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 From the Editor's Desk 4-5
 Advertisements 6-9 & 16
 Meet The New Office Bearers of IRC 10-15
Technical Papers
 Laboratory Performance Evaluation of Asphalt Mixes Containing  17-22
Recycled Asphalt Pavement
by Srinivas F. Chitragar & Dharamveer Singh
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to Multilane Standard Under Engineering Procurement & Construction (EPC) Module
by Basant Kumar & Dr. Vandana Tare
 Accident Benefits Accrued from Roads Project 31-35
by Subir Kumar Podder
 Analysis and Design of Concrete Pavements : A New Approach 37-42
by Swarna Suryateja, Dr. M.A. Reddy & Prof. B.B. Pandey
 Tyre Bursting on Expressways of Rigid Pavement  43-48
by Satander Kumar
 Tender Notices 49-58
 New/Revised IRC Publications, Book Review and News Box 59-64
 Important Announcement 65-66

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 Technical Paper

Analysis and Design of Concrete Pavements :

A New Approach

Swarna Suryateja1, Dr. M.A. Reddy2 Prof. B.B. Pandey3

ABSTRACT
Westergaard’s theory is usually used for the computation of stresses due to single wheel load with linear
temperature gradients in concrete pavements and the foundation is assumed to be liquid foundation also
termed as Winkler foundation. Wheel load and temperature stresses are found to be generally correct for
interior and edge loading conditions as validated by Finite Element Method. The algebraic addition of
wheel load and temperature stresses computed using Westergaard’s and Bradbury’s approach does not give
correct values of stresses because superposition principle is not valid in such cases as there is loss of contact
between the concrete slab and the foundation during curling. IRC:58-2002 design charts are developed
using IITRIGID program which is based on Westergaard’s basic approach. However, IRC:58-2011 and
IRC:58-2015 design charts are developed using DOS based KGPSLAB software which uses finite element
analysis with the assumption that the Dry Lean Concrete (DLC) acts as a Winkler Foundation (WF). WF
implies zero shear strength for the DLC which is not valid and stress computation may not be correct. The
present work presents a new analytical approach for the analysis of stresses in concrete pavement resting on
DLC with a bond breaking layer of the plastic sheet at the interface, a condition very close to a real condition.
The two layers pavement rests on a Winkler foundation. Stresses are computed both in pavement slab and
DLC by three-dimensional finite element using ANSYS software. The stress values computed as per the new
approach will be closer to the field condition. The analysis indicates that the stresses in PQC are not vastly
different from those reported in IRC:58-2015 for bottom up cracking for a number of cases but stresses in
DLC also can be computed to examine the safety of the support.

1. INTRODUCTION Concrete (DLC) layer with an interface layer of

National Highway Authority of India (NHAI) and 125-micron thick polythene sheet. The PQC slab
is assumed to be resting on a Winkler foundation
the Ministry of Road Transport and Highways
composed of DLC, Granular Subbase (GSB) and
(MoRTH) favour concrete pavements for major subgrade for the analysis of stresses. The DLC
highways to eliminate frequent maintenance so forms a very strong foundation with a high shear
common on the bituminous pavement. Many strength, and considering the DLC support to
bituminous pavements of National Highways are be a Winkler foundation implies that it has zero
being upgraded to four lane concrete pavements shear strength which is an over simplification.
which are expected to provide maintenance free Thus the values of stresses in IRC:58-2015 can
service during the design period. It is, therefore, be very approximate. Therefore, a new method of
necessary to re-examine the entire process of analysis of concrete pavements considering both
pavement design with a sound analytical approach PQC and DLC as structural layers with a bond
which models the field condition. As per the breaking layer of plastic sheet at the interface is
current practice in India, the Pavement Quality necessary. Since DLC layer is usually wider than
Concrete (PQC) slab is placed over a Dry Lean the pavement slab, its effect on flexural stresses
1
M.Tech Student, Transportation Engineering Section, E-mail: ssurya.547@gmail.com
2
Associate Professor, E-mail: manreddy@iitkgp.ac.in, Membership Civil Engg. Deptt., IIT, Kharagpur
3
Advisor, SRIC& Former Professor, E-mail: bbpandey40@gmail.com

