RIGID PAVEMENT DESIGN METHOD 483 1 gable beating sess in concrete, kgm? h e compressive strength of imate COMPTES BIN Of concrete, ke/em? ts fa AO kpvem) Blem’ (for M-40 concrete, diameter of the dowel bar, em > e principe an eter of the dowel bar and spac peda ‘af dowe n go Gesign of the CC pavement), across the j et factors governing the design of a dowel bar are: a qveon the concrete and the dowel bar, Spm vide n concrete, Fp, (a) the maximum bearing 7.32 and (b) allowable ig. S788 ‘qa the first dowel bar is placed at a distance of , wl paling position for the dowel bar is when ie ae ad eee yt first dowel bar. Let the maximum load carried by the first dowel bar when the lad is directly above the bar = P, kg. A few of dowel bars that are next to the first Jos tar wil aso share the load transfer, but wall carry lower magnitudes of load as the ‘sont fiom the frst dowel bar increases. The load transfer by the dowel group near the seneat ge asstiming linear variation is illustrated in Fig. 7.31. Te maximum distance up to which the dowel group can carry part of load has been ‘arctzlly calculated to be 1.8 times the radius of relative stiffness, ie., (1.8 J) as shown nfg 731. However subsequent performance studies have shown that due to repeated \ulgplcations and relative movements of the dowel bars with respect the adjoining slabs expansion and contraction of CC slab), some loosening takes place in the dowel sem and hence the effective load transfer is only up to (1.0). As per IRC Guidelines tedsunce up to the dowel group action is to be considered in the design is 1.0 A ® ® ® ® {150 mm [eee _—— 181 — EFFECTIVE DOWELS DUE TO LOAD AT EDGE A Ne Fig. 7.31 Dowel group action at the edge of CC paver ‘or the design of dowel bars as per IRC guidelines nent of CC pavement = h em ‘ 038 ) design thickness Or alfof design axle load Properti it: (@ »perties of CC pavernent: ( er design, P KG (b) design wheel load for dowel Scanned with CamScanner484 (2) Q) (ay () (6) a (10) ay Example 7. 21 The design thickness of a CC pavement is 26 cm consider or the diameter, b or both the values until the value of Sty SIGN OF HIGHWAY PAVEMENT J for pavement thickness design = jp AIF oF og Hea eg oF relative stittiy " ‘e Strength of ¢ on single rear axle considered single axle (c) ela Je modulus ~ K kg/m’ (e) t= 7 emand (f) ultimate compres = 400 kglem” ) percentile load on kg/em? (d) subg: the CC pavem Fe ky/em * (for M-40 concrete Fes" be sustained by the dowel group = OP he ea ge = Py fy st of Netete, Total load load sustained by the first dowel bar 1 Maximun determined) ~ fyem (25 to 32 em) and tial spacing betye 7 Trial diameter of dowel bar sumed scm (25 to 30 cm) ar dowel bars. modulus of rounded stec! bars, Properties of dowel bars : last He «10° kw/em?, (b) modulus of dowel-conerete interaction, Me kg/em’ (may be taken as 41,500 ky/em(c) joint width, 7 em and (dl) Moment of inex of dowel bar, Lem? = (nb"/64) em’ Using Eq, 7.34 and substituting the above data, the allowable bearing stress in concrete is calculated, Fp = Fes (10,16 ~ b) / 9.525 Total load transferred by the dowel group is calculated in terms of maximum load carried, P, by the edge dowel = Py {1+ (I~ s)/l + (I~ 2syi+ (I-3syl ==} =P Using known value of design load, P P, = (0.4P/y) kg (vide step 1- b), calculate the value of Determine the value of relative stiffness of the dowel bar embedded in conerete, using Eq. 7.33, B = (Mcb/4 ED??? cm Using Eq 7.32, and substituting she relevant values check for ma bearing stress between concrete and the dowel bar sustaining load Py, = Spm = McPx(2 + Bz)/4 B° Esl If the calculated value of Spm is less than the allowable bearing stress 1 concrete, Fy calculated in step (6) above, the design is safe. Otherwise, the trial design is repeated by changing the spacing, s between the dowel bars mis less than Fy ximum o ring a design axle load (98 ith characteristiC percentile Joad) of 12,000 kg on single axle and M-40 concrete wi found to be 622 compressive strength of 400 ky/em*. The radius of relative stiffness is cm. (data from Example 7.20). If the elastic modulus of dowel bar steel i kg/cm’, modulus of dowel-concrete interaction is 41,500 kg/em? and joint wid 32x10 duh is 18 cm, design the dowel bars for 40 % load transfer considering edge loading. Solution Given data: Radius of relative stiffness of pavement, / = 62.2 cm, Fey = 400 kylem? Scanned with CamScannerRIGID PAVEMENT pg IGN METHOps dowel 485 poste modulus OF dowel bar steele, = 9 196 keene “ em”, sofdonel ~ concrete interaction. M.