RIGID PAVEMENT:

Rigid pavement posses note worthy flexural strength rigid kit has the slab action which is capable of transmitting the wheel load stress though a wide area below. As the rigid pavement slab has tensile strength, tensile stresses are developed due to the bending of the slab under wheel load and temperature variations. The c/c (cement concrete) pavement slab can very well serve as a wearing surface as well as effective base coarse therefore the rigid pavement structure consists of a cement concrete slab below which a base or sub base may be provided. Providing a good base or sub base coarse layer under a c/c slab increases the pavement life considerable and therefore works out to be more economical in the long run. Rigid pavement are usually designed and the stresses are analyzed using the elastic theory assuming the pavement as a elastic plate resting over a elastic or viscous foundation. It is advisable to have a good solid foundation of well consolidated and non absorptive materials under a concrete road. The most important properly requires of a base or sub grade is its equal baring power all over and not its actual bearing value. It is therefore necessary to prepare the base in such a way that concrete slabs are supported as a uniformly as possible. A concrete slab will not overcome defecating action. Base/sub base and sub grade together acts a cohesive unit for supporting the concrete pavement.

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DESIGN OF RIGID PAVEMENTS

In the rigid pavements the roads carrying capacity is mainly due to the rigidity and high modulus of elasticity of the slab itself.

ASSUMPTIONS OF WESTERGAARDS ANALYSIS OF RIGID PAVEMENT

The concrete slab is homogeneous isotropic and has uniform elastic properties. The reaction of the sub grade is in vertical direction only and it is proportional to the deflection of the slab. The reaction of the sub grade of a point is equal to k times the deflection at that point the constant k being the modulus of sub grade reaction. The slab is uniform in its thickness. The contact area of the load in the interior and corner region is circular in shape and semicircular at edge region. The road carrying capacity is mainly due to rigidity and high modulus of edacity of the slab. Westergaard consider the rigid pavement of slab as thin elastic plate resting soil sub grade which is assumed as a dense liquid. It is assumes that the upwards reaction proportional to the deflection of the slab. P P=K K=modulus of sub grade reaction in kg/ P= stress in upward direction = deflection in cm

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WESTERGAARDS MODULUS OF SUBGRADE REACTION K

It is the pressure sustained per unit deformation of sub grade using a specific plate size. Standard plate size for finding k value in path bearing test is 75cm diameter c normal sizes 75,60,45 and 45 and 30cm. If p is pressure sustained in kg/cm2 by the rigid plate of diameter 75cm at a deflection b sub grade reaction k is given by K=p/ = p/0.125 kg/

RELATIVE STIFFNESS OF SUBGRADE

A certain degree of resistance to the slab deflection is offered by the sub grade this is depended upon stiffness (or) pressure/deformation properties of the sub grade material. The tendency of the slab to deflect is dependent up on its properties of flexural strength. The resultant deflection of the slab which is also the deformation of sub grade is direct measure of the magnitude of sub grade pressure. The pressure deformation characteristic of rigid pavements is a function of relative stiffness of slab to that of sub grade. l= Westergaards defined this terms as the radius relative stiffness Where l= radius of relative stiffness in cms E= modulus of elasticity of cement concrete in kg/ poisons ratio h= slab thickness in cm k=modulus of sub grade reaction in kg/

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CRITICAL LOAD POSITION

As the pavement slab have finite length and width either the character or the maximum stress induced by the application of a given traffic load is dependent on the reaction of the road on the pavement surface. As per the condition of the slabs existence are 3 typical location namely interior edge and corner these 3 are termed as critical load position by westergaards.

EDGE LOADING
The load stress in the critical edge region may be obtained by employing the westergaard theory. Se= e = [4 log 10 (l/b) + 1.069]

CORNER LOADING
When the center of load application is located on the corner angle formed by two intersecting edges of the slab and the loaded area is at the corner touching the corner edges

Where H=thickness of the slab in c, P=corner load assumed as a concentrated point load links sc

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EQUIVALENT RADIUS OF RESISTING SECTION

Considering the case of interior loading the maximum bending moments occurs directly below the loaded area and its acts in all directions with the load concentrated on a small area of the pavements the question arises as to what sectional area of the pavement is effective in resting the bending moment. As per westergaard the equivalent radius of resting section is approximated in terms of radius of load distribution and slab thickness. -0.675 h

b= equivalent radius of resting section in cm a=radius of wheel load distribution in cm h=slab thickness in cm Where a then the value of b is