INDIAN HIGHWAYS│December 2017 37

 Technical Paper
due to axle loads in PQC and DLC should also be
determined. Readymade solutions for such cases
are not available.
Westergaard’s analysis of concrete pavements
(1926 a, b, c & 1927) formed the basis of
development of the analysis and design of
concrete pavements. The assumption of Winkler
foundation for the foundation was reasonable
since the granular and soil layers have much
lower shear strength as compared to DLC. Based
on Westergaard’s solution, Bradbury (1938)
developed simple equations to evaluate curling
stresses in the finite slab for free edge condition.
Pavement design for load and temperature stresses
commonly used in India prior to 2011 were
computed based on Westergaard and Bradbury’s
basic models (IRC:58-1974, 1984, 2002). The
present IRC guidelines (IRC:58-2015) are based
on Finite Element Analysis for the simultaneous
action of load and temperature gradients. In the
proposed analysis, the stresses in DLC layer can be
computed and its safety can be determined using
cumulative damage method. It allows free curling
of the PQC slab due to temperature gradient, due
to absence of springs applying force on the slab
during upward or downward curling since an
interface layer of plastic sheet is provided between
DLC and PQC slab.
A conventional concrete pavement thus may be
considered as a two layer system consisting of
PQC and DLC resting on a Winkler/Westergaard
foundation represented by linear elastic springs
below these two layers and rigidly attached to DLC.
There is need to model plastic sheet placed between
these two layers for computation of stresses in
pavement slab as well as in DLC layer by different
axle loads. If DLC layer fails in cracking, PQC
also will undergo cracking.
Conventional Approach: Fig. 1 shows modeling
of a concrete pavement as per IRC:58-2015 for
edge loading in which DLC, GSB, and subgrade
are considered as Winkler foundation. When the
slab curls up, spring is pulled upward resulting
in tension but such a condition does not exist in
reality due to the bond breaking layer of plastic
sheet.
Fig. 1 PQC Pavement Slab Resting on
Winkler Foundation
38 INDIAN HIGHWAYS│December 2017
New Approach: Fig. 2 shows a new approach
for modelling of two layer concrete pavement.
The plastic sheet at the interface is modelled as
a contact element CONTA 174 in ANSYS Finite
element software whose friction coefficient
can be varied from zero to a very high value to
model frictionless interface to bonded interface.
There can be another contact element CONTA175
between the DLC and the springs so that there
is no tension in the springs if the DLC curls up.
The response of concrete pavement subjected to
load and temperature variation depends greatly
upon the condition of the interface. A smooth
interface offers no restraint to the movement of the
slab while a partially rough interface reduces the
stresses associated with temperature and moisture
changes. Without the separation membrane, the two
layers can be considered as fully bonded when laid
fresh over fresh resulting in the rough interface.
The degree of bonding between the two layers
influences the friction mobilized at the interface.
The new approach computes stresses considering
contact element which models the plastic sheet at
the interface.
Subramanian (1964) studied the bonding behavior
of thin concrete slabs (100 mm and 150 mm thick)
over different types of granular subbases like
dry river sand, damp sand base and Water Bound
Macadam (WBM) base with and without a tar
paper at the interface. The values of coefficient of
friction were found to be different for dry, damp or
saturated conditions of the bases.
Fig. 2 PQC Pavement Slab Resting on DLC with
Plastic Sheet as Contact Element and GSB and
Subgrade as Winkler Foundation
Suh et al (2002) evaluated the interface friction
condition for a typical Korean concrete pavement
by performing a series of push-off tests. Lean
concrete subbase was used. Different interface
conditions with and without polythene sheet and
a layer of asphalt bond-breaker placed between
the concrete slab and lean concrete base were
considered for the tests. Maitra et al (2009)
explained that the degree of bonding varies over
 Technical Paper

time with cyclic slippage between the PQC and interface conditions. Various researchers found the
DLC due to temperature variations and measured coefficient of friction values for various interface
the coefficient of friction values for different conditions as shown in Table 1.
Table 1 Coefficient of Friction for Different Interface Conditions

