National Highways Authority of India

East-West Corridor, NHDP Phase-II Study to Develop Documentation

to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance Loan # 4764-IN

DRAFT

Guidelines for the Design

of
Concrete Pavement and Supplementary Report

June 2008

SOCIETE FRANCAISE D'INGENIERIE in JV with in association with I N D I A P R I VAT E L I M I T E D

PREFACE
 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

PREFACE

1. BACKGROUND

The Government of India (GOI) has received a loan from the International Bank for
Reconstruction and Development (IBRD) towards the cost of the Lucknow -
Muzaffarpur National Highway Project (LMNHP), being implemented by the NHAI as
part of the NHDP. The present study is a component of the LMNHP and is planned to
support efforts by various organizations in India, including the Ministry of Shipping,
Road Transport and Highways (MOSRTH), the NHAI and the IRC to improve Cement
Concrete (CC) pavement technology in India through the preparation of several best
practices technical documents related to the design, construction and maintenance of
cement concrete pavements applicable to Indian conditions.

NHAI has engaged the following Consortium of the Consultant to ensure that a blend
of international and local experience can best address their requirements:

BCEOM Societe Française d’ Ingenierie (as lead partner)

in Joint Venture with
L.R. Kadiyali and Associates (as Other JV Partner)
in association with BCEOM India Pvt. Ltd. (as Sub-Consultant)

The Agreement was signed on 29th May 2007. The assignment is deemed to have
commenced on 1st July, 2007. The Consultant’s team consisted of the following
members:

1. Mr. Jacques Aunis ............Team Leader

2. Mr. M.C. Venkatesha ........ Sr. Pavement Engineer

3 Dr. L.R. Kadiyali ................ Pavement Engineer-1

4. Mr. Nawraj Bhatt............... Pavement Engineer-2

2. GOAL AND OBJECTIVE OF THE STUDY

The study goal is to upgrade and standardize cement concrete pavement technology
in India that will result in durable and longer lasting pavements requiring only
minimal maintenance and repair activities over their expected (as designed) service
lives. The upgrading of technology must recognize and incorporate features unique to
the Indian conditions-availability of trained manpower, construction equipment,
testing equipment, and testing facilities; site conditions; and climatic conditions (hot-
weather concreting and monsoon rains).

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

Broadly, the following specific tasks have been identified for this study:

1. Assess the current cement concrete pavement technology for design,

construction and maintenance of cement concrete pavements in India.

2. Prepare detailed guidelines for design of cement concrete pavements for

publication by the IRC and adoption of various highway agencies in
India.

3. Prepare detailed manuals for construction and maintenance of cement

concrete pavements for publication by the IRC and adoption by various
highway agencies in India.

4. Prepare recommended text for insertion in applicable portions of the

MORTH’s Specifications for Road and Bridge Works 2001, which is to be
revised with input from IRC.

5. Prepare a framework for collecting, storing, and using key cement

concrete pavement data from constructed projects; and

6. Disseminate the new materials through training workshops.

The Consultant’s had so far accomplished Task 1 and Task 5 listed above and
submitted Inception Report, Initial Assessment Report (including synoptic tables of
international practices) and Framework for Data Collection. The findings had also
been presented to the Technical Steering Committee on two occasions. The present
submittal relates to Task 2 and presents detailed guidelines for design of cement
concrete pavements including supplementary report.

3. TOR REQUIREMENTS

In compliance with the contract (Task 2 of the Appendix A: Description of Services),

the Consultant is to prepare GUIDELINES FOR THE DESIGN OF CEMENT CONCRETE
PAVEMENTS for publication by IRC and adoption by various highway agencies in
India. The detailed scope under this task as outlined in the Description of Services is
given below.

1. Review of IRC:58-2002 publication and typical Cement Concrete Pavement

designs developed for the NHs and non-NHs using the IRC procedure.
2. Compare the designs using internationally developed Cement Concrete Pavement
design procedures (e.g., US PCA, 1984; US AASHTO, 1993, 1998, and proposed
2002; Australian procedures; etc. as applicable) adapted for Indian conditions.
3. Develop recommendations to upgrade the IRC procedure, as appropriate,
including consideration of joint faulting and smoothness as additional design
criteria. (Note that development of a new design procedure is not expected as
part of this study. However, short-term improvements in the IRC procedures
should be incorporated based on current international practices, as adapted for
the Indian conditions).

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

4. Develop recommendations for optimizing Cement Concrete Pavement design

features to obtain expected service life at the minimum cost.
5. Consider the following design features:
o different base types to meet specific project needs,
o use of widened lanes and tied concrete shoulders,
o use of dowel bars at transverse joints,
o transverse and longitudinal joint spacing,
o concrete strength,
o slab thickness,
o drainage provisions,
o sealant requirements
6. Develop standard recommendations for Cement Concrete pavement design
details including, treatment at the DLC/ PQC interface, transverse and
longitudinal joint details (including use of single cut versus double cut), dowel
details, durable surface texture, width of widened lanes and any other relevant
details.
7. Propose functional classifications of highways to be agreed with the Client.
8. Establish initial design period and design criteria (failure conditions) for each
class of highways.
9. Using the information developed, prepare draft Guidelines for the Design of
Cement Concrete Pavements applicable to Indian conditions.
10. Incorporate the guidelines for design of plain jointed cement concrete
pavements (replacing the IRC:58 procedure),
11. Furnish recommendations for optimizing design features to meet specific project
needs, and standard design details.
12. As Appendix information (not exceeding 100 pages), provide preliminary design
guidelines for consideration of CRCP for NHs projects; for bonded white-topping
low-volume, low speed roadways.
13. Prepare a companion Supplementary Report (not exceeding 150 pages)
containing detailed information clarifying the assumptions, approaches, and
recommendations included in the manual. The Supplementary Report should
contain references, as applicable, appropriate information from readily available
published documents.
14. Provide a Power Point presentation material for conducting a four-hour workshop
on the information provided therein. This is in addition to the Guideline and the
Supplementary Report mentioned above.

4. SUMMARY

The subject of concrete pavement design has been very widely researched upon in
countries abroad. Beginning with the classic study by Westergaard nearly eight

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

decades ago, several studies have been conducted covering aspects such as field
performance, theoretical analysis, warping and curling stresses, effect of erosion,
reliability concept, design of joints, characterisation of subgrade support etc. These
countries had an advantage that cement concrete pavements were being constructed
continuously over the past nearly a century. The Indian situation was totally different.
Even though the country constructed several cement concrete roads in the 1920s and
1930s, the extreme scarcity of cement and the easy availability of bitumen led to an
abandonment of concrete road construction for nearly 50 years. It was only when
cement was partially decontrolled in the 1980s and modernisation of the cement
industry and capacity augmentation took place that the interest in cement concrete
pavement was revived in the late 1980s. The result of this lull in the concrete
pavement activity of nearly 50 years was that indigenous effort on the technology of
concrete pavement was almost non-existent and that there has been hardly any R&D
in India in the concrete pavement technology.

Since concrete pavements are being constructed on a large scale now, it is a good
opportunity for observing the performance of pavements under different traffic,
climatic and subgrade conditions. But the findings from such studies will take a long
time to enable further refinements in the design guideline to be made. So the task
now is to review where such refinements can be made. This issue is being addressed
in the present study. Emerging international trends had been reviewed, several grey
areas that exist in the present guidelines are identified and some suggestions for
improving the guidelines are made.

Based on the review of international best practices, we are proposing a rational

method of design based on the pioneering work by Burmister. Lack of computing
techniques for the analysis of multi-layered pavement system has initially inhibited
the development of pavement design methods based on these models. However, the
advances in computer technology during the last few decades and the general
availability of computer facilities have facilitated the development of pavement design
methods based on mathematical models. For the development of design catalogues,
we have used a French Software called, ALIZE.

We have also identified a number of gaps in the existing design guideline (IRC:58)
and suggested revisions where appropriate.

This document is divided into three (3) parts as follows:

PART 1: CATALOGUE DESIGN BASED ON MECHANISTIC METHOD

PART 2: REVISED IRC:58 METHOD
PART 3: SUPPLEMENTARY REPORT

The Supplementary Report mainly includes detailed information clarifying

assumptions, approaches, and recommendations included in the Guidelines. This
Report also includes a review and comparison of the IRC:58-2002 procedure with
internationally developed CC design procedures.

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

Table of Contents

PREFACE ........................................................................................................................ i

PART 1: MECHANASTIC RATIONAL METHOD OF CC PAVEMENT DESIGN............ 1-1

1. INTRODUCTION ................................................................................................. 1
2. STEPS IN THE DETERMINATION OF A CONCRETE PAVEMENT
STRUCTURE ....................................................................................................... 3
3. COMPONENTS OF A CONCRETE PAVEMENT STRUCTURE ....................................... 3
4. VARIOUS TYPES OF CONCRETE PAVEMENTS CONSIDERED WITH THE
CATALOGUE....................................................................................................... 5
5. CHOICE OF TYPE OF CONCRETE PAVEMENT STRUCTURE.....................................11
5.1 Types of Roads .................................................................................................11
5.2 Traffic ..............................................................................................................11
5.2.1. Wheel Load.......................................................................................................11
5.2.2. Design Period....................................................................................................12
5.2.3. Design Traffic....................................................................................................12
5.2.4. Growth Rate .....................................................................................................14
5.2.5. Distribution of traffic by Lane – Design Traffic ......................................................14
5.2.6. Cumulative Traffic during the Design Period.........................................................14
5.3 Level of Service .................................................................................................15
5.4 Determining the short and long term bearing capacity of the formation
level .................................................................................................................15
5.4.1. Determining the long-term class of formation level ...............................................16
6. DRAINAGE LAYER..............................................................................................19
7. SEPARATION LAYER BETWEEN SUB-BASE AND CONCRETE SLAB ..........................20
8. TEMPERATURE DIFFERENTIAL – WARPING – CURLING –
DISCONTINUITY EFFECTS (EDGES – JOINTS) .....................................................20
9. FATIGUE BEHAVIOUR OF CEMENT CONCRETE.....................................................22
10. MECHANICAL AND STATISTICAL CHARACTERISTICS OF MATERIALS
AND LIMITING THICKNESSES OF DIFFERENT LAYERS USED WITH ALIZÉ
ACCORDING TO INDIAN CONDITIONS ................................................................24
11. TRANSVERSE JOINTS ........................................................................................27
11.1 Spacing ............................................................................................................27
11.2 Dowels .............................................................................................................27
11.3 Sealing of Joints ................................................................................................27
12. LONGITUDINAL JOINTS .....................................................................................28
12.1 Positioning ........................................................................................................28
12.2 Tie-bars ............................................................................................................30
13. REINFORCEMENTS FOR CRCP ............................................................................31
13.1 Longitudinal reinforcement .................................................................................31
13.2 Transverse Reinforcement ..................................................................................33
14. MODE OF CALCULATION OF STRESSES UNDER LOAD – ALIZÉ MULTI-
LAYER MODEL...................................................................................................33

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

15. SHOULDERS .....................................................................................................35

15.1 Width ...............................................................................................................35
15.2 Drainage of Interfaces .......................................................................................35
16. CROSSING OF THE UNDERPASSES, CULVERTS ...................................................35
17. TRANSVERSE JOINTS NEAR TRANSITION TO FLEXIBLE PAVEMENT.......................35
18. TABLE FOR CHOICE OF STRUCTURES ACCORDING THE TYPE OF
ROADS, THE CUMULATED TRAFFIC, THE BEARING CAPACITY OF THE
SUB-GRADE AND THE CROSS SECTION RECOMMENDED. .....................................35
19. EVENTUAL EVALUATION OF VARIOUS SOLUTIONS ..............................................36
20. CHECKING FOR FREEZING-THAWING .................................................................36
21. EXAMPLE OF USE ..............................................................................................36
Cards of Structures
Appendices (1 to 4)

PART 2: GUIDELINES FOR THE DESIGN OF PLAIN JOINTED RIGID

PAVEMENTS FOR HIGHWAYS (REVISED IRC-58 METHOD)
1. INTRODUCTION ............................................................................................ 1
2. SCOPE ............................................................................................................ 1
3. GENERAL ....................................................................................................... 1
4. FACTORS GOVERNING DESIGN .................................................................... 2
4.1. Wheel Load........................................................................................................ 2
4.2. Design Period..................................................................................................... 3
4.3. Design Traffic..................................................................................................... 3
4.4. Temperature Differential ..................................................................................... 4
4.5. Characteristics of Subgrade and Sub-Base ............................................................ 4
4.5.1. Strength ............................................................................................................ 4
4.5.2. Separation Layer between Sub-base and Pavement ............................................... 6
4.5.3. Drainage Layer ................................................................................................... 6
4.6. Characteristics of Concrete .................................................................................. 7
4.6.1. Design Strength ................................................................................................. 7
4.6.2. Modulus of Elasticity and Poisson's Ratio .............................................................. 7
4.6.3. Coefficient of Thermal Expansion ......................................................................... 8
4.6.4. Fatigue Behaviour of Cement Concrete ................................................................. 8
5. DESIGN OF SLAB THICKNESS ....................................................................... 9
5.1. Critical Stress Condition ...................................................................................... 9
5.2. Calculation of Stress ..........................................................................................11
5.2.1. Edge Stress.......................................................................................................11
5.2.2. Corner Stress ....................................................................................................14
5.3. Design Charts ...................................................................................................14
5.4. Stress Ratio and Fatigue Analysis ........................................................................14
5.5. Erosion Consideration ........................................................................................14
5.6. Hard Shoulder ...................................................................................................15
5.7. Composite Rigid Pavement .................................................................................15
5.8. Anchor Beam and Terminal Slab .........................................................................15
5.9. Recommended Design Procedure ........................................................................15

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

6. DESIGN OF JOINTS ..................................................................................... 16

6.1. Spacing and Layout ...........................................................................................16
6.2. Load Transfer at Transverse Joints......................................................................17
6.2.1. Dowel Group Action ...........................................................................................19
7. TIE BARS FOR LONGITUDINAL JOINTS ...............................................................19
7.1. Design of Tie bars .............................................................................................19
8. REINFORCEMENT IN CEMENT CONCRETE SLAB TO CONTROL
CRACKING ................................................................................................... 20

Appendices (I to VI)

PART 3: SUPPLEMENTARY REPORT 3-1

Abbreviation 3-1
1. Background 3-2
2. Review of Indian Practice 3-2
2.1. Types of Concrete Pavements in Use 3-2
2.2. Choice of Type 3-2
2.3. Guidelines in Use 3-2
3. Review of International Practices 3-7
3.1. Portland Cement Association (PCA) Method 3-7
3.2. AASHTO Method (1993) 3-9
3.3. United Kingdom 3-12
3.4. 2004 Austroads Rigid Pavement Design 3-14
3.5. French Practice 3-17
3.6. Comparison of Various Approaches 3-20
4. Emerging Issues 3-29
4.1. Wide Gap between International and Indian R&D 3-29
4.2. Should temperature stress be added to load stress? 3-29
4.3. Design Wheel Load 3-33
4.4. Design Period 3-33
4.5. Traffic on the Design Lane 3-33
4.6. Sub-grade support value 3-33
4.7. Erosion Analysis 3-34
4.8. Reliability Concept 3-35
4.9. Catalogue of Design Using Indian Guideline 3-35
4.10. Proposed Design Guideline 3-35
References 3-36
Appendix to Supplementary Report

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 PART 1:
MECHANASTIC RATIONAL METHOD OF CC
PAVEMENT DESIGN
 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

PART 1: MECHANASTIC RATIONAL METHOD OF CC

PAVEMENT DESIGN

CATALOGUE OF CC PAVEMENTS
1. INTRODUCTION

This design catalogue of structures for concrete pavements is established by adapting

the method developed by the French Central Laboratory of Bridges and Roads (LCPC)
based on the use of the software ALIZÉ, to suit the Indian conditions. The specific
Indian situations considered are the types of roads, their traffic pattern and the
characteristics of materials in use in this country.

This method is regarded as most rational by the international road authorities (PIARC
– World Roads Association).

It is applicable for all types of materials, all types of pavements and all types of
roads.

Regarding the Indian conditions, use is made of a number of technical documents

related to soils, earthworks, aggregates, cements and pavements (IRC, IS, etc…).
This method will therefore imply a substantial knowledge of these guidelines,
standards and texts.

In the software, the stresses and strains within the structure with each passage of
reference load are calculated using modified Burmister’s model.

In the model, the structure is modelled as an elastic solid, multi-layer mass which is
linear, homogeneous and isotropic, each layer being characterized by its thickness, its
elastic modulus E and its Poisson’s ratio ν.

The layers are considered infinite in plan, but for structures with edges and corners,
coefficients of correction are used, determined after calculation with the finite
element method.

The interfaces between layers are either bonded or able to slip.

Loads are static and circular and, in the most usual case, exert uniform pressure.

The elementary effects of these loads are added together according to the principle
of elasticity and of the relevant law of behaviour.

The model provides the strain (ε) and stress (σ) fields present at any point of the
mass.

Since damage to roadways is due to rupture through fatigue in the bound layers,
under stress through traction and bending, and/or through excessive permanent

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

deformation of non-bound layers (untreated materials and supporting layers), the

relevant criteria are :

- tensile strains at the base of bituminous layers,

- tensile stresses at the base of layers consisting of materials bound with hydraulic
binders,

- vertical deformation on the surface of those layers consisting of non-bound

material or soil.

Admissible values for these stresses or strains correspond to the maximum level of
demand for the roadway to be able to withstand the desired level of cumulative
traffic before being subjected to a given level of damage. Thus one of the original
features of the design method, is its probabilistic character.

The dispersed nature of the phenomenon of fatigue observed for bound materials is
taken into account by the standard deviation resulting from laboratory tests, which
supplement the fatigue curve representative of average behaviour. Thus, the design
account for a risk of rupture associated with the type of road and the design period.
This represents the probability of failure of the pavement for the number of repetition
NEA of the equivalent load. This approach results in a correction to be made to the
mean fatigue curve in the form of a multiplier coefficient Kd.

In the case of bound layers, damage which is due to the phenomenon of fatigue, the
permissible stress or strain at the base of the layer is thus a function of :

- the fatigue behaviour of the material considered expressed by parameters ε6 or

σ6 and b, which are the characteristics of fatigue curve obtained on samples in
laboratory,

- the number of repetitions NEA of the standard load,

- the soil strength, to guard against possible localized defects of bearing capacity
(coefficient Ks).

- the risk of failure estimated for the road, as explained above (coefficient Kr).

- the effects of temperature differentials and discontinuities (joints – edges)

existing in rigid structures, inducing local increases in stresses (coefficient Kd).

- and, finally, of the fine tuning of the method compared to the behaviour observed
on real and/or experimental roadways (coefficient Kc for each material).

These different coefficients are applied to the mean experimental strain ε6 or stress
σ6 to deduce the permissible level of strain or stress.

In the case of non-bound materials, damage due to excessive permanent deformation

at the surface of the layer under consideration is determined from the number of
repetitions NEA of standard axle load alone.

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

Freeze/thaw cycles

Verification with respect to freeze/thaw phenomena consists in making sure that the
pavement designed from mechanical calculation can withstand without notable
damage to a given winter conditions chosen as a reference.

2. STEPS IN THE DETERMINATION OF A CONCRETE PAVEMENT STRUCTURE

This catalogue presents a set of well defined structures.

To choose among all the suggested structures, the Design Engineer should take into
consideration the local factors such as the local economic conditions, the type and
the quality of the material available. The following block diagram (Figure 1) illustrates
all such necessary steps. A worked out example elaborating all the necessary steps to
be followed is given at the end.

Preliminary Studies
Traffic, material resources, geology, geo-technology, climate, etc …

Deciding on the right type of road

Choice of the design period Determine the class of subgrade

Determine the cumulative traffic formation level

Choice of one or several concrete pavements

among the structures of the catalogue

Possible checking for frost & defrost conditions Negative

Positive

Determining of the cross section

Figure 1 – Steps to be followed to determine the pavement structure

3. COMPONENTS OF A CONCRETE PAVEMENT STRUCTURE

A concrete pavement structure is made of several layers as indicated in the following

diagram (Figure 2):

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

Figure 2 – Components of a new pavement structure

The cement concrete slab can be made of :

- Continuously Reinforced Concrete (CRCP)

- Dowelled Jointed Plain Concrete (DJPCP)

- Non-dowelled Jointed Plain Concrete (JPCP)

- Ultra-thin White Topping (UTWT)

- Rolled Concrete (RC) with surface dressing

In the case of cement treated sub-bases, the concrete slab rests on a separator
(Geofabric, Polythene sheet, Thin Asphalt Concrete Layer, Double Wax Curing
Compound, etc …).

The sub-base can be made of :

- Dry Lean Concrete (DLC)

- Paved Lean Concrete (LC)

- Porous Concrete (PC)

- Asphalt Concrete (AC)

The sub-base may be altogether omitted. In such cases, cement concrete slab
directly rests on a drainage layer.

A drainage layer can be interposed between the sub-base and the sub-grade.

The bearing capacity of the sub-grade can be improved by treatment of local or other
materials with hydraulic binders (lime, cement, fly-ash, etc…) or any other suitable
material.

The upper surface of the sub-grade constitutes the platform supporting the
pavement. It is the bearing capacity of this level which is used for the pavement
design.

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

4. VARIOUS TYPES OF CONCRETE PAVEMENTS CONSIDERED WITH THE

CATALOGUE

The catalogue considers the various structures listed as under :

1
Wearing course : Continuously Reinforced Concrete (CRCP) –
M40 or M35
Separator (Geofabric)
Sub-base : Dry Lean Concrete (DLC)
Draining layer

2
Wearing course : Continuously Reinforced Concrete (CRCP) –
M40 or M35
Separator (Geofabric)
Sub-base : Paved Lean Concrete (LC)
Draining layer

3
Wearing course : Continuously Reinforced Concrete (CRCP) –
M40 or M35
Separator (Geofabric)
Sub-base : Porous Concrete
Granular Sub-base (GSB)

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GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

4
Wearing course : Continuously Reinforced Concrete (CRCP) –
M40 or M35
Thin layer of Sand Asphalt (SA)
Sub-base : Dry Lean Concrete (DLC)
Draining layer

5
Wearing course : Overlay with Continuously Reinforced Concrete
(CRCP) – M40 or M35
Reshaping with Asphalt Concrete (AC)
Sub-base : Old Asphalt Pavement

6
Wearing course : Dowelled Jointed Plain Concrete (DJPCP) –
M40 or M35
Separator
Sub-base : Dry Lean Concrete (DLC)
Draining layer

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GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

7
Wearing course : Dowelled Jointed Plain Concrete (DJPCP) –
M40 or M35
Separator
Sub-base : Paved Lean Concrete (LC)
Draining layer

8
Wearing course : Dowelled Jointed Plain Concrete (DJPCP) –
M40 or M35
Separator (Geofabric)
Sub-base : Porous Concrete (PC)
Granular Sub-base (GSB)

9
Wearing course : Thick Dowelled Jointed Plain Concrete
(DJPCP) – M40 or M35
Draining layer

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GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

10
Wearing course : Dowelled Jointed Plain Concrete (DJPCP) –
M40 or M35
Thin layer of Sand Asphakt (SA)
Sub-base : Dry Lean Concrete (DLC)
Draining layer

11
Wearing course : Overlay with Dowelled Jointed Plain
Concrete (DJPCP) - M40 or M35
Reshaping with Asphalt Concrete (AC)
Sub-base : Old Asphalt Pavement

12
Wearing course : Undowelled Jointed Plain Concrete (JPCP) –
M40 or M35
Separator
Sub-base : Dry Lean Concrete (DLC)
Draining layer

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GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

13
Wearing course : Undowelled Jointed Plain Concrete (JPCP) –
M40 or M35
Separator
Sub-base : Paved Lean Concrete (LC)
Draining layer

14
Wearing course : Undowelled Jointed Plain Concrete (JPCP) –
M40 or M35
Separator (Geofabric)
Sub-base : Porous Concrete
Granular Sub-base (GSB)

15
Wearing course : Thick Undowelled Jointed Plain Concrete (JPCP)
M40 or M35
Draining layer

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16
Wearing course : Undowelled Jointed Plain Concrete (JPCP) –
M40 or M35
Thin layer of Sand Asphalt (SA)
Sub-base : Dry Lean Concrete (DLC)
Draining layer

17
Wearing course : Overlay with Undowelled Jointed Plain Concrete
(JPCP) - M40 or M35
Reshaping with Asphalt Concrete (AC)
Sub-base : Old Asphalt Pavement

18
Wearing course : Ultra Thin White Topping (UTWT –
M40
Reshaping with Thin Asphalt Concrete Layer (AC)
Sub-base : Old Asphalt Pavement

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19
Wearing course : Surface Dressing or Bituminous Concrete
Base course : Rolled Cement Concrete (RCC)

5. CHOICE OF TYPE OF CONCRETE PAVEMENT STRUCTURE

The Design Engineer must make the choice of the type of concrete pavement
structure according to four factors, the type of roads, the cumulative traffic expected
during the design period, the level of service specified for the road and the short and
long term bearing capacity of the formation level.

5.1 Types of Roads

Table 1 provides the types of roads defined by Indian Standards. The guidelines to
select appropriate types of concrete pavements ares provided in the Table.

The Design Engineer will however be able, taking into account economic
opportunities, to consider with prudence the use of certain disadvised solutions.

5.2 Traffic

5.2.1. Wheel Load

The legal axle load limits in India are fixed as 10.2, 9.5 and 8 tonnes respectively for
single axles, dual tyres axles part of tandem and dual tyres axles part of tridem.
However, a larger number of axles operating on the Indian network carry much
higher loads than these legal limits (more than 20 %).

For the calculation of the consumption of fatigue resistance of concrete, the software
ALIZÉ uses a number of equivalent axles (NEA), obtained by multiplying the number
of vehicles with 2 axles and more having laden weight exceeding 3 tons (NHV) by a
Mean Coefficient of Aggressiveness - (MCA), which is variable according to the road
type and the type of concrete pavement (See Appendix 1). MCA correspond to
Vehicle Damage Factor (VDF) as is commonly termed in India, but it relates to a
standard axle load of 13 tons used by ALIZĖ instead of 8.16 tone used in India.

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Data on axle load distribution of the commercial vehicles is required to compute the
number of repetitions of equivalent axles during the design period.

Regarding the pressure of tyres, a pressure of 0.8 MPa is adopted. The shape of the
contact area is a function of the weight of the axle.

Insofar as the calculation of the equivalent number of axles takes account of the
general axle load spectrum of traffic, it is not necessary to apply Load Safety Factor
and the thickness calculation of the slab is made with the equivalent axle.

5.2.2. Design Period

According to the type of road, the design period adopted is 30 years for the roads of
type 1 and 20 years for the roads of type 2 and 3. These values appear in Table 1.

However, the Design Engineer should use his judgement about the design life taking
into consideration the factors, like, traffic volume, the traffic growth rate, the capacity
of the road and the possibility of future augmentation of capacity.

5.2.3. Design Traffic

Several cases are possible :

The project relates to a new road.

The first step is to determine the initial average daily traffic (ADT) from a traffic
survey and to estimate the future rate of growth from a study of past trends and
economic growth rate expected. For the calculation of the number of equivalent
axles, it is required to use the values of Mean Coefficient of Aggressiveness (MCA)
appearing in Table 1, according to the type of roads and the type of concrete
pavement. These values have been calculated from a great number of axle load
surveys already carried out in various places of the country. They are based on the
weighing of almost 6,000 heavy commercial vehicles, which represents an acceptable
statistical sample. The mode of calculation of MCA is provided in Appendix 1.

The project relates to the improvement of an existing road.

In this case, the assessment of average daily traffic by way should be based on a
seven-day 24-hour count of the vehicles with 2 axles and more with apparent laden
weight exceeding 3 tons. For the calculation of the number of equivalent axles, the
values of MCA appearing in Table 1 can also validly be used.

However, in certain cases, in particular when the traffic is very dissymmetrical in

load, an axle load survey may be conducted for a day or two, although the projection
in the future of the axle load spectrum thus obtained does not have great
probabilistic value.

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Table 1 – Recommended use of different types of concrete pavements according

to types of roads

Types of Roads
1 2 3
Types of Types of Motorways
Concrete Sub-base Expressways Major District Roads
Pavement National Highways Other District Roads Village Roads
State Highways Sub Arterial Urban Roads Local Urban Street
Arterial Urban Roads Collector Urban Roads
Design period 30 years 20 years 20 years
Risk % 1% 5% 20%
CRCP DLC Yes No No
LC Yes No No
Porous LC Yes No No
SA+DLC Yes No No
Overlay on AC Yes No No
MCA 10
DJPCP DLC Yes Yes No
LC Yes Yes No
Porous LC Yes Yes No
Draining layer Yes Yes No
SA+DLC Yes Yes No
Overlay on AC Yes Yes No
MCA 10 6
JPCP DLC No Yes No
LC No Yes No
Porous LC No Yes No
Draining layer No Yes Yes
SA+DLC No Yes No
Overlay on AC No Yes No
MCA 6 2

UTWT

No Yes No

MCA 6

RCC

No No Yes

MCA 2

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5.2.4. Growth Rate

The values of the annual growth rate should be determined according to the
economic study of transport referred to above. However, in the absence of this study,
a mean growth rate of 6.0 % per year is proposed, annual average value of the
growth of the Total Number of Registred Buses and Goods Vehicles in India during
the period 1951-2004 (7.2%) adjusted for scrapping of old vehicles.

