pac perenpe fl i ercana Road bike aiaethedd ets gs TLL UE = PCC ht structural ETT Ey Te esta | Her Majesty's Stationery Office 1970 Price $s 0d [25g}netRoad Note 29 A guide to the structural design of pavements for new roads London: Her Majesty's Stationery Office, 1970Toble 1 Commerc Estimated tatte low of commercial Type of road vehicles per day (in each direction) atthe time of construction 1 Gul de- sacs and minor resisentil roads 10 2 Through roads ang roads carrying regular bus routes involving up to 25 public service vehicles per day in each direction 75 3 Major through roads canying regular bus routes involving 28-50 public service vehicles por day in each direction 175 4 Main shopping centre of # lerge davelooment carving goods delivenes and main though roads carrying mare than 60 public service vehicles per day in each direction 350 Table 2. Conversion factors to be used to obtain the equivalent number of standard axles from the umber of commercial vehicles Type of 00d ‘Number of axles ‘Number of Number of ‘per commercial standard axles standard axles vehicle (see per commercial per commercial paragraph 14) axle venicle @ (o) (0) x (b) Motorways end trunk roads designed to eary aver 1000 ‘commercial vehicles per day im each direction atthe tine of construction 27 os 1.08 Roads designed to carry berwoen 260 end 1000 commercial vehicles por day in each direction st the time of constuction 24 03 7 Al other public roads 2.28 02 05, Table 3 Estimated laboratory CBR values for British soils compacted at the natural moisture content Type of soit, Plasticity index CBR (per cont) (per cem) —— Dopih of water table betow formation level More than 800 mm 600 mm or fess Heavy clay 70 2 ” 50 2 vst 50 25 i 0 3 2 Silty clay a0 5 a Sandy clay 20 6 4 site Sand (poorly graded) on-plastic 20 10 Sand (wel graded) non-plastic «0 16 Well graded sandy grave non: plastic 60 20© Crown copyright 1970 Fins published 1950 Third Eoition 1970 Third impression 1974 ISBN 0 11 S5016e 4 Extracts from the text may be feproduced provided the souree s acknowledged24 Where the specilist equipment and experience is valle the CBR test may be carted out on recompacted Samples in accordance with AS 137-1967. The method ‘compaction used should preteably be that retered t0 ‘as Method 2 under paragraph § 1.3.1 of the British Stan dar, The moisture content and density conditions used the test should produce as closely a8 possible the con ditions likely to apoly under the road after construction. To ‘estimate the appropriate density condition itis suggested that 8 preliminary test should be camiad out using the method spittin in Test 1 of this Standard but with the soll at the expected average moisture content attor Construction The CBR test specimen should then be compacted to a density comesponding to 95 per cent of the value abtoined in the preliminary test, Far cohesive soils (in which the restraint elect of the CBR mould and the influence of surcharge is small, Jn-stu CBR mess 1 desied a8 & ‘guide for design purposes. However. tis important thet the moisture content and ary density cancitions prevail tng at the ume of test shout approximate to those expected lunder the com ‘were possibie the test should be made on a freshly exposed soil surace at a depth below the zone likely to be affected by drying or Wetting fom the surtace A depth of not less than 1 motes recommended.) 25 Whathar or not the subgrade is likely to be Host susceptible must be considered. The guidance siven in RAL Repor LR 90 (The frost susceptbut ‘and road materials) will generally be sulicient to decide of soils whether 2 soils likely to he trst suseaptibe. A summary fof the conclusions reached in that Report is given in Appendix 1 of this Note n cases of daub the sol shoul ‘be tested in accordance with the procedure givan in that Report 5.2 Drainage and weather protection 26 Wherever practicable the water table should be ‘revented rom «sing to within 690 mm othe formation level, This may be done by sub-soll disinage. or by raising the farmation level by means of an embankment. Where neither of hase measures is practicable, the high water table condition, relowed to in Table 3, should be used for deston Irie important to provide efficient permanent drainage to remove water om the subgrade and any other per meable layer of the road both during constuction and ‘during the ie of the toad. Waterproating of the various layers during construction, ¢9. by sealing. may also be desirable (Clauses 610, 611). This is dealt with mote fully tn Road Note No. 17." 5.3 Sub-base 27 The tequited thickness of sub base is determined thom the cumulative number of standaid axles to be camied and the CER af the subgrade using Fig. Where the CBR of the suborade as indicated in Table 3 is less than 2 per cent (the lowest value considered on Fig) ‘an adaltional 160mm ol sub base, above the requirement for CBR 2 per cent, shaule be used. (Ths will ot neces any eater or local sof spars lacsted during construction “These may need individual teatment atthe discretion of the engineer.) 28 No material within 450mm of the road surface should be susceptible to rast action (see Appendix 1) ‘except a alowed below for toads designed to cary tess than 2.0 million standard eles. ‘When the subgrade is frost susceptibe (see pars. 25). the thickness of he sub bese must be suticent to give a total thiciness of construction over the soil of not loss 8 than 450mm ster the design ofthe pavement has been brepared this must be checked and, iI necessary. the thickness ofthe cub basy increased to give & total pave ‘men thickness of not less than 850mm, ‘On reads designed to carly fess than 20 anion stand 8 total thickness of 250 i aver Hrost-susceptibie soils may be relaxad where local experience ducing severe winters has shown this 10 be permissie 29 For Standort axles, the minimum CBR ot the sub base should be 20 per cent. For cumulative aie in excess of this figure, the minimum CBR of the sub base