Researcher Top layer Bottom Layer Interface layer Coefficient of

Friction (μ)
Concrete Slab Damp Sand Tar paper 1.30
Concrete Slab WBM Tar paper 2.40
Subramanian
Concrete Slab Damp Sand No Interface 1.30
(1964)
Concrete Slab Saturated WBM No Interface 7.80
Concrete Slab Dry WBM No Interface 10.40
Concrete Slab DLC Plastic Sheet 1.20
Suh et al. (2002)
Concrete Slab DLC No interface 20.00
Concrete Slab WMM Smooth (Initial Cycles) 0.79 – 1.26
Concrete Slab WMM Smooth (Subsequent Cycle) 0.35 – 0.77
Concrete Slab WMM Rough (Initial Cycles) 3.16 – 3.56
Maitra et. al.
Concrete Slab WMM Rough (Subsequent Cycle) 0.82 – 0.87
(2009)
Concrete Slab DLC Smooth (Initial Cycles) 1.05 – 1.87
Concrete Slab DLC Smooth (Subsequent Cycle) 0.46 – 0.77
Concrete Slab DLC Rough (Initial Cycles) >20.00

A coefficient of friction for the CONTA 174
representing plastic sheet between PQC and DLC
in Fig. 2 is taken as 0.7 as found by Maitra et
al.(2009). In the proposed new approach, stresses
in both PQC and DLC layers are determined
to examin the safety of the structure under
traffic load. An analysis is with +ve temperature
gradient applied only to PQC slab and Fig. 3 shows
that the top slab separates from DLC because of
CONTA 174 in the vertical direction, a condition
close to the reality.
Fig. 3 Z-direction Deformation Contour Plot with
CONTA174 Element
If there is any change in the degree of bonding
between two layers indicated by coefficient of
friction, there will be a change in stresses and
strains at the interface of the two layers. If bonding
is good then these layers act monolithically, this
will reduce the stresses at the interface.
Use of contact element CONTA175 between
DLC and Winkler Foundation: The layers below
the DLC act as a Winkler foundation consisting of
series of springs. A node to surface contact element
(CONTA175) is used in between DLC layer and
Winkler foundation to separate the slab from
foundation so that if DLC curls upward, it looses
contact with springs which is closer to the actual
behavior. Fig. 4 shows condition of the pavement
for a positive temperature gradient when the top
surface of the pavement is hotter than the bottom
surface. The conventional analysis allows tension
to be developed in the spring foundation during
upward deflection. If the combined self-weight of
PQC and DLC is large enough, there may not be
loss of contact between the springs and the DLC
and use of CONTA175 may not be necessary.

INDIAN HIGHWAYS│December 2017 39

 Technical Paper

Three problems solved for stresses are

Fig. 4 Slab Separated from Winkler Foundation
because of CONTA175 Element
Stress computation using the new approach:
For the illustration of the analytical process,
an analysis is done for the following thickness
combination
Thickness of PQC slab of size 3.5 m x 4.5 m
= 250 mm and 300 mm,
Thickness of DLC layer = 150 mm,
Thickness of GSB = 100 mm and Subgrade CBR
= 10%,
Modulus of subgrade reaction (k) over GSB
= 62 MPa/m.
Coefficient of friction between PQC and DLC
= 0.7
Table 2 Stresses in Concrete Pavement without Concrete Shoulder using CONTA175 element for
280 mm PQC and k = 300 MPa/m
i) 280 mm PQC slab considering 150 mm
thick DLC as a Winkler foundation having
k = 300 MPa/m with and without CONTA175
between PQC and spring foundation
ii) 250 mm PQC slab with 150 mm DLC
having CONTA 174 between PQC and DLC
with friction = 0.7. DLC lies over Winkler
Foundation
iii) 300 mm PQC with 150 mm DLC having
CONTA 174 between PQC and DLC with
friction = 0.7, DLC lies over Winkler
foundation.
Table 2 gives stresses in a concrete pavement
without concrete shoulder considering DLC and
other layers (GSB and subgrade) as a Winkler
foundation. The CONTA175 element is applied
between PQC layer (280 mm) and the Winkler
foundation. This condition is closer to IRC:58-2015
with the difference that the springs are attached to
PQC slab in IRC:58. The k value over the DLC
is taken as 300 MPa. The stress values with and
without CONTA175 are not very different and they
agree with IRC values shown in Table 2. Thus the
ANSYS software and IRC values obtained FEM
program using FORTRAN 90 give comparable
values of stresses when only spring foundation is
used with CONTA175.