5.2.5. Distribution of traffic by Lane – Design Traffic

According to the width of the road and the number of lanes, the value of design
traffic adopted can be as follows :

Table 2 – Recommended distribution of traffic by lane

Type of roads Design traffic (ADT)

2 lanes, carriageway < 5 m 100 % of the two way traffic
Country site

2 lanes, 5 m < carriageway < 7 m 70 % of the two way traffic

25 % of the two way traffic or

2 x 2 lanes, carriageways = 7 m
50 % of the one way traffic if dissymmetry
25 % of the two way traffic or
2 x 3 lanes, carriageways = 10.50 m
50 % of the one way traffic if dissymmetry
2 x 4 lanes and more, 20 % of the two way traffic or
carriageways = 14 m and more 40 % of the one way traffic if dissymmetry

2 lanes, carriageway < 5 m 100 % of the two way traffic

2 lanes, 5 m < carriageway < 7 m 90 % of the two way traffic

Urban site

40 % of the two way traffic or

2 x 2 lanes, carriageways = 7 m
80 % of the one way traffic if dissymmetry
30 % of the two way traffic or
2 x 3 lanes, carriageways = 10.50 m
60 % of the one way traffic if dissymmetry
2 x 4 lanes and more, 30 % of the two way traffic or
carriageways = 14 m and more 60 % of the one way traffic if dissymmetry

5.2.6. Cumulative Traffic during the Design Period

According to the different data above, the cumulative traffic is computed from the
following formulae :

NHV = 365 x ADT{( 1+ r )n -1} x Lane Distribution Factor as in Table 2

r

and

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NEA = NHV x MCA

Where :

NHV = Cumulative number of heavy vehicles during the design period

ADT = Average initial number of heavy vehicles per day on the design lane when the
road is operational

r = Annual rate of growth of heavy vehicles (expressed in decimals)

n = Design period in years

NEA = Cumulative number of equivalent axles during the design period

MCA = Mean Coefficient of Aggressiveness

5.3 Level of Service

The level of service is a general idea that uses indicators, quantifiable if possible, but
sometimes qualitative only, to express the capability of the road to meet the needs,
objective and subjective, of both the users and the owners, as safety, user trouble
caused by maintenance works, comfort, etc …

It is illusory to hope that at the end of the design period the road should not present
any distresses. As explained above, the software ALIZÉ takes into account of this
aspect while requiring the Design Engineer to retain the level of distresses accepted
according to the type of road and type of traffic. This risk coefficient expressed as a
percentage means that the probability of structural failure at the end of this period is
not greater than R%. The values selected in this catalogue are 1% for the roads of
type 1, 5% for the roads of type 2 and 20% for the roads of type 3. They also appear
in Table 1.

5.4 Determining the short and long term bearing capacity of the formation
level

The pavement structures are built over a combination of elements. It’s top surface is
called formation level (FL). This combination is made of :

- Support soil (cut or fill, soil in place or soil from borrow area) indicated in the
upper layer (roughly over one metre of thickness) by the term upper part of
earthworks (UPE) whose surface constitutes the earthworks level (EL).

- An improved sub-grade used over UPE.

The formation level need to have:

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- In the short term (during the construction work), it has to ensure that
construction traffic can ply over this surface, without excessive deformation,
achieved by adequate compaction.

- In the long term, a minimum bearing capacity to ensure the proper functioning of
the pavement in service. The supporting power of the formation level is divided
from this point of view, into four categories in an increasing order of bearing
capacity in long term from FL1 to FL4, determined by the measurement of the
vertical deformability modulus EV2 obtained with plate load tests.

The EV2 test method is described in APPENDIX 2.

Table 3 – Class of formation level

EV2 (MPa)
Short-term
50 120 200
value
Class of FL FL1 FL2 FL3 FL4
Long-term value Not advised for
50 120 200
used for design concrete pavements

The subgrade, improved or not, is constructed so as to fulfil the above functions

when the UPE cannot provide the needed supporting power.

5.4.1. Determining the long-term class of formation level

The long-term class of formation level is determined on the basis of the results of
preliminary geotechnical studies. APPENDIX 3 provides a summary approach for
determining this class.

5.4.1.1 Step to be taken

This determination is the result of :

- the estimation of the long term behaviour of the support soil, on the
thickness of the UPE.

- the nature and the thickness of the eventual sub-grade improved or not.

Long term soil support behaviour

The long term soil support behaviour of the thickness of UPE is derived from :

- the nature and the state of soil (Geotechnical classification).

- the drainage in the most unfavourable conditions.

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This leads to the characterisation of support type by a case of UPE and a category of
load bearing capacity EL at earthworks level.

Nature and thickness of eventual sub-grade improved or not

The nature and the thickness of sub-grade (improved or not) are defined at the time
of preliminary geotechnical studies according to available materials, meteorological
forecast during the work, organisation of the site (machine / vehicle movements) and
the type of UPE. The use of thick water proof materials (or rendered water proof
with the help of appropriate treatment) is recommended enabling to ensure an
almost all time movement of machines and vehicles on the platform constructed in
such a way.

An economic comparison of the combination of the UPE – sub-grade - pavement,

taking into consideration an eventual frost/defrost testing, enables to compare and
evaluate the advantage of several solutions regarding the sub-grade. The class of
formation level FL is therefore decided with the help of the functional classification
tables of UPE, of the type of earthworks level EL, of the nature and thickness of sub-
grade retained (See APPENDIX 3).

The steps followed are illustrated in Figure 3 :

Classification of soil Material resources

Nature Meteorology
Hydrous state Circulation of building site
Economic studies

Hydrous environment Type of UPE

Drainage conditions
Type of EL Sub-grade
Bearing measurement

Class of FL

Figure 3 – Steps of determination of the class of formation level

5.4.1.2 Recommended class of formation level

The lifespan of concrete pavements is strongly influenced by the characteristics of the

sub-grade support. Except special cases due to justifiable technical and local
economic conditions the use of a formation level FL1 is not advised on the roads of
type 1 and 2.

In the same way, it is recommended, that for the roads with heavy traffic, the use of
sub-grade of good bearing capacity is made. The recommended levels of minimum

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bearing capacity FLi to be obtained according to the type of road and traffic are as
per the indications given in Table 4 :

Table 4 - Minimum bearing capacity of pavement sub-grade according to

traffic

5.4.1.3 Minimum features for using sub-grade for pavement layers (at short term)

In order to ensure proper execution of the pavement, the finished subgrade should
contain in every respect the minimum requirements of maintaining a level surface
and resistance to deformation according to the objective of the class of formation
level (FLi) chosen for the project.

Its bearing capacity has a long term effect for designing. During the construction
work the deformation property has to be checked to ensure that it is not greater than
what is expected over the long term. In the case of an improved formation in soil
treated on site with lime, fly-ash or hydraulic binder, the maximum deflection at the
time of using the pavement layers is indicated in the Table 5. It may be noted that
the condition is much more severe for the improved formation built with non treated
material for avoiding the rupture of treated layers, under the load of the construction
site vehicular traffic.

Table 5 – Maximal deformability for the implementation of pavement layers

Non treated sub-grade

Modulus of deformability Maximal deflection
Pointed class
(Bearing test plate) (Benkelman beam - Axle load 8,16 t)
FL2 50 MPa 1.50 mm
FL3 120 MPa 0.65 mm
FL4 200 MPa 0.40 mm

Improved subgrade (lime or lime + cement)

Pointed class Maximal deflection
(Benkelman beam - Axle load 8,16 t)
Treated with lime Treated with lime + cement
FL2 0.90 mm 0.60 mm
FL3 0.60 mm 0.45 mm
FL4 0.40 mm

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5.4.1.4 Minimum requirements for using sub-base for slip-form concrete paving

In the case of a concrete sub-base, the thickness of this layer must be adequate
enouhg such that it is not broken under the traffic of lorries supplying the concrete
in front of the slip-form.

Depending on the classes of formation level, the minimum thicknesses calculated

using ALIZÉ such that it is not then broken are given in Table-6 for various types of
materials.

Table 6 – Minimal thicknesses for cement treated sub-base (short term)

Modulus (EV2 - MPa) of sub-grade

Sub-base
FL2 (EV2 = 50) FL3 (EV2=120) FL4 (EV2=200)
Lean Concrete (LC M20) 180 mm 150 mm 140 mm
Dry Lean Concrete (DLC) 200 mm 180 mm 160 mm
Porous concrete 210 mm 190 mm 170 mm

The width of this layer must also be sufficiently large to support the tracks of the slip-
form paver.

An off-set of 800 mm on both sides of the concrete slab is in this respect, a

minimum.

6. DRAINAGE LAYER

To facilitate the quick disposal of water that is likely to enter the sub-grade from
joints or cracks of the concrete pavements, it is necessary to provide a drainage layer
under sub-bases, across the full width of the road, including under the shoulders and
verges. This layer must be able to be emptied of its water beyond those.

The grading curve of material composing it must contain a minimum of fine particles,
so that more draining is possible while preserving a good cohesion with respect to
traffic of building site. The characteristics of draining materials are given in the
Supplementary Report.

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It is recommended that the crossfall of the sug-grade on which this draining course
rests is 3.5% to 4%.

7. SEPARATION LAYER BETWEEN SUB-BASE AND CONCRETE SLAB

To prevent the shrinkage cracks in the cement treated or concrete sub-base affecting
the concrete slabs, a separator system must be interposed between concrete slab
and sub-base. This also helps to reduce the inter layer friction.

Various solutions are possible :

In the order of efficacy, these are :

- A thin layer of bituminous concrete (50 mm). This solution has the advantage of
leading to a reduction of thickness of the concrete slab, especially in the case of
the CRCP, because it allows the transmission of part of the stresses of the slab
towards the sub-base (Composite pavement).

- A geofabric, 2 to 3 mm thick, which does not have above advantage.

- A separation membrane of polythene. This has the disadvantage that it does not
allow the drainage of water entering through the joints when those are not
sealed properly and leads in the long term to the phenomenon of pumping
through the transverse joints. In addition, it does not prevent in certain cases a
longitudinal or transverse slip of the slabs. It is to be proscribed in the case of
CRCP.

- A double wax curing compound.

8. TEMPERATURE DIFFERENTIAL – WARPING – CURLING – DISCONTINUITY

EFFECTS (EDGES – JOINTS)

Temperature differential between the top and bottom of pavements causes the
concrete slab to warp. In the same way, the faster hardening of the concrete on the
surface causes it to curl close to the joints, and more particularly in the corners.
These two phenomena give rise to stresses.

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Figure 4 – Warping and curling deformation induced by thermal gradient in

concrete slabs

The temperature differential is a function of solar radiation received by the pavement

surface at its location, the curling is a function of water loss due to solar radiation, air
hygrometry, wind velocity, etc…, and thermal diffusivity of concrete. But all these
parameters are primarily variable in time and place. The software ALIZÉ takes into
account these, as well as effects due to discontinuity (Edges - Joints) by multiplying
the allowed strengths after fatigue by the coefficient Kd, which is a function of the
type of roads, definite once for all after a calculation using finite element method.
The values of this coefficient are given in Table 7.

Table 7 – Warping – Curling – Edge effects - Values of the coefficient Kd

Types of Concrete Pavements Values of Kd

Jointed Plain Concrete (JPCP) 1/1.70
Dowelled Jointed Plain Concrete (DJPCP) 1/1.47
Continuous Reinforced Concrete (CRCP) 1/1.28
Ultra Thin White Topping (UTWT) 1/1.70

These values in addition take account of widening of the concrete slab beyond the
width needed for accommodating the number of lanes.

The recommended values of these extra widths are as follows :

Table 8 – Off-set of the concrete slab

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Width of off-set (mm)

Left side Right side

Bidirectional roadways 250 250

Unidirectional carriageways 500 250

9. FATIGUE BEHAVIOUR OF CEMENT CONCRETE

Due to repeated application of flexural stresses by the traffic loads, a progressive

fatigue damage takes place in the cement concrete slab in the form of gradual
development of micro-craks. Thus, during the lifespan of the road, the resistance of
the concrete falls depending upon the number of repetitive loadings which it has
undergone. The slab must thus be dimensioned in such a way that the stresses which
it undergoes never do not reach the allowable strength of the concrete after the
number of loading which it underwent at the end of the lifespan.

The reduction in this strength is defined by a fatigue law.

The software ALIZÉ uses a complex fatigue law, based on many laboratory tests
carried out on a large quantity of material samples, correlated by field experiments
on fatigue carrousel.

This fatigue law provides allowable stress under load at the end of the design period
according to the cumulative traffic in this period.

σt allowable = σ6 x ( MCA x NHV)b x Kr x Ks x Kc x Kd

106

Where

σt allowable = Admissible direct tensile stress in the bottom of layer at the end of
the design period

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σ6 = Mean direct tensile strength after laboratory fatigue tests of 106 repetitions of
equivalent axle. Generally, it is equivalent 0.80 x 28 days Tensile strength
(Brazilian)

MCA = Mean Coefficient of Agressiveness

NHV = Cumulated traffic of Heavy Vehicles during the design life

-1/b = Slope of the fatigue curve after 106 repetitions of equivalent axle (for cement
concrete -1/b=16)

Kr = Risk coefficient of failure admitted at the end of the design life. This coefficient
takes into account the risk percentage retained and the standard deviation St
on the thickness of the slab, variable according to the type of implementation of
the support of this one. The values of this coefficient that have been taken into
account in the preparation of this catalogue appear in the table below :

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Table 9 – Values of Kr

Risk % St (m) Kr
0.01 0.704
1% 0.02 0.672
0.03 0.629
0.01 0.780
5% 0.02 0.755
0.03 0.720
0.01 0.881
20% 0.02 0.866
0.03 0.845

Ks = Coefficient to take account account of local variation of bearing capacity of the

sub-grade.

The values of this coefficient taken into account in this catalogue are given in
Table 10.

Table 10 – Values of Ks

Class of sub-grade Ks
FL2 1/1.1
FL3 or FL4 1

Kc = Coefficient of adjustment between model and observed in situ on fatigue

carrousel

(1.5 for cement concrete)

Kd = Coefficient taking into account of the effects of edges, joints and temperature
differential.

The values of this coefficient are given in Table 7 above.

10. MECHANICAL AND STATISTICAL CHARACTERISTICS OF MATERIALS AND

LIMITING THICKNESSES OF DIFFERENT LAYERS USED WITH ALIZÉ
ACCORDING TO INDIAN CONDITIONS

The table 11 provides all mechanical and statistical characteristic of materials and
limiting thicknesses of different layers used with ALIZĖ according to Indian
conditions:

- Type of materials

- Use of the materials

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- Minimum and maximum of layers

- Characteristic strengths (See APPENDIX 4)

- Elastic modulus

- Poisson’s ratio

- Fatigue laws

- Value of coefficients Kc, Kd, Ks

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Table 11 – Mechanical and Statistical Characteristic of Materials and

Limiting Thicknesses

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11. TRANSVERSE JOINTS

11.1 Spacing

The spacing between the transverse joints is limited to 25 times the thickness of the
concrete slab.

For the concrete pavements with dowels (DJPCP), the transverse joints are
perpendicular to the axis of the carriageway.

For the concrete pavements without dowels (JPCP), they are tilted at 15° compared
to this perpendicular, in order to limit the effect of the traffic on this joints.

11.2 Dowels

The role of the dowels is to ensure the transfer of load across the transverse joints,
initially in combination with the coarsest aggregates of the concrete and then alone
as soon as the interlock by the coarse aggregates becomes insufficient because of
the shrinkage of the concrete and the wear of these aggregates over time.

These dowels should not induce mechanical stresses in the concrete at the time of
the movements of the slabs related to the phenomena of contraction and expansion
by temperature effects or due to moisture movements. They must thus be able to slip
freely into their housing. To ensure this slip, the dowels are smooth, rectilinear,
without asperities with the ends and coatings of a fine layer of bituminous or plastic
product.

The dowels are plain bars, grade equal to or higher than S 240 and of variable
diameter according to the thickness of the slab.

Table 12 – Dowels – Diameter, Length and Spacing according to the slab

thickness

Slab Dowels
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm)
160 to 200 28 500 300
210 to 300 32 500 300
310 to 350 36 500 300

11.3 Sealing of Joints

The treatment at joints aims to limit, as far as possible, the water infiltrations and to
prevent the penetration of foreign pieces likely to cause, at the time of the

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movements of slabs, spallings in edges of the joint. In particular, for this reason, all
the joints of a concrete pavement must be sealed.

Normally the sealants for joints are effective on an average for 5 years. This life
durability depends on quality of the product, its installation as well as traffic and
extent of the movements of slab. To reach this life, it is essential that:

- the products used satisfy the requirements for fatigue strength, to shearing,
traction, ageing and the chemical agents,

- the surface of application is perfectly clean,

- the product penetrates to at least 20 mm of depth in the joint and which it

adheres to the lips of the joint.

There are various types of products for joint, such as :

- hot poured products, at bituminous base and elastomer,

- cold poured products, whose use imposes the application of a primer whose role
is of considerable importance for the life of the joint over time,

- preformed or profiled products, out of neoprene, plastic, cork, wood.

To limit the tractive efforts on the poured products, it is necessary that these
products are stuck only on side surfaces of the joint. For that, a seating of joint is
employed.

12. LONGITUDINAL JOINTS

12.1 Positioning

The longitudinal joints are positioned away from the road markings. Figure-5 below
illustrates this position:

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Bidirectionnal roadways

Unidirectionnal carriageways

Figure 5 – Positionning of longitudinal joints

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12.2 Tie-bars

The role of the tie bars is to hold adjacent slabs together when they expand or
contract differentially.

The tie bars are deformed bars, grade Fe 450, 1 meter in length, spaced at 1 meter
and of variable diameter according to the thickness of the slab.

The steel section S per meter of longitudinal joint is obtained by the following
formula :

Where :

f = coefficient of friction of the concrete on its support (one generally takes f =1,5)

L = distance separating the longitudinal joint from the free edge of the concrete
pavement

(a bonded joint is not a free edge)

p = weight of 1 m2 of concrete pavement.

σae = elastic limit tensile strength of steel.

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Table 13 – Diameter of tie bars

Spacing = 1.00 m

Distance up to free edge

Slab (m)

thickness 3.50 4.00 4.60 5.00

(mm) Diameter of deformed tie bars
(mm)
160
170 10
180
190
200
210
220
230 12
240
250
260
270
280
290 14
300
310
320
330
340 16
350

13. REINFORCEMENTS FOR CRCP

13.1 Longitudinal reinforcement

The CRCP does not comprise any transverse joint. The role of the longitudinal
reinforcements in the CRCP is to distribute the cracking caused by shrinkage of the
concrete so that these cracks are, at the end of a few years of use of the pavement,
at a distance of approximately one meter and that their opening is the least possible.
Generally, this opening is about 0,1 mm on the level of the reinforcements (on the
pavement surface, this opening can appear higher, but this aspect is generally due to
small spalls of surface. This opening, as for the tie bars, corresponds to the shrinkage
of the concrete zone disunited of the reinforcements.

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These longitudinal reinforcement are continuous deformed bars, of diameter 14 to 20

mm, grade Fe 450. These are provided at mid thickness of the concrete slabs.

The section of reinforcements is determined by the need to counter the shrinking of

the concrete by steel. Steel bars to remain in the elastic range during this process.

It is calculated using the following formula (VETTER’s formula) :

Where :

P% = percentage of steel in terms of cross-sectional area of concrete slab

σtc7 = tensile strength of concrete on 7 days

σs = elastic limit strength of steel.

In addition, the distance separating two reinforcements must be at least equal to

three times the dimension of coarsest aggregates used for the concrete mix. This
dimension is generally taken equal to 35 mm.

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Table 14 – Diameter and spacing of longitudinal reinforcement for CRCP

Diameter of reinforcement
Slab (mm)

thickness 14 16 20
(mm) Spacing (between axles)
(mm)
160 120 150 260
170 140 250
180 130 230
190 130 220
200 120 210
210 200
220 190
230 180
240 180
250 170
260 160
270 160
280 150
290 150
300 140

13.2 Transverse Reinforcement

The transverse reinforcements are used to support the longitudinal reinforcements

and are provided at right angle to the longitudinal joints. They replace also the tie
bars. Their spacing is 1 meter, their diameter is the same as that of the tie bars. (See
Table 13).

14. MODE OF CALCULATION OF STRESSES UNDER LOAD – ALIZÉ MULTI-LAYER

MODEL

As explained above, the multi-layer model ALIZĖ makes it possible to calculate the
tensile stress and strains at the bottom of each layer, in the three directions,
longitudinal, transverse and vertical, as well as the deflection of the pavement.

Figure-6 below illustrates this calculation :

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Figure 6 – ALIZE : Calculated stresses and strains in the multi-layer model

The interfaces between layers are characterized by their type of bonding.

- Unbonded means that no transmission of stress or strain from one layer to

another is possible.

- Semi-bonded means that partial transmission is possible.

- Bonded means that there is total transmission of the stresses and strains.

Table 15 below gives these characteristics for various materials.

Table 15 – Interfacing characteristics

All PQC on LC Unbonded (Separator)

All PQC on Porous LC Unbonded (Separator)

All PQC on DLC Unbonded (Separator)

PQC (Jointed) on AC or SA Semi-bonded (No separator)

PQC (CRCP) on AC or SA Bonded (No separator)

All materials on Draining Mat. Bonded

All materials on WMM or GSB Bonded

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15. SHOULDERS

15.1 Width

The shoulders of the unidirectional carriageways must have a sufficient width paved
to cater to disabled and parked vehicles. This width must be at least 2 metres.

15.2 Drainage of Interfaces

It is necessary to ensure the drainage of all the interfaces (Concrete slab, sub-bases,
draining layer.

These provisions are not necessary if the paved shoulder is made of concrete. 

16. CROSSING OF THE UNDERPASSES, CULVERTS

For the underpasses and culverts of small length (less of 10 m), it is desirable to
continue the concrete pavement above in order to avoid joints and anchorings which
require constant maintenance. This is particularly true with regard to CRCP. This
assumes, however, that there is no fear of relative settlements between the structure
and the embankments.

In the design of the structures, care should be taken that the width between
parapets is sufficient to allow the passage of the pavers.

If the continuity of the concrete surfacing cannot be ensured, the other alternative is
to provide joints and anchorings as described in the Manual for Construction.

17. TRANSVERSE JOINTS NEAR TRANSITION TO FLEXIBLE PAVEMENT

The provisions relating to these joints, in particular between flexible pavement and
rigid pavement are described in the Manual for Construction.

18. TABLE FOR CHOICE OF STRUCTURES ACCORDING THE TYPE OF ROADS,

THE CUMULATED TRAFFIC, THE BEARING CAPACITY OF THE SUB-GRADE
AND THE CROSS SECTION RECOMMENDED.

The Table for pavement structures, determined using software ALIZĖ, gives the
thickness of the concrete slab according to :

- the type of roads,

- the type of concrete pavement,

- the type of sub-base,

- the expected bearing capacity of sub-grade,

- the expected cumulative number of HGV on design lane during the design life.

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The Table also provides, for CRCP, the diameter and the spacing of longitudinal and
transverse reinforcement, and for dowelled JPCP, the diameter and spacing of dowels
and tie-bars.

Various solutions for installation of the shoulders facilitating the drainage of the
interfaces are given. Such a Table of structures is presented at the end of Part 1 of
this Report, entitled “Cards of Structures”. A total of 49 cards (numbered Card-1 to
Card-49) are provided.

19. EVENTUAL EVALUATION OF VARIOUS SOLUTIONS

The Catalogue gives immediately large number of possible solutions for each type of
road and the expected cumulative traffic during the design period.

Thus, the Engineer should not be satisfied with a solution chosen a priori, but should
analyse financially various solutions in order to select the most economic, in particular
by evaluating several solutions covering:

- type of sub-grade envisaged, improved or not,

- type of sub-base,

- type of pavement concrete,

- type of concrete material.

20. CHECKING FOR FREEZING-THAWING

According to the climatic conditions in Northern India, and the total thickness of the
different layers of concrete pavement structures (Concrete + sub-base + draining
layer + sub-grade) which are normally insensitive with freezing-thawing, this
checking does not appear necessary.

However, it will be advisable to check that the depth of maximum freezing known
does not exceed the total thickness of these layers. If it exceeds it, the thickness of
the sub-grade will have to be increased consequently.

For such frost-pone areas, the use of an air-entraining agent in the concretes will
have to be thought of.

21. EXAMPLE OF USE

A cement concrete pavement is to be designed for a two lane two way National
Highway (Road type 1).

The total two way expected traffic is 3,000 HGV per day at the end of the
construction period.

The possible untreated sub-grade would have an elastic modulus EV2 = 80 MPa
(FL2).

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It would be possible to improve the subgrade by an in-situ stabilisation with cement

to attain are EV2 120 MPa ( FL3).

DESIGN :

Being a road of type 1, the design life is 30 years.

Being a two lane two way road, the Lane Distribution Factor is 25%.

After an economic survey, the annual growth of the traffic is estimated at 6.5% per
year.

Then, the cumulative traffic during the design life is :

NHV = 0.25 x 365 x 3,000 {(1 + 0,065)30 – 1}/ 0,065 = 27.9 x 106 HGV

According to Table 1 and to cards for Roads Type 1, the possible solutions are:

With the untreated sub-grade

Wearing Course Sub-base Draining Layer

Separator
Type Thickness Type Thickness Thickness
CRCP - M35 220 Geofabric DLC 200 150
CRCP - M40 180 Geofabric DLC 200 150
CRCP - M35 240 Geofabric LC - M20 180 150
CRCP - M40 200 Geofabric LC - M20 180 150
CRCP - M35 220 Geofabric Porous C 210 150
CRCP - M40 170 Geofabric Porous C 210 150
CRCP - M35 160 SA DLC 200 150
CRCP - M40 160 SA DLC 200 150
DJPCP - M35 240 Polythene DLC 200 150
DJPCP - M40 210 Polythene DLC 200 150
DJPCP - M35 250 Polythene LC - M20 180 150
DJPCP - M40 210 Polythene LC - M20 180 150
DJPCP - M35 230 Geofabric Porous C 210 150
DJPCP - M40 190 Geofabric Porous C 210 150
DJPCP - M35 310 - - - 150
DJPCP - M40 290 - - - 150
DJPCP - M35 160 SA DLC 200 150
DJPCP - M40 160 SA DLC 200 150

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With the cement treated sub-grade

Wearing Course Sub-base Draining Layer

Separator
Type Thickness Type Thickness Thickness
CRCP - M35 180 Geofabric DLC 180 150
CRCP - M40 160 Geofabric DLC 180 150
CRCP - M35 200 Geofabric LC - M20 150 150
CRCP - M40 170 Geofabric LC - M20 150 150
CRCP - M35 170 Geofabric Porous C 190 150
CRCP - M40 160 Geofabric Porous C 190 150
CRCP - M35 160 SA DLC 180 150
CRCP - M40 160 SA DLC 180 150
DJPCP - M35 190 Polythene DLC 180 150
DJPCP - M40 160 Polythene DLC 180 150
DJPCP - M35 210 Polythene LC - M20 150 150
DJPCP - M40 180 Polythene LC - M20 150 150
DJPCP - M35 180 Geofabric Porous C 190 150
DJPCP - M40 160 Geofabric Porous C 190 150
DJPCP - M35 260 - - - 150
DJPCP - M40 240 - - - 150
DJPCP - M35 160 SA DLC 180 150
DJPCP - M40 160 SA DLC 180 150

After a summary economic evaluation of the various solutions taking account of the
general and local conditions, the Design Engineer chooses to adopt a solution with
DJPCP - M35 / DLC.

Then, taking a risk, in spite of the recommendations of not advising the use of the
concrete pavements for roads of the type 1 with a sub-grade class FL2 when the
cumulative traffic during the design life exceeds 15 X 106 HGV (See Table 4), the
Engineer chooses, taking into account the inexperience of the potential contractors as
regards in-situ treatment to adopt the following composition:

Wearing Course Sub-base Draining Layer

Separator
Type Thickness Type Thickness Thickness
DJPCP - M35 240 Polythene DLC 200 150

Then, referring to the card relating to this structure, one finds:

Dowels : Diameter = 32mm, Length = 500mm, Spacing = 300mm

Tie-bars : Diameter = 12mm, Length = 1,000mm, Spacing = 1000mm

* * * * * *

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APPENDIX 1

Calculation of MCA (Mean Coefficient of Aggressiveness)

For each axle, a coefficient of agressiveness is calculated from the formula given
below :

Types of pavements Values used in India

Formula for calculation of
Envisaged types of axle
CA (ALIZE method )
and values of K
or
and Flexible Semi-rigid Rigid All pavements
VDF (INDIAN method )

K=1 =5 K=1 =12 K=1 =12 K=1 =4

K=0.75 =5 K=12 =12 K=12 =12 K=1 =4

PSA ALIZE Value = 13 tons

PSA INDIAN Value = 8.16 tons K=1.1 =5 K=113 =12 K=113 =12 K=1 =4

With regard to method ALIZE, but also for other methods (for example Austroads), it
will be noted that the values α and K are different according to the type of pavement,
unlike the Indian method.

For each truck, its coefficient of aggressiveness is the sum of the coefficients of its
axles.

CA HGV = Σ CAi

Then, the Mean Coefficient of Aggressiveness is :

MCA = Σ CA HGV I / Number of HGV

* * * * * *

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APPENDIX 2

Formation level bearing capacity

Plate test static deformation module (EV2)

1 Applicability

This document describes the principle, equipment, process of testing and the calculations
involved in bearing test under a rigid plate. This test is aimed at determining “plate test
static deformation modulus” of a given platform.

The test applies to the platforms of earthwork intended for construction of road, railway
infrastructures, airport and carried out with all materials except for those materials,
whose Dmax exceeds 200 mm.

The maximum value of the modulus which can be measured by this test is 250 MPa.

The "plate test static deformation modulus" does not characterize the state of compaction
of soils located under the checked platform.

2 Symbols and abbreviations

Dmax is the maximum particle size of soil, expressed in millimetres

EV2 is the plate test static deformation modulus, expressed in mégapascals

ν is the Poisson's ratio of material constituting the platform considered equal to 0.25
(without dimension)

p is the average pressure exerted under the loaded plate, expressed in mégapascals

d is the diameter of the plate, expressed in millimetres

z0 is the remanent depression (or permanent settlement) of the plate after application of
the first cycle of loading and unloading, expressed in millimetres

z1 is the total settlement of the plate at the end of the second loading, expressed in
millimetres

z2 is the settlement of the plate caused by the second loading, expressed in millimetres

3 Principle of the test

After the location of the testing point on the platform is selected, the load is applied,
through the medium of a plate of standardized diameter and rigidity, in two successive
cycles of loading according to standardized methods.

The loading is maintained for the two cycles until settlement of the plate is stabilized as
defined in article 5.