should be 30 per cent. For natural gravels and other sub hove Taterials with lass than 10 per cent coarser than the 20:0 mm 8S test sieve size, the CBR test shouldbe cared ‘out in sexordance with 6S 1377 1967 Test 15° The ‘vethos af compaction used shouldbe sila 10 tha des ‘ened n paragraph 5.1.32 Method 3.of the British Stan {81d using the 10th (45 kg) rammer. The material should cumulative totic of lass than 08 milion be tested a its natural moisture content, and the dy den sity used should conform to that likely to be achioved in the field (Fload Research Technical Papers 17,33, 49, and sar fof blows o! the rammer necessary on each of the five layers of matecal to give the target density in the CBR. mould must be determined by preliminary tals.) The CCAR test is not applicable to materials conforming to 1 requirements of Type 1 sub-base (Clause 803) oF 10 Type 2 sub-base materials (Clause 804) containing more than 10 par cent retained on the 20Gmm BS test sieve NNaither is applicable to stabilized cub-baces (Clauses 805, 806). All such materials can be assumed to tui the CBR requiroments o! 30 per cent without test Type 1 oF stabilized materials should be used forthe 10p 150mm where the sub-base is required 10 cay eon struction attic under winter consions 30 ithe CBR othe subgrade i in excess of the min mum requiromont tor the sub base, no sub base is required, Whece sub-base is requited the minimum thick nesses that should be laid ore 80mm whore the cum lative trate is less than Q'S milion standard axles and ‘give guidance on this matter) (The number 150mm where the tellic sin excess of that value (see Fig), 5.4 Roadbace 31 Roadbase materials comprise lean concrete (Clause 807), dense tarmacadam* (Clause 810), dense bitumen rmacadam (Clause 811), rolled asphalt (Clause 812), ‘wst-mix macadar (Clause 808), diy-bouné macadam (Clause 808), soil-coment (Clause 805) and cement bound granular material (Clause 808) 32 For roads designed to eatty less than 26 milion Standard avles, roadbase materials other than those listed in para 31 may be used where exporincehas proves: their suitabilty under corespandiny Talc condions Such matevials must not be suseepible 10 the action of frost 33 Fiqures 7-10 give the thicknesses requited for each fof the roadbase materials tered to in para, in tems (0! the cumulative numba 0! standard axes to be cared 34 Soil-coment roadbasae should oniy be used when the cumulative number of standard axles is ess than 1S millions, The raquived thickness is shown on Fig 9 Gement-bound granular roedbases may be used tor ‘cumulative numbers of standard axles less than 5 millionsTable 4 Recommended iminous surfacings for newly constructed flexible pavements (sce Note 1) Traffic (eumulotive number of standard axles) millions a Over Wearing course (crushed rock or slag coarse oggregate oniy) Minimum thickness 40 mm Roilee asphalt to 8S 694 (piteh-baumen binder may be used) (Clause 907) Basecourse ‘Minimum thickness 60 mm Rolled asphalt 10 © BS 894 (Clause 902) (600 Note 2) Dense bitumen macadam or dense tarmacadam {crushed r0ck ot stag oni) (Clause 903 or 904) Notes: 25-1 milions @ Basecourse Rolled asphalt 10 18S 594 (Clause 902) (see Note 2) Dense bitumen ‘macedam of dense tarmacagam (Clause 903 or 904) (see Note 3) 05-26 milions @ Wearing course Minimum thickness 20 mm Rolled asphalt to 8S 598 fpen-bstumen binder may be usea) (Clause 907) Dense tar surfacing to BTIA Speciication (Clause 909) Cold asphalt to BS 1690, Clause 810) (see note 4) "Medi -textured tarmacadam vo BS 802 (Clause $13) (te be Surface dressed immeciately fr as soon as possible—see Note 4) Dense bitumen macedam 10 BS 1621 (Clause 908) (see Note 4) Open sextuted bitumen ‘macadam to BS 1621 (Clause 912) (see Neve 4) Basecourse Rolled asphalt to BS 594 (Clause 902) (see Note 2) Dense bitumen macadam of ‘danse tarmacadam (Clause 903 or 904) Single-course tarmacadam to BS 802 (Clause 808) or BS 1241 (see Notes 2and 8) Single course bitumen macadam to BS 1621 (Clause 205) or BS 2040 (soe Notes 2 and 5) ess than 0 milion Two-course (2) Wearing course— Minimum thickness 20 mm Cold asphalt t0 BS 1890 (Clause 910) (see Note 4) Coated macacam to 8S 802 BS 1621, BS 1241 o° 85 2040 (Clouse 913, 912 0F $08) (see Notes 2 and 4) (6) Basecourse Coeted macadam to 8S 202, BS 1621, 8S 1241 or BS 2040 (Clause 906 or 908) (see Note 2) Single course Rolled asphalt to 8S 594 (pitch-btumen binder may be used) Dense tar surfacing to BTIA Specification (Clause 909) ‘Medium textured tamecadam te BS 802 (Clouse 813) (to be surtace. dressed immediately oF as soon 3 possible— 20 Note 4) Dense bitumen macadam to BS 1621 (Clause $08) (see Note 4) 150 mm of single-coarse tarmacadam to BS 802 (Clause 908) 0 BS 1241 (to be surtece crossed immediately or 28 soon as possible— see Note 4) 160 mm of single-course ‘oumen macadam to BS 1621 (Clause 905) ©F BS 2040 (see Note 4) 1 The thicknesses of all layers of bituminous surtacings shovld be consistent with the appropriate British Standard Specification 2 When gravel, other than limestone, ts used, 2 per eent of Pentland cement shouldbe added tothe mx and the percentage o fine aggregate reduced accordingly 3 Gravel tarmacadam is not recommended as 2 basecourse for roads designed to cay more than 2°5 milion standard axles 44 When the wearing course is neither rolled asphalt nor dense tar surfacing and where it ie not intended to apply a sutace-dressing immedistely 10 the wearing course, it is essential to seal the canétruction against the ingress of water by snpiying a surace dressing either tothe roadbase of to the basecourse Under @ wearing cout of alle asphalt or dense tar sutfacing the basecourse should consist of rolled asphalt to BS S94 (Clause 902) or of dense costed macadam (Clause $03 ot 904) 9 an REAR I I ES ET ROT TE TNE24 de ce au te RR wn ap be Re, 52 26 ur ‘aye des nF 52 2a the thae The the sho the requitad thickness of this roadbase material is also shown on Fig.