Wheel Loads, Temperature Stresses (MPa) in Slab Stresses (MPa) Stress (MPa) from
kN Differential, ºC without CONTA175 in Slab with Charts of
CONTA175 IRC:58-2015
00 1.290 1.280 1.250
09 1.840 1.940 1.980
120
15 2.310 2.380 2.420
21 2.620 2.700 2.750
00 1.720 1.680 1.650
09 2.290 2.320 2.310
160
15 2.660 2.780 2.720
21 3.070 3.180 3.000
00 2.160 2.080 2.000
09 2.640 2.710 2.690
200
15 3.160 3.170 3.170
21 3.420 3.590 3.500

40 INDIAN HIGHWAYS│December 2017

 Technical Paper

For the problem (ii), stresses were computed for much different from those from IRC:58 values
250 mm PQC with CONTA174 between PQC and taken from Charts. Stresses in DLC also can be
DLC. The k value of the Winkler foundation is computed in this method. A critical condition in
62 MPa/m and the stresses were compared DLC arises when it is newly constructed and the
with those from design charts of IRC:58 with construction equipment with 200 to 250 kN of
k = 300 MPa/mas shown in Table 3. The modelling concrete is moved to the paver for laying PQC.
is shown in Fig. 5. It is seen that the new method Safety of DLC also can be examined from fatigue
of analysis gives flexural stresses which are not damage analysis.
Table 3 Stresses in Concrete Pavement of 250 mm PQC Slab with 150 mm DLC with CONTA 174
between PQC and DLC, Coefficient of Friction = 0.70
Wheel Loads, kN Temperature Stresses in PQC and DLC, Coefficient Stresses in PQC as per IRC, MPa
Differential, ºC of Friction = 0.70, k below DLC = 62 with k = 300 MPa/m
MPa/m
PQC DLC
0 1.420 0.585 1.400
9 2.210 0.520 2.100
120
15 2.750 0.807 2.600
21 3.170 1.030 2.900
0 1.920 0.777 1.900
9 2.700 0.669 2.600
160
15 3.240 0.840 3.100
21 3.770 1.120 3.500
0 2.430 0.970 2.400
9 3.200 0.862 3.100
200
15 3.730 0.872 3.600
21 4.270 1.160 4.050

Stresses in 300 mm slab were also computed to

study whether the trend of stress values is similar
to those of 250 mm thick PQC slab. The results are
shown in Table 4. It can be seen that the computed
values for a temperature differential of 21ºC by
Fig. 5 DLC Layer considered as SOLID Layer
a rigorous analysis can be higher from those of
(Violet color) with CONTA174 at the IRC:58 values by about 3 to 9%.
Interface of PQC and DLC
Table 4 Stresses in 300 mm PQC slab having 150 mm DLC with CONTA 174 between PQC and DLC,
Coefficient of Friction = 0.70
Wheel Loads, Temperature Stresses in PQC and DLC, Friction Stresses (MPa) in PQC as per
kN Differential, ºC = 0.7, k below IRC K below
DLC = 62 MPa/m PQC = 300 MPa/m
PQC DLC
00 1.080 0.445 1.050
09 1.750 0.420 1.650
120
15 2.170 0.671 2.100
21 2.480 1.020 2.400
00 1.480 0.589 1.450
09 2.130 0.442 2.100
160
15 2.570 0.691 2.450
21 2.960 0.971 2.850
00 1.880 0.732 1.850
09 2.520 0.568 2.450
200
15 2.960 0.714 2.950
21 3.370 0.959 3.200