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The magnitude of the settlement of the plate measured at the end of the second cycle is
introduced into the formula defined in article 6 to determine the "Plate test static
deformation modulus EV2".

4 Equipment

The equipment necessary to the test includes :

A solid mass for reaction (truck)

Its mass must allow the application on the plate of a force of at least 80 kN.

All the points of the bearing surface of the solid mass on the ground must be located at
more than 1.20 meters of the center of the loading plate.

A loading plate

Its diameter is 600 mm ± 2 mm.

Its rigidity is such as under a force F = 10 kN ± 50 daN applied in its center, the
deflection ‘f’ between the center and the periphery of the plate, measured as indicated
Figure A1 does not exceed 0.2 mm.
(Note 1 kN = 100 daN)

1 Steel cylinder, diameter: 20 mm ± 1, length: 600 mm ± 5.

2 Solid mass of rigidity comparable with that of a concrete block of approximate size L/l = 1 m
and h = 0.50 m.
Tolerance of plain of the higher face: ± 1 mm.

Figure A1 – Schematic diagram of the measurement of rigidity of the loading plate

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A load control device

It must allow :

- application to the plate a normal load to the platform whose intensity corresponds to
an average pressure under the plate of 0.25 Mpa. The speed of increment in load
must satisfy the conditions defined in article 5.

- Measurement of the loads applied to the plate defined in article 5 and, if necessary,
to maintain them until obtaining the stability of the depression.

A settlement measurement device

It must allow the measurement of the depression of the plate of at least 0.02 mm, its
capacity of measurement must be at least 10 mm

Measurement can be carried out in a point located at less than 20 mm of the center of
the plate.

The points of support on the ground of the element of reference from which the
measurement of the depression of the plate is done must be located at least 1.50 m of
the center of the plate and the bearing surfaces of the solid mass of reaction.

Accessories

Those include :

- a trowel
- a straight edge of 0.80 m minimum length for surface levelling
- a reserve of at least 20 litres of clean sand 0/2 mm (standard sand for concrete)
- a small brush

5 Operational Process

Preparation of test

Raise the location of testing point retained of the platform.

Using the rule, level the test site, on a surface of approximately 0.7 m X 0.7 m.

No asperity exceeding of more than 15 mm must remain on this surface.

Spread on levelled surface a levelling course of clean sand and spread out it using the
trowel into thin layer.

Bring the loading plate by visually centering it in this surface and perfect its installation
by giving two or three alternate rotations of 30° to 45°.

Bring the application load point on the solid reaction mass to the vertical of the center of
plate and set up the loading and depression measurements devices in accordance with
the requirements indicated above.

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Perfect the installation of the solid reaction mass, plates, loading and measurement
devices, by applying a load of 500 daN ± 50 daN to the plate. Maintain this load during
10 to 15 seconds then to discharge the plate.

Initialize the loads and depressions measuring devices.

Execution of test

At least carry out in 30 seconds a first loading of the plate by applying a force of 7,068
daN ± 140.

This force produces on the platform an average pressure of 0.25 MPa (see Figure A2).

1 Depressions resulting from a possible waiting of stabilization

Figure A2 - General diagram of loading and unloading cycles applied to the

plate during the test

When this pressure is reached, maintain it as long as the depression of the plate,
measured over 15 seconds period, remains higher than 0.02 mm. This value is
considered as corresponding with the stabilization of the deflection of the platform.

Remove the load in less than 5 seconds and note that permanent settlement z0 (see
Figure A2), or initialize again the deflection measurement devices.

The measurement of deflection carried out in the center of the plate represents the
deflection to be considered.

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Carry out a second loading at the same speed as for the first but by limiting the load to a
value of 5,654 daN ± 110. This force produces on the platform an average pressure of
0.20 MPa (see Figure A2).

Maintain this load until stabilization of the deflection under the same conditions as for the
first loading.

When the stabilization of the deflection of the plate is obtained, determine, under the
same conditions as for the first loading, the total deflection of the plate z1 at the end of
the second loading or to raise z2 directly if a reinitialization of the measurement
depression devices were carried out after the first unloading (see Figure A2).

Remove the load.

6 Expression of results

The plate test static deformation modulus EV2 of the platform at the selected point of test
is given by the formula of Boussinesq :

in which :

z2 represents the depression of the plate produced by the second loading.

This depression z2 is :

- that is to say calculated according to the relation

z 2 = z 1 – z0

z1 and z0 being depressions measured during the test (see Figure A2)

- raised directly if a reinitialization of the depression measurement devices were carried

out after the first unloading.

ν, p, d are respectively the values of the average pressure, Poisson's ratio under the
plate and diameter of the plate.

If one assimilates expression 1 - ν2 with value 1, and that one takes into account the
numerical values of the other parameters p and d of the test, the formula is written :

7 Approximative relation between EV2 and CBR

An approximative relation between EV2 and CBR is provided in Figure A3.

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EV2(MPa) / CBR %

220
210
200
190
180
170
160
150
140
130
EV2 (MPa)

120
110
100
90
80
70
60
50
40
30
20
10
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
CBR %

Figure A3 - Relation between EV2 and CBR

* * * * * *

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APPENDIX 3

Summary approach for determining the thickness and class of

formation level according to the materials for subgrade,
untreated or in-situ treated

The following five Tables (Table A1 to A5) give a summary approach. It would be
desirable that a thorough research be carried out on the possibilities of treatment of
materials which can be improved in India.

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Table A1 - Various cases of Upper Part of Earthworks (UPE) and

type of Leveling Course

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Table A2 - Advised Thicknesses for non treated sub-grade and obtained class
of Formation Level

Type Leveling Advised Obtained

of Course Sub-grade materials thickness class of
UPE type (mm) FL
UPE 1 EL1 800 FL2

UPE 2 EL1 500 FL2

UPE 3 EL1 All water insensitive material 400 FL2

in compliance with
EL2 MORTH's Specifications 300 FL2
Clause 305.2
UPE 4, 5 and 6 EL2 Thin FL2
leveling
EL3 layer FL3
or
EL4 surface FL4
dressing

Table A3 - Summary classification of the soils for the in situ treatment

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Table A4 - Advised Thicknesses for in situ treated fine grained sub-grade and
obtained class of Formation Level

Type Leveling Advised Obtained

of Course Type of materials thickness class of
UPE type (mm) FL
700
F3 treated with lime only
(2 layers)
UPE 2 EL1 FL3
F1, F2, F3 treated with lime + cement 500
or possibly with cement only (2 layers)
500
EL1 F3 treated with lime only
(2 layers)
UPE 3 FL3
F1, F2, F3 treated with lime + cement
EL2 350
or possibly with cement only

Table A5 - Advised Thicknesses for in situ treated coarse grained sub-grade

and obtained class of Formation Level

L e v e li n g C o m p r e s s i o n s tr e n g t h A d v i se d O b ta i n e d
C o urs e a fte r t r ea t m e n t t h i ck n e s s class o f
ty p e (M p a ) (m m ) FL
3 50 FL 2
5 00
0 .1 t o 0 . 3 FL 3
( 2 la y e r s )
5 50
FL 4
( 2 la y e r s )
E L1 3 00 FL 2

0 .3 t o 0 . 5 3 50 FL 3
4 50
FL 4
( 2 la y e r s )
3 00 FL 3
0 .5 t o 1 . 0
4 00 FL 4

3 50 FL 3
0 .1 t o 0 . 3
4 50
FL 4
( 2 la y e r s )
3 00 FL 3
E L2 0 .3 t o 0 . 5
3 50 FL 4

3 00 FL 3
0 .5 t o 1 . 0
3 50 FL 4

A1-11
 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

APPENDIX 4
Determination of characteristic strength
Young’s modulus

The required minimal characteristic values in the Indian standards are, either of values in
compression, or of the values in flexure (at constant moment), or both. They relate to
only the Concretes and Dry Lean Concrete.
Thus :
For PQC M40, the characteristic compression strength (28 days) required is 40 Mpa and
the characteristic flexural strength (28 days) is 4.5 Mpa.
Same, for PQC M35, the characteristic compression strength (28 days) required is 35 Mpa
and the characteristic flexural strength (28 days) is 4.0 Mpa.
For LC M20, the characteristic compression strength (28 days) required is 20 Mpa, but no
value for flexural strength is given.
For DLC, it is only required a characteristic compression strength at 7 days of 10 Mpa.
All this is not rational …
The use of method ALIZE requires the values of tensile strength (Brazilian indirect
Method).
To determine these values, tests should be conducted in laboratory in India, because
nothing is currently available.
To consider these values in order to apply this method, the following traditional relations
were applied :
28 days Compression Strength = 1.8 x 7 days Compression Strength
0.5
28 days Flexural Strength = 0.75 x (28 days Compression Strength)

28 days Tensile Strength = 28 days Flexural Strength / 1.37

Regarding the Young’s modulus of the concrete material, the value use in India are
30,000 Mpa for PQC. For other materials suitable values need to be used.
This value of 30,000 Mpa has been arbitrarily selected (See IRC 58 – 2002) and not on
the basis of any tests.
Several tests carried out in the foreign laboratories give values closer to 35,000 Mpa.
However, the value of 30,000 Mpa has been retained for calculations of the catalogue. It
should be noted that it results in increasing the stresses in the sub-bases.

* * * * * * *

A1-12
CARDS OF STRUCTURES
CARD-1 TO CARD-49
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M35

Separator

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

1 150
FL2 FL3 FL4
1500

210

140 1400

130 260 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
Slab (mm) 120 1200
thickness 14 16 20
210
(mm) Spacing (between axles)
(mm)
160 120 150 260
170 140 250 110 1100
180 130 230
190 130 220
200 120 210 200
210 200
220 190
230 180
100 1000
240 180
250 170
260 160

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900
Width of slab
Slab (m)
thickness 3.50 4.00 4.60 5.00 250
(mm) Diameter of transverse reinforcement
(mm) 80 800
160
170
10
180
190
200
210 12 70 700
220 200
230
240
250 14
260

Shoulders (Roads type 1) 60 600

190

50 500

240

40 400
190

30 180 300

230
180
20 200

170
220
170
10 100
210
160
200 160
190

CARD - 1
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (cm) - PQC M40

Separator

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

1 150
FL2 FL3 FL4
1500

230

140 1400
180

130 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
(mm) 120 1200
Slab
170
thickness 14 16 20
(mm) Spacing (between axles)
(mm)
150 110
220 1100
160 120 260
170 140 250
180 130 230
190 130 220
200 120 210
170
210 200 100 1000
220 190
230 180

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900

Width of slab
Slab (m)

thickness 3.50 4.00 4.60 5.00

(mm) Diameter of transverse reinforcement 80 800
(mm)
160
170
10
180
190
70 700
200
210 12
220
230 14 210

Shoulders (Roads type 1) 60 600

50 500

160
40 400
200 160

30 300

190
20 200

180

10 100
170

160

CARD - 2
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M35

Separator

ROADS TYPE 1 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

2 150
FL2 FL3 FL4
1500

140 1400

230

130 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
Slab (mm) 120 260 210 1200
thickness 14 16 20
(mm) Spacing (between axles)
(mm)
160 120 150 260
170 140 250 110 1100
180 130 230
190 130 220
200 120 210
210 200
220 190
230 180
100 1000
240 180
250 170
260 160

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900
220
Width of slab
Slab (m)
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of transverse reinforcement
(mm) 80 800
160
170
10
180
190
200
210 12 70 700
220
230
250
240 200
250 14
260

Shoulders (Roads type 1) 60 600

50 500

210

40 400

240
190
30 300

200
20 200
230
180

190
10 220 100
170
210 180
200 170 160
190 160

CARD - 3
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M40

Separator

ROADS TYPE 1 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

2 150
FL2 FL3 FL4
1500

140 1400

200

130 1300
230

Diameter and spacing of longitudinal reinforcement

180
Diameter of reinforcement
(mm) 120 1200
Slab
thickness 14 16 20
(mm) Spacing (between axles)
(mm)
160 120 150 260 110 1100
170 140 250
180 130 230
190 130 220
200 120 210
210 200 100 1000
220 190
230 180
190
Diameter and spacing of transverse reinforcement
Spacing = 1.00 m 90 900

Width of slab
Slab (m)
220
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of transverse reinforcement 80 800
(mm)
160
170
10 170
180
190 70 700
200
210 12
220
230 14

Shoulders (Roads type 1) 60 600

180
50 500
210

40 400

30 300
170
200
160

20 200

190

10 180 160 100

170

160

CARD - 4
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M35

Separator (Geofabric)

ROADS TYPE 1 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

3 150
FL2 FL3 FL4
1500

140 1400

130 250 200 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
Slab (mm) 120 1200

thickness 14 16 20
190
(mm) Spacing (between axles)
(mm)
160 120 150 260
170 140 250 110 1100
180 130 230
190 130 220
200 120 210
210 200
220 190
100 1000
230 180
240 180
250 170

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900
Width of slab 190
Slab (m) 240
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of transverse reinforcement
(mm) 80 800
160
170
10
180
190
200
70 700
210 12
220
230
240 14
180
250

Shoulders (Roads type 1) 60 600

180
50 500
230

40 400

170

170
30 300
220

20 200
210

160
160
10
200 100

190
180
170

CARD - 5
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M40

Separator (Geofabric)

ROADS TYPE 1 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

3 150
FL2 FL3 FL4
1500

140 1400

130 1300
210

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
120 1200
Slab (mm)

thickness 14 16 20
(mm) Spacing (between axles)
(mm) 110 1100
160 120 150 260
170 140 250
180 130 230
190 130 220
100 1000
200 120 210
210 200

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900
200
Width of slab
Slab (m)
thickness 3.50 4.00 4.60 5.00
80 800
(mm) Diameter of transverse reinforcement
(mm)
160 160
160
170
10 70 700
180
190 12
200
210

Shoulders (Roads type 1) 60 600

190

50 500

40 400

180

30 300

170

20 200

10 160 100

CARD - 6
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M35

SA = 40 mm

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

4 150
FL2 FL3 FL4
1500

140 1400

130 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
(mm) 120 1200
Slab
thickness 14 16 20
(mm) Spacing (between axles)
(mm)
160 120 150 260 110 1100

100 1000

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900

Width of slab
Slab (m)

thickness 3.50 4.00 4.60 5.00 160

(mm) Diameter of transverse reinforcement
80 800
(mm)
160 10 12
160 160

70 700

Shoulders (Roads type 1) 60 600

50 500

40 400

30 300

20 200

10 100

160

CARD - 7
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M40

SA = 40 mm

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

4 150
FL2 FL3 FL4
1500

140 1400

130 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
(mm) 120 1200
Slab
thickness 14 16 20
(mm) Spacing (between axles)
(mm)
160 120 150 260 110 1100

100 1000

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900

Width of slab
Slab (m)
thickness 3.50 4.00 4.60 5.00 160
(mm) Diameter of transverse reinforcement
(mm) 80 800

160 10 12
160 160

70 700

Shoulders (Roads type 1) 60 600

50 500

40 400

30 300

20 200

10 100

160

CARD - 8
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M35

ROADS TYPE 1 Cumulative

Reshaping mnimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

5 150
Eeq = 250 Eeq = 360 Eeq = 750
1500

140 1400
210

130 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
120 1200
Slab (mm)

thickness 14 16 20
(mm) Spacing (between axles)
(mm)
110 1100
160 120 150 260
170 140 250 220
180 130 230
190 130 220
200 120 210
100
170 1000
210 200
220 190

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900

Width of slab
(m)
200
Slab
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of transverse reinforcement 80 800
(mm)
160
170
10
180
190 70 700

200 12
210
220

Shoulders (Roads type 1) 60 600

50 500

210

40 400

30 300
190

160

20 200
200

10 100
180
190

180 170

CARD - 9
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M40

ROADS TYPE 1 Cumulative

Reshaping mnimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

5 150
Eeq = 250 Eeq = 360 Eeq = 750
1500

140 1400

130 1300

Diameter and spacing of longitudinal reinforcement

Diameter of reinforcement
120 1200
Slab (mm)

thickness 14 16 20
(mm) Spacing (between axles) 200
(mm)
110 1100
160 120 150 260
170 140 250
180 130 230
190 130 220
120 100 1000
200 210

Diameter and spacing of transverse reinforcement

Spacing = 1.00 m 90 900

Width of slab
Slab (m)

thickness 3.50 4.00 4.60 5.00

(mm) Diameter of transverse reinforcement 80 800
(mm)
160 160 160
170
10
180
190 12 70 700
200

Shoulders (Roads type 1) 60 600

50 190 500

40 400

30 300

20 200

180

10 100

170
160

CARD - 10
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

Separator

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

6 150
FL2 FL3 FL4
1500

140 1400

270

130 1300

Diameter and spacing of dowels

Slab Dowels 220

120 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm) 210

160 to 200 28 500 300

110 1100
210 to 230 32 500 300
230 to 280 32 500 300

Diameter and spacing of tie bars, length = 1.00 m 100 1000

Spacing = 1.00 m

Distance up to free edge

Slab (m) 260
90 900
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of deformed tie bars
(mm)
160 80 800

170 10
180
190
200 70
210 700
210
220
230 12
240 200
250 60 600

260

Shoulders (Roads type 1)

50 500
250

40 400
200

190
30 300

240
190
20 200

180
230
180
10 100
170
220
170
210
160 160
200

CARD - 11
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

Separator

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

6 150
FL2 FL3 FL4
1500
240

140 190 1400

130 1300

Diameter and spacing of dowels

Dowels 180
Slab 120 1200
thickness Diameter g
Length Spacing
g
(mm) (mm) (mm) (mm)
160 to 190 28 500 300 230
110 1100
200 28 500 300
210 to 240 32 500 300

Diameter and spacing of tie bars, length = 1.00 m

100
180 1000
Spacing = 1.00 m

Distance up to free edge

Slab (m)
thickness 3.50 4.00 4.60 5.00 90 900

(mm) Diameter of deformed tie bars

(mm)
160
170 10 80 800
180
190
200
210 12 170
70 700
220
230
240
220
Shoulders (Roads type 1) 60 600
170

50 500

40 400

210

30 300

160
200 160
20 200

190
10 100
180
170
160

CARD - 12
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

Separator

ROADS TYPE 1 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

7 150
FL2 FL3 FL4
1500

240

140 1400

130 1300

220
Diameter and spacing of dowels 270
Slab Dowels
120 1200
thickness Diameter Length Spacing
(
(mm)
) (mm) (mm) (mm)
160 to 200 28 500 300
210 to 230 32 500 300 110 1100

240 to 270 32 500 300

230
Diameter and spacing of tie bars, length = 1.00 m
100 1000
Spacing = 1.00 m

Distance up to free edge

Slab ( )
(m)

thickness 3.50 4.00 4.60 5.00

90 900
(mm) Diameter of deformed tie bars
(mm)
160
170 10 80 800
180
190 210
200 260
210
220 12 70 700
230
240
250
260 14
270
Shoulders (Roads type 1) 60 600

Shoulders (Roads type 1)

220
50 500

40 400
250
200

30 300

210

20 240 200
190

200
230
10 180 100

190
220 170
210 180
160
200 170

CARD - 13
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

Separator

ROADS TYPE 1 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

7 150
FL2 FL3 FL4
1500

210

140 1400

240
130 1300

190
Diameter and spacing of dowels

Slab Dowels
120 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm)
160 to 200 28 500 300
210 to 240 32 500 300 110 1100

200
Diameter and spacing of tie bars, length = 1.00 m
100 1000
Spacing = 1.00 m

p to free edge
Distance up g
Slab (m)

thickness 3.50 4.00 4.60 5.00 90 900

(mm) Diameter of deformed tie bars

230
(mm)
160
170 10 80
180 800
180
190
200
210
70 700
220 12
230
14
240

Shoulders (Roads type 1) 60 600

190

50 500
220

170
40 400

30 180 300

210

20 200

200 170
160

10 100
190
180 160
170
160

CARD - 14
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

Separator (Geofabric)

ROADS TYPE 1 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

8 150
FL2 FL3 FL4
1500

140 1400

260
130 1300
210
Diameter and spacing of dowels

Slab Dowels
120 1200
thickness 200
Diameter Length
g Spacing
p g
(mm) (mm) (mm) (mm)
160 to 200 28 500 300
110 1100
210 32 500 300
220 to 260 32 500 300

Diameter and spacing of tie bars, length = 1.00 m

100 1000
Spacing = 1.00 m

Distance up to free edge

Slab (m)
thickness 3.50 4.00 4.60 5.00 90 900

(mm) Diameter of deformed tie bars 250

(mm) 200
160
170 10 80 800
180
190
200
210
70 700
220 12
230 190
240
250 14
260 60 600

Shoulders (Roads type 1)

50 190 500
240

40 400

180

30 300
180
230

20 170 200
170
220

10 210 100

200 160 160

190
180
170

CARD - 15
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

Separator (Geofabric)

ROADS TYPE 1 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

8 150
FL2 FL3 FL4
1500

140 1400

170

130
170 1300

220
Diameter and spacing of dowels

Slab Dowels
120 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm)
160 to 170 28 500 300
180 to 200 28 500 300 110 1100

210 to 220 32 500 300

100 1000
Diameter and spacing of tie bars, length = 1.00 m
Spacing = 1.00
1 00 m

Distance up to free edge

90 900
Slab (m)
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of deformed tie bars
(mm) 210
80 800
160
170 10
180
190
70 700
200 12
210
220

Shoulders (Roads type 1) 60

160 600

160

50
200 500

40 400

190
30 300

20 180 200

170
10 100

160

CARD - 16
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M35

ROADS TYPE 1 Cumulative Draining

g layer
y = 150 mm Cumulative
number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

9 150
FL2 FL3 FL4
1500

140 1400

130 1300
330

Diameter and spacing of dowels

Slab Dowels
120 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm) 280
220 to 280 32 500 300
260
110 1100
290 to 300 32 500 300
310 to 330 36 500 300
Diameter and spacing of tie bars, length = 1.00 m
Spacing = 1.00 m 100 1000

Distance up to free edge

Slab (m)
thickness 3.50 4.00 4.60 5.00
90 900
(mm) Diameter of deformed tie bars
(mm)
220
230
80 800
240 12
250 320
260
270
280 70 700
290 14
300
310
320 16
60 600
330

Shoulders (Roads type 1) 270

50 250 500

40 400

310
30 300

260
20 240 200

300

10 100
250
230
290
240
280 220
230

CARD - 17
 CARDS OF STRUCTURES

THICKNESSES FOR CRCP (mm) - PQC M40

ROADS TYPE 1 Cumulative Draining

g layer
y = 150 mm Cumulative
number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

9 150
FL2 FL3 FL4
1500

140 1400

130 1300

Diameter and spacing of dowels 260

Slab Dowels
120 240 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm)
210 to 260 32 500 300
110 1100
260 to 300 32 500 300 300
Diameter and spacing of tie bars, length = 1.00 m
Spacing = 1.00 m
100 1000
Distance up to free edge
Slab (m)
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of deformed tie bars 90 900
(mm)
210 10
220
230 80 800
240 12
250
260
270 14
280 70 700
250
290
300

230
Shoulders (Roads type 1) 60 600

50 500

290

40 400

30 300

240
220
20 200
280

10 100
230
270 210

260 220 200

250 210 190

CARD - 18
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

SA = 40 mm

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

10 150
FL2 FL3 FL4
1500

140 1400

130 1300
170

Diameter and spacing of dowels

Slab Dowels
120 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm)
160 to 170 28 500 300
110 1100

100 1000

Diameter and spacing of tie bars, length = 1.00 m

Spacing = 1.00 m 90 900

Distance up to free edge

Slab (m)
thickness 3.50 4.00 4.60 5.00
80 800
(mm) Diameter of deformed tie bars
(mm) 160 160
160
10 12
170 70 700

160
Shoulders (Roads type 1) 60 600

50 500

40 400

30 300

20 200

10 100

160

CARD - 19
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

SA = 40 mm

ROADS TYPE 1 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

10 150
FL2 FL3 FL4
1500

170

140 1400

130 1300

Diameter and spacing of dowels

Slab Dowels
120 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm)
160 to 170 28 500 300
110 1100

100 1000

Diameter and spacing of tie bars, length = 1.00 m

Spacing = 1.00 m 90 900

Distance up to free edge

Slab (m)
thickness 3.50 4.00 4.60 5.00
80 800
(mm) Diameter of deformed tie bars
(mm) 160 160 160
160
10 12
170 70 700

Shoulders (Roads type 1) 60 600

50 500

40 400

30 300

20 200

10 100

160

CARD - 20
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

ROADS TYPE 1 Cumulative

Reshaping mnimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

11 150
Eeq = 250 Eeq = 360 Eeq = 750
1500

140 1400

130 240 1300

Diameter and spacing of dowels

Slab Dowels
120 1200
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm)
160 to 200 28 500 300
110 1100
210 to 240 32 500 300
220
Diameter and spacing of tie bars, length = 1.00 m 190
Spacing = 1.00 m
100 1000
Distance up to free edge
Slab (m)

thickness 3.50 4.00 4.60 5.00

(mm) Diameter of deformed tie bars
90 900
(mm)
160
170
180 10
80 800
190
200 12
210 230
220
230 70 700
14
240

Shoulders (Roads type 1) 60 600

50 500

210
40 180 400

30 300
220

20 200

200
170
10 210 100

190
200 160
190 180

CARD - 21
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

ROADS TYPE 1 Cumulative

Reshaping mnimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

11 150
Eeq = 250 Eeq = 360 Eeq = 750
1500

240

140 1400

130 1300

Diameter and spacing of dowels

Slab Dowels
120 1200
thickness Diameter Length Spacing
(mm) 220
(mm) (mm) (mm)
190
160 to 200 28 500 300
110 1100
210 to 240 32 500 300

100 1000

230
Diameter and spacing of tie bars, length = 1.00 m
90 900
Spacing = 1.00 m

Distance up to free edge

Slab (m)

thickness 3.50 4.00 4.60 5.00 80 800

(mm) Diameter of deformed tie bars
(mm)
160
170 70 700
180 10
190
200 12
210
220 60 600

230
14 210
240

180
Shoulders (Roads type 1) 50 500

40 400

220

30 300

20 200 200

170
210
10 100

190
200 160
190 180

CARD - 22
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

Separator

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

6 150
FL2 FL3 FL4
900

190

140

800

130

Diameter and spacing of dowels

Slab Dowels
120 230
thickness Diameter Length Spacing
700
(mm) (mm) (mm) (mm)
160 to 190 28 500 300 180
200 28 500 300 110

210 to 230 32 500 300

100 600
Diameter and spacing of tie bars, length = 1.00 m
Spacing
p g = 1.00 m

Distance up to free edge

Slab (m) 90

thickness 3.50 4.00 4.60 5.00

(mm) Diameter of deformed tie bars 500
(mm)
80
160
170
180 10 160
190
200 12 70
220
210
400
220
170
230 14

Shoulders (Roads type 2) 60

50 300

40
210

200

30

200 160

20

100
190

10
180
170
160

CARD - 23
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

Separator

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

6 150
FL2 FL3 FL4
900
200

140

800

130

Diameter and spacing of dowels

Slab Dowels
120
thickness Diameter Length Spacing 190 700
(mm) (mm) (mm) (mm)
160 28 500 300
170 to 200 28 500 300 110

100 600

Diameter and spacing of tie bars, length = 1.00

Spacing = 1.00 m 90

Distance up to free edge

Slab (m) 500

thickness 3.50 4.00 4.60 5.00

80
(mm) Diameter of deformed tie bars
(mm) 160 160
160 180
170
70
180 10
190 12 400

200

Shoulders (Roads type 2) 60

50 300

170

40

200

30

160

20

100

10

160

CARD - 24
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

Separator

ROADS TYPE 2 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

7 150
FL2 FL3 FL4
900

140
240

800
190
130

Diameter and spacing of dowels

Slab Dowels
120
thickness Diameter Length Spacing
700
(mm) (mm) (mm) (mm) 200
160 to 200 28 500 300
110
210 to 240 32 500 300

Diameter and spacing of tie bars, length = 1.00 m

100 600
Spacing = 1.00 m
230
Distance up
p to free edge
g
Slab (m)

thickness 3.50 4.00 4.60 5.00 90

180
(mm) Diameter of deformed tie bars
(mm) 500
160
170 80

180 10
190
200 12
210 70
220
400
230
14
240

190
Shoulders (Roads type 2) 60

220

50 300

170

40

200
180
30 210

20
170
200 100
160

10 190

180 160
170
160

CARD - 25
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

Separator

ROADS TYPE 2 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

7 150
FL2 FL3 FL4
900

140

800

130
200
170
Diameter and spacing of dowels

Slab Dowels
120
thickness Diameter Length Spacing
700
(mm) (mm) (mm) (mm)
160 28 500 300
170 to 200 28 500 300 110

100 600

Diameter and spacing of tie bars, length = 1.00 m

Spacing = 1.00 m 90

Distance up to free edge 190

Slab (m) 500

thickness 3.50 4.00 4.60 5.00

80
(mm) Diameter of deformed tie bars
(mm) 160
160
170
70
180 10
190 12 400
200

Shoulders (Roads type 2) 60

180
160
50 300

40

170 200

30

160
20

100

10

160

CARD - 26
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

Separator (Geofabric)

ROADS TYPE 2 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
8 design lane
Class of Sub-grade

FL2 FL3 FL4

150 900

170
140

170
800

Diameter and spacing of dowels 130

Slab Dowels 220

thickness Diameter Length Spacing
(mm) (mm) (mm) (mm) 120
160 to 170 28 500 300 700
180 to 200 28 500 300
210 to 220 32 500 300
110
Diameter and spacing of tie bars, length = 1.00 m
Spacing = 1.00 m

Distance up to free edge

100 600
Slab (m)
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of deformed tie bars
(mm)
90
160
170
210
180 10 500
190
200 12 80
210
220

Shoulders (Roads type 2)

70

400
160

160
60

200

50 300

40

190
200

30

180
20

100
170

10

160

CARD - 27
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

Separator (Geofabric)

ROADS TYPE 2 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
8 design lane
Class of Sub-grade