® 35 When lean concrete, wot-mix or dry bound mace Gam is used for the rosabase, the minimum thickness shown on Figs 9 0r 10 will be requited. For curmultive trafic of over 11 milion standard axles the minimum thickness of wearing course plus besecourse is 100mm {soe Table 4) For the additonal surfacing thickness over 100mm shewn in Figs 8 010, any approved bituminous roadbese or basecourse material included in para.31 and in Table 4, Column 1, mey be used ta form 2 composite losdbase with the wet-mix,dry-bound macacam oF lean conereterondbaae material 5.5 Surfacing courses 36 The recommenced thickness of surfacing in terms ‘ofthe cumulative number o! standard axles to be cored \s given in Fies.7~10 depending on the type of roadbase. rmoteral used. The materiale recommended forthe suttac ing vary with the cumulstive Watfic to be carried, and etaisaregiven in Table 4 87 The surtacing is intandad to be laid in two courtes, except where the cumulative trafic 1 less than 05 millon standard axles. The recommended thicknesses of wearing course ae indicated on Tabled 38 Ona likely to cause inconvenience to tatlic and may crest 3 toads delay in laying the woaring course is surface water drainage problems. On such works close contol of materials and methods of construction shoule fnsure that the roadbase and besecoutse ate well com ppacted so that litle further compaction eceure under vat 39 Where inconvenience to tattic is not a msjor factor it may be convenient 10 eslay the laying of tne wearing course until compaction under uatfic has occured. The lay should be limited 0 8-12 months, Excoptin residential areas, delay in laying the wearing course is not recommended on roads with cemented soadbases. 40 it intended 10 delay the final wearing course, ‘any temporary surfacing should be impervious or be rendered impervious by surface dressing. The engineer should consider the limits of surtace regularity and resistance to skidding acceptable forthe temporary sur facing, bearing in mind its life as a surfacing and the local conditions. 41 On lightly tatficked residential roads, heavy loads ‘may need to be cattied duting the development stage. |Where unbound or coated macadam readbases are used itis edvisnble to delay laying the surfacing until such loads have been carried. The raadbase should then be regulated as necessary before the surfacing is laid. Un bound roadbases waicked in this manner should be blinded with granular fines material and surlace-dressed prior tocarying tai. 42 A flexible design is required for 9 oad intended to ‘cary 1100 commercial vehicles per day (sum in both ligetions) at the time of construction with a growth rate ‘of 3 por cent. The soil isa sity clay, witha liquid limit of 150 per cent, a plastic limit of 20 per cent, and the water table ie more than 1/5 m below final toad level. The design lita is to be 28 years Trafic: Figure 1 shows tht for present walic of 550 commercial vehicles per day (in each direction) and a ‘owth rate of 3 per cant each slow lane will cary 7-0 million commercial vehicles during the design life of 25 10 Table 2 gives or this type of oad a conversion factor of 072 10 obtain the cumulative number a! standard axles trom the numbar of commercial veieles carted by teach slow lane, The number of standord axles eared ‘uring the design ie wil therefore be 7.0 +072 m =5.04 millions ‘Sungrade: The soit has a plasticny index (laid iit ‘rinus plsticlimit) of 8-20 =30 per cont, and the wate tabie will be more than 600m below final road level “able indicates a design CBR valve of per cant ‘Sub-base. For a CAR value of 6 per cent and ttl of '5 milion stonderd axles, Fig. 6 indicates @ sub-base of thickness 240mm, the minimum CBR value of the sub base being 30 percent Rosdbase and surfacing: For the trafic to be caries, igh 7-10 indicate the folowing thicknesses of ronabase and surfacing (rounded upwards tothe next 10 mm iter: cop) ®) Folted asphat roadbase Figure 7 shows = roadbase thickness of 110mm, witha surfacing 80mm thick using any combination of surfacing materials given io Teble 4, Column 2. (On ‘rostsusceptible soils the sub-base would theretore.need to be increased 0 250 mm.) () Dense macadam roadbase Fiquie 8 shows @ roadbase thickness of 130mm, witha surfacing 92mm thick using any combination cof surfacing meterials given in Table 4, Colurnn 2. io) Lean concrete roadbaze Figure @ shows a roadbase thickness of 180mm. ‘with @ surfacing 100mm thick using eny combina tion of surfacing materials given in Table 4, Column 2. As the cumulative traffic is greater than 5 milion Standard ves, soi-cement and coment-bound granular material will pot be permitted @ Wet.mix or dry-hound macadam roadbase Figure 10 shows 2 roadbase thickness of 200mm, with 2 surfacing 100mm thick using any combina. tion of surtacing materials given in Table 4. Column 2. 6 Design of concrete pavements 43 Thefollowing Section deals with both reinforced and unveinforced concrete pavements. The design of con tinuously reinforces concrete slabs with bituminous su facingsis dealt with in Section 7. In formulating the design for conerete pavements the traffic, the design life the subgrade, the sub-base and the conerete slab sxe each considered in tum. From 3 con: sideration of intial commercial tattic, growth rate and dozigh ile, the cumulative number of standard axles to be caried by each slow lane of the pavement is estimated Using the method given in Section 3. 