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Tack coat of approved bitumen emulsion or cut back shall be applied as per the specifications on the prepared surface prior to laying of the asphaltic concrete wearing course. The ACWC shall be plant mixed with bitumen content as established to site by tipper trucks. To prevent the loss of heat, the mixture shall be covered if necessary. The ACWC shall be laid in single layer. If the said surface is open textured, back casting shall be carried out and the bigger size aggregates removed before rolling. At the end of paving operation, the transverse joint shall be feathered down. vertical joint shall be provided for the next operation of paving. Compaction shall be carried out using the specified/equivalent type of compacters and the rolling pattern shall be as agreed with the Engineer. In our project, every layer was compared six times with first and last compaction, plain and middle four compactions, with vibrations. Rolling shall always commence from the lower end to the higher side of the carriage way. The minimum rolling temperature shall be 100 degree Celsius. The surface of the ACWC shall be finished to the grade and line as required to the drawings within the tolerance limits. On completion of laying and compaction, checks shall be carried out to verify compliance with the specified requirements. Dry lean concrete: General: The work shall consist of construction of dry lean concrete sub base for cement concrete pavement in accordance with the requirements of MORT&H specifications.IRC 43-1972 and IRC 15-1981.The construction shall also be in conformity with lines, grades and cross sections shown on drawings and/or as directed by the Engineer.

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Materials:
All the materials required in the construction will be from the source approved by the Engineer and according to the relevant clauses of MORT&H specifications mentioned in the contract. Cement Coarse aggregates Fine Aggregates Water 601.2.2 602.2.4.2 602.2.4.2 601.2.4

Aggregate gradation given in table 600-1 of MORT&H specifications shall be adopted after blending the course and fine aggregates. Sieve Designation % passing proposed by weight 100 87.4 67.6 46.1 18.2 5.4 % passing limits by weight

26.50 mm 19.00mm 9.50mm 4.75mm 600.00 Micron 75.00 Micron

100 80-100 55-76 35-60 10-35 0-8

Aggregates are fed into the cold bins from online storage bins of a 4-stage crusher or from the approved stacks.Cement is obtained either in bags or bulk and necessary support system will be employed for feeding the 120-140 MT storage silos of the concrete batching plant. Mix for dry lean concrete will be appropriately proportioned to achieve the strength requirements mentioned in the specifications and prior approval shall be taken from the engineer before adopting for the site trials.

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The calibration trial of the batching plant will be undertaken with the approved proportions after the calibration of the plant.The approved mix will be used on the trial length already identified jointly by the representatives of the contractor and the engineer. Equipments: The fllowing plants and equipments will be deployed for the construction of DLC: Concrete batching plant(200 cum/hr) with all the required accessories and storage facility. Tippers Sensor paver Excavator/JCB Vibratory roller Water tankers Equipment for laboratory and survey

Preparation:
The GSB surface already approved will be given a fine sprayed with water and rolled with the earth compactor giving a couple of passes after a lapse of 2-3 hours of watering. This will stabilize the loose surface. Prior to watering, loose or dislocated spots, if any, will be identified and they will be rectified by removing loose material and back filling with appropriate material and compacting to the required degree of compaction as the adjoining areas. The GSB surface will be kept ready at least one day in advance of DLC laying. Before start of laying, it will be ensured that the guide/sensor wires are in position on both sides or on one side of the paver depending upon the paver pressed used fo the work. For SP 1600, guide wires will be provided on both sides of the paver. For normal sensor pavers, guide wires will be provided on one side with slope control provision. There will be designated entry points for the trucks carrying concrete on to the new carriageway or prepared GSB layer.

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Paving:
Paving is kept in position and the concrete is dumped in hooper in case of normal sensor paver and paving is done by spreading a loose thickness of about 200 mm for achieving the compacted thickness of 150 mm. the loose thickness is ascertained by conducting trial laying of DLC. The paving will be done on the same day matching with the first lane. In case of use SP 1600, the DLC is laid full width with guides wires fixed on both sided relative to the line and grade and cross slope as per the drawings. The concrete is dumped in front of the paver and it id spread across the width by the spreader. It will be ensured that traverse and longitudinal constructions joints are staggered by 500-1000 mm and 200-400 mm respectively from the corresponding joints in the overlaying pavement quality concrete.

