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Irc 58

The document outlines the design of rigid pavements according to IRC:58-2015, focusing on factors such as traffic considerations, temperature differentials, and properties of subgrade and concrete. It details the design procedure, including calculating flexural stresses and cumulative fatigue damage, and emphasizes the importance of joint design in pavement construction. Additionally, it provides guidelines for bonded rigid pavements and the use of dowel and tie bars.

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45 views29 pages

Irc 58

The document outlines the design of rigid pavements according to IRC:58-2015, focusing on factors such as traffic considerations, temperature differentials, and properties of subgrade and concrete. It details the design procedure, including calculating flexural stresses and cumulative fatigue damage, and emphasizes the importance of joint design in pavement construction. Additionally, it provides guidelines for bonded rigid pavements and the use of dowel and tie bars.

Uploaded by

M&M Creations
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
You are on page 1/ 29

Design of Rigid Pavements as per

IRC:58-2015

Dr. Sunitha V
Factors Governing Design

• Traffic consideration
• Loading
• Temperature
• Properties of subgrade
• Properties of concrete

2 2
Traffic Consideration
• Design lane
 The lane carrying maximum number of cvs
 Each lane of two way two lane highway
 Outer lane of multi-lane highway
• Design traffic
 For 2-way 2-lane roads: 25% of total 2-way cvs
 For 4-lane and multi-lane: 25% of total cvs in predominant
direction
• Design period
 Cement concrete pavements are designed for a period of 30
years or more

3
Cumulative Number of Commercial Vehicles

C = Cumulative number of commercial vehicles during the


design period
A = Initial number of commercial vehicles per day in the year
when the road is opened to traffic
r = Annual rate of growth of commercial traffic volume
(expressed as decimal)
n = Design period in years

4
Temperature Differential

• Temperature differential is the difference between the


pavement top and bottom temperatures.
• During day time the pavement top temperature is more than
the bottom temperature. As the difference is positive the
differential is termed as positive temperature differential.
• During night time the pavement bottom temperature is more
than the top temperature. As the difference is negative the
differential is termed as negative temperature differential.

5
Positive Temperature Differential

6
Negative Temperature Differential

• The maximum negative temperature differential is half of the


maximum positive temperature differential

7 7
Properties of Subgrade

1. Subgrade strength and properties


2. Sub-base properties

8
Approximate Relationship between CBR and K vakue

CBR (%) 2 3 4 5 7 10 15 20 50 100

k (MPa/m) 21 28 35 42 48 55 62 69 140 220

9
k-Values for Granular and Cement Treated Subbases

10
K value Over Dry Lean Concrete

k VALUE OF 21 28 42 48 55 62
SUB GRADE

k VALUE OF 56 97 166 208 278 389*


SUB-BASE OF
100 mm DLC

k VALUE OF 97 138 208 277 412* 300


SUB-BASE OF
150 mm DLC

* Maximum Recommended Value 300 Mpa/M

11
Properties of Concrete

M 40 concrete is used

28-day compressive strength considered

Flexural strength is determined by beam test

fcr = 0.7 fck

Modulus of elasticity = 30000 MPa

Poisson’s ratio = 0.15

Coeff. Of thermal expansion = 10 x 10-6 per oc

12
Fatigue Behaviour

SR, stress ratio : FLEXURAL STRESS


FLEXURAL STRENGTH

13
Design Concept

• Flexural stresses due to the combined action of traffic


loads and temperature differential between the top and
bottom fibres of the slab is considered for design of
pavement slab thickness.
• The combination of the factors that induces the maximum
stress in the pavement is the critical stress condition.

14
Curling of Slab

A. upward curvature of the slab with tensile stresses at the top.


B. downward curvature of the slab with tensile stresses at the
bottom.

15
Critical Stress Conditions due to Traffic Loads and
Temperature

Critical location of traffic loading resulting in


a) Top-down cracking
b) Bottom-up cracking

16 16
Stress Charts

• Slabs subjected to various combinations of axle loads and


temperature differentials are presented in the form of charts
in appendix-iv.
• The charts can be used to determine flexural stresses.
• Linear interpolation can be done for obtaining stresses for
intermediate loads and temperatures .

17
Stress Chart for BUC

Single axle load 80 kn, ∆t=0, without Concrete Shoulder


18
Stress Chart for BUC

Single axle load 80 kn, ∆t=13˚c, Without Concrete Shoulder


19
Stress Chart for BUC

Single axle load 80 kn, ∆t=0, tied shoulder


20
Stress Chart for BUC

Single axle load 80 kn, ∆t=13˚c, tied shoulder


21
Cumulative Fatigue Damage

• Rigid pavements undergo fatigue damage through crack


initiation and growth, induced by repeated cycles of traffic
loading.
• Fatigue damage caused to the slab during its entire life time
is termed as cumulative fatigue damage.
• Stresses are determined from charts in IRC 58.

22
Cumulative Fatigue Damage

23
Recommended Design Procedure

• Stipulate design values of various parameters.


• Assume a suitable trial thickness.
• Compute number of axles operating during peak six hour period
at daytime for BUC and at night time for TDC.
• Compute the flexural stresses and determine the stress ratio
• Evaluate CFD due to axle load groups for BUC.
• Evaluate CFD due to axle load groups for TDC.
• Thus if CFD (BUC) + CFD (TDC) ≤ 1, the pavement is safe from
large scale cracking.
• The design thickness may be increased by 10 mm to (i) to permit
two retexturing and (ii) grinding to rectify faulting during the
service life.
24
Bonded Rigid Pavement

Concept
• Combined flexural stiffness of the two layers should be equal to or
more than design flexural stiffness.

25
Bonded Rigid Pavement

• Monolithic action of pavement slab and DLC is exploited to


reduce pavement thickness.
• Joints cut to 1/3rd depth in DLC layer at same location of
pavement slab.
• 7 – day compressive strength of DLC layer should not be less
than 10 MPa.

26
Design of Joints
1. Expansion joints - Expansion joints are transverse joints to
allow expansion of concrete slab due to rise in average
temperature in summer months
2. Contraction joints -Contraction joints are transverse joints
which relieve the tensile stresses in concrete pavements.
3. Construction joints - Construction joints should, as far as
possible, be placed at the location of contraction joints except
in case of emergency when a key joint may be used.
4. Longitudinal joints - Longitudinal joints are required in
pavements of width greater than 4.5 m to allow for transverse
contraction and warping.

27
Recommended Dimensions of Dowel Bars

28 28
Tie Bar Details

29

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