FL2 FL3 FL4

150 900

180

140

800

130
Diameter and spacing of dowels

Slab Dowels
thickness Diameter Length Spacing
170
(mm) (mm) (mm) (mm) 120

160 28 500 300 700

170 to 180 28 500 300

Diameter and spacing of tie bars, length = 1.00 110

Spacing = 1.00 m

Distance up to free edge

Slab (m)
100 600
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of deformed tie bars
(mm)
160 90
170 10 12
180
500
Shoulders (Roads type 2)
80

160 160

70

400

60

160

50 300

40

200

30

20

100

10

160

CARD - 28
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

ROADS TYPE 2
Cumulative Draining
g layer
y = 150 mm Cumulative
number number
9 NHVx10 6
NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

FL2 FL3 FL4

150 900

140
300

Diameter and spacing of dowels 800

Slab Dowels 130

thickness Diameter Length Spacing

(mm) (mm) (mm) (mm)
190 to 200 28 500 300
120
210 to 260 32 500 300
700
270 to 300 32 500 300

Diameter and spacing of tie bars, length 1.00 m 250

110
Spacing = 1.00 m
230
Distance up to free edge
Slab (m)
thickness 3.50 4.00 4.60 5.00 100 600

(mm) Diameter of deformed tie bars

(mm)
190
200 10 90

210 290
220
500
230 12
240 80
250
260
270 14
280
290 70

300 400

Shoulders (Roads type 2)

60

50 300
240

220
40

280
200

30

20
230
100
210
270

10

220
260 200
250 210 190

CARD - 29
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

ROADS TYPE 2 Cumulative Draining

g layer
y = 150 mm Cumulative
number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
9 design lane
Class of Sub-grade

FL2 FL3 FL4

150 900

140

800

Diameter and spacing of dowels 130

Slab Dowels
thickness Diameter Length Spacing
(mm) (mm) (mm) (mm) 120
180 to 200 28 500 300 700
210 to 240 32 500 300 230
240 to 270 32 500 300
110
Diameter and spacing of tie bars, length = 1.00 m 210
270
Spacing = 1.00 m

Distance up to free edge

(m) 100 600
Slab
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of deformed tie bars
(mm)
90
190
190 10
200 500
210
220 80
230 12
240
250
260 14
270 70

400
Shoulders (Roads type 2)

60

220
50 300

260 200
40

200

30

20
210 100

250
190
10

240 200
180
230 190

CARD - 30
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

SA = 40 mm

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

10 150
FL2 FL3 FL4
900

140

800

130

Diameter and spacing of dowels

Slab Dowels
120
thickness Diameter Length Spacing
700
(mm) (mm) (mm) (mm)
160 28 500 300
110

100 600

Diameter and spacing of tie bars, length = 1.00 m

Spacing = 1.00 m 90

Distance up to free edge

Slab (m) 500
160
thickness 3.50 4.00 4.60 5.00
80
(mm) Diameter of deformed tie bars
(mm)
160 160
160 10 12
70

400

Shoulders (Roads type 2) 60

50 300

40

200

30

20

100

10

160

CARD - 31
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

SA = 40 mm

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

10 150
FL2 FL3 FL4
900

140

800

130

Diameter and spacing of dowels

Slab Dowels
120
thickness Diameter Length Spacing
700
(mm) (mm) (mm) (mm)
160 28 500 300
110

100 600

Diameter and spacing of tie bars, length = 1.00 m

Spacing = 1.00 m 90

Distance up to free edge

Slab (m) 500
160
thickness 3.50 4.00 4.60 5.00
80
(mm) Diameter of deformed tie bars
(mm) 160 160
160 10 12
70

400

Shoulders (Roads type 2) 60

50 300

40

200

30

20

100

10

160

CARD - 32
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M35

ROADS TYPE 2 Cumulative

Reshaping mnimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

11 150
Eeq = 250 Eeq = 360 Eeq = 750
900

220
140

800

130

Diameter and spacing of dowels

Slab Dowels
120
thickness Diameter
a ete Length
e gt Spacing
Spac g
700
(mm) (mm) (mm) (mm)
160 to 200 28 500 300
210 to 220 32 500 300 110 200

170
Diameter and spacing of tie bars, length = 1.00 m 100 600

Spacing = 1.00 m

Distance up to free edge

210
Slab (m)
90
thickness 3.50 4.00 4.60 5.00
(mm) Diameter of deformed tie bars 500
(mm)
160 80
170
180 10
190
200 12
210 70

220 400

Shoulders (Roads type 2) 60

50 300

190

40

200
200
30

160

20

100

180

10 190

170
180
160

CARD - 33
 CARDS OF STRUCTURES

THICKNESSES FOR DJPCP (mm) - PQC M40

ROADS TYPE 2 Cumulative

Reshaping mnimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

11 150
Eeq = 250 Eeq = 360 Eeq = 750
900

140 200

800

130

Diameter and spacing of dowels

Slab Dowels
120
thickness Diameter Length Spacing 700
(mm) (mm) (mm) (mm)
160 to 200 28 500 300
110

Diameter and spacing of tie bars, length = 1.00 m

180
Spacing = 1.00 m 100 600

Distance up to free edge

Slab (m)
thickness 3.50 4.00 4.60 5.00
90
(mm) Diameter of deformed tie bars
(mm)
190 500
160
170
80
180 10
190 12
200
160

70

400

Shoulders (Roads type 2) 60

50 300

40

170 200

30

180

20

100

10

170 160

160

CARD - 34
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M35

Separator

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

12 150
FL2 FL3 FL4
900

230

220
140

800

130

NO DOWEL, NO TIE BAR 270

120
Shoulders (Roads type 2) 700

110 220

100 210 600

90

500

80

260

70

400

60
210

200
50 300

40
250

200
200
30

190

240
20
190
100

180
230 180
10

170
220 170
210 160 160

CARD - 35
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M40

Separator

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

12 150
FL2 FL3 FL4
900

140

240
800

130
190

NO DOWEL, NO TIE BAR

120
Shoulders (Roads type 2) 700

180

110

100 600

230

90

180 500

80

70

400

60 170

220
50 300
170

40

200

30
210

20
160
200 160
100

10
190

180
170
160

CARD - 36
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M35

Separator

ROADS TYPE 2 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

13 150
FL2 FL3 FL4
900

140

240 800

130

NO DOWEL, NO TIE BAR

120
Shoulders (Roads type 2) 220
270 700

110

100 600

90
230

500

80

70

400

210
260
60

50 300

220
40

200
250
200
30

210
20

240 100
190

10
200
230 180
220 190
170
210 180
200 170 160

CARD - 37
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M40

Separator

ROADS TYPE 2 Cumulative

LC = 180
Sub-base (mm)

LC = 150 LC = 140
Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

13 150
FL2 FL3 FL4
900

140

800
210
130

NO DOWEL, NO TIE BAR

240
120
190
Shoulders (Roads type 2) 700

110

100 600

90
200

500

80

230
70

180 400

60

50 300

190

40 220

170
200

30

180
210
20

100

170
200 160
10
190
180 160
170
160

CARD - 38
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M35

Separator (Geofabric)

ROADS TYPE 2 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

14 150
FL2 FL3 FL4
900

140 210

800

130

NO DOWEL, NO TIE BAR

260
120 210
Shoulders (Roads type 2) 700

110

100
200 600

90

500

80

250
200
70

400

60

190

50 300

190
240
40

200

30
180

180
230
20

170 100
170
220
10
210
160 160
200
190
180

CARD - 39
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M40

Separator (Geofabric)

ROADS TYPE 2 Cumulative

Porous C = 210
Sub-base (mm)

Porous C = 190 Porous C = 170

Cumulative
number number
6
NHVx10 GSB = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

14 150
FL2 FL3 FL4
900
180

230

140

800

130

NO DOWEL, NO TIE BAR 170

120
170
Shoulders (Roads type 2) 700

110
220

100 600

90

500

80

70
210 400

60

50 160 300

160

200
40

200

30

190

20

180 100

170
10

160

CARD - 40
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M35

ROADS TYPE 2 Cumulative Draining

g layer
y = 150 mm Cumulative
number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

15 150
FL2 FL3 FL4
900

140

800
280
130

260
NO DOWEL, NO TIE BAR

120

Shoulders (Roads type 2) 700

110
320

100 600

90

500

80
270

250
70

400

60

50 300

310

40

200
260
30
240

20 300
100

250
10
230
290

240 220
280
270 230 210

CARD - 41
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M40

ROADS TYPE 2 Cumulative Draining

g layer
y = 150 mm Cumulative
number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

15 150
FL2 FL3 FL4
900

260

140
240

800

130

NO DOWEL, NO TIE BAR

120

700
Shoulders
Sh ld (Roads
(R d ttype 2)
300

110

100 600
250

90

230
500

80

70

400

60
290

50 300

40

240
200
220
30

280

20

100

230
210
10 270

260 220 200

250 210 190

CARD - 42
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M35

SA = 40 mm

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

16 150
FL2 FL3 FL4
900

140
200

800

130

NO DOWEL, NO TIE BAR

120

Shoulders (Roads type 2) 700

110

100 190 600

90

500

80

160 160

70

400

60

180

50 300

40

200
170
30

20 160
100

10

160

CARD - 43
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M40

SA = 40 mm

ROADS TYPE 2 Cumulative

DLC = 200
Sub-base (mm)

DLC = 180 DLC = 160

Cumulative
number number
6
NHVx10 Draining layer = 150 mm NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

16 150
FL2 FL3 FL4
900

140

800

130

NO DOWEL, NO TIE BAR

120

Shoulders (Roads type 2) 700

110

100 600

90

500
160
80

160 160

70

400

60

50 300

40

200

30

20

100

10

160

CARD - 44
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M35

ROADS TYPE 2 Cumulative

Reshaping minimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

17 150
Eeq = 250 Eeq = 360 Eeq = 750
900

230

140

800

130

NO DOWEL, NO TIE BAR

120
240

Sh ld
Shoulders (R d type
(Roads t 2) 700

110

100 600

220

90

500

80

160

70

400

230
60

50 300

40

210
200

30

220

20

100

200
10
210

190
200
180

CARD - 45
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M40

ROADS TYPE 2 Cumulative

Reshaping minimum : AC = 50 mm
Cumulative
number number
6
NHVx10 NEAx106
Mesured deflection on old bituminous pavement
(> 3t) on
on design lane
20 mm < d
design lane

17 150
Eeq = 250 Eeq = 360 Eeq = 750
900

180
140

800

130

220
NO DOWEL, NO TIE BAR

120

700
Shoulders (Roads type 2)

110

200
100 600

90
170
500

80

70
210
400

60

50 300

40

190 200

30

200
160
20

100

10 180
190

180 170

CARD - 46
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M35

ROADS TYPE 3 Cumulative Draining

g layer
y = 150 mm Cumulative
number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

15 150
FL2 FL3 FL4
300

140

130

240
NO DOWEL, NO TIE BAR

120
220
Shoulders (Roads type 3)
280

110

100 200

90

80

70
230

60
210

270

50 100

40

200

30

220

20
260 200
100

10
210
250
190

240 200 180

CARD - 47
 CARDS OF STRUCTURES

THICKNESSES FOR JPCP (mm) - PQC M40

ROADS TYPE 3 Cumulative Draining

g layer
y = 150 mm Cumulative
number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

15 150
FL2 FL3 FL4
300

140

130

220
NO DOWEL, NO TIE BAR

120
260

Shoulders (Roads type 3)

200

110

100 200

90

80

70
210

250
60

190
50 100

40

200

30

240 200
20

100
180

10
230
190
170
220 180 160

CARD - 48
 CARDS OF STRUCTURES

BC = 40 mm

ROADS TYPE 3 Cumulative THICKNESSES FOR RCC (mm) Cumulative

number number
6
NHVx10 NEAx106
(> 3t) on
on design lane
Class of Sub-grade
design lane

19 150
FL2 FL3 FL4
300

140

250

230
130

If use of surface dressing as wearing course :

Add 30 mm RCC 120

Maximun thickness RCC = 300 mm 290

Shoulders (Roads type 3)

110

100 200

90

240

80
220

70

60 280

50 100

40

230 200

30 210

270

20

100

220
200
10 260

250 210 190

240 200 180

CARD - 49
 PART 2:
GUIDELINES FOR THE DESIGN OF PLAIN JOINTED
RIGID PAVEMENTS FOR HIGHWAYS
(REVISED IRC-58 METHOD)
 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

PART 2: GUIDELINES FOR THE DESIGN OF PLAIN JOINTED

RIGID PAVEMENTS FOR HIGHWAYS
(REVISED IRC-58 METHOD)

1. INTRODUCTION

Guidelines for the Design of the Rigid Pavements for Highways were first approved
by the Cement Concrete Road Surfacing Committee in its meeting held at Chandigarh
on the 11th March, 1973. These were approved by the Specification & Standard
Committee in its meetings held on 31st January and 1st February 1974. The guidelines
were then approved by the Executive Committee and the Council in their meetings
held on 1st May, 1974.

In view of the subsequent upward revision of the legal limit on the maximum laden
axle loads of commercial vehicles from 8160 kg to 10200 kg, appropriate
modifications were incorporated in the first revision of the guidelines. Keeping in view
the advances made in the methods of analysis and design all over the world, a draft
of a further revision was initially prepared by the Rigid Pavements Committee under
the Convenorship of Prof. C.E.G. Justo, and was reviewed by Prof. B.B. Pandey. This
was discussed in detail in the meeting of the Rigid pavement Committee held on
25.10.1999. A sub-committee consisting of Dr. R. M. Wasan, Dr. S. S. Seehra and Dr.
S. C. Maiti was formed to examine the proposal.

The Rigid Pavement Committee met again on 4th January 2000 at Madurai to
consider the draft and the various observations of the sub-committee .

The draft was further revised in the light of discussions of the Rigid Pavement
Committee meetings of 25-10-1999, 4-1-2000 and 10-5-2002 and the observations of
the sub-committee and a number of appendices and references were added for
clarification of different clauses.

2. SCOPE

The guidelines cover the design of plain jointed cement concrete pavements. The
guidelines are applicable for roads having a daily commercial traffic (vehicles with
laden weight exceeding 3 T) of over 150. They are not applicable to low volume
Rural Roads.

3. GENERAL

The early approach to the design of rigid pavements was based on Westergaard’s
analysis. Recent advances in knowledge have led to vast changes in the design
methodology. It is believed the guidelines contained in this document reflect the
current knowledge on the subject.

1
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The salient features of the revised guidelines are: -

(i) Computation of flexural stress due to the placement of single and tandem axle
loads along the edge.

(ii) Introduction of the cumulative fatigue damage approach in the design

(iii) Revision of criteria for design of dowel bars.

(iv) The adoption of Pasternak foundation conditions for determining temperature

stresses.

4. FACTORS GOVERNING DESIGN

The factors governing design considered are : single and tandem axle loads, their
repetition, tyre pressure and lateral placement characteristics of commercial vehicles.

4.1. Wheel Load

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, a large number of axles
operating on National Highways carry much higher loads than the legal limits. Data
on axle load distribution of the commercial vehicles is required to compute the
number of repetitions of single and tandem axles of different weights expected
during the design period. For this purpose, an axle load survey may be conducted for
a day, covering a minimum sample size of 10 per cent in both the directions. Higher
axle loads induce very high stresses in the pavement and result in the consumption
of fatigue resistance of concrete. Contribution of different axle load groups towards
fatigue damage must be determined for pavement design. Tyre pressures and shape
of the contact areas of the commercial vehicles also govern load stresses. For most
of the commercial highway vehicles, the tyre pressure ranges from about 0.7 to 1.0
MPa but it is found that stresses in concrete pavements having thickness of 20 cm or
more are not affected significantly by the variation of tyre pressure in the range
mentioned above. A tyre pressure of 0.8 MPa may be adopted for design.

For computation of stresses in the pavements, the magnitude of axle loads should be
multiplied by Load Safety Factor (LSF). This takes care of unpredicted heavy truck
loads. For important roads such as Expressways, National Highways and other Roads
where there will be uninterrupted traffic flow and high volumes of truck traffic, the
suggested value of LSF is 1.2. For roads of lesser importance having lower proportion
of truck traffic, LSF may be taken as 1.1. For residential and other streets that carry
small number of commercial traffic, the LSF may be taken as 1.0.

It is recommended that the basic design of the slab be done with a 98th percentile
axle load, and the design thereafter checked for fatigue consumption for higher axle
loads.

2
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4.2. Design Period

Normally cement concrete pavements have a life span of 30 years and should be
designed for this period. When the traffic intensity cannot be predicted accurately for
a long period of time, and for low volume roads, a design period of twenty years may
be considered. However, the design engineer should use his judgement about the
design life taking into consideration the factors like traffic volume, the traffic growth
rate, the capacity of the road and the possibility of augmentation of capacity.

4.3. Design Traffic

Assessment of average traffic should normally be based on seven-day 24-hour count

made in accordance with IRC: 9, “Traffic Census on Non-Urban Roads”. The actual
value of growth rate 'r' of heavy commercial vehicles should be determined.
However, if actual data is not available, an average annual growth rate of 7.5 % may
be adopted.

It may be noted that flexural stress caused by axle loads is maximum when the tyre
imprint is tangential to the longitudinal edge. When the wheels are tangential to the
transverse joints, stresses are lower and when the tyre position is even 15 cm away
from the longitudinal edge, there is a significant reduction in the flexural stress.
Observation of the lateral distribution characteristics of wheel paths for two lane two-
way roads in India indicates that very few vehicles travel along the edge. A design
traffic of 25 % of the total two-lane two-way commercial vehicles may be considered
as a very conservative estimate for design against fatigue failure. In case of four-lane
and multi-lane divided highways, 25 % of the total traffic in the direction of
predominant traffic may be taken for design of pavement. In case of new highway
links, where no traffic count data is available, data from roads of similar classification
and importance may be used to predict the design traffic intensity.

The cumulative number of repetitions of axles during the design period may be

computed from the following formula.

365 × A{1 + r) n − 1}
C = (1)
r
Where C = Cumulative number of axles during the design period.

A = Initial number of axles per day in the year when the road is operational.

r = Annual rate of growth of commercial traffic (expressed in decimals).

n = Design period in years.

Expected number of applications of different axle load groups during the design
period can be estimated from the axle load spectrum.

3
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In most design problems, it is expected that the weights and number of trucks
travelling in each direction are fairly equal. This may not be true for roads such as
haul roads in mine areas where many of the trucks haul full loads in one direction
and return empty in the other direction. In such cases, a suitable adjustment should
be made. It is recommended that the basic design of the slab be done with a 98th
percentile axle load, and the design there after checked for fatigue consumption for
higher axle loads.

4.4. Temperature Differential

Temperature differential between the top and bottom of concrete pavements causes
the concrete slab to warp, giving rise to stresses. The temperature differential is a
function of solar radiation received by the pavement surface at the location, losses
due to wind velocity, etc and thermal diffusivity of concrete, and is thus affected by
geographical features of the pavement location. As far as possible, values of actually
anticipated temperature differentials at the location of the pavement should be
adopted for pavement design. For this purpose, guidance may be had from Table 1.

Table 1 : Recommended Temperature Differentials

for Concrete Slabs
Temperature Differential, °C in
Zone States Slabs of Thickness
15cm 20cm 25cm 30cm
I. Punjab, U.P., Uttaranchal, Rajasthan, 12.5 13.1 14.3 15.8
Haryana and North M.P., excluding hilly
regions.
II Bihar, Jharkand, West Bengal, Assam 15.6 16.4 16.6 16.8
and Eastern Orissa excluding hilly
regions and coastal areas.
III Maharashtra, Karnataka, South M.P., 17.3 19.0 20.3 21.0
Chattisgarh, Andhra Pradesh, Western
Orissa and North Tamil Nadu excluding
hilly regions and coastal areas.
IV Kerala and South Tamil Nadu excluding 15.0 16.4 17.6 18.1
hilly regions and coastal areas.
V Coastal areas bounded by hills. 14.6 15.8 16.2 17.0
VI Coastal areas unbounded by hills. 15.5 17.0 19.0 19.2

4.5. Characteristics of Subgrade and Sub-Base

4.5.1. Strength

The strength of subgrade is expressed in terms of modulus of subgrade reaction k,

which is defined as pressure per unit deflection of the foundation as determined by
plate bearing tests. As the limiting design deflection for cement concrete pavements
is taken as 1.25mm, the k-value is determined from the pressure sustained at this

4
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deflection. As k value is influenced by test plate diameter, the standard test is to be

carried out with a 75-cm diameter plate. IS: 9214-1974, “Method of determination of
Modulus of Subgrade Reaction of Soil in the Field” may be referred for guidance in
this regard. A frequency of one test per km per lane is recommended for assessment
of k-value, unless the foundation changes with respect of subgrade soil, type of sub-
base or the nature of formation (ie. cut or fill) when additional tests may be
conducted.

In case of homogeneous foundation, test values obtained with plates of smaller

diameter may be converted to the standard 75 cm plate value by experimentally
obtained correlations given by :

k75 = 0.5 x k30 (2)

Where, k75 and k30 are the k-values obtained on 75 cm and 30 cm diameter plates
respectively. Equation 2 is regarded as approximate only. However, in case of
layered construction, the tests with smaller plates give greater weightage to the
stronger top layer, and direct conversion to 75 cm plate values by the above
correlation somewhat over-estimates the foundation strength, and such conversion
must be regarded as very approximate only.

The subgrade soil strength and consequently the strength of the foundation as a
whole, is affected by its moisture content. The design strength obviously must be the
minimum that will be available under the worst moisture conditions encountered. The
ideal period for testing the subgrade strength would thus be during or soon after the
monsoon when the subgrade would have attained its highest moisture content.
Annexure – 4 of IRC : 37-2001 may be referred for further details.

In case the tests have to be conducted at some other period, especially during the
dry part of the year, allowance for loss in subgrade strength due to increase in
moisture must be made. For this purpose, an idea of the expected reduction in
strength on saturation of the subgrade may be had from laboratory CBR tests on
subgrade soil samples compacted at field density and field moisture content and
tested before and after the saturation. An approximate idea of k-value of a
homogeneous soil subgrade may be obtained from its soaked CBR value using Table-
2. It is advisable to have a filter layer above the subgrade for drainage of water to
prevent (i) excessive softening of subgrade and (ii) erosion of the subgrade
particularly under adverse moisture condition. Annexure 4 of IRC : 37-2001 may be
referred for further details.

Table 2 : Approximate k Value Corresponding to CBR Values for

Homogeneous Soil Subgrade
Soaked CBR value % 2 3 4 5 7 10 15 20 50 100
2
k-Value (kg/cm /cm) 2.1 2.8 3.5 4.2 4.8 5.5 6.2 6.9 14.0 22.2

The recommendations of IRC: 15-2002 shall be followed and if the k-value tested on
wet condition of the subgrade is less than 6.0 kg/cm2/cm, cement concrete pavement

5
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should not be laid directly over the subgrade. A Dry Lean Concrete (DLC) sub-base is
generally recommended for modern concrete pavements, particularly those with high
intensity of traffic. The sub-base of DLC should conform to “Guidelines for the Use of
Dry Lean Concrete as sub-base for Rigid Pavement, IRC: SP-49 : 1998”. In the case
of problematic subgrade such as clayey and expansive soils, etc. appropriate
provisions shall be made for blanket course in addition to the sub-base as per the
relevant stipulations of IRC- 15 : 2002.

The approximate increase in k-values of subgrade due to different thicknesses of

sub-bases made up of untreated granular material, cement treated granular material
and dry lean concrete (DLC) may be taken from Tables 3 and 4. A 7-day unconfined
strength of cement treated soil should be a minimum of 2.1 MPa. Dry Lean Concrete
should have a minimum strength of 5 MPa at 7 days.

Table 3 : k-Values Over Granular and Cement Treated Sub-bases

Effective k(kg/cm3)over Effective k (kg/cm3)over
k-value of
untreated granular layer cement treated sub-base of
subgrade,
sub-base of thickness in cm thickness in cm
(kg/cm3)
15 22.5 30 10 15 20
2.8 3.9 4.4 5.3 7.6 10.8 14.1
5.6 6.3 7.5 8.8 12.7 17.3 22.5
8.4 9.2 10.2 11.9 -- -- --

Table 4 : k-values over Dry Lean Concrete Sub- base

k-value of Subgrade kg/cm3 2.1 2.8 4.2 4.8 5.5 6.2
Effective k over 100 mm DLC, kg/cm3 5.6 9.7 16.6 20.8 27.8 38.9
Effective k over 150 mm DLC, kg/cm3 9.7 13.8 20.8 27.7 41.7 --

The Maximum value of effective k shall be 38.9 kg/cm2/cm for 100 mm of DLC and
41.7 kg/cm2/cm for 150 mm of DLC.

4.5.2. Separation Layer between Sub-base and Pavement

Foundation layer below concrete slabs should be smooth to reduce the inter layer
friction. A separation membrane of minimum thickness of 125 micron polythene is
recommended to reduce the friction (Ref. IRC-15-2002) between concrete slabs and
dry lean concrete subbase (DLC).

4.5.3. Drainage Layer

To facilitate the quick disposal of water that is likely to enter the subgrade, a
drainage layer may be provided beneath the pavement throughout road width above
the subgrade. The recommendations contained in IRC : 15-2002 in this regard may
be followed.

6
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4.6. Characteristics of Concrete

4.6.1. Design Strength

Since the concrete pavements fail due to bending stresses, it is necessary that their
design is based on the flexural strength of concrete. The relationship between the
flexural strength and compressive strength may be worked out as given in Appendix
V. The mix should be so designed that the minimum structural strength requirement
in the field is met at the desired confidence level. Thus, if

S1 = characteristic flexural strength at 28 days.

S = target average flexural strength at 28 days.

Za = tolerance factor for the desired confidence level, known as the

standard normal variate.

σ = expected standard deviation of field test samples; if it is not known, it

may be initially assumed as per IS: 456-2000.

Then the target average flexural strength is given as

S = S1+Zaσ

Table 5 : Values of Standard Normal Variate for Different

Values of Tolerance (IS:10262)
Accepted proportion of low Quality Standard Normal Variate,
results (tolerance) Level Za
1 in 15 Fair 1.50
1 in 20 Good 1.65
1 in 40 Very Good 1.96
1 in 100 Excellent 2.33

For pavement construction, the concrete mix should preferably be designed and
controlled on the basis of flexural strength. Flexural strength should be determined
by modulus of rupture tests under third point loading. The preferred size of the beam
should be 15 cm x 15 cm x 70 cm when the size of the aggregate is more than 19
mm. When the maximum size of aggregates is less than 19 mm, 10 cm x 10 cm x 50
cm beams may be used. IS-516 should be referred to for the test procedure.

4.6.2. Modulus of Elasticity and Poisson's Ratio

The modulus of elasticity, E, and Poisson's ratio, µ, of cement concrete are known to
vary with concrete materials and strength. The elastic modulus increases with
increase in strength, and Poisson's ratio decreases with increase in the modulus of
elasticity. While it is desirable that the values of these parameters are ascertained
experimentally for the concrete mix and materials actually to be used in the
construction, this information may not always be available at the design stage. Even
a 25% variation in E and µ values does not have any significant effect on the flexural

7
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stresses in the pavement concrete. It is suggested that for design purposes, the
following values may be adopted for concrete for the flexural strength of 4.5 MPa
(see Appendix V).

Modulus of elasticity of concrete, E= Experimentally determined value.

or 3.0 x 105 kg/cm2

Poisson's ratio µ= 0.15

4.6.3. Coefficient of Thermal Expansion

The coefficient of thermal expansion of concrete (α) of the same mix proportions
varies with the type of aggregate. However, for design purposes, a value of α =
10x10-6 per °C may be adopted in all cases.

4.6.4. Fatigue Behaviour of Cement Concrete

Due to repeated application of flexural stresses by the traffic loads, a progressive

fatigue damage takes place in the cement concrete slab in the form of gradual
development of micro-cracks especially when the applied stress in terms of flexural
strength of concrete is high. The ratio between the flexural stress due to the load and
the flexural strength of concrete is termed as the stress ratio (SR). 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. The relation between fatigue life (N) and stress ratio is given as :

N = unlimited for SR < 0.45

N = ( 4.2577 )3.268 When 0.45 < SR< 0.55

SR − 0.4325

Log10 N =
0.9718 - SR for SR >0.55
0.0828

The values of fatigue life for different values of stress ratio are given in Table-6. Use
of the fatigue criteria is made on the basis of Miner's hypothesis. Fatigue resistance
not consumed by repetitions of one load is available for repetitions of other loads.

Table 6 : Stress Ratio and Allowable Repetitions in

Cement Concrete
Allowable Allowable
Stress Ratio Stress Ratio
Repetitions Repetitions
0.45 6.279x107 0.66 5.83x103
0.46 1.4335x107 0.67 4.41x103
6
0.47 5.2x10 0.68 3.34x103
0.48 2.4x106 0.69 2531
6
0.49 1.287x10 0.70 1917
5
0.50 7.62x10 0.71 1451

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Allowable Allowable
Stress Ratio Stress Ratio
Repetitions Repetitions
0.51 4.85x105 0.72 1099
0.52 3.26x105 0.73 832
0.53 2.29x105 0.74 630
0.54 1.66x105 0.75 477
0.55 1.24x105 0.76 361
0.56 9.41x104 0.77 274
0.57 7.12x104 0.78 207
0.58 5.4x104 0.79 157
0.59 4.08x104 0.80 119
0.60 3.09x104 0.81 90
0.61 2.34x104 0.82 68
0.62 1.77x104 0.83 52
0.63 1.34x104 0.84 39
0.64 1.02x104 0.85 30
0.65 7.7x103

5. DESIGN OF SLAB THICKNESS

5.1. Critical Stress Condition

In-service cement concrete pavements are subjected to stresses due to a variety of

factors, acting simultaneously. The severest combination of different factors that
induce the maximum stress in the pavement will give the critical stress condition. The
factors commonly considered for design of pavement thickness are; flexural stresses
due to traffic loads and temperature differentials between the top and bottom fibres
of the concrete slab, as the two are assumed to be additive under critical condition.
The effects of moisture changes are opposite of those of temperature changes and
are, not normally considered critical to thickness design.

