis
It is assumed that the fatigue resistance not
consumed by repetitions of one load is available for
repetitions of other loads
DESIGN OF SLAB THICKNESS

(i) Critical Stress Condition
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
The flexural stress due to the

combined action of traffic loads and
temperature differential b/w top and
bottom fibers of the concrete slab is
considered for design of pavement
thickness
UTTARAKHAND, INDIA
AUTUMN :20122013
The effect of moisture change is

opposite to that of temperature change
and is not normally considered critical

TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
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
bottom
Fig.
1. up
Axlecracking (BUC)
Load Placed in
the Middle of
the Slab during
Mid-Day

TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
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
in Fig.2.
Due as
to shown
the restraint
provided by the self
weight of concrete
and by the dowel
connections,
temperature tensile
stresses are caused
at theFig.
top 2. Two Axles of CV on a slab curled
during night hours

TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Fig. 2 shows the placement of axle

loads close to transverse joints when
there is negative temperature gradient
during night period causing high
flexural
stresses in
the top layer
leading
to
top-down
cracking
(TDC)
Fig. 2. Two Axles of CV on a slab curled
during night hours
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Locations of points of maximum

flexural stress at the bottom of the
pavement slab without tied concrete
shoulder for single, tandem and tridem
axles are shown in Fig.
The tyre
imprints are
tangential to
the
longitudinal
edge.
Fig. 2. Two Axles of CV on a slab curled
during night hours
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
For the
tied
concrete
shoulder
s
also,
the
maximu
m stress
occurs
at
the
same
locations
Placement of Axles for Maximum Edge

Flexural stress at Bottom of the slab
without Tied Concrete Shoulders
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Sh
ou
ld
er
Different axle load positions causing

tensile stress at the top of the slab
with tied shoulder
TRANSPORTATION
Single axles cause highest stress

followed by tandem and tridem axles
respectively.
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Spacing between individual axles for

tandem and tridem axles varies
from 1.30 m to about 1.40m.
There is practically no difference in
stresses for axle spacing b/w 1.30m
and 1.40m.
A spacing of 1.30m can be taken for

For analysis of bottom up cracking
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
(i) Pavement
with
tied
concrete
shoulders for single rear axle
(ii) Pavement
without
concrete
shoulders for single rear axle
(iii)Placement
with
tied
concrete
shoulders for tandem rear axle
(iv) Pavement
without
concrete
shoulders for tandem rear axle

For analysis of Top-down cracking
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Pavements with and without dowel

bars having front steering axle with
single tyres and the first axle of the
rear axle unit (single/tandem/tridem)
placed on the same panel as depicted
below
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
For heavy traffic conditions, dowel

bars are usually provided across
transverse joints for load transfer
Tied concrete shoulders are also
necessary for high volume roads
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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However, for smaller traffic volumes

smaller than 450 CV/day,
UTTARAKHAND, INDIA
AUTUMN :20122013
No tied concrete shoulders and dowel

bars warranted

Terminal load transfer efficiencies (LTE)
for
Consider
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
dowelled transverse joints = 50%
ed in the
present
design of
IRC:582011
and tied joints between the slab and

concrete
shoulder = 40% for stress computation
ROORKEE 247 667,

UTTARAKHAND, INDIA
AUTUMN :20122013
But as per Mechanistic-Emperical Pavement

NationalGuide
Cooperative
Highway
Research
Program
Design
(NCHRP,
2004)
these
values are
(NCHRP)
60% & 50% respectively for dowelled joints
and tied joints b/w slab and conc shoulder

CUMULATIVE FATIGUE DAMAGE
ANALYSIS (CFD)
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
For a given slab thickness and other

design parameters, the pavement will
be checked for cumulative bottom-up
and top-down fatigue damage
For bottom-up cracking, the flexural
stress at the edge due to combined
action of single or tandem rear axle
load
and
positive
temperature
differential cycles is considered

CUMULATIVE FATIGUE DAMAGE
ANALYSIS (CFD)
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
The flexural stress is divided by the

design flexural strength (modulus of
rupture) of the cement concrete to
obtain stress ratio (SR)
TECHNOLOGY ROORKEE
UTTARAKHAND, INDIA
If the stress ratio is less than 0.45, the

allowable no. of cycles of axle load is
infinity
AUTUMN :20122013
If the stress (SR) is values greater than
ROORKEE 247 667,
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
The cumulative fatigue damage caused

to the slab during its service life should
be equal to or less than one
CFD
for
bottom-up
cracking
is
significant only during 10 AM to 4 PM
(Six hours)
TECHNOLOGY ROORKEE
UTTARAKHAND, INDIA
Because of higher stresses due to

simultaneous action of wheel load and
positive temperature gradient
AUTUMN :20122013
Thus, the day hour traffic during the six
ROORKEE 247 667,

For top-down cracking analysis, only
the CFD caused during the period
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
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TECHNOLOGY ROORKEE
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between 0 AM and 6 AM is important