INDIAN HIGHWAYS│December 2017 41

 Technical Paper
2. Discussion of Results
The new method of analysis is more scientific and it
enables one to know the stresses in both PQC and DLC
layers so that safety of both the layers can be examined
from cumulative fatigue damage consideration.
Stresses in PQC layer of different thicknesses given in
Tables 2, 3 and 4 computed using the contact element
are not much different from those obtained from
the charts of IRC:58-2015 for different loads and
temperature gradients. Any pavement size with different
joint spacing can be modelled with ANSYS software.
Fig. 6 shows a deflected shape of DLC under edge
loading. Maximum tensile stress below the edge can be
seen in red colour. Due to a high temperature gradient,
high tensile stresses shown in red can develop on the top
of the DLC also as shown in Fig. 7, the magnitude of the
stress being 1.08 MPa.
Fig. 6 Deflected Profile of Concrete Pavement with
edge Loading
Fig. 7 Tensile Stress on top of the DLC due to Temperature
Gradient
3. Conclusions
From the present the study, following conclusions are
drawn.
● A concrete pavement with DLC, Granular
Subbase (GSB) and subgrade should be
modelled as a layered structure with a bond break-
ing compound at the interface so that degree of
bonding between PQC and DLC can be adopted
to determine stresses in both the layers more ac-
curately
● The surface to surface contact element (CON-
TA174) is modelled to simulate the bond break-
ing layer between PQC and DLC since it allows
free curling to both PQC and DLC which repre-
sent the field condition closely. With the increase
in the coefficient of friction (degree of bonding)
42 INDIAN HIGHWAYS│December 2017
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between DLC and PQC, there is a decrease in
flexural stresses at the interface between two
layers.
● Modelling the node to surface contact element
(CONTA175) between the springs and slab
allows detaching of springs from DLC during
curling, a condition closer to reality.
● The Winkler foundation is found to be in
compression in most of the cases except a few
cases where high-temperature gradient is
observed and thus stresses are affected greatly.
● A rigorous analysis indicates that the stresses
in PQC pavement slab are higher than those in
IRC:58-2015 by about 3 to 9% for 300 mm PQC
slab for 200 kN load and a temperature
differential of 21ºC gradients. Differences in
stresses between these in IRC:58-2015 and the
present findings are not large in most cases.
● Stresses in DLC layer can be computed so that
its safety can be determined during its design life
using cumulative damage principle.
References
1. Bradbury, R. D. (1938). “Reinforced Concrete
Pavement”, Wire Reinforcement, Washington, D.C.
2. IRC 58., Guidelines for the Design of Plain Jointed
Rigid Pavements for Highways, Indian Road Congress,
New Delhi, India, 1974.
3. IRC:58., Guidelines for the Design of Plain Jointed
Rigid Pavements for Highways, Indian Road Congress,
New Delhi, India, 1984.
4. IRC:58., Guidelines for the Design of Plain Jointed
Rigid Pavements for Highways, Indian Road Congress,
New Delhi, India, 2002.
5. IRC:58., Guidelines for the Design of Plain Jointed
Rigid Pavements for Highways, Indian Road Congress,
New Delhi, India, 2011.
6. IRC:58., Guidelines for the Design of Plain Jointed
Rigid Pavements for Highways, Indian Road Congress,
New Delhi, India, 2015.
7. Maitra, S.R., Reddy, K.S. and Ramachandra, L.S.,
“Experimental Evaluation of Interface Friction and
Study of its Influence on Concrete Pavement response”,
J. of Transportation Engineering, ASCE, 2009, 135(8),
563-571.
8. Subramanian, V. V., “Investigation on Temperature
and Friction Stresses in Bonded Cement Concrete
Pavement,” Doctoral dissertation, Ph. D thesis
Transportation Engineering Section, Civil Engineering
Department, IIT Kharagpur, 1964.
9. Suh, C.Y., Woo Lee, S. and Soo Kang, M., “Evaluation
of Subbase Friction for Typical Korean Concrete
Pavement,” Transportation Research Record: Journal
of the Transportation Research Board, (1809),
Washington, DC, 2002, pp.66- 73.
10. Westergaard, H.M., “Computation of Stresses in
Concrete Roads,” In HRB Proc., Vol.5, Part I, HRB,
National Research Council, Washington, D.C, 1926a,
pp. 90-112.