The loads applied by single as well as tandem axles cause maximum flexible stresses
when the tyre imprint touches the longitudinal edge as shown in Fig.1. When the tyre
imprints touch the transverse joints with or without dowel bar, part of the load is
transferred to the other side of the slab by aggregate interlock or dowel bar causing
lower flexural stress both along the corner as well as along the transverse joint. In
case the slab is cast panel by panel with a clear vertical break without any dowel bar
or aggregate interlock, corner load stresses are critical when dual wheel system is at
the corner. Tandem axles carrying twice the load of a single axle cause flexural
stresses which are about 20 percent lower than that of the single axle load because
of superposition of negative bending moment due to one dual wheel load over the
other. The average spacing of tandem axle is taken as 1.31 metres. Tandem and
tridem axle loads may cause loss of subgrade because of higher deflection. In such
case, additional design criterion of erosion can be included based on experience.

9
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PAVEMENT

DIRECTION OF VECHICLE MOVEMENT

SINGLE AXLE
PAVEMENT

DIRECTION OF VECHICLE MOVEMENT

TANDEM AXLE

Fig. 1. Lateral Placement of Wheel

Cement concrete pavements undergo a daily cyclic change of temperature

differentials, the top surface being hotter than the bottom during the day, and cooler
during the night. The consequent tendency of the pavement slabs is to warp upwards
(top convex) during the day and downwards (top concave) during the night. The
restraint offered to this warping tendency by self-weight and the dowel bars of the
pavement induces stresses in the pavement, referred to commonly as temperature
warping stresses. These warping stresses are flexural in nature, being tensile at
bottom during the day and at top during the night. As the restraint offered to
warping at any section of the slab would be a function of weight of the slab, it is
obvious that corners have very little of such restraint for slabs without dowel bars.
The restraint is maximum in the slab interior and somewhat less at the edge.
Consequently the temperature stresses induced in the pavement are maximum at the
interior. Under the action of load applications, maximum stress is induced in the
corner region if the joints are not provided with dowel bars and there is aggregate
interlock, as the corner is discontinuous in two directions. The corner tends to bend
like a cantilever, producing tension at the top during night hours, whereas tension is
produced during the day-time at the bottom of the slab in the interior as well as at
the edge.

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The maximum combined tensile stress in the three regions of the slab will thus be
caused when effects of temperature differentials are such as to be additive to the
load effects. This would occur during the day in the case of interior and edge regions
at the time of maximum temperature differential in the slab. In the corner region, the
temperature stress is negligible but the load stress is maximum at night when the
slab corners have a tendency to lift up, due to warping and lose partly the foundation
support. Considering the total combined stress for the three regions, viz., corner,
edge and interior, for which the load stress decreases in that order while the
temperature stress increases, the critical stress condition is reached in the edge
region. It is therefore necessary that the concrete slab is designed to withstand the
stresses due to warping and wheel load at the edge region. It is also necessary to
check the stress at the corner region if dowel bars are not provided at the transverse
joints and if there is no possibility of load transfer by aggregate interlock.

5.2. Calculation of Stress

5.2.1. Edge Stress

(a) Due to load

Since the loads causing failure of pavements are mostly applied by single and tandem
axles, stresses must be determined for the condition shown in Figure 1. Picket and
Ray's chart can be used for stress computation in the interior as well as at the edge.
Using the fundamental concept of Westergaard and Picket and Ray's pioneering
work, a computer program IITRIGID developed at IIT Kharagpur was used for the
computation of stress for the edge load condition shown in Fig. 1. The stress charts
for single axles as well as tandem axles are shown in Appendix, 1 for different
magnitudes of single and tandem axle loads.

In the earlier version of IRC: 58 (1988), the calculation of load stresses was done as
per Westergaard’s equations modified by Teller and Sutherland. The use of these
equations has its own limitations because they do not take into account the
configuration of the wheels. Though these equations give stresses which are not very
much in variance with the stresses computed by the programme IITRIGID, it is
commended that the stresses calculated from the programme IITRIGID be used in
the design. However, the original Westergaard’s equations as modified by Teller and
Sutherland are enclosed in Appendix VI for information.

(b) Due to Temperature

The temperature stress at the critical edge region may be obtained as per
Westergaard's analysis using Bradbury’s coefficient from the following equation :

EαtC
Ste =
2
where Ste = temperature stress in the edge region, kg/cm2

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E = modulus of elasticity of concrete, kg/cm2

t = maximum temperature differential during day between top

and bottom of the slab 0C

α = coefficient of thermal expansion of cement concrete, per 0C

C = Bradbury's coefficient, which can be ascertained directly

from Bradbury’s chart against values of L/l and B/l (Fig. 2)

Since Winkler’s foundation conditions are not truly representative of curling,

Pasternak foundation conditions are considered to be more representative as per
recent research. In view of this, it is recommended that 85% of temperature stress
calculated from Westergaad’s analysis using Bradbury’s coefficient may be adopted.

L = slab length, or spacing between consecutive contraction joints, cm

B = slab width, or spacing between longitudinal joints, cm and

l = radius of relative stiffness, cm

Eh 3
= 4
12(1 − µ 2 )k

µ = Poisson’s ratio

h = thickness of the concrete slab, cm

k = modulus of subgrade reaction, kg/cm3

The values of Bradbury's coefficient C are presented in the form of chart in Fig.2.

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5.2.2. Corner Stress

The load stress in the corner region may be obtained as per Westergaard's analysis,
modified by Kelly, from the following relation:

3P ⎡ ⎛ a 2 ⎞ ⎤
1.2

Sc = 2 ⎢1 − ⎜ ⎟ ⎥
h ⎢ ⎜⎝ l ⎟⎠ ⎥
⎣ ⎦
Where Sc = load stress in the corner region, other notations remaining the
same as in the case of edge load stress formula, kg/cm2

P = Wheel Load, kg

a = radius of equivalent circular contact area, cm

The temperature stress in the corner region is negligible, as the corners are relatively
free to warp and therefore may be ignored.

5.3. Design Charts

Appendix I gives ready-to-use charts for the calculation of load stresses in the edge
region of rigid pavement slabs for single and tandem axle loads of different
magnitudes of sub-bases having k values in e range of 6, 8, 10, 15 and 30
kg/cm2/cm.

A user friendly computer programme is also enclosed in a Floppy for computation of

stresses at edges.

5.4. Stress Ratio and Fatigue Analysis

For a given slab thickness and other design parameters, the flexural stress at the
edge due to the application of a single or tandem axle loads may be determined
using the appropriate stress chart. This stress value is divided by the design flexural
strength of the cement concrete, to obtain the stress ratio in the pavement. If the
stress ratio is less than 0.45, the allowable number of repetitions of the axle load is
infinity. Cumulative fatigue damage is determined for different axle loads and the
value of the damage should be equal to or less than one. The procedure of
estimating fatigue damage is given in Appendix II.

5.5. Erosion Consideration

AASHTO Road Test has indicated that there is an important mode of distress in
addition to fatigue cracking that must be considered in the design. This is the erosion
of material from the bottom of the pavement. Analysis by Portland Cement
Association has indicated that the erosion was caused largely by tandem and multi-
axle vehicles and that single axles were mostly responsible for fatigue cracking. Since
tandem axles form a small part of the total commercial vehicles on Highways in
India, erosion analysis is not necessary at present. Record of pavement performance

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data including loss of erodible materials from the sub-base of the concrete
pavements will be necessary for modification of the guidelines in future since erosion
is dependent on the quality of sub-base, climate as well as the gross weight of
vehicles. It is further recommended that paved shoulder should be provided up to 1.5
metres beyond the pavement to prevent erosion as well as entry of debris between
the pavement slab and foundation when the slab curls upwards.

5.6. Hard Shoulder

In order to protect the foundation layers from loss of strength due to erosion, a
number of measures are taken. Generally dry lean concrete (DLC) subbase is
extended by 40 to 50 cm towards the shoulder. Additionally full depth bituminous
shoulder or tied cement concrete shoulder is constructed to protect the pavement
edge. Widening rigid pavement to act as a shoulder has also been attempted. With
such a shoulder, the load stresses at edges will reduce marginally.

5.7. Composite Rigid Pavement

Where the polythene separation layer between the concrete slabs and dry lean
concrete (DLC) subbase is eliminated a monolithic action of two layers results and
this action can be exploited to reduce the pavement thickness. The layer below DLC
has to be, however, smooth and may warrant an antifriction layer to allow thermal
movements to take place without any hindrance. The appropriate design procedure
can be established only on the basis of extensive research.

5.8. Anchor Beam and Terminal Slab

During the hot season, the concrete slabs expand and this will result in the build-up
of horizontal thrust on dirt-wall/abutment. To contain this thrust, RCC anchor beams
are generally provided in the terminal slab. The terminal slab therefore, will have to
be reinforced to strengthen it. The details of the anchor beam and terminal slab are
discussed in IRC:15-2002.

5.9. Recommended Design Procedure

Step 1 : Stipulate design values for the various parameters.

Step 2 : Decide types and spacing between joints

Step 3 : Select a trial design thickness of pavement slab.

Step 4 : Compute the repetitions of axle loads of different magnitudes during the
design period.

Step 5 : Calculate the stresses due to single and tandem axle loads and determine
the cumulative fatigue damage (CFD).

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Step 6 : lf the CFD is more than 1.0, select a higher thickness and repeat the steps
1 to 5.

Step 7 : Compute the temperature stress at the edge and if the sum of the
temperature stress and the flexural stress due to the highest wheel load is
greater than the modulus of rupture, select a higher thickness and repeat
the steps 1 to 6.

Step 8 : Design the pavement thickness on the basis of corner stress if no dowel
bars are provided and there is no load transfer due to lack of aggregate
interlock.

An illustrative example of design of slab thickness is given in Appendix II. Though the
28-day flexural strength of concrete is taken for design, it is worth noting that
concrete strength increases with age. The temperature gradient is highest only
during summer months in the afternoon, when the volume of commercial vehicles is
generally low. The total of thermal warping and wheel load stresses is generally
lower than the simple algebraic addition. The moisture gradient across the depth of
the concrete is generally opposite to that of the temperature gradient and hence the
warping caused by temperature gradient is nullified to some extent by the moisture
gradient. In view of the above factors, the above design methodology is likely to
result in a much higher life of the pavement than considered.

6. DESIGN OF JOINTS

6.1. Spacing and Layout

Great care is needed in the design and construction of joints in Cement Concrete
pavements, as these are critical locations having significant effect on the pavement
performance. The joints also need to be effectively sealed, and maintained well. The
recommendations of the IRC: 15, para 8 and Supplementary Notes para N. 2
"Arrangement of joints", may be followed with regard to joint layout and contraction
joint spacings.

Cement Concrete pavements have transverse and longitudinal joints. Different types
of transverse joints are:

i) Expansion joints.

ii) Contraction joints.

iii) Construction joints.

Longitudinal joints are required in pavements of width greater than 4.5 m to allow for
transverse contraction and warping.

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Expansion joints may be omitted when dowels are provided at contraction joints
except when the cement concrete pavements abut against permanent structures like
bridges and culverts.

Table 7: Contraction Joint Spacing (Based on IRC-15: 2002)

Slab thickness, cm Maximum contraction
joint spacing, m
Unreinforced slabs
15 4.5
20 4.5
25 4.5
30 5.0
35 5.0

6.2. Load Transfer at Transverse Joints

Load transfer to relieve part of the load stresses in edge and corner regions of
pavement slab at transverse joints is provided by means of mild steel round dowel
bars. Coated dowel bars are often used to provide resistance to corrosion. The
coating may be a zinc or lead based paint or epoxy coating. Dowel bars enable good
riding quality to be maintained by preventing faulting at the joints. For general
provisions in respect of dowel bars, stipulations laid down in IRC:15, Supplementary
Notes para : N 4.2 Dowel Bars, may be followed. For heavy traffic dowel bar should
be provided at the contraction joints.

From the experience all over the world it is found that it is only the bearing stress in
the concrete that is responsible for the performance of the joints for the dowel bars.
High concrete bearing stress can fracture the concrete surrounding the dowel bar,
leading to the looseness of the dowel bar and the deterioration of the load transfer
system with eventual faulting of the slab.

Maximum bearing stress between the concrete and dowel bar is obtained as:

KPt
σmax = (2 + βz)
4β 3 EI

kb
where = 4
4EI

β = relative stiffness of the bar embedded in concrete

K = modulus of dowel/ concrete interaction (dowel support, kg/cm3)

b = diameter of the dowel, cm

z = joint width, cm

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E = modulus of the elasticity of the dowel, kg/cm2.

I = moment of inertia of the dowel, cm4

Pt = load transferred by a dowel bar.

Each dowel bar should transfer load that is less than the design load for the
maximum bearing pressure. Following equation based on the expression given by the
American Concrete Institute (ACI), Committee-225 may be used for calculation of the
allowable bearing stress on concrete.

(10.16 − b) f ck
Fb =
9.525
where,

Fb = allowable bearing stress, kg/cm2

b = dowel diameter, cm

fck = ultimate compressive strength (characteristic

strength) of the concrete, kg / cm2 (400 kg/cm2 for
M40 concrete)

The dowel bars are installed at suitable spacing across the joints and the dowel bar
system is assumed to transfer 40 percent of the wheel load. For heavy traffic, dowels
are to be provided at the contraction joints since aggregate interlock can not be
relied upon to affect the load transfer across the joint to prevent faulting due to the
repeated loading of heavy axles. Joint width of 20 mm may be taken for stress
computation in dowel bar at the expansion and contraction joint in view of the fact
that under the dowel there is likely to be grinding of concrete taking place and
consequent loss of support. Recommended diameter and length of dowel bars are
given in Table 8.

Table 8 : Recommended Dimensions of Dowel Bars for

Rigid Pavements for an axle load of 10.2 T
Slab thickness, Dowel bar details
cm Diameter, mm Length, mm Spacing, mm
20 25 500 250
25 25 500 300
30 32 500 300
35 32 500 300

Note : The values given are for general guidance. The actual
values should be calculated for the axle load considered in
the design.

Dowel bars are not satisfactory for slabs of small thickness and shall not be provided
for slab of less than 15 cm thickness.

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6.2.1. Dowel Group Action

When loads are applied at a joint, a portion of the load is transferred to the other
side of the slab through the dowel bars. The dowel bar immediately below a wheel
load carries maximum amount of load and other dowel bars transfer progressively
lower amount of loads. Repeated loading causes some looseness between the dowel
bars and the concrete slab and recent study indicates that the dowel bars within a
distance of one radius of relative stiffness (1l) from the point of load application
participate in load transfer. Assuming a linear variation of the load carried by different
dowel bars within 1l, maximum load carried by a dowel bar can be computed as
illustrated in Appendix III.

7. TIE BARS FOR LONGITUDINAL JOINTS

In case opening of longitudinal joints is anticipated in service, for example, in case of

heavy traffic, sidelong ground, expansive subgrades, etc., tie bars may be designed
in accordance with the recommendations of IRC: 15-2002, Supplementary Note, para
N. 5 Tie Bars. For the sake of convenience of the designers the design procedure
recommended in IRC: 15-2002 is given here.

7.1. Design of Tie bars

The area of steel required per metre length of joint may be computed using the
following formula:

bfW
As =
S
in which As = area of steel in cm2, required per m length of joint

b = lane width in metres

f = coefficient of friction between pavement and the subbase/base

(usually taken as 1.5),

W = weight of slab in kg/m2 and

S = allowable working stress of steel in kg/cm2.

The length of any tie bar should be at least twice that required to develop a bond
strength equal to the working stress of the steel. Expressed as a formula, this
becomes:

2SA
L=
B* x P
in which L = length of tie bar (cm)

S = allowable working stress in steel (kg/cm2)

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A = cross-sectional area of one tie bar (cm2)

P = perimeter of tie bar (cm), and

B* = permissible bond stress of concrete (i) for deformed tie bars-24.6

kg/cm2, (ii) for plain tie bars-17.5 kg/cm2

To permit warping at the joint, the maximum diameter of tie bars may be limited to
20 mm, and to avoid concentration of tensile stresses they should not be spaced
more than 75 cm apart. The calculated length, L, may be increased by 5-8 cm to
account for any inaccuracy in placement during construction. An example of design of
tie bar is given in Appendix IV.

Typical tie bar details for use at central longitudinal joint in double-lane rigid
pavements with a lane width of 3.50 m are given in Table 9.

Table 9 : Details of Tie Bars for Longitudinal Joint of Two-Lane

Rigid Pavements
Tie Bar Details
Slab
Max Spacing (cm) Minimum Length (cm)
Thickness Diameter
Plain Deformed Plain Deformed
(cm) (d) (mm)
bars bars bars bars
15 8 33 53 44 48
10 52 83 51 56
20 10 39 62 51 56
12 56 90 58 64
25 12 45 72 58 64
16 80 128 72 80
30 12 37 60 58 64
16 66 106 72 80
35 12 32 51 58 64
16 57 91 72 80

Note:

The recommended details are based on the following values of different

design parameters :

S = 1250 kg/cm2 for plain bars, 2000 kg/cm2 for deformed bars; bond
stress for plain bars 17.5 kg/cm2 , for deformed bars 24.6 kg/cm2.

8. REINFORCEMENT IN CEMENT CONCRETE SLAB TO CONTROL CRACKING

Plain concrete jointed slabs do not require reinforcement. Reinforcement, when

provided in concrete pavements, is intended for holding the cracked faces tightly
together, so as to prevent opening of the cracks and to maintain aggregate interlock

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required for load transfer. It does not increase the flexural strength of unbroken slab
when used in quantities which are considered economical.

Reinforcement in concrete slabs, when provided, is designed to counteract the tensile

stresses caused by shrinkage and contraction due to temperature or moisture
changes. The maximum tension in the steel across the crack equals the force
required to overcome friction between the pavement and its foundation, from the
crack to the nearest joint or free edge. This force is the greatest in the middle of the
slab where the cracks occur first. Reinforcement is designed for this critical location.
However for practical reasons reinforcement is kept uniform throughout the length,
for short slabs.

The amount of longitudinal and transverse steel required per m width or length of
slab is computed by the following formula:

LfW
A=
2S

in which

A = area of steel in cm2 required per m width or length of slab,

L = distance in m between free transverse joints (for longitudinal steel)

or free longitudinal joints (for transverse steel),

f = coefficient of friction between pavement and subbase/base (usually

taken as 1.5),

W = weight of slab in kg/m2 and

S = allowable working stress in steel in kg/cm'(usually taken as 50 to 60

per cent of the minimum yield stress of steel).

Since reinforcement in the concrete slabs is not intended to contribute towards its
flexural strength, its position within the slab is not important except that it should be
adequately protected from corrosion. Since cracks starting from the top surface are
more critical because of ingress of water when they open up, the general preference
is for the placing of reinforcement about 50 mm below the surface. Reinforcement is
often continued across longitudinal joints to serve the same purpose as tie bars, but
it is kept at least 50 mm away from the face of the transverse joints and edge.

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Appendix I

CHARTS FOR THE CALCULATION OF LOAD STRESSES

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Appendix II

ILLUSTRATIVE EXAMPLES OF SLAB THICKNESS DESIGN

Example

A cement concrete pavement is to be designed for a two lane two way National Highway in
Karnataka state. The total two way traffic is 3000 commercial vehicles per day. The design
parametres are:

Flexural strength of cement concrete = 45 kg/cm2

Modulus of subgrade reaction = 8 kg/cm3

Elastic modulus of concrete = 3 x 105 kg/cm2

Poison's ratio = 0.15

Coefficient of thermal expansion of concrete = 10 X 10-6/ °C

Tyre pressure = 8 kg/cm2

Rate of traffic increase = 0.075

The axle load spectrum obtained from axle load survey is given in the following:

Single Axle Loads tandem Axle Loads

Axle Load class, Percentage of Axle Load class, Percentage of
tons axle loads tons axle loads
19-21 0.6 34-38 0.3
17-19 1.5 30-34 0.3
15-17 4.8 26-30 0.6
13-15 10.8 22-26 1.8
11-13 22.0 18-22 1.5
9-11 23.3 14-18 0.5
Less than 9 30.0 Less than 14 2.0
Total 93.0 Total 7.0

Design

Present Traffic = 3000 cvpd, Design life = 20 yrs, r= 0.075

⎡ (1.075) 20 − 1 ⎤
Cumulative repetition repetition in 20 yrs. = 3000X365 ⎢ ⎥
⎣ 0.075 ⎦

= 47,418,626 commercial vehicles

Design Traffic = 25% of the total repetitions of commercial vehicles = 11,854,657

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Front Axles of the commercial vehicles carry much lower loads and cause small flexural stress
in the concrete pavements and they need not be considered in the pavement design. Only
the rear axles, both single and tandem, should be considered for the design. Assuming that
mid point of the axle load class represents the group, the total repetitions of the single axle
and tandem axle loads are as follows:

Single Axles Tandem Axles

Expected Expected
Load in tons Load in tons
repetitions repetitions
20 71127 36 35564
18 177820 32 35564
16 569023 28 71128
14 1280303 24 213384
12 2608024 20 177820
10 2762135 16 59273
Less than 10 3556397 Less than 16 237093

Trial thickness -32 cm, Subgrade modulus = 8 kg/cm3, design period = 20 yrs,
Modulus of rupture = 45 kg/cm2, Load safety factor = 1.2.

Single Axle
Stress,
Axle load Stress Expected Fatigue Fatigue life
AL x 1.2 kg/cm2
(AL), tons ratio repetition, n life, N consumed
from charts
20 24.0 25.19 0.56 71127 94.1x103 0.76
18 21.6 22.98 0.51 177820 4.85x105 0.37
16 19.2 20.73 0.46 569023 14.33x106 0.04
14 16.8 18.45 0.41 1280303 Infinite 0.00
Tandem axle
36 43.2 20.07 0.45 35560 62.8x106 .0006
32 38.4 18.40 0.40 35560 Infinity 0.00

Cumulative fatigue life consumed

The design is unsafe since cumulative fatigue life consumed should be less than 1.0.

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Trial thickness = 33 cm.

Fatigue life
Axle load Stress, Stress Expected Fatigue
AL x 1.2 consumed
(AL), tons kg/cm2 ratio repetition, n life, N
n/N
Single Axle
20 24.0 24.10 0.53 71127 2.16x105 0.33
18 21.6 21.98 0.49 177820 1.29x106 0.14
16 19.2 19.98 0.44 569023 Infinity 0.00
14 16.8 17.64 0.39 128030 Infinity 0.00
Tandem Axle
36 43.2 19.38 0.43 35560 Infinity 0.00

Cumulative fatigue life consumed = 0.47

Hence the design is safe from fatigue considerations.

Check for temperature stresses

CEαt
Edge warping stress = = 17.3 kg/ cm2
2

As per Pasternak foundation conditions 85% of the values calculated from Westergaard’s
equations have been taken.

Warping stress to be considered for design = 0.85 x 17.3 = 14.71 kg/ cm2

L = 450 cm

B = 350 cm

l = 103.5 (see below under corner stress)

∴ L/l = 4.4;

C = 0.55 from Fig. 2.

The temperature differential was taken as 21oC for the Karnataka region.

Total stress = Load stress ( 98 percentile) + temperature stress = 19.98 + 14.71 = 34.69
kg/cm2 which is less than 45 kg/cm2, the flexural strength. So the pavement thickness of 33
cm is safe under the combined action of wheel load and temperature stress.

Check for Corner Stress

Corner stress is not critical in a dowelled pavement. The corner stress can be calculated value
from the following formula :

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
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Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

3P ⎡ ⎛a 2 ⎞ ⎤
1.2

Corner Stress : ⎢1 − ⎜ ⎟ ⎥
h 2 ⎢ ⎜⎝ l ⎟⎠ ⎥
⎣ ⎦
The 98% percentile axle load is 16 tonnes. The wheel load, therefore, is 8 tonnes.

E h3
Radius of relative stiffness, l = 4
12 (1 − µ 2 )k
E = 3x105 kg/cm2
h = 33 cm
µ = 0.15
k = 8 kg/cm3
Tyre pressure = 8 kg/cm2

3x10 5 x 333
∴l = 4
12 (1 − 0.15 2 ) k
= 103.5 cm
a = radius of area of contact of wheel.
Considering a single axle dual wheel,
0.5
⎡ P S⎛ P ⎞ ⎤
0.5

a = ⎢0.8521 x + ⎜⎜ ⎟ ⎥
⎣⎢ qxπ π ⎝ 0.5227 x q ⎟⎠ ⎦⎥

where P = Load
S = C/c dist between two tyres = 31 cm
q = tyre pressure
0.5
⎡ 8000 31 ⎛ 8000 1 ⎞ ⎤
0.5

a = ⎢0.8521 x + ⎜ x ⎟ ⎥
⎣⎢ 8xπ π ⎝ 0.5227 8 ⎠ ⎦⎥

= [271.23 +431.60]0.5
= 26.51 cm

3 x 8000 ⎡ ⎛ 26.51 x 2 ⎞ ⎤
1.2

∴ Corner Stress = ⎢1 − ⎜ ⎟ ⎥
33 2 ⎢ ⎜⎝ 103.5 ⎟⎠ ⎥
⎣ ⎦

=
3 x 8000
[1 − 0.296]
33 2
= 15.52 kg/cm2

The corner stress is less than the flexural strength of the concrete, i.e., 44.27 kg/cm2 and the
pavement thickness of 33 cm assumed is safe.

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Appendix III

DESIGN OF DOWEL BARS

Design Parameters:

Design wheel load = 98 percentile axle load is 16 tonne. The wheel

load therefore is 8000 kg (dual wheel load)

Percentage of load transfer = 40

Slab thickness, h = 33 cm

Joint width, z = 2.0 cm

Radius of relative stiffness, l = 103.53 cm

Permissible bearing stress in concrete is calculated as under

(10.16 − b) f ck
Fb =
9.525

fck = characteristic compressive strength of concrete

cube (15 cm) after 28days curing = 400 kg/cm2 for M-40
grade concrete

b = diameter of the dowel bar = 3.2 cm (assumed)

(10.16 − 3.2)
Fb = x 400
9.525

= 292 kg/cm2

Assumed spacing between the dowel bars = 32 cm

First dowel bar is placed at a distance = 15 cm from the pavement edge

Assume length of the dowel bar = 50 cm

Dowel bars up to a distance of 1.0 x radius of relative stiffness, from the point of load
application are effective in load transfer.

Number of dowel bars participating in load transfer when wheel load is just over the dowel
bar close to the edge of the slab = 1 + l/spacing = 1+103.53/32 = 4 dowels.

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Assuming that the load transferred by the first dowel is Pt and assuming that the load on
dowel bar at a distance of l from the first dowel to be zero, the total load transferred by
dowel bar system

103.53 − 32 103.53 − 64 103.53 − 96

= (1 + + + )Pt
103.53 103.53 103.53

= 2.145 Pt

Load carried by the outer dowel bar, Pt = (8000 x 0.4) / 2.145 = 1492 kg

Cheek for Bearing Stress

Moment of Inertia of Dowel = πb4/64

= π x (3.2)4/64

= 5.147 cm4

Relative stiffness of Dowel bar embedded in concrete =

= 4
kb/ 4 EI

1
⎡ 41500 × 3.2 ⎤ 4
= ⎢
⎣ 4 × 2.0 × 10 × 5.147 ⎥⎦
6

= 0.238

Bearing stress in dowel bar = (Pt x k) x (2+βz)/(4β3EI)

1492 × 41500 {2 + (0.238 × 2)}

=
4 × (0.238) × 2.0 × 10 6 × 5.147
3

= 276 kg/cm 2 which is less than 292 kg/cm2

Hence the dowel bar spacing and diameter assumed are safe.

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Appendix IV

DESIGN OF TIE BARS

Design Parameters

Slab Thickness : 33 cm

Lane width, b : 3.5 m

Coefficient of friction, f : 1.5

Density of concrete, Kg/m3 : 2400

Allowable tensile stress in plain bars, Kg/cm2

(As per IRC: 21-2000) : 1250

Allowable tensile stress in deformed bars,

Kg/cm2 (As per IRC: 21-2000) : 2000

Allowable bond stress for plain tie bars, Kg/cm2 : 17.5

Allowable bond stress for deformed tie bars, Kg/cm2 : 24.6

Diameter of tie bar, d : 12 mm

1. Spacing and length of the plain bar

Area of steel bar per metre width of joint to resist the frictional force at slab bottom

bfW
As =
S
3.5 x 1.5 x 0.33 x 2400
=
1250
= 3.326 cm2/m

Assuming a diameter of tie bar of 12 mm, the cross sectional area

1.2 2 xπ
A =
4
= 1.13 sqcm

Perimeter of tie bar, P = d

= 3.77 cm

Spacing of tie bars = A/As

= 100x1.13/3.326

= 33.97 cm

Provide at a spacing of 34 cm c/c

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2xSx A
Length of tie bar, L =
BxP

2 x 1250 x 1.13
=
17.5 x 3.77

= 42.82 cm

Increase length by 10 cm for loss of bond due to painting and another 5 cm for
tolerance in placement. Therefore the length is

42.82 + 10+5 = 57.82 cm, Say 58 cm

2. Spacing and length of the deformed tie bar :

Area of steel bar per metre width of joint to resist the frictional force at slab bottom

bfW
As =
S
3.5 x 1.5 x 0.33 x 2400
=
2000
= 2.079 cm2/m

Spacing of tie bars = A/As

= 100x1.13/2.079

= 54.35 cm

Provide at a spacing of 54 cm c/c

2xSx A
Length of tie bar, L =
BxP
2x2000x1.13
=
24.6x3.77
= 48.74 cm

Increase length by 10 cm for loss of bond due to painting and another 5 cm for
tolerance in placement. Therefore the length is

48.74 + 10 + 5 = 63.74 cm, Say 64 cm

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Appendix V

FLEXURAL STRENGTH OF CEMENT CONCRETE

Flexural strength of plain concrete as per IS. 456-2000 is given as

fcr = 0.7 x f
ck

Where fcr = flexural strength (modulus of rupture), N/mm2

fck = characteristic compressive cube strength of concrete, N/mm2

According to Croney and Croney (Ref. 14),

fcr = 0.49 x fck0.55 for gravel aggregates and

fcr = 0.36 x fck0.7 or crushed aggregates

For M40 concrete, fcr values from the above three equations are obtained as 44.27(IS 456),
37.26 (gravel) and 47.61 kg/cm2 (crushed rock) respectively. Hence a flexural strength of 45
kg/cm2 is recommended for M40 concrete. The relation between flexural strength and
compressible strength depends upon the nature of aggregates, type of cement, additives and
other factors. Flexural strength determined from flexure tests, therefore, should form the
criterion for evaluating the strength of pavement concrete.