= 41 so9 kgicm? an jul 7 ; 7 joint width z spload (98" percentile axle load) on single axle = 12,000 k; wee ef? design wheel load for dowel bar design, P= and . : 8 Total load to be sustained by dowel Eroup = 0.4P =0.4 x 6000 = 2400 kg tate moxinun Toad sustained by the first dowel bar near the edge = Pkg =P, sume diameter of dowel bar, b = 3.0 cm and spacing between dowel bars, $ = 25 em inthe fst trial gubsututing the relevant values, Moment of inertia of dowel bar, 1 = (76/64) cm' = 3.976 em? Allonable bearing stress in concrete is calculated using Eq. 7.34 it. Fi = Fes (10.16 — by'9.525 = 300.7 ke/em? | Tol load transferred by the dowel grou for the assumed dowel diameter and | gang in terms of maximum load carried, B= Py Al + (Ls) + (1 2s) + (38)! + ---} = Pry = Py {1 + (62.2 — 25)/62.2 + (62.2 - 50)/62.2} = 1.794 P, = 2400 P, = 2400/1.794 = 1337.8 kg lave stiffness of the dowel bar embedded in concrete, fi = (Mcb/4 El) Check for maximum bearing stress between concrete and the dowel bar sustaining bd Pivide Eq. 7.32), Spm = MePi (2 + Bz)/4 B° Esl = (substituting the relevant ‘als from above) = 273.7 kg/em” the dowel bar (273.7 kg/cm?) 300.7 kg/cm’) the dowel bar fowel bars of diameter 3.0 em As the maximum bearing stress between concrete and 1s than the allowable bearing strength in concrete ( mis safe and therefore may be accepted. Rounded d ‘Pecing 25 cm may be provided at expansion joints ahayat ©28° itis necessary to reduce some quantity of steel, the Spacing of 27 or 30 cm) trial may be repeated assuming 198 tyes . S Design of Tie Bars at Longitudinal Joints itso ie bars ie sag of cement concrete pavements, Tie bese au ng a ey ae Ot he Of the Tongitudinal joint to remain firmly a tie bars act as hinges and OM. See Fig. 7.17 and 7.32. The longitudin nent | Signe © telieve part of warping stresses i CC P ‘© actas load transfer devices. Scanned with CamScannerNo, of tie bars per mlength © 1-31/0.95 © 1.38 Spacing of 12 mm diameter tie bars 100/138 = 72. 2 2 d 1.2m, Sq % 2000 ky/en, Sh > 24.6 kg/cm’ 2 Sp Using Eq. 7.46 Minimum length of tig bar, Li d Substituting the values, Ly = 48.8 em Therefore provide 12 nm diameter tic bars of length 55 to 60 cm ata spacing of 79 om. 7.9.6 Special Types of Rigid Pay Introduction Efforts have been made by several investigators to propose certain Improvements in the material or design or construction method of rigid pavements with objectives such as. (1) to improve the performance or riding quality (ii) to decrease the maintenance cost and (iii) to decrease the initial cost of the pavement. However the acceptance to these methods depends on proven performance of the proposed method. ‘Two such types, namely ‘Continuously Reinforced Concrete Pavement’ and *Steel Fibre Reinforced Concrete Pavement’ are briefly presented here, particularly as IRC Guidelines have been published on these special types of concrete pavements. Continuously reinforced cone! (c pavements The method consists of providing an optimum amount of continuous reinforcement (0.4 10.0.5 % of the concrete cross section) at mid depth along the longitudinal direction of the CC pavement, with dummy contraction joints at specified intervals. These dummy joints are formed by cutting transverse grooves at intervals of 4.5 to 5.0 m (as in the case of regular contraction joints) such that shrinkage cracks are formed at these locations, ‘The reinforcing steel is painted with bond breaking medium for a length ef about 0.75 m on either side of the joint, which enables certain amount of contraction and expansion of the CC pavement slab at these locations, Due to this there is also @ reduction in stress in the steel. ‘Therefore these joiuts are called ‘elastic joints’ and the nicthod is known as ‘continuously reinforced concrete pavements with elasite joints L _ Scanned with CamScannera nn 489 he contin i reinforcement helps to prevent wide ing of th k: s the load transfer across the i B ol the cracks a i and ae i. pia i ss the contraction joints is effected due to ra FTA ea eon. joining slabs. About 25% stecl reinforceme iF i . rse direction. yrcement is provided it gransvel «ec! fibre reinforced concrete pavements RIGID PAVEMENT DESIGN METHODS sel Fibre Rein srandomly (SFRC) is a composite material consisting of cement cone! randot