If the exact proportions of traffic
expected during the specified six-hour
periods are not available, it may be
assumed that
UTTARAKHAND, INDIA
AUTUMN :20122013
the total night time traffic is equally

distributed among the twelve night
hours
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Similarly, the total day time traffic is

equally distributed
uniformly among
the twelve day hours
The cumulative fatigue damage (CFD)
expression for bottom-up and top-down
cracking cases
are given by eqns 8 & 9
J
ni ( 10 AM to 4 PM)
i Ni
CFD (BUC) =
J
ni
( 0 AM to 6 AM)
i
CFD (TDC) = Ni
----- (8)
----- (9)
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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UTTARAKHAND, INDIA
AUTUMN :20122013
Ni = Allowable number of load and

temperature
differential cycles for the wheel
load group the
specified six hour period
n i = predicted number of load and
temperature
differential cycles for the ith load
group during
the specified six-hour period
J = total number of load groups
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Radius of relative
stiffness
() occur on the
Amount of deflection
which will
pavement surface depends on the stiffness of the
slab and also on the stiffness of the sub-grade.
Same amount of deflection will occur on the top
surface of the sub-grade.
This means that the amount of deflection which is
going to occur in the rigid pavement layer depends
both on relative stiffness of the pavement slab with
respect to that of sub-grade.
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
Radius of relative
stiffness ()
Westergaard defined this by a term "Radius of

relative stiffness" which, can be written numerically
as below:
l = [Eh3/ (12K(1-2)]0.25
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013
Where, l = radius of relative stiffness, cm

E = Modulus of elasticity of cement concrete
kg/cm2
U = Poisson's ratio for concrete = 0.15
K = Modulus of Sub-grade reaction in kg/cm2

Equivalent Radius of Resisting
When the loading section
is at the interiors
(b): there is a
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
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AUTUMN :20122013
particular area which will resist the bending

moment. Westergaard assumed that the area will
be circular in plan and its radius is called as
Equivalent radius of Resisting section.
Numerically,
b= (1.6.a2 + h2)0.5 - 0.675.h
Here,
b = equivalent radius of resisting section, cm
when 'a' is less than 1.724.h
a = radios of wheel load distribution, cm
h = slab thickness, cm
When 'a' is greater than 1.724.h, b =a.

Equivalent Radius of Resisting
In case of corner loading,
maximum
section
(b): stresses are
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
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TECHNOLOGY ROORKEE
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AUTUMN :20122013
not produced at corner but they are produced at a

certain distance X along the corner bisector. This is
given by the relation:
X = 2.58.(a.l)0.5
Here, X = distance from apex of the slab corner to
section of maximum stress along the corner bisector,
cm.
a= Radius of wheel load distribution, cm
l = Radius of relative stiffness, cm.
Here is an image which shows you the formulas used
to calculate the amount of stresses developed at the
three critical positions due to the given wheel load P.
TRANSPORTATION
ENGINEERING GROUP
DEPARTMENT OF CIVIL
ENGINEERING
INDIAN INSTITUTE OF
TECHNOLOGY ROORKEE
ROORKEE 247 667,
UTTARAKHAND, INDIA
AUTUMN :20122013

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DESIGN OF RIGID

GUIDELINES FOR THE DESIGN OF PLAIN

The Guidelines Are Applicable To Roads

- Having average Daily Commercial Traffic

- For low-volume rural roads, IRC:SP:62

The present design guidelines considered the

The guidelines also include procedure for

Salient features of the IRC:58-2011 are:

(a) Design of pavements considering the

ROORKEE 247 667,

(b) Design for bottom-up fatigue cracking

Salient features of the IRC:58-2011 are:

(d) Consideration of in-built permanent curl in

(f) Consideration of concrete slabs with

Several types of concrete pavements have

TYPICAL CROSS SECTIONS

(A) The main factors governing design of

(i) Design period

Though the legal axle load limits in

(i) For single axle

Therefore, data on axle load spectrum of

(i) Single (ii) tandem and (iii) tridem axles

Minimum % of CV to be weighed should

(i) 10 percent for volume of CVPD > 6000

(B) Axle Load Characteristics

Axle load survey may be conducted for a

If the spacing of consecutive axles (wheel

(B) Axle Load Characteristics

The interval at which axle load groups should

(B) Axle Load Characteristics

Tyre inflation pressures = 0.7 MPa to 1.0 MPa

Hence, a tyre pressure of 0.8 MPa is normally

Information on typical spacing b/w

If the spacing b/w any pair of axles is less

Thus, axles with spacing of more than 4.5

However, if the actual spacing of transverse

The % of CVs with spacing b/w the front and

Generally, rigid pavements are

The lane carrying the max. number

Assessment of average daily traffic

ROORKEE 247 667,

The actual value of annual rate of

As per IRC: SP: 84, annual growth

When the tyre imprint of the outer

When the tyre position is away by

ROORKEE 247 667,

Some multi-lane divided highways have 8.5m

Taking into consideration these issues, it is

In case of new highway links, where no traffic

data from roads of similar classification

In case of new highway links, where no traffic

data from roads of similar classification

(e) Traffic consideration

The cumulative number of CVs during the

(f) Temperature Consideration

Temperature differential b/w the top and

(f) Temperature Consideration

In the absence of local data, the maximum

(f) Temperature Consideration

(f) Temperature Consideration

positive when the slab has the tendency

and negative with a concave shape

The axle load should be computed for fatigue

(f) Temperature Consideration