6.1 Subgrade 444116 exgontal tat the subgrade, whether in cut or fill compacted and ehaped as in the requirements ofthe Ministry of Transport Specifieaion® (Clauses 608 and 610), 445 In the design of concrete toads, thiee qualities of subgrade are considered a¢ dtined in Table 56.2 Drainage and weather protection 46 Whorever practicable the water table should be prevented from sising to within 600mm of the formation level, This may ba done by sub soil drainage, or by raising ‘the formation level by moans of an embankment Its important to provide elicent permanent drainage to remove water from the subgrade and sub-base, both during construction and during the ite of the toad Waterprocting the subgrade or sub: base during consiue tion. e9. by sealing may also be desirable (Clauses 610, 6511), Thisis deat wth move (lly m Road Note No.17 © 6.3 Sub-base 47 The minimum thickness of sub-base recommended for the the types of subgrade is given ip Table 8. These thicknesses are suitable for roads where na construction uate requited to use he sub-base ‘Where heavy construction vehicles (e.9, loaded trucks) have to be oparated over the propared sub-base laid on ‘weak’ of ‘noxmel’ subgrades, and the designer con: ‘ides that tie will ental a risk of damage, the sub: base should be stiengthene. On eubgrades with 2 CBR of 4 por cent of less an addtional 150mm of sub-base is Ccnsidered suiicient. On other “normal” subgrades an ‘addtional 80mm should suffice, Type 1 sub-bese material (Clause 803), lean concrete (Clause 807) or cement stabilized material (Clauses 805, 808) will be required for the top 180mm, uloss construction is imited to the summer months when Type 2 sub-base material (Clayse 804) may also be used, Some regulation of the sub-base may be required betore the concrete slabs ar aid where the sub-base has been used by heavy construction taf It may be econo. mical on dual-eatiogeway roads to contine constuction traticto one eamiaceway only. 48. No material within 50mm of the road surface should be suscoptible to frost action (see Appendix 1) ‘except a allowed below. When the subgrade is frost ‘susceptible (soe para.25), the thickness of the sub-base ‘must be sufficient to give a total thickness of constuction ‘ver the soil of not less than 450mm. Alter the design of the pavement has boon prepared this must be checked and, f necessary, the thicknese of sub-base increased to Give a total pavorent thickness of not less then 450mm (On reads designed to carry less than 2:0 milion stand. ad ales the requirement of» total thickness of 450 mm ‘over frost-susceptiie soils may be relaxed whore local ‘experience during severe winters has shown this to be permissible 14 Concrete slabs 49 Figure 11 ives the thicknesses veauited for rein forced and umreinforced concrete slabs in terms of the ‘cumulative numberof standard axles to be catied for the the types of subgrade considered in Table §. The thick ‘nesses sr intended to be rounded upwards to the next 10 mm iterceot. 50 The designs given in this Note ave based on = minimum erushing strength for concrete of 28 MN/m? at 28 days using ordinary Portland cornent or Portland bast furnace cement, I the inditect tensile test is used, an ‘equivalent value should be taken. Air-onuained concrete ‘hold be used either for the full depth ofthe slab or for at least the top 50man (Clauses 1001-1004), ‘51 On reridenial roads and on similar roads built for Tight walfic, the pavement may be required to cary ‘comparatively heavy loads associated with the constuc tion of the surrounding development. The possibility of this must be considered at the design stage. With un. reinforced concrete, i the road will be required to carry the construction traffic for 100 or more houses or build ‘ings of equivalent accommodation, the alternative design thicknesses shown in Fig.11 should be used. These ternative designs should also be used for factory roads required to carry the constuction traffic for large factory evelopment schemes 6.5 Reinforcement 52 For reinforced concrete the minimum weight of reinforcement required in ‘elation to the cumulative ‘umber of standerd axles to be cated is given in Fig 12 in teams of weiaht of long mesh reinforcement and area of stool per unit width of pavement. Reinforcement fabric should be in accordance with 8S 4883, Deformed bar reinforcement should be in accordance with BS 4449 ‘r BS 4461. The oinforeamant should have 60mm cover fom the surface except for slabs less than 160mm thick where SOmm cover should be provided. The reinforce ‘ment should terminate at least 40mm and not mote then ‘80mm from the edge ofthe slab and from all joins except longitudinal joims covered by pora.53. At the tansworse overlap of reinforcing mats the first transverse wire of one mat should lie within the last complete mesh of the previous mat and the overlap should be not less than 450 mm. No overlap will be ‘needed longitudinally between mats. When deformed bar reinforcomontis used the overlap ofthe bars should not be less than 40 bor diameters 53 Where @ two: of throe-lane carriageway wicth is Cconstiucted in one operation, reinforcing mats having nsyerse wites of 8mm diameter at 200mm centres may be used 10 span the longitudinal joints in place of te bars (para.65). The longitudinal reinforcement in all mats should be as requited by para 82. The &mm wires must be long enough 10 span atleast 500mm either side ofthe longitudinal joints (para 56) ‘56 Where a throe-lane carriageway is constructed in two widths. vansverse reinforcement, consisting of 8mm diameter wires at 200mm centres, which may be incor porated in special mats, should be used in slabs wider than 45m, The length of this transverse reinforcement should be 660mm langer than a third of the slab with and should be placed centrally. Table S Classification of subgrades for concrete roads and minimum thicknesses of sub-base required Type of stared Batintion Minium ikness of sub-base required Weak All subgradesof CBR value 2 percent or less as defined in Table 3 "150mm Nowe! Sugtodes other han those defined by he otter categories 0mm Very stable All subgrades of CBR value 15 per cent or more 35 defined in Table 3 0 This category includes undisturbed foundations of old roads ” rr peer er eC ETT,‘Spacing of joints in reinforced concrete slabs 55. The recommonded maximum spacing of joints in teltion tothe weight of reinforcement is shown i Fig13 ‘The maximum joint spacings used in design should cor respond to the actual weight of reinforcement used (see paraS2) and