y d ispersed steel fibres of specified dimensions. appropriately designed SFRC mix has improved properties as pavement material such ss (i) higher flexural strength of the order of 70 to 80 ke/em? (ii) improved resistance to fatigue and impact and (iii) higher ductility or lower brittleness. Steel fibres of diameter 0.5 to 1.0 mm and length 30 to 50 mm (aspect ratio of 50 to 100) are mixed with cement concrete in a proportion of about 1.25 % steel fibres by volume of concrete or about 100 kg steel fibres per mn of concrete. The fibres are to te uniformly dispersed in the conercte mix. The thickness of the SFRC pavement Hefre 1S determined as given under. ’ Let the thickness of the CC pavement designed by the conventional method be Hec- Let the design value of flexural strength of CC mix be fec and that of SFRC mix be fgg. The design thickness of SERC pavement is obtained from the relation: Hytie = Hee V( fee fatre) (Eq. 7.37) REFERENCES (1) Yoder, E.J., “Principles of Pavement Design”, John Wiley and Sons.Inc., New York, 1959. (2) Yoder, E.J. and Witezak, M.W.. “principles of Ee Edition), John Wiley and Sons Inc., New York, 1975. (Q) RRL, DSIR, “Soil Mechanics for Road Engineers” England, 1951. (4) RRL, DSIR, “Bituminous Materials iv Middlesex, England, 1963. (5) Proceedings, First International Conference on __Asphalt Pavement”, Michigan USA, 1962. avement Design”, (Second HMSO, Middlesex, 1 Road Construction”, HMSO, “gtructural Design of _ «errnctural Design of Scanned with CamScannerfully cured, (he pee a aling compound is applied. einforeed concrete pavement concrete and joint se Steel fibre r General features When specified size of steel fibres posite mix obtaine neg is mixed with cement concrete in the geq: proportion, the cony d is called ‘Steel Fibre Reinforced Conant (SFRC). A properly designed mix of SFRC has higher flexural strength, ductility and higher resistance to impact when compared to plain cement concrete ial therefore is considered very suitable for the construction of pavements and Overlays, The IRC has recommended the use of mild steel wires of 0.5 to 1.0 mm diameter cut tp 30 to SO mm length (with aspect ratio of 50 to 100) for the preparation of SFRC Tix; the ~ceommenied optimum fibre content is 1.25 percent by volume or 100 kg/m? of CC mix ‘ed at 28 days is in the range of 70 to 80 kom. The flexural strength obtain ; of 70 t maximum size of aggregates size in the SFRC mix for pavements is limited to 12 mm, For the same design factors, the thickness requirement of SFRC pavement is lesser than the conventional CC pavement. The crack resistance of SFRC pavement is found to be lrigher and the fatigue life longer. If proper care is not taken during mixing and laying of SFRC, some steel fibres may protrude on the pavement surface. Construction method The SFRC mix is prepared in a batch mixing plant, as per the mix design. The SFRC pavement is laid over the prepared supporting layers consisting of the subgrd, drainage layer, DLC sub-base and the separation membrane, identical to conventional CC pavements. Mechanised method of construction using either slip-form paver or fixed form paving technique may be adopted. Special care is needed during finishing and texturing the surface to prevent dislocation or pulling out of the steel fibres. The method of curing and construction of joints are identical to the conventional method of CC pavement construction. Interlocking concrete block pavements General features Pavement layers consisting of subgrade, drainage layer and/or sub-base and base courses are designed and constructed as a flexible pavement structure to withstan expected traffic loads. The surface course is laid with Interlocking cement Concrete Block Pavement (ICBP) layer, as specified. Thus the ICBP layer replaces bl bituminous binder and surface courses of a flexible pavement structure. The ICBP consists of a layer of cement co iat, sl s i ncrete paver blocks of appropriate, shape and strength lai over thin lyer of sand bed; the gap between the paver be are ue (fom i top with specified joint filling sand, Proper lateral confinement OF ipport has to be ensured by providing suitable edge block or kerb at the ends © ° Scanned with CamScannerCEMENT CONCRE’ E PAVEMENTS 577 Properly constructed ICRP layer provides adeq quate interlocking between s imerlocking effect of the ICRP : ths inteocking effect ofthe ICD layer helps to disperse