Transporting:
The concrete is transported in tippers from the batching plant and to the place of laying. The tippers are covered with tarpaulins in order to prevent water loss due to evaporation during transit. It will be ensured that there wll be sufficient number of tippers for uninterrupted supply of material to the paving equipment. Compaction: The compaction is carried out immediately after the material is laid and leveled. Rolling shall be continued on full width till there is no further visible movement under the roller and surface is compact. The required compaction efforts in terms of number of passes is ascertained by employing one single drum wheeled vibratory roller on the trial stretch of DLC. After arriving at the efficiency of the proposed set up in the trial length. Depending upon the programmed quantity and period of laying, additional rollers will be deployed. Initial two passes on order to roll down the loose DLC. Then vibratory pass will be given followed by plain passes for proving a finished and closed surface.

Curing:
Curing of the DLC will be done by covering the surface by gunny bags or hessian cloth, which will be kept continuously moist for seven days by sprinkling water using water

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Testing:
After the construction of the trial length, the in-situ density of freshly laid material will be determined by sand replacement method with 20cm diameter density cone. The density will be taken at three location along the diagonal that bisects the trial length. The locations for testing will be at least 50cm from the edges. The average density of three holes will be considered as 100% and the field density of regular works will be compared with this reference density in accordance with clauses 601.5.5.1 and 903.5.1.2 MORTH&H specifications. Course will be cut to check segregations or any other deficiency. The routine quality control tests for levels and alignment and material will be exercised as per the frequency mentioned there in. if there could be any reduction in total number tests depending upon the consistency of the results, ration will be taken up with engineer.

Description
Testing of cubes In-situ density

Frequency
Each 100 sqm or part there of laid each day from the un compacted material Holes at location equally spaced along the diagonal that bisects each 2000 sqm or part there of laid each day Cores at random

Thickness

Repairs:
Rectification, if any will be taken up before overlaying PQC. The low spots, loose material, pot holes etc will be made good by using fresh lean concrete material duly compacting the same as per specifications. For repairing honey combed surface and any other spots which cannot be repaired with DLC material, concrete with aggregated of size 10mm and below will be used after roughening the surface for proper keying in.

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Design of rigid pavement : slab thickness design

A cement concrete pavement is to be designed for a two lane two-way national highway in Hyderabad the total two-way traffic is 3000 commercial vehicles per day at the end of the constructions period the design parameters are: Flexural strength of cement concrete = 45

Effective modulus of sub grade reaction of the DLC sub grade Elastic modulus of concrete Poissons ratio Coefficient of thermal coefficient of concrete Tyre pressure Rate of traffic increase Spacing of contraction joints Width of slab

= 8 = 3x = 0.15 = 10x = 8 = 0.075 = 4.5 m = 3.5 m

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

Single axle load

Axel load class, tons 19-21 17-19 15-17 13-15 11-13 9-11 Less than 9 Total Percentage of axle load 0.6 1.5 4.8 10.8 22.0 23.3 30.0 93.0

Tandem axle load

Axle loads class, tons 34-38 30-34 26-30 22-26 18-22 14-18 Less than 14 Total
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Percentage of axle load 0.8 0.3 0.6 1.8 1.5 0.5 2.0 7.0

Design: Present traffic = 3000 Cvpd (as per IRC in year 2013) , Design life R = 20 yrs , = 0.075

Cumulative repletion in 20 yrs = Ns = = 3000 x 365 x = 47,418,626 commercial vehicles Design traffic = 25 percent of the total repetitions of commercial vehicles = 11,854,657 Front axle of the commercial vehicles carry much lower loads and causes small flexural stress in the concrete. Pavements and they need not be considered in the pavements design only the rear axle, both single and tandem should be considered for the design in the example, the total number of rear axles is therefore, 11 ,854,657. Assuming that mid point of the axle load class represent the group, the total repletion of the single axle and tandem axle are as follows:

Single axle
Load in tones 20 18 16 14 12 10 Less than 10 Expected repetitions 71127 177820 569023 1280303 2608024 27622135 3556397 36 32 28 24 20 16 Less than 16

Tandem axle
Load in tones Expected repetition 35564 35564 71128 213384 177820 59273 237093

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Trial thickness = 32 cm, sub grade modulus = 8 years, modulus of rupture =45

, designed period =20

load safety factor =1.2

Axle load (AL), tones (1)

Al x 1.2

Stress, (3)

Stress ratio (4)

Expected repetition (5)

Fatigue life (6)

(2)

Fatigue life consumed Ratio( )

Single axle 20 18 16 14 24.0 21.16 19.2 16.8 Tandem axle 36 32 43.2 38.4 20.07 18.40 0.45 0.40 35560 35560 62.8x Infinity 0.0006 0.00 25.19 22.98 20.73 18.45 0.56 0.51 0.46 0.41 71127 177820 569023 128030 9.1 x 4.85x 14.33x Infinite 0.76 0.37 0.04 0.00