MODULUS OF ELASTICITY

Pavement concrete is subjected to dynamic loading and the ratio of static and dynamic
module on the same concrete is found as 0.8 (Ref. 13,14). The modulus value increases both
with age and strength but the variation is small.

As per IS : 456-2000, Static modulus of elasticity E, is given as

E (in N/mm2)= 5000 f ck

Neville and Brooks (Ref. 15) recommend the following expression for computing static
modulus from the cube compressive strength.

E (in N/mm2)= 9100 fck0.33

For M40 concrete, the moduli as per the above equations are 31623 and 30741 N/mm2
respectively According to BS 8110: Part 2:1985,the mean value of static modulus of elascity is
28000 N/mm2 for'M40 concrete. The ACI Building Code 318-89 gives an E value of 32000
N/mm2 for M40 concrete. Portland Cement Association of USA prescribes a value of 28000
N/mm2 (4 x 106 psi) for the elastic modulus of pavement concrete. AASHTO (Ref. 12) gives
design curves to, E values of 21000, 28000; 35000 42000 and 49000 N/mm2.

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Croney and Croney (Ref. 14) recommend E values between 35000 and 40000 N/mm2.

In the light of the above, the E value of M40 concrete may be taken in the range 30741
N/mm2 to 31623 N/mm2. The recommended value of modulus of elasticity of pavement
concrete is 3x105 kg/cm2. Since E values figure only as fourth root in stress computation, a
25 % increase in E value increases the stress by 4 % only. A 33 % increase in µ value from
0.15 to 0.20 results in 4 % increase in stress (Ref. 3). It may be noted that E increases and µ
decreases with increase in strength of concrete.

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Appendix VI

(a) Westergaard Equation :

The load stresses in the critical edge region may be obtained as per Westergaard
analysis, modified by Teller and Sutherland, from the following correlation in metric unit.

σ = 0.529 P/h2 (1+0.54 µ) [4 log10 (l/b) + log10 b – 0.4048]

where, σ = load stress in the edge region, kg/cm2

P = design wheel load, kg

= half of the single axle load

= one-fourth of the tandem axle load

h = pavement thickness, cm

µ = Poisson’s ratio for concrete

E = modulus of elasticity of concrete, kg/cm2

k = modulus of subgrade reaction, kg/cm3

l = radios of relative stiffness, cm

= [E h3/12 (1-µ2) k] ¼

b = radius of equivalent distribution of pressure

= a, for a/h>1.724

= 1.6 a2+ h2)½ – 0.675 h, for a/h<1.724

a = radius of load contact areas, assumed circular, cm

= [(0.852.1 Pd/qπ+ (S/π) (Pd/0.5227 q)½]½ for single axle dual

wheels

Pd = load on one tyre

S = c/c distance of two tyres in dual wheel assembly, 31 cm

q = tyre pressure, 8 kg/cm2

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 PART 3:
SUPPLEMENTARY REPORT
 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

PART 3: SUPPLEMENTARY REPORT

ABBREVIATIONS

AASHO American Association of State Highway Officials

AASHTO American Association of State Highway and Transportation

Officials

ADM Annual Daily Mean (used in the French Method)

ADT Average Daily Traffic in both directions

ADTT Average Daily Truck Traffic in both directions

CRCB Continuously Reinforced Concrete Base

CRCP Continuously Reinforced Concrete Pavement

ESAL Equivalent Standard Axle Load

HVAG Heavy Vehicle Axle Group

IRC Indian Roads Congress

IRI International Roughness Index

JPCP Jointed Plain Concrete Pavement

JRCP Jointed Reinforced Concrete Pavement

LCCA Life Cycle Cost Analysis

LCPC Laboratories Central des Ponts et Chaussees

LRKA L.R. Kadiyali and Associates

LSF Load Safety Factor

PCA Portland Cement Association

PSI Present Serviceability Index

SETRA Service d’Etudes Techniques des Routes et Autoroutes

SFCP Steel Fibre Reinforced Concrete Pavements

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1. BACKGROUND

The Draft Guidelines for the Design of Cement Concrete Pavements have been prepared in
compliance with the T.O.R. for the study. It was also indicated in the T.O.R. that a
Supplementary Report be submitted separately, explaining the rationale behind the Draft
Guidelines. The present Report is in compliance of this requirement.

The Supplementary Report reviews the international practices of design in Chapter 2,

identifies the emerging issues that need to be addressed in Chapter 3, and provides
supplementary notes on Design Guidelines in Chapter 4.

2. REVIEW OF INDIAN PRACTICE

2.1. TYPES OF CONCRETE PAVEMENTS IN USE

The Jointed Plain Concrete Pavements (JPCP) are the only type in use, though Ultra Thin
White-topping has been tried out on an experimental basis in some locations.

2.2. CHOICE OF TYPE

The choice of cement concrete pavement in preference to a bituminous pavement is

exercised on a case-to-case basis and there are no policy guidelines.

2.3. GUIDELINES IN USE

2.3.1. The following documents deal with the design of cement concrete
pavements in India.

1. IRC:58-2002 Guidelines for the Design of Plain Jointed Rigid Pavements for
Highways (Ref 1).

2. IRC:SP:62-2004 Guidelines for the Design and Construction of Cement

Concrete Pavements for Rural Roads (Ref 2).

3. IRC:101-1988 Guidelines for the Design of Continuously Reinforced

Concrete Pavements with Elastic Joints (Ref 3).

2.3.2. IRC : 58–2002 (Ref 1)

This document deals with the design of plain jointed concrete pavements for highways. Thus,
low volume roads are excluded, for which a separate document was brought out in 2004
(Ref 2).

The salient features of the guidelines are:

1. The design wheel load is taken as the 98th percentile wheel load, obtained from an
axle load spectrum survey, for the computation of wheel load stresses.

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2. For accounting for unpredicted heavy truck loads, the wheel load is multiplied by a
Load Safety Factor (LSF) as under:

1.2. for important roads such as Expressways, National Highways and other
roads carrying uninterrupted traffic flow and high volumes of truck traffic.

1.1. for roads of lesser importance having lower proportion of truck traffic.

1.0. for residential and other streets that carry small volume of commercial
traffic.

3. The tyre pressure is taken as 0.8 MPa.

4. Design Period:

• 30 years normally

• 20 years when the traffic intensity cannot be predicted accurately.

5. Design Traffic

• Present traffic to be assessed on the basis of 24-hour count.

• Growth rate to be determined from actual data; if such data is not

available, a rate of 7.5 per cent per annum may be adopted.

6. Directional Distribution of Traffic

• May be taken as equal in each direction, except in the case of haul roads
in mine areas and others where trucks travel loaded in one direction and
return empty in the other direction.

7. Traffic on the Design Lane

• Taken as 25% of the total two-lane two-way traffic, and 25% of the total
traffic in the predominant direction for multi-lane divided highways.

8. Temperature Stresses

• To be determined from temperature differential as per Chart applicable for

slabs of variable thickness and at various locations in the country.

• Temperature stress at edge to be determined as per Westergaard’s

analysis using Bradbury’s coefficient.

9. Sub-grade strength

• Modulus of Subgrade Reaction, k, to be determined using 75 cm dia plate.

• Smaller dia plate (30 cm) may be used for homogeneous foundation, and
the value so obtained may be converted to 75 cm as per the following
relationship:

K75 = 0.5 k30

• Cement Concrete Pavement should not be laid directly on the subgrade if

its k value is less than 6.0 Kg/ cm2/ cm.

3-3
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• A Dry Lean Concrete (DLC) sub-base is recommended for modern

concrete pavements, particularly those with high intensity of traffic.

• Tables giving correlation between CBR values and k-value of subgrade, k

value of untreated granular layer, k value of cement treated sub-base and
k value of DLC of 100 and 150 mm thickness as given.

• Maximum effective value of k shall be 38.9 Kg/ cm2/ cm for 100 mm DLC
and 41.7 Kg/ cm2/ cm for 150 mm DLC.

10. Separation Layer

A separation layer of 125 micron polythene sheet is recommended.

11. Drainage Layer

A drainage layer beneath the pavement is recommended for quick disposal of

water.

12. Concrete Strength

The design should be based on the flexural strength of concrete.

13. Modulus of Elasticity, E

A value of E = 3.0 x 105 Kg/cm2 is recommended, or the value may be

experimentally determined. (This value corresponds to concrete of flexural
strength 4.5 MPa).

14. Poisson’s Ratio

A value of 0.15 is recommended.

15. Coefficient of Thermal Expansion

A value of α = 10 x 10-6 per 0C is recommended.

16. Fatigue consumption is to be accounted for based on Miners’ Hypothesis. Table is

given for allowable repetitions of loads for various values of Stress Ratio (= Ratio
of flexural stress to allowable flexural strength).

17. Critical stress conditions to be checked are:

(i) Edge Load Stress + Temperature Stress

(ii) Corner Load Stress

Edge load stress shall be calculated using Westergaard’s and Picket and Ray’s
work.

Charts and computer programme to determine this are given for various axle
loads (single and tandem).

Corner load stress to be determined from Westergaard’s analysis, modified by

Kelly.

Temperature stress at edge to be determined from Westergaard’s analysis using

Bradbury’s coefficient.

3-4
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18. Erosion consideration is deemed to be unnecessary till further data is available.

However, paved shoulders 1.5 m beyond the pavement should be provided to
check erosion.

19. Dowelled transverse contraction joints shall be provided at a spacing of 4.5-5.0 m,

depending upon the slab thickness.

20. Expansion joints are provided only where the pavement abuts against permanent
structures like bridges and culverts.

21. The design of dowel bars shall be based on the bearing stress developed and the
allowable bearing stress calculated from the expression recommended by ACI
Committee-225.

22. Longitudinal joints shall be provided for pavements of width greater than 4.5 m.

23. The design of tie bars shall be based on the coefficient of friction between the slab
and sub-base (usually taken as 1.5), the weight of the slab and the allowable
working stress of steel.

24. The Code mentions that normally plain jointed concrete pavements do not require
reinforcement. Reinforcement when provided is intended to counteract stresses
caused by shrinkage and contraction.

2.3.3. IRC : SP : 62–2004 (Ref 2)

For low volume Rural Roads, the design guidelines contain the following features:

1. Wheel Load

The design wheel load may be 51 kN, except in the case of link roads where it
may be 30 kN.

2. Tyre Pressure

– 0.7 MPa for wheel load of 51 kN

– 0.5 MPa for wheel load of 30 kN

3. Design Period

Since the design is based only on wheel load stresses, and fatigue analysis is not
considered, design period does not enter into the design.

4. Sub-grade Strength

Table for determining the k value from the CBR values are given.

5. Sub-base

For pavements designed for a wheel load of 51 kN, a sub-base 150 mm granular
layer, soil-cement or soil-lime shall be provide.

For pavements designed for a wheel load of 30 kN, the sub-base thickness may be
reduced to 75 mm.

6. Separation Layer

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A separation layer of 125 mm polythene sheet shall be provided between the sub-
base and the concrete slabs.

7. Design Strength

The design shall be based on the flexural strength of concrete at 90 days. It may
be approximately determined from the following formula:

ff =0.7 fc

where ff = flexural strength, MPa

fc = cube strength, MPa

8. Modulus of Elasticity, E

E may be taken as 3.0 x 105 MPa.

9. Poisson’s Ratio, µ

µ may be taken as 0.15.

10. Coefficient of Thermal Expansion, α

α = 10 x 106 per 0C.

11. Edge Load Stress

To be determined from Westergaard’s Equation, as modified by Teller and

Sutherland.

12. Temperature stress at the critical edge region

To be determined from Westergaard’s analysis, using Bradbury’s coefficient.

Temperature differential to be taken from a table, covering slabs of various

thickness, and located in different geographical regions.

13. Critical Conditions for Design

The following two critical conditions must be checked:

1. Edge load stress plus temperature stress shall be less than the allowable
flexural strength.

2. Corner stress shall be less than the allowable flexural strength.

14. Transverse Contraction Joints

These may be provided at a spacing of 2.50 m–3.75 m.

15. Expansion Joints

To be provided only at abutments of culverts and bridges.

16. Load Transfer

Load transfer in the case of sawn joints shall be through aggregate interlock. For
alternate bay construction, keyed joints may be provided.

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2.3.4. CRCP (IRC : 101–1988) (Ref 3)

The salient features of the design are:

1. The design recommended is one with elastic joints, at pre-calculated spacing.

2. Allowable Steel Stress

1400 Kg/ cm2

3. Steel Quantity

• 0.4-0.5 per cent of concrete cross-section in the longitudinal direction.

• Transverse steel is 25 per cent of longitudinal steel.

3. REVIEW OF INTERNATIONAL PRACTICES

3.1. PORTLAND CEMENT ASSOCIATION (PCA) METHOD

3.1.1. General Description

The PCA method was first published in 1966 and the present edition (1984) (Ref 4)
supersedes the earlier version. The method is applicable to JPCP, JRCP and CRCP. The
method is based on theoretical studies of pavement slab behaviour by Westergaard (Ref 5),
Picket and Ray (Ref 6), finite element computer analysis presented by Tayabji and Colley (Ref
7), full scale tests conducted by AASHTO and other tests, and in-service behaviour of
highway pavements noticed by the various state departments of transportation in the USA.

3.1.2. Sub-grade and Sub-base Support

The sub-grade and sub-base support is defined by the Modulus of Sub-grade Reaction, k.
Approximate inter-relationships of soil classifications and soil support-values (Modulus of
Subgrade Reaction, California Bearing Ratio, Resistance Value etc.) have been given in the
form of a chart. The use of sub-base was recommended for projects where conditions that
would cause mud-pumping prevail. Tables have been given for the increase in k value of the
sub-grade when untreated and cement treated sub-bases of thickness 100 mm–300 mm are
provided. It was recognised that the use of lean concrete sub-bases was on the increase, and
hence charts have been given for determining the layer thickness. The use of a pavement
where the concrete surface course is constructed monolithically with the sub-base is also
given consideration.

3.1.3. Design Period

It has been recognised in the publication that the term design period is not the same as the
design life. The latter can vary from 20 years to over 40 years. Since traffic cannot be
predicted with much accuracy for a longer period, a design period of 20 years is commonly
used. The selection of the design period is to be based on engineering judgement and
economic analysis.

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3.1.4. Traffic

The major factors affecting the thickness design are the numbers and weights of heavy axles
expected during the design life. The traffic is determined from actual traffic counts and future
growth is determined by accounting for normal traffic growth, attracted or diverted traffic,
generated traffic and development traffic. The use of capacity of the road is indicated for
estimating the maximum average daily traffic (ADT). The average daily truck traffic (ADTT)
may be obtained from actual surveys or past relationships. The direction distribution is
generally taken as 50:50, except for special cases of trucks hauling full loads in one direction
and returning empty in the other. In such cases, appropriate adjustment is made. The
proportion of trucks in the right lane of a multi-lane divided highway is determined from
chart. The axle load distribution is determined from actual loadometer surveys.

3.1.5. Load Safety Factor (LSF)

The PCA method recommends that the axle loads determined from the loadometer surveys
are multiplied by a load safety factor (LSF) as under:

• For Interstate and other multi-state projects where there will be uninterrupted traffic
flow and high volume of truck traffic, LSF=1.2.

• For highways and arterial streets where there will be moderate volumes of truck
traffic, LSF=1.1.

• For roads, residential streets and other streets that carry small volumes of truck
traffic, LSF=1.0.

• In special cases, LSF=1.3 may be justified to maintain a higher-than-normal level of

pavement serviceability throughout the design period.

3.1.6. Fatigue Analysis

Recognising that a concrete slab fractures under repeated applications of loading of different
magnitudes, the PCA method uses a fatigue analysis, based on the edge stress midway
between the transverse joints. The allowable number of load repetitions for a given axle load
is determined based on the stress ratio (flexural stress divided by the 28-day modulus of
rupture). A fatigue curve is incorporated in the design charts. Use of the fatigue criterion is
made on the basis of the Miner’s hypothesis that fatigue resistance not consumed by
repetitious of one load is available for repetitious of other loads. The total fatigue consumed
should not exceed 100 per cent.

3.1.7. Erosion Analysis

The PCA method recognises that in addition to failure by fatigue cracking, failure by erosion
of the material beneath and beside the slab needs to be addressed. This is a new aspect that
has been introduced in the PCA method. Erosion damage can be calculated for pavements
without concrete shoulders and concrete pavements with tied concrete shoulders. Charts and
tables are given to evaluate erosion damage.

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3.1.8. Warping and Curling Stresses

In the PCA method, warping and curling stresses are excluded because the moisture content
and temperature are usually higher at the bottom of the slab than at the top; thus, the
combined effect of warping and curling stresses are subtractive from the loading stresses.

3.2. AASHTO METHOD (1993)

3.2.1. Background

The AASHTO Method (Ref 8) is based on the empirical relationship from the AASHTO Road
Test with further modifications based on theory and experience. The relationship gives the
expected number of repetitions of the standard 80 kN axle load over a period of time t in
terms of slab thickness, initial serviceability and serviceability at time t. The method covers
JPCP, JRCP and CRCP.

3.2.2. Serviceability

AASHTO defines pavement performance in terms of present serviceability index (PSI), which
varies from 0 to 5. The PSI of a newly constructed concrete pavement is about 4.5, and the
end of the service life is deemed to be reached where the PSI reaches a value of 2.5 for
major highways and 2.0 for secondary roads.

3.2.3. Traffic

The initial traffic is determined from actual surveys. The directional split is determined, and if
it is uneven, the pavement is designed for the larger directional traffic loading. The
percentage of traffic on the design lane is dependent upon the number of lanes in each
direction and a chart is provided to determine this. The axle load distribution is found by
actual loadometer surveys and Load Equivalency factors are given for the selected terminal
serviceability index. The expected Equivalent Standard Axle Loads (ESAL) is then calculated
over the design period.

3.2.4. Subgrade Strength

The subgrade strength used for design is the modulus of subgrade reaction, k. Since AASHTO
equations are based on soil strength in terms of Resilient Modulus, MR, a correlation between
the two has been given. The correlation given is based on k value determined from a 75 dia
plate, and is likely to give high values for k.

When a sub-base is provided between the slab and the sub-grade, AASHTO gives a chart to
determine the composite value of k. The charts give the composite k value for sub-base
thickness varying from 100 mm to 500 mm, sub-base Elastic Modulus varying from 15,000 psi
to 1,000,000 psi, and road bed soil resilient modulus, MR, of 1000–20,000 psi. If the seasonal
modulus values are used, the effective modulus value can be determined by equation and
chart provided.

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3.2.5. Loss of Subgrade Support

Loss of subgrade support can occur due to foundation erosion or differential vertical soil
movements. The effective subgrade modulus is then determined for various levels of loss of
support, using a chart. The loss of support values are given for various types of foundation
support.

3.2.6. Properties of Concrete

The Elastic Modulus of concrete is calculated from the following correlation:

E (in psi) = 57,000 (f’c)0.5

where f’c = compressive strength of concrete in psi

The Modulus of Rupture of concrete is determined at 28 days using the third-point loading.

3.2.7. Load Transfer Coefficient

The Load Transfer Coefficient J is a factor used in the method to account for the ability of a
concrete pavement to transfer a load across joints and cracks. The factor, varying in value
from 2.3 to 4.4, depends upon the type of shoulder, provision of load transfer devices and
types of pavement (JPCP, JRCP and CRCP).

3.2.8. Drainage Coefficient

The provision of a good drainage system has the same effect as the load transfer. A table
giving the recommended values of the drainage coefficient, Cd, for various levels of quality of
drainage and percentage of time a pavement structure is exposed to moisture levels
approaching saturation is given.

3.2.9. Reliability Factor and Standard Deviation

The AASHTO design chart accounts for level of reliability, ranging from a low 50% to 99.9%.
The concept of reliability is a means of incorporating some degree of certainty into the design
process to ensure that the various design alternatives will last the analysis period. The
concept of reliability requires the selection of a standard deviation that is representative of
local conditions. For concrete pavements a standard deviation of 0.45 is suggested. A table
giving the recommended level of reliability for various functional classifications of roads is
given.

3.2.10. Design Chart

A Design Chart in the form of a nomograph is given which includes variables such as:

(i) Effective Modulus of Subgrade Reaction

(ii) Concrete Elastic Modulus

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(iii) Concrete Modulus of Rupture

(iv) Load Transfer Coefficient

(v) Drainage Coefficient

(vi) Design Serviceability Loss

(vii) Reliability

(viii) Standard Deviation

(ix) Estimated Load Repetitions of Standard Axles (ESAL)

3.2.11. Proposed AASHTO Design Guide 2002 : Some Features

It is recognised that a purely empirical design method such as the 1993 AASHTO guide has
its own limitations, and a purely mechanistic approach does not fully reflect the various
conditions met with in actual practice. Thus it was thought a combination of mechanistic and
empirical approaches would be an improvement over the current practice. With this objective,
the AASHTO launched an ambitious project with the aim to develop a new 2002 guide. The
work was undertaken as NCHRP Project 1-37A entitled Development of the 2002 Guide for
the Design of New and Rehabilitated Pavement Structures (Ref 9).

The proposed design guide is applicable to JPCP and CRCP. The following steps are involved:

1. A trial design is assembled, defining layer arrangement and thickness, layer

material properties, joint spacing and load transfer in case of JPCP and
reinforcement in case of CRCP, shoulder and construction features.

2. Establish criteria for acceptable pavement performance at the end of the design
period such as acceptable levels of faulting and cracking of JPCP, punchouts for
CRCP and IRI for both.

3. Select the desired level of reliability for each of the applicable performance
indicators listed in 2 above.

4. Provide site specific inputs such as climate, foundation and traffic.

5. Utilise the design guide software to accomplish the following:

a) Process inputs given under 4 above to obtain monthly values of traffic,

material, and climate needed in the design evaluations for the entire period.

b) Complete structural responses (stresses and deflections) using finite element

based rapid solution models for each axle type and load and for each
damage-calculation increment throughout the deign period.

c) Calculate accumulated damage at each month of the entire design period.

d) Predict key distresses (joint faulting, slab cracking, CRCP punchouts) month-
by-month throughout the design period using the calibrated mechanistic-
empirical model provided in the Guide.

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e) Predict smoothness (IRI) as a function of initial IRI, distresses that occur

over time and site factors at the end of each time increment.

6. Evaluate the expected performance of the trial design at the given reliability level
for adequacy.

7. Modify the design and repeat steps 5 through 6 above as necessary until the
design does meet the established criteria.

The designs that satisfy the target performance criteria at the specified reliability are
considered feasible from a structural and functional viewpoint and are further considered for
other evaluations such as Life Cycle Cost Analysis (LCCA).

The distress prediction models used in the software were developed using data base obtained
from a wide range of JPCP and CRCP pavements located in a variety of climatic conditions
and subject to various traffic and environmental loading situations.

The new Guide has overcome several drawbacks of the AASHTO Guide such as the
serviceability concept and Equivalent Standard Axle Load repetitions. Since it is based on
mechanistic-empirical approach, it is likely to predict the performance of pavements in a
better way. The new guide is yet to be released officially, incorporating the modifications
suggested.

3.3. UNITED KINGDOM

3.3.1. General Description

Current UK practice in pavement design has developed from a combination of practical

experience, laboratory research and full-scale road trials. The Design Manual for Roads and
Bridges (Ref 10) gives the design procedure. The design guidelines are applicable to JPCP
and CRCP. The preferred rigid pavement construction is CRCP with an asphalt overlay of
minimum thickness or CRCB with an asphalt overlay of 100 mm. JPCP and JRCP are permitted
for limited use and in special circumstances only. CRCP with no bituminous surfacing is not a
permitted option in England. The choice is based on whole life cycle costing.

3.3.2. Traffic

The design traffic is the commercial vehicle loading over the design period expressed in terms
of equivalent standard (80 kN) axles. This is calculated from the commercial vehicle flow,
traffic growth and wear factors. A commercial vehicle is defined as one with a gross vehicle
weight of more than 3.5 T.

3.3.3. Design Period

A period of 40 years is considered.

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3.3.4. Wear Factor

Since the structural damage caused by an axle increases with the load, the fourth power rule
is used to calculate the wear caused by an axle load in relation to the standard axle.

3.3.5. Load Distribution across Lanes

For new carriageways, all lanes, including the hard shoulder shall be designed to the same
standard as the heaviest loaded lane. A ready-to-use chart is provided to determine the
percentage of vehicles in the heaviest traffic lane, given the total daily commercial vehicle
flow. For example, the chart gives the following values:

Total Daily Commercial Percentage of Commercial Vehicles in

Vehicle Flow the Heaviest Traffic Lane

100 97

1000 95

5000 82

10000 72

15000 54

3.3.6. Foundation

Four foundation stiffness classes are considered:

Stiffness

Foundation Class 1 ≥ 50 MPa

Foundation Class 2 ≥ 100 MPa

Foundation Class 3 ≥ 200 MPa

Foundation Class 4 ≥ 400 MPa

At least 150 mm bound sub-base material is specified below rigid pavements.

3.3.7. Design Nomograph

Ready-to-use Nomograph is provided to determine the thickness of CRCP or CRCB pavement.

The thickness depends upon design traffic, flexural strength of concrete and the Foundation
Class. The minimum allowable pavement thickness for CRCP is 200 mm and for CRCB it is
150 mm. Concrete of flexural strengths 4.5–6.0 MPa are used in the Nomographs.

3.3.8. Transverse Joint Spacing

The maximum transverse joint spacings for JPCP are:

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(a) 4 m for contraction joints for slabs upto 230 mm thickness

(b) 5 m for contraction joints for slabs of thickness above 230 mm.

3.4. 2004 AUSTROADS RIGID PAVEMENT DESIGN

3.4.1. General Description

In 2004 Austroads released a revision of the 1992 Guide for rigid pavement design based on
the PCA method (Ref 11). The Guide provides a mechanistic procedure for calculating the
required concrete base thickness for different concrete base types including Jointed Plain
(unreinforced), Concrete Pavement (JPCP), Jointed Reinforced Concrete Pavement (JRCP),
Continuously Reinforced Concrete Pavement (CRCP) and Steel Fibre Concrete Pavement
(SFCP). This design method is based on the USA Portland Cement Association (Ref 4) method
with revisions to suit Australian conditions.

The method assumes that the base and subbase layers are not bonded. The design method is
based on assessments of the:

• predicted traffic volume and composition over the design period;

• strength of the subgrade in terms of its California Bearing Ratio; and

• strength of the base concrete.

A variety of inputs including design traffic, subgrade CBR, subbase thickness and type,
project design reliability (PDR), concrete flexural strength, vehicular load spectra (axle group
load distribution) and provision of dowels and shoulders are taken into account to calculate
the required concrete base thickness based on the cumulative damage due to fatigue of the
concrete base and erosion of subbase and subgrade materials. The severity of fatigue and
erosion damage depends on structural response of rigid pavements as affected by vehicular
load configurations, environmental factors, and material/layer characteristics.

3.4.2. Design Period

Design period is selected depending upon the importance of the road, funds available,
likelihood of future upgrading, possibility of distress due to compression and consolidation of
fills and the need to preserve kerb/ gutter levels and clearances. Typical design periods of
rigid pavements are 30-40 years.

3.4.3. Traffic

Design traffic is an estimation of heavy vehicle volumes on the road during the pavement life.
The method of estimating the number of Heavy Vehicle Axle Groups (HVAGs) has been
described in the Guide. Although the PCA method was developed based on Single Axle Dual
Tyre (SADT), Tandem Axle Dual Tyre (TADT) and Triple Axle Dual Tyre (TRDT), the Guide
extended the method to be used for different axle group types including Single Axle Single
Tyre (SAST), SADT, Tandem Axle Single Tyre (TAST), TADT, TRDT and Quad Axle Dual Tyre
(QADT).

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3.4.4. Subgrade

CBR is the only subgrade information used in the design procedure and represents the
subgrade resistance to applied load. Subgrade CBR values are affected by topography, soil
type, and drainage conditions. The Guide provides a number of methods to estimate the field
CBR values under various conditions. A minimum CBR of 5 % is recommended for CC
pavements. To ensure homogeneous sub-sections of subgrade, the CBR values should have a
coefficient of variation (i.e., standard deviation divided by the mean) of 0.25 or less The ten
percentile level (i.e., mean + 1.3 x standard deviation) is commonly adopted for the design of
highway pavements.

3.4.5. Sub-base

Five types of subbase including 125 mm bound, 150 mm bound, 170 mm bound, 125 mm
Lean- Mix Concrete (LMC), and 150 mm LMC have been recommended in the Guide. The
choice of subbase depends upon the value of design traffic. It should be noted that 150 mm
LMC is the only choice for those projects where design traffic is greater than 1×107 HVAGs.
Effective subgrade strength has been defined in the Guide to consider the effect of subbase
layer on rigid pavement behaviour. The Guide provides the recommended values of effective
subgrade strength for design based on subgrade CBR values and subbase types. Maximum
permitted effective CBR for rigid pavement design is 75 (corresponding effective k-value is
0.643 MPa/mm).

3.4.6. Project Design Reliability (PDR)

Variations of drainage condition, traffic loads, material properties, and construction process
require the Guide to define a range of PDR values between 80 per cent and 97.5 per cent
depending on road classification. Although PDR is not directly used in the design procedure, it
defines the value of Load Safety Factor (LSF) which is directly used in the procedure and
varies between 1.05 and 1.35 depending on concrete base types.

3.4.7. Design Basis

Concrete pavement usually transfers the applied vehicular loads to the subbase and subgrade
layers by bending action. Hence, concrete flexural strength has been taken into account in
the design. Cracks are the most common distress in rigid pavements and are often generated
in the top or bottom surface layer of concrete base and then propagate due to fatigue
flexural failures and/or erosion of subbase and subgrade materials.