the fad though ements of ICBP requirements for good performance cements are given below: pasie require ‘The b block pa (@) mae + blocks of required thickness and strength (b) good support from below in the form of wi effective drainage layer and adequate thickn depending upon the expected traffic loads, Of interlocking cement concrete nade concrete paver ell compacted subgrade with an 1e88 of sub-base and base ¢ surses (6) good lateral confinement by providin, : i rigid edge blocks or beams/strips or kerb to provide the confinement, (@) compacted layer of sand bed, using sand of specified grading . (©) proper laying of concrete blocks over the sand bed with uniform joint width and compaction as specified and,- () filling-up the gap between the concrete blocks by jointing sand of proper grading in order to ensure adequate interlocking between the blocks» Advantages The advantages of using the interlocking concrete blocks (ICB) on the surface course of pavements are: (i) the ICBP is not affected by being submerged under water even for prolonged periods (ii) if some settlement takes place on the ICBP surface, it is possible to remove the paver blocks from the affected area, get the supporting layers rectified and again lay the same blocks (iii) when utility lines are present underneath the pavement and these lines may require periodic repairs, it is advantageous to use ICBP surface and (iv) a flexible or composite pavement with ICBP surface can be designed and constructed to serve as a satisfactory carriageway of roads to sustain ‘desired traffic loads and also as surface course of foot paths. Limitations ‘The riding quality of ICBP surface is reasonably good for low speed traffic. However Surface is not suitable for high speed traffic movement as the riding comfort may not up to the desired standard and the noise and vibration generated will also be high. Another limitation is that as the surface water can enter into the pavement layers through Joints of the paver blocks; therefore unless excellent drainage facilities are provided, Supporting layers may get weakened and start failing. Supporting layers The supporting layers for laying ICBP layer consist of: (i) prepared subgrade, (i nage layer and/or sub-base course, (iii) base course. An effective drainage layer is Ye important, ‘The other supporting layers consisting of sub-base and base courses May either be designed and constructed as a flexible pavement structure or as a “omposite pavement structure using bonded or semi-rigid pavement layers. Components of ICBP layer The ICBP layer consists ofthe following components () bedding sand layer Scanned with CamScannerHIGHWAY CONSTRUCTION 578 (b) ) cement concrete blocks (c)_ lateral supports for com finement (a) joint filling sand «hes ban 1 i ieve and less than 10 percent pac: Well graded sand passing 4.75 mm SI Passin, Well graded sn dng sand. The compacted thickness of the bedding ay Boot over the bedding sand, nd iy, is 20 to 40 mm. The concrete blocks are laid uild be of uniform dimensions, shape and sty strength ayy e free from defects such as cracks or broken edges. The IRC has Seal m defects rete blocks may be: (2) 100 0 120 mm for rage heavy to very heavy traffic, (b) 80 mm for roads with medium traffic and (6) fe and for foot paths and cycle tracks; the compressive strength of a single block shall ng, be less than 300 kg/cm’ or 30 MPa. However according to the BIS Tecommendatig, the concrete paver blocks shall have compressive strength of 500 kg/cm? or 50 Mp, for heavy traffic roads, strength of 400 kg/cm” or 40 MPa for medium traffic Toads, 2 350 kg/cm? or 35 MPa for ight traffic roads and 300 kg/cm’ or 30 MPa for foot pats, The edge blocks or edge strips or beams and kerb are laid to provide adequate lateral support and confinement to the ICBP layer. The surface of the lateral supportis to be at the same level as the top of the concrete paver blocks; the bottom of the later! d up to a minimum depth of 150 mm below the bottom these laten! Cement concrete blocks shot support should preferably exten of the concrete paver blocks so as to provide sufficient stability of supports. Joint filling sand consists of clean, well graded sand passing 2.36 mm sieve and kes than 10 percent passing 0.075 mm sieve; dry sand is applied from the top so thatthe gap between the concrete blocks are fully filled up. Construction method Scanned with CamScanner