not necessanly tu the minimum weight required from Fig12. Every third joint should be an {expansion joint, the temeinder being contiaction joins, with the proviso that expansion joints may. at the ais ‘retin ofthe enginger, be replaced by contraction joints in concrete roads constiucted during the summar months (between 21 Apail and 21 October) provided xed structures ar isolated by 2 short length of flexible con struction orby ether means. When any lane oF lanes of am lane camiageway ate to be constructed during the winter expansion joints shoul not be replaced by contraction joints on any of the lanes as permstea tor summer constucion Where limestone aggregate is used throughout the ‘eoth of the slab, the maximum joint spacing may be smeeased by 20 percent Reinforcement must be discontinuous at both contrac tion and expansion joints 56 Longitudinal joints should be provided so that the slabs are not more than 45m wide, except where special reinforcements used as given in pera 52 6.7 ‘Spacing of joints in unreintorced concrete slabs 57. The maximum spacing of expansion joints recom mended is 60m for slabs of 200mm or grater thickness and 40m for slabs of lesser thickness, with intermediate ‘contraction joint at Bm intervals where aggregates other than limestone re used. whore limestone is used throuch ‘out the depth ofthe alab, the maximum expansion joint spacing may be increased to 72m and 48m respectively termediate contraction joints at 6m intervals, Expansion joints may. a the disration ofthe engine bbe replaced by contiactin joint in concrete roads con siucted in the summer months (between 21 April and 21 October), provdec fied structures ae isolated with 9 short length of flexible constuction oF by other means When any ane or lanes of a multi-lane eariageway are to be constrvctod during winter, expansion joints should ot be replaced by contraction joints on any of the lanes as pornted for summer onstruction. S58 Tied warping joints may be substituted for some of the sling contraction joints, but aot more than three such warping joints should he used in succession. (Details of warping joims are given in Appendix 2) Distibution of contraction and expansion joints may be amended t0 take advantage ofthis, 59 Longitudinal joins should be provided so that the slabs are not more than 4 Sm wide. ils of joints In concrete slabs 60 Expansion joints, spaced in sccordance with the requirements of paras 85 or 57 should be provided with a Joinefiter 25mm thick 81 Alljoints, however made, should be provided witha ‘groove to accommodate sealing material the most Important funetion of which is to keep aut grit. Where the compound is of a type complying with Clause 2619 ‘of the Ministy ef Transport Specification? the dimen sions of the sealing materal should conform to Table 6, the groove being filed with sealing compound to Samm below tho surface of the concrete I the grooves re made deeper than is required for they should be cauiked te ar appropriate depth with @ com: pressble filing materiat considered suitable by the joint Sealing compound supplier Where tied warping joint ‘are substituted for some ot the contraction joints. the size of grcove for the contraction joints wil @epend on the spacing between siding joints [AS an altemative to poured sealing compound, @ pre formed Neoprone compression sealing stip may be used The width of groove for this method of sealing should be chosen in relation tothe length of slab and the recom mendations of the manufacturers of the sealing stip 10 bbe usec: speciat core s required in forming the groove. For resiemial and othor lightly raltickod rosds, soft ‘wood may be used as a combined joint til and sea 62 To ensure complete formation of cantiaction ond longitudinal joints, the combined depth of groove {and filet should be one-quarter 10 one:-thed of the thickness ofthe slat 63 Adequate means of load transference should be provided at al joins in ecnerete pavements of 150mm (oF greater thickness except for roads designed to cary Table 6 Dimensions for sealing matorials and grooves far joints in concrete roads, Type of jon ‘Spacing (m) Contraction Under 8 4 saint 815) 15-20 20) Warping joint All spacings Expansion All spacings joint Longitudinal = joint Width of groove (mm) Depth of seat (mm) 10 16 2 see note 10 15-20 ‘Simm greater than thickness of filler * When werping joints are used the spacing applicable isthe distance between adjacent siding joints + For contraction joint spacings in excoss of 20 m the width of groove should be ineoased by 5 mm for each § min excess af 20 09 1 See paras. 61 and 62 8 1f the joint is formed and sealed simultaneously by the insertion af an 8 am wide bituminous prtormed filler strip. the depth of stip should comply withthe requirements of pare 62 2UWi Lioniaar ot. AUG less than 0-15 million standard axles during the design life. when they may be omitted if desired 64 All expansion and conttaction joints, except those. excluded by para 63, should have siting dowel bats con Forming tothe requirements of Table 7. The dowels shove be placed at 300mm centes and half the lenath of the bars should be coated with a bond: breaking compound. The bars in expansion joints only shouldbe provided with 2 cap at the debonded end, containing a thickness of 25mm of compressibie materi to allow the joint 1 open {65 Longitudinal joints should have tie bars 12mm in diameter by 1 mlong st 600mm centres except in the case ‘of roads designed to carry less than 0-15 milion standard axles, when the spacing mey be increased 10 700 mm. 69 Edge baame 165 Where edge beams are used they should be -ein forced with 8 weight of tel oquivelert vo that nthe main slab (no reinforcement will be raquited ifthe siabe are unreintarce’ 67 Jon cordance with paras. 