The fatigue relationship in the design is applied in all critical locations for traffic stresses with
Miner’s damage hypothesis. The fatigue criterion has the following form:

⎡ 0.9719 − S r ⎤
log( N f ) = ⎢ ⎥, when Sr > 0.55.LLLLLL (2)
⎣ 0.828 ⎦

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3.268
⎡ 4.258 ⎤
log( N f ) = ⎢ ⎥ , when 0.45 ≤ Sr ≤ 0.55 LLL (3)
⎣ S r − 0.4325 ⎦

Where Nf is the number of load repetitions for a specific loading condition and Sr is the stress
ratio defined as follows:

Se ⎡ PL SF ⎤ 0.94
Sr = ⎢ ⎥. LLLLLL (4)
0.944 f ' cf ⎣ 4.45F1 ⎦

In Eq. (4), LSF is the load safety factor, Se is the equivalent stress, f’cf is the design
characteristic flexural strength (MPa), P is the axle group load (kN) and F1 is the load
adjustment for fatigue due to axle group (e.g., F1 = 9 &18 for single axle single wheel and
single axle dual wheel respectively). The equivalent stress is determined from a complicated
empirical formulae containing 10 (a.b,…upto j) coefficients of prediction. The Guide suggests
a typical relationship for converting 28-day compressive strength to 28-day flexural strength
for concrete with crushed aggregate. The minimum concrete flexural strength at 28-day has
been restricted to 4.5 MPa when the value of design traffic exceeds 1×106 HVAGs.

Another distress mode considered in the design is the erosion of subbase / subgrade arising
from repeated deflections at joints and planned cracks. Erosion damage is predicted using
empirical relationship. If either fatigue or erosion damage exceeds 100%, then the trial
thickness is increased and the design process is repeated.

Design traffic is also employed to estimate the expected load repetitions for a given axle
group by using a typical traffic load spectra (axle load distribution) during the pavement’s life.
Presumptive traffic load distributions for urban and rural roads are provided in the Guide,
which can be employed if a specific traffic load spectra is not available. Effects of dowels and
shoulders provision on base thickness have been considered through the use of design
coefficients for different axle group types for both fatigue and erosion analyses.

The Guide is readily adapted to computerised design environments. The axle load and axle
load spectra have been revised and design nomographs have been converted into closed-
form equations.

The Guide in the Chapter 4 clearly mentions that the temperature effect needs to be
considered during design. However, the effects of environmental forces on concrete base
thickness have not been exclusively shown, although some recommendations are given. It
may be noted that the minimum pavement thickness provided in the Guide is to account the
environmental factors such as curling and warping of the concrete base.

The Austroads method is based on an assumption that the concrete base can freely curl
during daytime or night time temperature gradients. This suggests a fully unbonded boundary
condition (coefficient of friction, µ, is zero) between concrete base and subbase.
Nevertheless, some typical µ values have been provided by the Guide for partially bonded

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boundary conditions between the concrete base and subbase. It is interesting to note that
some bonding usually exists regardless the use of interface treatments.

3.5. FRENCH PRACTICE

3.5.1. Background

The French practice of constructing cement concrete roads has evolved over the past 30
years, assimilating the strides made by the industry in other countries, and adapting the
same to the ground conditions in France. The construction of the autoroutes gave a fillip to
the technology. The present situation is that France has developed a catalogue of designs,
based on past experience, analytical approach and research, which can provide quick answers
to a designer given inputs such as traffic intensity, climatic conditions and subgrade
characteristics. The French Design Manual for Pavement Structures–Guide Technique (Ref 12)
provides the details.

3.5.2. Types of Concrete Pavements in Use

For historic reasons, recourse to concrete roads is sparingly done in France other than for
autoroutes (Ref 13). However, with the expansion of the highway network, thick slabs
without sub-base have been adopted. A design manual for roads with very light traffic (such
as community, estate, agricultural housing and forest roads) was issued in 1981 (Ref 14).

For autoroutes and roads with heavy and intense traffic, subjected to serve service
conditions, the preferred choice of concrete pavement is CRCP. For other situations, a choice
of pavement with dowelled joints and non-dowelled joints is offered. For very low volume
roads, thick slab without foundation or pavement with non-dowelled joints can be used. Table
below gives the details of preferred choice. (Ref 13).

Table 3.1

Preferred Domain of Use for Major Concrete Pavement Techniques in Terms of

Level of Drainage and Foundation Quality (Ref 10)

Pavement Pavement
Continuously Thick slab
with with non-
reinforced without
dowelled dowelled
concrete foundation
joints joints

1 2 1 2 1 2 1 2

Heavy and intense Severe service conditions and/

traffic or predominantly commercial A B – – – – – –
character

T0 and above Normal service conditions B B A B A A – –

Medium traffic Severe service conditions and/

B B A B A A – –
or predominantly commercial

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character

T1 Normal service conditions B C B B B B A B

Low traffic (T2 and T3) Normal service conditions – – C C or D C C B C

Very low traffic (below Normal service conditions

– – – – D D C D
T 3)

1. Class of drainage. 2. Class of foundation in terms of erodibility. Decreasing quality from

A to D. See supplementary cards of Catalogue of Structures of New Pavement Types.
In the case of overlay of an old pavement (concrete or other), the old wearing course would
be considered a class ‘A’ foundation in terms of erodibility, except in very special advanced
cases of intense alligator cracks, superficial dressing on untreated material etc.

3.5.3. Estimation of Traffic

In France, road traffic for pavement design is expressed in terms of heavy vehicles, having a
payload of 5T or more. Annual Daily Mean (ADM) is the traffic of heavy vehicles on the most
heavily loaded lane during the first year after opening. Traffic Class Ti is determined from the
number of heavy vehicles in both directions. The distribution of traffic into the design lane is
considered as under:

In Open Countryside

Two-lane (bi-directional) roads

Width less than 5 m : 100% of traffic in both directions
Width 5-6 m : 75% of traffic in both directions
Two-lanes in each direction
Slow lane : 90% of traffic in the direction under consideration
Fast lane : 10% of traffic in the direction under consideration
Three-lanes in each direction

Slow lane : 80%

Middle lane : 20%

Fast lane 0%

In Suburban Conditions

Two-lanes in each direction

To be defined on a case to case basis

Three-lanes in each direction

Slow lane : 65%

Middle lane : 30%

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Fast lane 5%

The traffic classes are defined as in Table 3.2.

Table 3.2

Definition of Traffic Class

T3 T2 T1 T0 Ts
Class T5 T4 TEx
T3 T3+ T2 T2+ T1 T1+ T0 T0+ Ts Ts+
ADM
0 25 50 85 150 200 300 500 750 1200 2000 3000 500

In France, the reference axle with dual wheels is 130 kN (which is the maximum legal axle
load). All traffic is expressed in terms of this axle load. The damaging power A of an axle is
determine by the following formula:

α
⎛ P ⎞
A = K⎜⎜ ⎟
⎟
⎝ P0 ⎠

where A = Damaging power of an axle of weight P

P0 = standard axle load of 130 kN

α = 12 for concrete pavements

K = constant depending upon axle type; for example:

For single axle, K = 1

For tandem axle, K = 12 for slabs

For tridem axle, K = 113 for slabs.

The design period normally considered in France is …………….. years. (Mr Aunis: To Please
give)

3.5.4. Subgrade Support

In France, increasing use is made of soil-stabilization with lime and hydraulic binders for the
capping layer above the earthen embankment. The supporting power is expressed in terms of
EV2 determined from static plate load test. The design method uses a linear elastic model
characterized by a value of Young’s Modulus and Poisson’s ratio of 0.35 for the subgrade and
0.25 for the stabilized capping layer.

3.5.5. Climatic and Environmental Considerations

Climatic data such as:

• rainfall

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• seasonal weather cycles and extreme temperature values

• severity and duration of frost and thaw periods

3.5.6. Design Procedure

The calculation of stresses in a concrete pavement is done by treating the pavement as a

multi-layered system. Two conditions of bonding of slab with the pavement foundation are
considered:

1. sub-base/ pavement foundation interface considered as bonded or semi-bonded;

2. the concrete base layer is separated from the underlying layer through
appropriate measures.

Pavements with a sub-base are designed checking the tensile stresses at the base of these
layers an ensuring that these are less than the allowable working stresses. Fatigue failure in
the road base and road sub-base are also checked.

For pavements with CRCP, the criterion for design is that the tensile stress at the base of the
CRCP layer and of the treated capping layer remains less than a working value. Load stresses
in the slab middle are calculated by treating the concrete as a continuous structure.
Transversal discontinuities and effect of thermal gradients are then accounted for by
increasing the stresses by a coefficient (derived from finite element calculations) which has
been worked out according to the frequency of the thermal gradients and the cumulative
stresses due to traffic.

The LCPC’s ALIZE Software has rendered the design procedure very simple.

To facilitate the average highway designed, a Catalogue of standard structures for new
pavements is made available (Ref 12, 14). The design catalogue of structures for concrete
pavements in Part 1 of this report has been established by adapting the method developed by
the French Central Laboratory of Bridges and Roads (LCPC) based on the use of the software
ALIZÉ, to suit the Indian conditions. This method is regarded as most rational by the
international road authorities (PIARC – World Roads Association). More information on this
method is provided as an Appendix to this report.

3.6. COMPARISON OF VARIOUS APPROACHES

Table 3.3 gives a comparison of the various approaches.

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TABLE 3.3

COMPARISON OF DESIGN PRACTICES IN SELECTED COUNTRIES

INDIA AUSTRALIA
PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
1. Types of JPCP (Separate code JPCP, JRCP, CRCP JPCP, JRCP, CRCP • JPCP and JRCP are JPCP, JRCP, CRCP and JPCP and CRCP
Pavements exists for SFCP, CRCP and recommended for SFCP
Considered Low Volume Roads) limited use only.
• CRCP with
bituminous
surfacing and CRCB
with 100 mm
asphalt overlay are
preferred in
England.
2. Choice of Type • No policy guidelines No specific guidelines No specific guidelines • Bidders are given a Does not give any specific Concrete Pavements
exist, but since the but life-cycle-cost choice for opting for preferences, but indicates are generally favoured
mid-80s, concrete analysis is a pavement type in that economic for Autoroutes.
pavements are gaining recommended. public-private considerations such as
popularity. partnership projects. initial costs, future
• In BOT projects, the • Whole-life-cycle maintenance costs,
private entrepreneur costing is service life, user benefits
has choice of adopting recommended etc are required to be
either flexible or rigid before a choice is taken into account before
pavement. made. the scope of any project is
defined.

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INDIA AUSTRALIA
PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
3. Design Basis • Westergaard’s 1. Fatigue analysis 1. Based on empirical Ready-to-use 1. Fatigue and Erosion 1. Stresses are
equation for edge load 2. Erosion analysis relationships from Nomographs are used analysis similar to calculated on the
stress to be combined 3. Temperature AASHO Road Test to determine pavement PCA. basis of multi-
with temperature stresses not 2. Proposed 2002 thickness of CRCP and 2. Temperature stresses layered analysis.
stress at edge. separately guideline is a CRCB. These are based not separately 2. Fatigue failure at
• Westergaard’s calculated. combination of on practical calculated. road base and
equation for corner mechanistic and experience, laboratory road sub-base is
load stress. empirical designs. research ad field trials. checked.
• Fatigue analysis as per 3. Reliability concept
PCA. is used.
4. Design Life For Highways A period of 20-35 years Analysis period of 30- 40 years for CRCP and 30-40 years 20 years for heavy
• 20 years when traffic is mentioned as the 50 years is given as a CRCB. traffic pavements.
cannot be predicted commonly adopted general guideline.
accurately value.
• 30 years normally
For Low-volume Roads
No recommendations are
given.
5. Sub-grade Support • Evaluated in terms of k • k value is used. • Resilient Modulus Four classes of • Evaluated in terms ofEvaluated in terms of
value. Charts given for • Approximate inter- MR. foundation, based on CBR. EV2, the modulus from
determining k value relationships • Relationship stiffness are used. • Minimum CBR value of the plate load test, at
from CBR. between soil between k value and 5 specified. the second loading
• CC pavements not to classification, k MR given. cycle.
be laid directly on value, CBR and
subgrade having k Resistance Value are
value less than 6.0 given in a Chart.
Kg/cm2/cm.

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INDIA AUSTRALIA
PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
6. Provision of sub- • Mandatory for soils • Use of sub-base • No specific • A minimum 150 mm • Five types of bound • A capping layer of
base having k value less recommended where recommendation of bound sub-base sub-bases are soil-stabilized
than 6 Kg/ cm2/ cm. mud-pumping exists, but charts is specified. specified. material using
• DLC sub-base conditions prevail. given to determine • Effective CBR value hydraulic binders is
recommended for • Also mentions that effective modulus of when sub-bases are used.
modern concrete cement-traffic sub- subgrade reaction provided is determined
pavements, particularly bases are widely when sub-base is from a chart. Maximum
those having high used for heavy-duty provided. permitted CBR is 75.
traffic intensity. concrete pavements.
• Values of k when sub- • Mentions that the
base is provided are use of lean concrete
given. has been on the
increase.
• Table given for
increase in R value
when sub-base is
used.
7. Traffic Load 98th percentile wheel load Single and Tandem Axle Individual load stresses Individual load stresses Load stresses are The standard axle load
taken for calculation of Load data is used for are not calculated. are not calculated. calculated for single, considered is 130 kN.
load stresses. calculation of load tandem and tridem axles
stresses for fatigue for fatigue analysis.
analysis.

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INDIA AUSTRALIA
PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
8. Estimation of For fatigue analysis, For fatigue analysis, Traffic load repetitions • Cumulative traffic is Traffic load repetitions of For converting axle
Cumulative Traffic traffic load repetitions of traffic load repetitions in terms of equivalent expressed in terms individual axle groups are loads into 130 kN
individual axle load of individual and standard axles (80 kN) of equivalent used. standard axles,
groups are considered tandem axles are used. are considered. Tables standard axles (80 equations are given.
(single and tandem for damaging power of kN).
axles). individual axle loads • The fourth power
are given. rule is used for
calculating the
ESAL.
9. Fatigue Analysis Done, using PCA Fatigue correction is Not done Not done Done, using Miner’s Failure by fatigue is
procedure. based on Miner’s hypothesis checked.
hypothesis.
10. Load Distribution • Directional distribution 6% of the traffic is • Pavement is A table is provided for A table is provided for A table is provided to
in Traffic Lanes taken as equal, except considered for fatigue designed for the estimating the distribution of traffic in estimate the
in case of haul roads. analysis. larger directional percentage of the design lane. distribution of traffic on
• For fatigue analysis, traffic loading. commercial vehicles in the design lane.
25% of the total two- • The percentage of the heaviest traffic
lane two-way traffic, traffic on the design lane.
and 25% of the total lane is
traffic in the recommended in a
predominant direction Table.
for multi-lane divided
highways is
considered.
11. Influence of Not considered Effect of concrete Recognises the 1 m wide integral edge Integral and tied concrete Additional width on
Shoulders on shoulder is considered beneficial effect of the strip or tied shoulder shoulders are provided. outside of carriageway
Design in fatigue and erosion shoulders and gives adjacent to the most and on the central
analysis. suitable guidelines. heavily trafficked lane reserve side
is mandatory. prescribed.

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INDIA AUSTRALIA
PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
12. Erosion Analysis Not done Done Not done Not done Done Not done
13. Load Safety Factor • 1.2 for important roads • 1.2 for Interstate None specified None specified For plain concrete Not specified
like Expressways and and other multi-state pavements, the LSF (Mr J Aunis : To please
National Highways. projects. specified is in the range of check)
• 1.1 for roads of lesser • 1.1 for highways and 1.15–1.35, and for
importance having arterial streets with Dowelled and CRCP, it is
lower proportion of moderate volume of 1.05–1.25, the exact
truck traffic. truck traffic. value depending upon
• 1.0 for residential and • 1.0 for roads, design reliability.
other streets residential streets
and other streets.
14. Temperature • Calculated as per Not considered Not considered Not considered Not considered, but the The working tensile
Stress Westergaard’s analysis minimum thickness stress in concrete is
using Bradbury’s suggested accounts for reduced by a factor
coefficient. environmental factors 1
for slabs without
• Added to edge load such as curling and 1.7
stress. warping of concrete.
1
dowels and for
1.47
dowelled slabs and
CRCP.

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PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
15. Bonding between • Not considered Chart for thickness of Not considered When lean concrete Not considered The following
concrete sub-base • A separation layer is sub-base and slab are sub-base is used, it is conditions are
and slab and introduced. given as an option. permitted to reduce considered:
composite action. the thickness of the 1. sub-base and
concrete slab. concrete slab are
bonded
2. sub-base and
concrete slab are
separated.
16. Separation Layer 125 micron thick Design guideline does Design guide does not When used, 125 1. Wax emulsion Following alternatives
polythene sheet not give any specific given any specific micron plastic sheet for 2. Bituminous spray exist:
choice. choice. JPCP and JRCP. For with chips 1. spreading
CRCP a bituminous emulsion
spray is used. 2. polythene sheeting
3. two coats of
curing agent
17. Minimum Strength 7 MPa at 7 days Range of values given : Not given Not given 5 MPa with flyash and 7 For heavy traffic, 28
of Concrete in DLC (compressive strength) 1.0–3.0 MPa (flexural MPa without flyash at 28 day flexural strength of
strength at 28 days) days (compressive 1.3–1.7 MPa is
strength). specified.
18. Strength of Not specified Charts give range 3.8– Nomograph gives a For CRCP and CRCB 28 day flexural strength of For traffic class higher
Pavement Quality 4.5 MPa (flexural range of 3.4–8.3 MPa 28-day flexural 4.5 MPa. than T3, concrete of 28
Concrete strength at 28 days) flexural strength at 28 strength of 4.5–6.0 day flexural strength of
days. MPa given in Chart for at least 2.4 MPa.
design.

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INDIA AUSTRALIA
PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
19. Thickness of 275–350 mm (JPCP) Not specified Not specified Minimum Traffic Mr J. Aunis
Pavement CRCP : 200 mm 1-10 mil HVAG–150 mm May please add
CRCB : 150 mm 10-50 mil HVAG–200 mm
>50 mil HVAG–250 mm
20. Transverse Joint IRC:15-2002 JPCP JPCP • 4 m for slabs upto JPCP 4.0–6.0 m
Spacing JPCP 6m Maximum : Not 230 mm • 4.2 m for undowelled (Mr Aunis: Please
(contraction) Thickness Spacing JRCP spacing greater • 5 m for slabs above skewed joints check)
(mm) (mm) 12.2 m (in feet) than 230 mm • 4.5 for dowelled square
10-25 4.5 twice the joints
30-35 5.0 slab SFCP
JRCP thickness
• Max. 6 m for
10 7.5 in inches
undowelled square
15 13.0 Ratio of : Not grater
joints
20 14.0 slab than 1.25
CRCP
width to
length • Induced cracks
assumed at 0.5 m-2.5
m spacing.
21. Dowel Bar Length 500 mm Not given Not given Latest guide 450 mm Slab
Length
recommends CRCP Thickness
(mm)
(mm)
130-150 400
160-200 450
210-280 450
290-400 500

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INDIA AUSTRALIA
PCA AASHTO UK FRANCE
IRC:58-2002 (AUSTROADS)
22. Dowel Bar Spacing Slab Dowel Bar Not given Not given Latest guide 300 mm Slab
Spacing
Thickness Spacing recommends CRCP Thickness
(mm)
(mm) (mm) (mm)
150 200 130-150 300
200 250 160-200 300
250 300 210-280 300
300 300 290-400 400
350 300
23. Dowel Bar Dia Slab Dowel Bar Not given Not given Latest guide Slab Slab Dowel Bar
Bar Dia
Thickness Dia recommends CRCP Thickness Thickness Dia
(mm)
(mm) (mm) (mm) (mm) (mm)
Upto 250 25 125-160 24 130-150 20
300 32 160-200 28 160-200 25
350 32 200-250 32 210-280 30
>250 36 290-400 40
24. Tie Bars Dia 8-16 mm Not given Not given Not given Generally 12 mm dia, Length At least 600
Length 440-800 mm 1000 mm long mm
Spacing 330-910 m Spacing 700-1000 mm
Dia To be
determined
from cross-
section.

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4. EMERGING ISSUES

4.1. WIDE GAP BETWEEN INTERNATIONAL AND INDIAN R&D

The subject of concrete pavement design has been very widely research upon in countries abroad.
Beginning with the classic study by Westergaard nearly eight decades ago, several studies have
been conducted covering aspects such as field performance, theoretical analysis, warping and
curling stresses, effect of erosion, reliability concept, design of joints, characterisation of subgrade
support etc. These countries had an advantage that cement concrete pavements were being
constructed continuously over the past nearly a century. The Indian situation was totally different.
Even though the country constructed several cement concrete roads in the 1920s and 1930s, the
extreme scarcity of cement and the easy availability of bitumen led to an abandonment of
concrete road construction for nearly 50 years. It was only when cement was partially decontrolled
in the 1980s and modernisation of the cement industry and capacity augmentation took place that
the interest in cement concrete pavement was revived in the late 1980s. The result of this lull in
the concrete pavement activity of nearly 50 years was that indigenous effort on the technology of
concrete pavement was almost non-existent.

Indian engineers had therefore look to the international experience for preparing the design
guidelines. In the first version of the design published by the IRC in 1974, (Ref 20) the
Westergaard’s equations, modified by Teller and Sutherland, were adopted for determining the
load stresses. The correlation between k value and CBR was adopted from data abroad, and ad-
hoc adjustments in slab depth were suggested to take care of traffic intensity. When the revision
of this document was effected in 1988, (Ref 21) the design wheel load was enhanced from 4,100
Kg to 5,100 Kg, and most of the earlier stipulations were retained. The next revision in 2002 (Ref
1) assimilated some of the emerging concepts such as the adoption of LSF values recommended
by PCA, increase in k value to account of provision of sub-base, fatigue analysis as per PCA, use of
Picket and Ray’s chart for computation of load stresses etc.

It is thus seen that there has been hardly any R&D in India in the concrete pavement technology.
Since concrete pavements are being constructed on a large scale now, it is a good opportunity for
observing the performance of pavements under different traffic, climatic and subgrade conditions.
But the findings from such studies will take a long time to enable further refinements in the design
guideline to be made. So the task now is to review where such refinements can be made. This
issue is being addressed in the present study. Emerging international trends will be reviewed,
several grey areas that exist in the present guidelines will be identified and some suggestions for
improving the guidelines will be made.

4.2. SHOULD TEMPERATURE STRESS BE ADDED TO LOAD STRESS?

The IRC:15-2002 recommends that the temperature stress at the edge should be added to the
edge load stress and total should not exceed the modulus of rupture of concrete. The application
of this rule results in most cases temperature stress and edge load stress to be almost equal, and
governs the slab thickness. There are several conflicting views of this issue, and these are
presented here.

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4.2.1. Faraggo et al (Ref 15)

Farrago et al (15) discuss the subject of considering the load and temperature effects on concrete
pavements simultaneously and say: “It is usual in structural calculations to consider two types of
stresses: those produced by applied loads (either permanent or variable) and those produced by
thermal effects. Normally, these types of stresses are computed separately, and the results are
subsequently added. This procedure is correct for buildings, the support conditions for which are
the same for both types of stress. In concrete pavements, however, this is not true, because, as is
well known, slabs warp as a consequence of thermal gradients, and a part of each one temporarily
detaches from the underlying layer. When slabs are warped, deformations produced by traffic
loads can re-establish at least partial contact with the lower layer. From a mathematical point of
view, the boundary conditions of the problem of calculating stresses and strains in a particular slab
with a traffic load and a thermal gradient applied simultaneously are not the same as those that
prevail when the two are considered separately. In some cases it has been proved by
measurements on existing pavements that the values of stresses calculated by adding individually
obtained values are too low”.

4.2.2. Yoder and Witczak (Ref 16)

“Consideration of warping stresses in design

Previous paragraphs have suggested that the warping stresses can be very high. In fact, when
added to load stresses, the combined stress is enough to cause the pavement to crack under just
one application of load. It is important to note that warping stresses are not considered when
determining thickness of pavement. The philosophy that governs the design, simply stated is,
“Joints and steel are used to relieve and/ or take care of warping stresses, and the design, then, is
based upon load alone when considering thickness”. This principle is so important that it must be
clearly understood by the designer. Recall that a joint is nothing more than a “designed crack”.”

4.2.3. Y. H. Huang (Ref 17)

Combined Stresses

“Even though curling stresses may be quite large and cause concrete to crack when combined
with loading stresses, they are usually not considered in the thickness design for the following
reasons:

1. Joints and steel are used to relieve and take care of curling stresses. Curling stresses are
relieved when the concrete cracks. Minute cracks will not affect the load-carrying
capacity of pavements as long as the load transfer across cracks can be maintained.

2. When the fatigue principle is used for design, it is not practical to combine loading and
curling stresses. A pavement may be subjected to millions of load repetitions during the
design period, but the number of stress reversals due to curling is quite limited.

3. Curling stresses may be added to or subtracted from loading stresses to obtain the
combined stresses. If the design is governed by the edge stress, curling stress should be

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added to loading stresses during the day but subtracted from the loading stresses at
night. Due to this compensative effect and the fact that a large number of heavy trucks
are driven at night, it may not be critical if curling stresses are ignored.

Whether the curling stress should be considered in pavement design is quite controversial. The
Portland Cement Association does not consider curling stress in fatigue analysis, but many others
indicate that it should be considered. Past experience has demonstrated that more cracks appear
in longer slabs because longer slabs have much greater curling stress than shorter slabs. The
nontraffic loop in the AASHTO site did not have any cracks during the road test. However, when
the site was surveyed after 16 years most of the 40-ft (12.2 m) long slabs had cracks, but not the
15-ft (4.6 m) slabs (Darter and Barenberg, 1977).

In designing zero-maintenance jointed plain concrete pavements, Darter and Barenberg (1977)
suggested the inclusion of curling stress with loading stress for fatigue analysis. This is necessary
because curling stresses are so large that when combined with the loading stresses they may
cause the concrete to crack even under a few repetitions. The cracking of the slab will require
proper maintenance, thus defeating the zero-maintenance concept. If curling stresses are really so
important, it is more reasonable to consider the fatigue damage due to loading and curling
separately and then combined, similar to the analysis of thermal cracking in flexible pavements
described in Section 11.1.4.

The moisture gradient in concrete slabs also induces warping stresses. Determining the moisture
gradient is difficult because it depends on a variety of factors, such as the ambient relative
humidity at the surface, the free water in the concrete, and the moisture content of the subbase
or subgrade. Since the moisture content at the top of a slab is generally lower than that at the
bottom, the bottom of a slab is in compression, which compensates for the tensile stresses caused
by edge loading. Furthermore, the moisture effect is seasonal and remains constant for a long
time, thus resulting in very few stress reversals and very low fatigue damage. For this reason,
warping stresses due to moisture gradient are not considered in the design of concrete
pavements”.

4.2.4. IRC:58-2002 (Ref 9)

“Cement concrete pavements undergo a daily cyclic change of temperature differentials, the top
surface being hotter than the bottom during the day, and cooler during the night. The consequent
tendency of the pavement slabs is to warp upwards (to convex) during the day and downwards
(top concave) during the night. The restraint offered to this warping tendency by self-weight and
the dowel bars of the pavement induces stresses in the pavement, referred to commonly as
temperature warping stresses. These warping stresses are flexural in nature, being tensile at
bottom during the day and at top during the night. As the restraint offered to warping at any
section of the slab would be a function of weight of the slab upto that section, it is obvious that
corners have very little of such restraint for slabs without dowel bars. The restraint is maximum in
the slab interior and somewhat less at the edge. Consequently, the temperature stresses induced
in the pavement are maximum at the interior. Under the action of load applications, maximum
stress is induced in the corner region if the joints are not provided with dowel bars, as the corner
is discontinuous in two directions. The corner tends to bend like a cantilever, producing tension at

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the top during night hours, whereas, tension is produced during the day-time at the bottom of the
slab in the interior as well as at the edge.

The maximum combined tensile stress in the three regions of the slab will thus be caused when
effects of temperature differentials are such as to be additive to the load effects. This would occur
during the day in the case of interior and edge regions at the time of maximum temperature
differential in the slab. In the corner region, the temperature stress is negligible but the load
stress is maximum at night when the slab corner have a tendency to lift up, due to warping and
lose partly the foundation support. Considering the total combined stress for the three regions,
viz., corner, edge and interior, for which the load stress decreases in that order while the
temperature stress increases, the critical stress condition is reached in the edge designed to
withstand the stresses due to warping and wheel load at the edge region. It also necessary to
check the stress at the corner region if dowel bars are not provided at the transverse joints and if
there is no possibility of load transfer by aggregate inter-lock”.

4.2.5. Drawback of Westergaard-Bradbury Approach

The Westergaard-Bradbury approach assumes the Winkler foundation model, which is considered
a poor representation of the actual sub-base or subgrade materials.
Shi et al (Ref 18) have derived a theoretical solution of warping stresses by adopting the
Pasternak foundation. The authors have shown that the Bradbury solution overestimates the
warping stresses by 15-19 per cent, whereas the solution based on Pasternak foundation errs only
by 2-6 per cent. Thus, the IRC:58-2002 guideline over-estimates the temperature stresses by at
least 15 per cent.

4.2.6. AMBA Approach

Against the background that the Westergaard-Bradbury approach over-estimates the temperature
stresses, Phull and Rao (Ref 19). The approach uses the findings of
Shi et al (Ref 18) and proposes a LTF (Load-Temperature-Fatigue) pavement design, taking
account of variation in the temperature differential, increase in strength of concrete with age, and
reducing the Modulus of Rupture of concrete by a suitable adjustment for temperature stress. This
in effect reduces the stress ratio (ie. load stress divided by Modulus of Rupture).

4.2.7. The French Approach

The combined effect of temperature-related stresses is taken care of by one of the following
methods:

1. Increasing the slab thickness marginally. This solution leads to satisfactory results
under median to heavy traffic. Sections constructed with this solution are performing
well.