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

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TRIAL THICKNESS = 33 cm Axle load (AL), tones (1) Al x 1.2 Stress, (3) Stress ratio (4) Expected repition (5) Fatigue life (6) Fatigue life consumed Ratio( )

(2)

Single axle
20 18 16 14 24.0 21.16 19.2 16.8 24.10 21.98 19.98 17.64 0.53 0.49 0.44 0.39 71127 177820 569023 128030 2.16x 1.29x Infinity Infinity 0.33 0.14 0.00 0.00

Tandem axle
36 43.2 19.38 0.43 35560 Infinity 0.00

Cumulative fatigue life is consumed The cumulative fatigue life consumed being less than one, the design is safe from fatigue considerations.

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Check for temperature stresses:

Edge warping stress = L B I =450cm =350cm =103.5

L/I =4.4 C =0.55 for the region

The temperature differential was taken as 21

Total temperature warping stress and the height axle load stress =24.10+17.3=41.4 which is less than 45 , the flexural strength.

So the pavement thickness of 33 cm is safe under the combined action of wheel load and temperature.

Check for corner stress:

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

The 98 percentage axle load is 16 tones, the wheel load, therefore, is 18 tones. Radius of relative stiffness, I = E=3 x H=33cm =0.15 k=8 tyre pressure =8
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I= = 103.5Cm. a= radius of area of contact of wheel. Considering a single axle dual wheel, a=[0.8521 x =[0.8521 x =[271.23+431.60 =26.51 cm Where, P=load s=c/c distance between two tyres=31cm q=tyre pressure corner stress = = = = 15.52 The corner stress is less than flexural strength of the concrete that is 45 the pavement thickness of 33 cm assumed is safe. We have slab thickness = 33 cm and

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Design of dowel bars :

Design parameters Design wheel load = 98 percentile axle load is 16 tones. The wheel load therefore is 8000 kg(dual wheel load) Percentage of load transfer = 40 Slab thickness h Joint width, z = 33 cm = 2.0cm

Radius of relative stiffness =103.53 cm Permissible bearing stress in concrete is calculated as under: Fb = Fck = characteristics compressive = 400 kg/cm for strength of concrete cube M40 grade(15 cm) after 28 days curing concrete. B =diameter of the dowel bar = 3.2cm(assumed) Fb = = 292 kg/cm Assumed spacing between the dowel bars = 32 cm First dowel bar is assumed at a distance Assumed length of the dowel bar = 15 cm from the pavement edge = 50 cm

Dowel bars upto a distance of 1.0 x radius of relative stiffness, from the point of load application are effective in load transfer. Number odd dowel bars participating in load transfer when wheel load is just over the dowel bar close to edge of the slab = 1+1/spacing =1+1023.53/32 = 4 dowels.

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Design of tie bars:

Design parameters Slab thickness Lane width, b Coefficient of friction, f Density of concrete, Allowable tensile stress in plain bars, (As per IRC :21-2000) Allowable tensile stress in deformed bars, (As per IRC :21-2000) Allowable bond stress for deform tie bars, Allowable bond stress for deformed tie bars, I. Spacing and length of the plain bar =24.6 =12mm =2000 = 33cm = 3.5m = 1.5 = 2400 =1250

Area of steel bar per meter width of joint to resist the frictional force at slab bottom. As = bfw/s = 3.5 x 1.5 x 0.33 x 2400/1250 = 3.326 Assuming a diameter of tie of bar of 12mm, the cross sectional area A = 1.22 x = 1.13 sq. cm Perimeter of tie bar, p= D = 3.77 Cm
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Spacing of tie bars = A/As = 100 x 1.13/3.326 = 33.97 cm Provide at a spacing of 34 mm c/c Length of tie bar, L = 2 x s x A/B x p = 2 x 1250 x 1.13/17.5x3.77 = 42.82 cm. Increase length by 10 cm for loss of bound 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 II. Spacing and length of the deformed tie bar:

Area of steel bar meter width of joint to resist the frictional force at slab bottom As = = = 2.079 Spacing of tie bar = A/As = 100 x 1.13/2.079 = 54.35 cm Providing at a spacing of 54 cm c/c Length of tie bar, L = = = 48.74 cm

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Increase the length by 10cm for loss of bond due to painting and another 5 cm for tolerance in placement. Therefore, the length is 48.74+10+5 = 63.74cm, say 64 cm

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