60 and 61 shoule the edge beams at the postions where Joints occurin the adjacent sab, {68 Dowel bars should be provided t0 give adequate means of load transference at joints in accordance with the recommendations of para, 64. At the longitudinal Joint with the slab, tie bars consisting of 12mm diameter bars at 600mm cents or 6mm diameter wires at 150 ceentes (or wires giving equivalent sectional area) should be used 69 A reinforced concrete design is requited for a road 1 cary 2200 commercial vehicles per day (sum in both directions) a the time of consiuetion with 2 growth rte of 5 por cent. The sol isa clay with @ quid limit of 165 percent, 2 plastic limit of 26 par eant, and tho water table 500mm below the finished road evel. Construction traffic will eauite 10 use the base. The design life is to be 20 years, Traffic: Figure 3 shows that for present taffie of 1100 ‘commercial vehicles per day in each direction and 2 ‘growth ate of 5 per cont. each slow lane will carry 12.5 million commercial vehicles during the design lite of 20 years ‘Table 2 gives for this type of road a conversion factor of 108 to obtain the number of standsrd axis from the rrumber of commercial vehicles eattied by each slow lane, The number of standard axles cored during the design lite will therefore be 12:5 %1-08 millions =13 5 rilions Subgrade: The soil has a plasticity index (iguid limit ‘minus plastic mit) of 40 par cent with water-table less than 600.mim below formation level. Table 3 indiates an estimated CBR value of 2 per cent and, n accordance wth Table 8, the subarade will be classified as ‘weak Sub base: The minimum requirement for sub-base thick ness is given in Table 5 as 150mm, but, in accordance with para. 47, this thickness may need to be increased by 160mm to allow the passage of heavy constuction vehicles. This additional material would soe to conform {0 tho requirements of Type 1 sub-nsse oF be stabilized with cement. The lower 160 mn could be of Type 2 sub. Siao thickness: Figure 11 shows that on 9 weak subgrade 2 slab thickness o! 250mm would be required for tate corresponding t9 13.5 milion standors axles (ve. 222 + 25-267. ounded upwards to 260 mm) Reinforcement: Figure 12 gives the minimum weight of reiniorcement required for the watfie to be carried as 3-8kq/m? Joint seacing’ The next standerd weigh of reinforcement Fabric above the minimum of 3Bkg/m! is 434kg/m* and the joint spacing appropriate to this weight from Fig 13.16 27-5m. From para. 55, expansion joints will be Used at 82:5m spacing with two contrection joints in ‘between at 27-5m spacing In accordance with para. 55, expansion joints may be omitted and contraction joints spaced every 27°5m i the road is constructed during the ‘The total thickness of construction would be 300 + 250mm, Le 550mm, Since this exceeds the value of 450mm specified in para. 48, the fost suscepnibilty of the subgrade need not be considered 6.11 Example illustrating the design procedure for Uunreinforced concrete pavements 70 A design is required for an unreinforced concrete pavement 10 be constructed with gravel aggregate, suit able for 2 minor through road in a residential area. The oad width is 7m and itis 10 carry no public service vehicles. The soil is sandy clay with s liquid limit of 35 er cent, aplastic limit of 20 percent, anc the water-table 3m below tina toad level. The pavement is intended to be used by trafic bringing in materiale for the construction ‘of an estat of several hundred houses. The design should cater fora lite of 40 year, Trae: Relerence to Table 1 and Fig, which relate te residential and associated development roads, shows that the number of commercial vehicles on each lane wil be 0:4 miion during the design lite of 40 years. “Table 2 6v08 for ths type of rd a conversion factor of (0-45 10 obtain the numbers of standard axles from the cumulative numberof vehicles earns by each lane. The corresponding number of standard axles will therefore be 04 x0 AB million =0-18 milion, ‘Subgrade: The soil has a plasticity index (liquid tirit ‘minus plastic limit) of 15 por cent, witha water-table mare Table 7 Dimensions of dowel bars for expansion and contraction joints Expansion joints ‘Sab thickness (rn) ‘Contraction jones Diameter (om) — Length (ram) Diameter (mm) Length (rm) 150-160" 20 550 2 400 190-230 25 850 20 500 240 and over 2 750 25 600 * Dowel bars ae not recommended for slabs thinner than. 150mmthan 600mm below formation love. Table 3 indicates 2 probable CBR value of 6-7 per cont and. in accordance ‘with Tabla, the subgrade would bo classified as normal ‘Sub- 63s: The minimum requirement for sub- base thick ‘ness is given in Table & ax 0mm and, on a road of this type where heavy construction plant would not reauike {0 use the sub base, this thickness would be stwoturaly, satisfactory, Type 2 sub:base mater requirements of pa. 47 SIeb thickness: Figute 11 shows that on 9 normal sub: Grade @ slab thickness of 160mm woulé normally be required but because ofthe initial use of the pavement by heavy tatic concerned with the surounding develon ‘ment t would be desiable to Increase the thickness to 120mm 1 would satisty the Joint spacing: In accordance with para. 87 for gravel aggregates the spacing of contraction joints would be ‘5m and the spacing of expansion joints for winter eon steetion would be 40m (The omission of expansion joints would probably not be praeticebie uniess the road butted against flexible construction ) Since the total thickness of constuction would be 80 +180 =260mm, 0. considerably les than the thick ess required by pare. 48 over frost susceptible soils the frost susceptibility ofthe subgrade would need to be considered inthe ight of aca! experience 7 Design of pavements with a continuously reinforced concrete base and bituminous surfacing 71. Sn some cases, notably in city tees, @ combination of ‘continuously reinforced concrete and. bituminous surfacing may be justified in view ofits wouble-toe per formance, especilly on subgrades of doubt quality (oF those extensively disturbed by excavations or where there are shallow service tranches. Ths form of construc tion alse minimizes the risk of uneven settlement in areas formerly occupied by buildings. Because of its initial ‘cost itis not anticipated that this form of construction ‘would be used for pavements designed to catry lee than 2:5 milion standard axles during the design life 72 The recommended thicknesses forthe concrete slab And the suracing ate obtained trom Fig, 14. The thickness of slab is intended to be rounded upwards to the next ‘0mm ntercept. Te thickness ofthe sub- bases obtained from Table 8. and aub-base 7.1 Trafic, subgrade, drainag: 73 The design of continuously reinforced concrete pavements follows closely that of normal reinforced anc tunveinforced concrete pavements, and paras. 