2. Use of non-erodible materials in the sub-base and making it strong to withstand the
loads coming on it.

3. Dowelling the slabs–a solution resorted to in the case of roads of very heavy traffic.

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4. Use of CRCP.

4.2.8. Suggestions for Change in IRC Guidelines

The present guidelines employ the Westergaard’s-Bradbury approach assuming a Winkler

foundation model. It has been shown by researchers (Ref 18) that this is a poor representation of
the actual sub-base or subgrade materials. It is now considered that the Pasternak foundation
model is a better representation. The Bradbury solution is said to over-estimate the warping stress
by 15-19 per cent. Taking advantage of this latest finding, it is proposed to reduce the
temperature stresses calculated by the Bradbury’s approach by 15 per cent. Necessary changes
have been made in the Draft now enclosed.

4.3. DESIGN WHEEL LOAD

It is mentioned in IRC:58-2002 that the design of the slab be done with a 98th percentile wheel
load, multiplied by LSF which varies from 1.0 to 1.2 depending upon the importance of the road
and the traffic using it. We do not see any need fir reviewing it. But the solved example in IRC:58-
2002, uses the maximum load rather than the 98th percentile load. This was perhaps due to over-
sight and necessary correction has now been done.

4.4. DESIGN PERIOD

The present guideline recommends a design period of 30 years, with a rider that when the traffic
intensity cannot be predicted accurately for a long period of time and for volume roads, a design
period of about 20 years may be considered. Modern technology of production and laying concrete
pavements has prompted engineers to talk in terms of long life concrete. Since India is investing
large funds on concrete roads, it is reasonable to expect a life of about 40 years for the heavily
trafficked National Highways and Expressways. Before taking a decision on increasing the design
period to 40 years, it is felt that close monitoring of the road sections already constructed is done
and the performance evaluated. For the present, no changes are suggested in the design period.

4.5. TRAFFIC ON THE DESIGN LANE

There is consensus in all design practices worldwide that the pavement is to be designed for the
larger directional traffic loading. There is, however, differing practices in assigning the traffic for
fatigue analysis. Whereas PCA (Ref 4) recommends only 6 per cent, India recommends 25 per
cent (Ref 1) and Austroads (Ref 11) recommends 95 per cent for six lane and 100 per cent for
four lane divided carriageway roads. Thus, there is a wide disagreement. It is recommended that
country-wide studies be done in India on four/six lane divided carriageway roads, measuring the
actual placement of wheels with reference to the edge when widened/ tied shoulders are
provided. For the present, the existing practice may be continued.

4.6. SUB-GRADE SUPPORT VALUE

The present IRC Guidelines recommends that the sub-grade support value be evaluated in terms
of modulus of subgrade reaction, k. Approximate tables are given for converting CBR values to k
values, and for including the effect of the provision of a sub-base. Though this simplifies the task

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of the designer, the validity of the suggested values has not been checked by actual field
measurements. It is, therefore, recommended that R&D should be taken up to establish better
relationships.

Till such time that Indian relationships are established, it is recommended that the values
suggested earlier for converting CBR values to k values (Table 2 of IRC:58) be continued, with
some minor correction to be in line with PCA.

When granular or cement-treated sub-bases are provided, Table 3 of IRC:58 gives the increased k
values. This Table needs some corrections to fall in line with PCA’s Table 1. Necessary corrections
have now been made.

IRC Guidelines give increased k values when dry lean concrete sub-base is provided (Table 4 of
IRC:58). There are no corresponding PCA values. In fact, PCA deals with the design of concrete
pavements with lean concrete base in an altogether different way. It treats the provision of dry
lean concrete either as a sub-base constructed separately or a lower layer in monolithic
construction. PCA recognises that lean concrete is stronger than conventional sub-base materials
and is considered to be non-erodable, and recommends that the recognition of its superior
structural properties can be taken advantage of by a reduction in thickness design requirements.
PCA gives two charts, one for treating lean concrete as a sub-base, and another for considering
the monolithic action. In view of the vast experience that has gone into the PCA’s design charts,
and the total absence of Indian experience, it is recommended that Table 4 of IRC Guidelines be
deleted and the PCA charts adopted, taking permission from PCA for their reproduction. Necessary
changes have been made, giving an option to the designer to continue with the present practice of
a separation layer or composite action. For the use of these charts, it may be noted that the
modulus of rupture of lean concrete is needed, rather than its compressive strength. The
approximate relationship given in PCA is also reproduced in the suggested revision of IRC:58.

The design and construction of concrete pavement in rocky areas deserves some elaboration.
Since rocky areas do not yield, concrete slab directly resting on them develop high stresses and
cracks. This has been observed in the Mumbai-Pune Expressway, as documented in the Initial
Assessment Report (Ref 22). In such situations, a sub-base of drainable granular material is
desirable.

4.7. EROSION ANALYSIS

PCA and Austroads place a high emphasis on Erosion Analysis, it being the second design check
after Fatigue Analysis. On Indian roads, there is no data available to formulate a design basis. It
may be mentioned that a record of pavement performance related to loss of erodible materials
from the sub-base of concrete pavements be kept and the data so generated may in future lead to
incorporating the effect of erosion in the design practice. For the present, no change is proposed
in the current practice.

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4.8. RELIABILITY CONCEPT

It may be noted that the AASHTO Guide relies on the reliability concept. No doubt this is a very
good input into the design, but in the absence of any Indian experience, the incorporation of this
concept in the proposed revision is not envisaged.

4.9. CATALOGUE OF DESIGN USING INDIAN GUIDELINE

The advantages of developing a catalogue of designs for the country are too obvious. Countries
like France and Germany have developed these. To develop similar catalogue for Indian
conditions, a vast amount of data on the performance of concrete pavements constructed under a
variety of soil, climatic and traffic conditions is needed. It is, therefore, urged that the
performance data on concrete roads be built up. A suitable format for data collection has already
been suggested in this study (Ref 23). Hopefully, India will be in a position to evolve the catalogue
in a period of ten years from now.

4.10. PROPOSED DESIGN GUIDELINE

The alternative proposals for an Indian Design Guideline have been prepared:

1. Based on the French practice

2. Revision of the existing IRC:58-2002, based on survey of best practices around the
world.

These are draft documents and will be finalized after receiving comments of NHAI, the Technical
Evaluation Committee and the World Bank.

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REFERE NCES

1. Guidelines for the Design of Plain Jointed Rigid Pavements, IRC:58-2002, The Indian
Roads Congress, New Delhi, 2002.

2. Guidelines for the Design and Construction of Cement concrete Pavements for Rural
Roads, IRC:SP:62-2004, The Indian Roads Congress, New Delhi, 2004.

3. Guidelines for the Design of Continuously Reinforced Concrete Pavements with Elastic
Joints, IRC:101:1988, The Indian Roads Congress, New Delhi, 1988.

4. Thickness Design for Concrete Highway and Street Pavements, Portland Cement
Association, Skokie, 1984.

5. Westergaard, H.M, Computation of Stresses in Concrete Roads, Highway Research

Board Proceedings, Washington D.C, 1925.

6. Pickett, G and G.K. Ray, Influence Charts for Concrete Pavements, American Society of
Civil Engineers, Paper No. 2425, Vol 116, 1951.

7. Tayabji, S.D. and B.E. Colley, Analysis of Jointed Concrete Pavements, Report prepared
by the Construction Technology Laboratories of the Portland Cement Association for
the Federal Highway Administrator, Washington D.C, 1981.

8. AASHTO Guide for Design of Pavement Structures, 1993, American Association of State
Highway and Transportation Officials, Washington D.C, 1993.

9. Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures,

Project 1-37 A of NCHRP, Final Report, Part 3: Design Analysis, Chapter 4: Design of
New and Reconstructed Rigid Pavements, submitted by ARA, Inc, ERES Consultants
Division, Champaign, 2004.

10. Design Manual for Roads and Bridges, HD24/06, The Highway Agency, Her Majesty’s
Stationary Office, London, 2006.

11. Austroads, Pavement Design–A Guide to the Structural Design of Road Pavements,
Sydney, 2004.

12. French Design Manual for Pavement Structures-Guide Technique, LCPC and SETRA,
Paris, 1997 (English translation).

13. Jenffroy, G. and R. Santerey, Cement Concrete Pavements, Oxford and IBH Publishing
Co. Pvt. Ltd., New Delhi, 1996 (in English language).

14. Design Manual for New Pavements for Low Traffic, SETRA-LCPC, Paris, 1981.

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15. Ferragi, V.C. Joffre and C. Kraemer, Combined effect of traffic loads and thermal
gradients on Concrete Pavement Design, Transportation Research Record, 1136,
Transportation Research Board, Washington, D.C., 1987.

16. Yoder, E.J., and M.W Witczak, Principles of Pavement Design, John Wiley and Sons,
New York, 1975.

17. Huang, Y.H., Pavement Analysis and Design, Practice Hall, Englewood Cliffs, New
Jersey, 1993.

18. Shi, X.P et al, Warping Stresses, in Concrete Pavement on Pasternak Foundations,
ASCE Journal of Transportation Engineering, Vol 119, No. 6, 1993.

19. Phull, Y.R. and P.J. Rao, AMBA: Action Mechanism Based Approach for the Design of
Rigid Pavements, Vol. 76, No. 2, Journal of the Indian Roads Congress, New Delhi,
2002.

20. Guidelines for the Design of Rigid Pavements for Highways, IRC:58-1974, The Indian
Roads Congress, New Delhi, 1974.

21. Guidelines for the Design of Rigid Pavements for Highways, First Revision, IRC:58-
1988, The Indian Roads Congress, New Delhi 1988.

22. Study of Concrete Pavements, Initial Assessment Report, submitted to NHAI,

BCEOM/LRKA JV, New Delhi, Nov, 2007.

23. Study to Concrete Pavements, Framework for Collecting, Storing and Using Key Data
from NH CC Pavements, Report submitted to NHAI, BCEOM, LRKA, JV, New Delhi, Feb,
2008.

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Appendix to Supplementary Report
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APPENDIX TO SUPPLEMENTARY REPORT

French Pavement Design: A Rational Approach

For more than thirty years, the road building authorities of the French State have developed a
rational approach to pavement design, in the interests of achieving a uniform national roads
network. This approach is based on normative stages which focus on materials, their
manufacturing processes and implementation. All other road owners in France now follow this
approach.

The French method of pavement design and strengthening is a rational one, based on calculating
the resilient stresses and strains generated in roadways. It presupposes thorough knowledge of
the mechanical characteristics of the materials employed, as well as control over their
manufacture and implementation. It makes it possible to adjust the thickness of the structure to
the local context of bearing capacity of the roadbed and of traffic, according to the materials used
and the investment/maintenance policy adopted.

Other building owners take advantage of this uniform approach and apply it to the needs of the
traffic their own networks have to carry.

From an empirical approach to a Catalogue of calculations

Until the 1950s, almost the entire French roads network was built with aggregate subcases
generally calculated in an empirical way on analogy with existing roadways in 1959, two French
engineers, Jeuffroy and Bachelez, published a series of calculations corresponding to the operation
of three-course elastic structures according to a method close to Burmister's. This first move of
French practice in the direction of a rational approach was confirmed during the sixties, with the
encouragement of the French State. But it was also the result of a whole series of innovations:

• The introduction of subbase materials treated with cementitious or bituminous binders to

cope with increasingly heavy traffic. These layers required new methods of calculation.

• The development of condition survey equipment such as the deflectograph and the
extensometer, which improved understanding of how different structures operate.

• The decision of the Direction cfes routes (French Ministry of Public Works) to standardize
materials used in the national roads network. In 1971, it published its first Catalogue of
standard structures for new roadways, calculated on shear failure of the soil and
maximum permissible stretching in bound courses.

Subsequently, the development of computerized techniques in particular the Alize program,

facilitated the use of multi-layer resilient models. Initially used to confirm mathematically structural
deformations measured using survey equipment, the program was then used to calculate the
structures themselves.

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Flexible pavements

1. Wearing course of bituminous materials

2. Base layer of bituminous materials (<15cm)

3. Unbound granular materials (20cm to 50cm)

4. Pavement foundation

Thick bituminous pavements

1. Wearing course of bituminous material

2. Base layer of bituminous materials (15cm to 40cm)

3. Pavement foundation

Pavements with base layers treated with hydraulic binders

1. Wearing course of bituminous materials (6cm to 14cm)

2. Materials treated with hydraulic binders (20cm to 50cm)

3. Pavement foundation

Rigid pavements

1. Cement concrete of continuous reinforced concrete

2. Lean concrete or layer of bituminous materials

3. Pavement foundation

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Composite pavements

1. Wearing course of bituminous materials

2. Base layer of bituminous materials (10cm to 20cm)

3. Materials treated with hydraulic binders (20cm to 40cm)

4. Pavement foundation

Inverted: pavements

1. Wearing course of bituminous materials

2. Base layer of bituminous materials (10cm to 20cm)

3. Unbound granular materials (approx. 12cm)

4. Materials treated with hydraulic binders (15cm to 50cm)

5. Pavement foundation

A new version of the Catalogue was published in 1977, with calculations for all structures [1].
Meanwhile, the Ministry's technical and scientific network had introduced three innovations:

• the concept of pavement foundation,

• the concept of the risk of the roadway breaking up,

• the definition of a method to take account of freeze/thaw cycles.

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Since then, the principles underlying this method have not been questioned. On the contrary, the
method is in use today on all French road networks. It has adapted to new materials and new
structures, while taking account of the specific requirements of each road owner (local authorities
and motorway operating companies). The process of new pavement design is described in a
technical guide co-published by SETRA (Service d'etudes techniques des routes et autoroutes) and
the LCPC (Laboratoire central des Ponts et Chaussees): French Design Manual for Pavements
Structures [2]. To describe the method, we shall initially introduce the various families of
structures encountered in France, then the main entry parameters of the method, and finally the
method of calculation itself.

Families of roadway structures

The French road network falls into six distinct structural families (see Figure 1).

Each of these structures has its own specific characteristics and its own operating mode,

and hence its own pattern of suffering damage. Destruction of these various types of roadway
under the effect of the repeated passage of heavy goods vehicles is due to one or other (and
sometimes both) of the following phenomena:

• Rupture by cracking of bound courses. This cracking is caused by fatigue in the rigid
materials induced by repeated stretching and bending under load.

• Permanent deformation of the non-bound courses. This deformation of the untreated

gravel or of the soil itself is due to an accumulation of plastic deformations occurring
mainly on the surface of these materials.

Parameters of the French design method

The French design method integrates three entry parameters: the supporting pavement
foundation, materials and traffic.

The supporting pavement foundation

The standardization of studies of natural materials and methods of treatment and implementation
undertaken since the sixties has made it possible to gain fairly precise knowledge of the long-term
behaviour of pavement foundations. Classification of soils and natural materials and their use in
pavement foundations, fill and capping layers was undertaken as early as 1976 in a
recommendation for earth-works pavement, updated in 1992 in the form of a technical guide
entitled Realisation des remblais et des couches de forme [3]. Thus, according to various criteria
such as the nature of the soil where the road is to be built its short-and medium-term hydrous
characteristics, how it can be treated, whether a capping layer is laid (with or without a
cementitious binder) the method provides guidance:

1. On the criteria to be respected in the short run, during construction of the roadway.

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2. A long-term profile for design and for controlling the behaviour of the roadway in service,
in the form of a pavement foundation class (PF1 with PF4, or PEX). A calculation module is
attributed to each of these classes (see limits of pavement foundation classes and
calculation modules, in table 1).

The pavement foundation class is attributed on the basis of measurements of bearing capacity
and/or deflection carried out in situ using the Dynaplaque (photo 1) or deflectograph at the time
of acceptance of the pavement foundation.

Photo 1: Dynaplaque

This rrtspc® vehicle is used to measure the bearing capacity of the pavement foundation

Materials

It was also at the end of the 1960s that directives, recommendations and other technical notes

on materials published by the State for its own roads network began to codify the manufacture of
these materials. This codification takes account of choice of constituents, mix design and
implementation. It therefore became possible by following these texts, and on the basis of a
minimum of preliminary studies, to obtain materials of controlled quality. Today, these texts have
been replaced by standards. Concerning the mechanical performance necessary for roads design,
materials to be treated with bituminous binders or hydraulic binders are characterized in the
laboratory. According to the materials considered, this characterization applies:

• In bituminous materials... to their compactibility and, where appropriate, their resistance

to rutting, their resilient modulus and their resistance to fatigue.

• In cementitious materials... to their resilient modulus and their resistance to direct

traction.

Fatigue curves are traditionally expressed in terms of strain for bituminous materials, and in terms
of stress for materials treated with hydraulic binders. Untreated materials, for their part, possess
mechanical characteristics which are a function of their mode of production and the characteristics
of the aggregates.

For the structural analysis, in the absence of any specific study on the material considered,
standard values from the calculation module and standard fatigue characteristics for the class to
which the material belongs are used (for examples of these standard values, see table 2).

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Table 1 - Classes of bearing capacity of the pavement foundation

PF1 PF2 PF3 PF4

Limits of each class (MPa) 20 50 120 200
Calculation module (MPa) 20 50 120 200

Table 2 - Typical values of calculation modules and fatigue characteristics of various

materials

Material Module(1)(MPa) ε(2) σ(2) (MPa) -1/b(3)

Untreated gravel (category 1) 600 - -
Roadbase asphalt (type 3) 9,300 90 - 5
High-modulus asphalt (type 2) 14,000 130 - 5
Cement-treated base gravel 23,000 - 0.75 15 12.5
Slag aggregate mix 15,000 - 0.50
Concrete cement (class 5) 35,000 - 2.15 16
(1) (2)
at 15°C and 10Hz for bituminous materials stress/strain causing rupture of test sample for
10 loads (3) b: slope of fatigue curve
6

Table 3 - Values of the mean of aggresiveness coefficient

Primary roads Secondary roads

network network
Bituminous structure 0.8 0.5
Semi-rigid and rigid structure 1.3 0.8
Untreated soils and gravels 1.0 1.0

Traffic

In the French design method, cumulative traffic is converted into an equivalent number of
passages of an axle of reference chosen to cause the same structural damage to the roadway as
the actual traffic. The French reference axle is a single axle with dual wheels of 130 kN (or 13
tonnes). Thus, the number of heavy lorries (NPL) intending to drive on the roadway is multiplied
by a mean coefficient of traffic aggressiveness (CAM) to obtain an equivalent number of passages
(NE) of the reference axle:

NE = NPL x CAM

The main coefficient of aggressiveness (see the values from the 1998 French Catalogue in table 3)
depends on the mean daily traffic flow (N.B. on heavily used roads, traffic comprises a higher
percentage of heavy goods vehicles with five axles or more than on lightly used roads) and the
nature of the pavement material (effect of the slope of the fatigue curve).

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Method of calculating thickness of courses for new roadways

Design of a new pavement begins with a decision on the type of surfacing to be employed. Both
the experience of contracting authorities and road construction contractors, and the application of
value analysis to roadways construction, lead the engineer to design structures by drawing a
distinction between the functions fulfilled by the surfacing and those fulfilled by the underlying
courses. The choice of surfacing composition is carried out according to local experience and to
the objectives pursued with respect to use characteristics of the intended roadway (for example,
adherence, noise, comfort in rainy weather, smoothness of ride according to the service level of
the road, etc.). The choice of thickness of the base layers is carried out in two stages: first, by
relating the mechanical resistance of the structure to the demands which traffic will make on it,
then by checking that the structure thus calculated will be able to withstand without damage frost
of a given intensity.

Mechanical calculations

Design in terms of mechanical resistance consists in verifying that the structure of the roadway is
sufficient to respond to the constraints imposed on it by traffic over a given length of time (called
the period of calculation). This verification is carried out by comparing:

• Stresses and strains generated within the structure of roadways by the passage of the
reference load, and calculated using a multi-layer linear elastic model.

• Stresses and/or strains admissible for the intended roadway corresponding to the high
number of passages of the reference load which the roadway will have to withstand
before an acceptable degree of damage occurs.

The structure chosen a priori is appropriate if the demands calculated within the structure remain
less than or equal to the demands deemed admissible for each layer subjected to mechanical
stresses. The goal is to find the minimum thickness that will solve the problem, while ensuring that
the result of the calculation is compatible with the minimal and maximum thicknesses allowable for
the technical application of the materials comprising the structure.

The stresses and strains generated within the structure with each successive passage of the
reference load are calculated using Burmister's model. In this model, the structure is comparable
to an elastic, solid multi-layer mass which is linear, homogeneous and isotropic, each layer being
characterized by its thickness H, its resilient modulus.

E and its Poisson coefficient v. The layers are infinite in plan (no edge or corner may be
introduced), and the deepest layer is of infinite thickness. The interfaces between layers are either
bonded or able to slip. Loads are static and circular and, in the most usual case, exert uniform
pressure. The elementary effects of these loads are added together according to the elasticity of
the relevant law of behaviour. The model provides the strain and stress fields present at any point
of the mass.

In France, this model is available in the software programs Alize, from the Laboratoire central des
Ponts et Chaussees, and Ecoroute, from the Ecole Nationale des Ponts et Chaussees (ENPC). Since

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damage to roadways is due to rupture through fatigue in the bound layers, under stress through
traction and bending, and/or through excessive permanent deformation of the non-bound layers
(untreated gravel and supporting soils), the relevant criteria are:

• tensile strains at the base of the bituminous layers,

• tensile stresses at the base of those layers consisting of material bound with hydraulic
binders,

• vertical deformation on the surface of those layers consisting of non-bound gravel or soil.

Admissible values for these stresses and strains correspond to the maximum level of demand

for the roadway to be able to withstand the desired level of cumulative traffic before being
subjected to a given level of damage. Here one perceives one of the original features of the
French design method: its probabilistic character.

The dispersed nature of the phenomenon of fatigue observed for bound materials is taken into
account by the standard deviation resulting from the laboratory tests, which supplement the
fatigue curve representative of average behaviour. This standard deviation is combined with the
distribution of thicknesses in the layers of the pavement. One then designs the roadway for a risk
of rupture r associated with the period of calculation. This represents the probability of rupture of
the roadway for NE passages of the equivalent load. This approach results in a correction to be
made to the mean fatigue curve in the form of a multiplier coefficient kr. In the case of bound
layers, damage to which is due to the phenomenon of fatigue, the permissible stress or strain at
the base of the layer is thus a function of:

• The fatigue behaviour of the material considered, expressed by parameters ε5 (or σ6) and
b, which are the characteristics of the fatigue curve obtained in the laboratory.

• The traffic equivalent to NE, corresponding to the demands made on the roadway.

• The soil, to guard against possible localized defects of bearing capacity (coefficient ks).

• The risk of rupture estimated by the road owner, as explain above.

• The effects of discontinuities (joints, edges) encountered in rigid structures, inducing local
increases in stresses (coefficient kd, depending on the conditions of engagement).

• Finally, of the fine tuning of the method compared to the behaviour observed on real
and/or experimental roadways (coefficient kc of each material).

The coefficients kc, kr, ks and kd are applied to the experimental strain ε6 (or the stress)

to deduce the permissible level of strain εt,adm and similarly stress, (See formulas 1 and 2).

In the case of the non-bound layers, damage to which is due to excessive permanent surface
deformation, the acceptable vertical deformation εt,adm at the surface of the layer under
consideration is determined from the equivalent traffic NE alone (See formula 3).

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Freeze/thaw cycles

Verification with respect to freeze/thaw phenomena consists in making sure that the roadway
design as determined from mechanical calculations can withstand without notable damage a given
winter chosen as a reference. To do this, it is necessary to compare:

• the frost index of the winter chosen as reference, indicated by IR,

• the frost index admissible for the roadway, indicated by IA, based on thermal conductivity
model.

The verification is positive if IA is equal to or greater than IR. If the verification is negative, it is
then necessary to increase the thickness of certain layers, change the capping layer or switch to a
different type of structure.

Advantages of the rational method

The French method rests essentially on a calculation of the demands induced by the passage of a
load of reference. New materials can thus be taken into account once their mechanical
performance has been determined in the laboratory (Young's modulus, fatigue behaviour).

Formula 1

Bituminous materials

εt,adm = ε6 (10°C;25Hz) x √((NE/106)/ E(15°C)) x (NE/106)b x ks x kr x kc

Formula 2

Materials bound with hydraulic binders

σt,adm = σ6 x (NE/106)b x ks x kr x kd x kc

Formula 3

Untreated soils and gravels

εt,adm = 12 000x(NE) -0.22

In the same way, new structures can be modeled and their behaviour evaluated using the model.
In both cases, tests must be carried out on an experimental roadway (for example, the LCPC's
fatigue simulator), then on real roadways, to validate and fine-tune the model (photo 2).

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Photo 2: The LCPC's fatigue simulator in Nantes

This equipment enables the effects of ten years'actuai road traffic to be simulate in one month

A policy and a Catalogue for each contracting authority

With the exception of very large construction projects or special cases, new pavement design in
France is not carried out case by case. Each road owner in France has published a document
which describes its policy and offers a number of precalculated solutions for its own network.
These are updated more or less regularly. Examples include:

• Catalogue des structures types de chaussees neuves, for the national State-operated
network [1],

• Manuel de conception des chaussees neuves a falble trafic, published by the State
authorities for the use of networks managed by local authorities (at county and commune
level) [4].

• Manuel de conception des chaussees d'autoroute, published by the Scetauroute design

office for motorway operating companies [5].

As an example, we now discuss the strategies adopted by two road owners with different
concerns, the State and the motorway operating companies.

Strategy of the State for the national roads network

The Catalogue des structures types de chaussees neuves [1] was published in 1977 and was
brought up to date in 1988 and 1998.

This document is the expression of the technical policy on roads investment of the Direction des
routes, and features:

• Choice of a strategy of high initial investment accompanied by a policy of preventive

maintenance which results in a long lifespan

Modelling the old roadway

Modelling the old roadway presupposes knowledge of its geometry and the characteristics of its
constitutive layers. In general, its geometry is known, either from existing administrative data, or

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by core sampling and surveys at various points along the route (these two techniques supplement
each other and help mitigate omissions). Information may simultaneously be deduced about the
state of the bonding between layers (particularly in the case of semi-rigid structures). The residual
mechanical characteristics of the layers of the existing road, in particular their rigidity modulus, are
determined by back calculation, once the geometry of the road is known. Measurements of
deflection (under axles of 130kN) are performed on the road at the same time as the physical
surveys. Since the number of possible combinations could be very large, expert knowledge is
indispensable at this stage of modelling to ensure that a realistic order of magnitude is found for
the modules. Back calculation can be also based on measurements of ovalization.

Design of the reinforcement

The reinforcement applied to the old roadway (which constitutes a pavement foundation of
quality) is generally composed of a more or less rigid layer of material (bituminous or treated with
hydraulic binders) and a bituminous wearing course. If the old roadway is damaged, its various
structural layers will not be able to withstand flexural or tractive effort. The two key design criteria
are thus:

• tensile elongation or stress at the base of the reinforcement,

• vertical deformation on the surface of the natural ground.

The correct thickness of the reinforcement is that for which the values calculated remain less than
or equal to the admissible values (see "Method of calculating thickness of courses for new
roadways" above). An optimized value for this thickness must be found. The compatibility of the
result of this calculation with the minimum and maximum technical thicknesses for application of
the materials must then be verified (this can lead to a decision to increase the thickness of the
wearing course, for example).

Freeze/thaw cycle verification

One of the reasons justifying the reinforcement of an old roadway is precisely the need to protect
it against freezing. As for the natural ground in the case of new roadways, it is necessary to
determine an acceptable degree of frost at the surface of the old roadway. This is estimated in
two ways which complement each other:

• from an examination of the properties of the components of the old roadway with respect
to the effects of freezing,

• from observations carried out at the end of winters already experienced by the roadway.

Application documents and tools

A document on the design of reinforcement for flexible pavements was published in 1978 by the
Direction des routes [6]. This document, compiled on the strength of ten years' practice in
reinforcing flexible pavements (i.e. with aggregate foundations) in the national network, proposes
standardized solutions for reinforcements with bituminous treated materials or cement treated
materials, according to the traffic carried by the road (four classes are distinguished) and the

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 GUIDELINES FOR THE DESIGN OF CONCRETE PAVEMENT AND
SUPPLEMENTARY REPORT
Study to Develop Documentation to Support Cement Concrete Pavement Technology for LMNHP
on NH-28 with World Bank Assistance (Loan # 4764-IN), East-West Corridor, NHDP Phase-II

residual bearing capacity of the old roadway (six classes). An update was published in 1988,
adding cement concrete or sand-cement solutions to those covered by the initial guide. An expert
system called Erasmus has been developed. This system functions on a microcomputer or
workstation, and makes it possible for the manager of the network to evaluate maintenance and
reinforcement options and to choose the optimal solution.

Research in progress

The task of strengthening and maintaining old pavements today should take account of specific
aspects such as relative movement of concrete slabs and reflective cracking. However no
satisfactory models exist at present that make it possible to comprehend these mechanisms and
their consequences. Research is under way, combining experimental studies and the search for
models, both in France and other countries. The aim is to understand how cracks are initiated and
propagated, in order to develop defence mechanisms against them and to optimize the design of
reinforcements. This work can be expected to lead to new pavement design methods [7].

Bibliography

[1] Catalogue des structures types de chaussees neuves -Circulaire 77-1156 du 5 decembre -
DRCR, 5ETRA, LCPC (1977-1988-1998).

[2] Conception et dimensionnement des structures de chaus¬sees Guide technique - LCPC-

5ETRA (1994). Also available in english: French Design manual for pavement structures. [3]
Realisation des remblais ct des couches de forme - Guide technique - LCPC-SETRA (1992).

[4] Manuel de conception des chaussees neuves a faible trafic -LCPC-SETRA (1981).

[5] Manuel de conception des chaussees d'autoroute -SCETAUROUTE(1997).

[6] Dimensionnement des renforcements de chaussees souples Guide technique - LCPC-SETRA

(1978-1988).

[7] Approche rationnelle du dimensionnement et do renforce-ment des chaussees en France -

journees techniques LAVOC -Lausanne - Odeon. H. (1988).

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