43-48 in clusiv, desing with tai, subgrade, érammage, and sub base, apply equally t0this form ot construction, 7.2 Reinforced concrete roadh: 74 Figure 14 gives the thickness of continuously feinforced conciete roadbase required in terms of the ‘cumulative numberof standard axles tobe carried, fr the ‘he typos of subgrade consideredin Table, 75 The designs given in this Note are based on @ ‘minimum crushing strength for conerete of 28N/m* at 28 days using oxdinary Portiand cement oF Porta blasttuinace cement. If the induect tensile testis used an equivalent value should be taken. The mix need not be air enteained, 73 Reinforcomont 76 The reinforcement should be of fong mesh not lighter than 5:$kg/? or longitudinal deformed bar rein forcement of erate sectional sfoa not loss than 850 mm* per metre width of road, The relatively hesvy reinforce ‘ments recommended in view ofthe absence of wansverse jpints, Reinforcement fabric should conform to 8S 483, ‘and deformed bor to BS 4449 oF BS 4461. The reinforce ment should have 60mm cover from the surface, and terminate a least 40mm and not more than 80mm from the edges of the slab and longitudinal joints. excopt for those covered by para 77 [At tansverse joints between reinforcing mats, the complete mesh of the previous met and the ovetlan should not be less than 450mm. No overlap will be needed at the longitudinel joint between mats. When detornec bor seintocament is used, the overlap of the bars should not be less than 0 bar diameters 7 Where a two- oF thes lane catiagoway is con structed in one operation reinforcing mats having trans ‘verse wires of 8mm diameter at 200 mm centres may be ‘sed to span the joints in place of tie bars (para. 80). The longitudinal reinforcement in all mats should be a required by para. 76. The 8 mm wires must belong enough to span at least 500mm either side of the longitudinal roints (pare. 80), 78 When a tivee-lone cavniegeway is constructed in ‘two widths, wransverse reinforcement consisting of 8 mm diameter wiees at 200mm centies, which may be Incorporated in special mats, should be used in slabs wider than 45m. The length ofthis wansverse reinforce ‘ment should be 600mm fonger than one: third of the slab width and shoulé be placed cently. 74 Joints 73 It is recommended that no waneverse joints ehould be intioduced except for unavoidable constuction joints. At 9 wansverse constuction joint the reinforcement should be allowed to project at least 700mm beyond the. tend of the day's work, and when work is resumed the reinforcement should be everiappod by at loast 700mm in order to minimize the possibilty of movement occur ring a the joint 80 Longitudinal joints should be provided so that the slabs ate not more than 45m wide except where ‘extra transverse reinforcement is used as mentioned in pra. 77. Tie bas as described in para. 65 should be used. in all longitudinal joints except where sdditionsl tone verse steel is used 35 described in pave 77 7.8 Surfacing B1_ The surfacing should be of two courses with total thickness nat less than 90mm, Materiale conforming to the requirements given in Column 1 oF 2 of Table 4 as, appropriate, should be used for the weoving course and. bacecourse 8 Hard shoulders 82 The design of hard shoulders is not considered in etal in this Note, Each length of shoulder under normal conditions, fe used by less than one cabled commercial vehicle per cay, and for such wats the design methods scribed inthe preceding sections would incite avery light ferm of construction. However, conditions of abnor ‘al use must aso be taken into account. Maintenance work on the cariageway i key to require the temporary full weth shouidor a the siow trafic tne, The‘robeble periods of such use could be estimated and the {design methods used to revise the thicknoss require ‘ments. For this uaffic the constuction needed for struc: tural reasons wil still be comparatively light Consideration must also be given in any particular case ta whother the shouldor may at sometime be incorporated into the cariageway as part of 8 widening scheme. In sch a eas0it would eventually need tofu the functione ‘of the slow lane and the ecanamies of a strong initial design will need to be evaluated Further, 8s part of the construction process, it is advantageous. particulaty from the point of view of drainage, to cary the sub-base material and some road base materials across the full-width of the cariageway fend shoulder. This imposes e design thickness for the shoulder similar to that used in the cariageway, although loss expensive materials can often be used forthe upper par of the roacbase and forthe sutacing of the shoulder All these factors need to be considered in formulating the shoulder design, 9 Designs incorporating variations of thickness across the width of the carriageway 83 Tho designs considorad in the previous Sections of this Note, when used for dual-cariagoway’ roads, are based on the commercial traffic using the slow lanes. Ia ‘genera, these designs will be caved over the fll wieth fof the caniageways resulting in some measure of over- design for lanes other than the elow lanes, Some economy may be ellectad for a two: or tives-lone carriageway by graduating the thickness of construction across the ‘width to tke some account ofthe different loading eon ditions onthe anes, The method which could be adopted for designing such 2 pavement i outlined in this Section, 84 When such 2 dosign is contemplated, preliminary consideration must be given to ensure that there is an ‘overall economic advantage and that 3 prctical design, results. In eartain cases, for example on a right-hand bend the change in formation and sub-base levels across the carriageway owing to the tapered constuction may, in Combination with the supetelevation, agaravate drainage ifieties during construction, 85 As waft imonsitias increase thore is a progressive transfer of commercial vehicies from the slow lane, The: economic advantage in using tapered constuction is therefore Ukely to be greatest on two-lane duel carriage ways carrying the ightest commercial trafic for which each such road is Ikely t0 be designed. Where traffic is very heavy the economic advantage will probably be smal 86 Figure 15 shows the cumulative number of com ‘mercial vohicos to be carried on each cartiageway by anos adjacent to tho slow lane for vatiousintensitis of commecalwatfic. The growth rate assumed is 4 per cont, land Fig.15 is therefore complementary to Fig.2 which ives this information fr each slow lane. For growth rates ‘other than 4 percent, the cumulative number of commer cial vehicles given by Fig.15 should be multiplied by the following factors: 3 per cont multiply by 07 S por cont multiply by 1.95 6 per cont—multiply by 1-75, 87 Under present regulations relating to the use of trafic lanes by commercial vehicles, Fig. 1 will apply to the middle lanes of throe-lane motorways and the fast. anes of two-lane dual cariageways. It wil not apply to Urban dual casiogeway roads with four or more lanes per corriageway oF thvee-lane dual eariageway roads not covered by eurront regulations. {88 Using tho procedure given in Section 3 ofthis Note Fig 15 can be used to estimate the cumulanve number of standard axles to be cattied by the middle lane or fast lane (in the ease of two-lane duals). The design of these lanes can then be formulated in the same manner as for the slow lane, 89 Discontinuities across the width of a carriageway ‘me not recommended and it is suggested that tapered thicknostes should be adopted, the calculated design thickness for each lane being used for the cent of that Jane, (The design of the fast lone on a thee-lane dal ccariageway, which should cary no commercial traffic, ‘wil thus be determined by the commercial afc flow on the other wo lanes.) Typical cross-section for swo- and ‘three lane dual eariageways ae given in Fig. 16. 90 tis not recommended thatthe thickness ofthe sur facing of flexible pavements should be tapered across the with of the easiageway. Any reduction in thickness should be confined to the sub- base and roadha. In the ‘case of lean concrete and wet-mix roadbasos, however, the surfacing thickness obtained from Fig 9 or Fig.10 includes the adeltionsl bituminous material needed to form a composite roadbase (sev para 35), In these cases it ‘would be permissible to taper the surfacing provided that the surfacing thickness at the edge adjacant to the central reserves not ess than 100mm. Any such tapering should bbe done only in the lower course of the surfacing. The reduction of thickness of sub-base must be within the limits permitted by the use ofthe sub-base for construc. tiga tattie if this eavisoged. In aksition the total thick ese of the pavement must not be reduced at any point toa level where ost would be permitted to enter a tost susceptible subgrado (soe para. 28. 191 Any reduction of thickness of a conerete pavement should be confined to the canerete slab, and the thick ness ofthe sub-base should be maintsinac constant over the cariageway wieth. The only practicable alteration in siab design across the caviageway i¢ the thickness: al other aspects of design, such as weight of reinforce ‘ment, joint spacing, etc, should be the same as thet used for the slow lane. For ease of constuction, dowel bar assemblies should be positioned so that the line of the dowel bars across the carriageway is parallel to the botiom af the slab. Reinforcement should be positioned 4a constant depth from the top ofthe slab in accordance with ara 62 8.1 Examples illustrating the method of design for tapered cross-sections 92 The following examples illusnate the method of design for tapered cross sections and indicate the order of {economies in materials likly t0 accrue from its use Example 1 A thvee-lane dual carriageway road is required to cary 2500 commercial vhicles por day (in each direction) at the time of constuction with @ growth rate of 4 per eent Tho soll has @ CBR value of 3 per cent and the design life fs to be 30 years, Suitable tapered cross-sections are required Figure 2 shows that during the design fe the slow lanes will erry 29 milion commercial eniles, and Fig. 8 shows that the lanes adjacent to the siow lanes will cay 21 milion commercial vehicles Using the conversion factor of 1-08 ftom Table 2 tor this class of 108d, the number of standard axles cated 15 SNE Neey will be 42 millions on each slow lane and 22 milions on each adjacent tane Flexible constuction. Figures 6, 7, and 9 indicate the following thicknesses of sub hase and rosdbase ase Roadbese Rolled Lean asphalt concrete Slow lane 480mm 180mm 210mm+70mm# ‘Adjacent lane 430mm 150mm 210mm 50mm * + dense bituminous roadbase to form composite con Figure 16(a) gives a cross-section forthe tolled asphalt roadbase For a thvee-lone duel carriageway road this would reduce the sub-base requitement by 4 per cent. The cor responding reductions in rosdbase requirements would be 17 percent (rolled asphalt) or 7 percent (lean concrete with 9 minimum surfacing thickness of 100mm at the central reserve. Concrete construction Figure 11 gives the following thicknesses of concrete slab requited on a normal sub grade Sow lane 260mm ‘Adjacent lane 240mm For a three-lane dual earriageway this would reduce the quantity of concrete required by 7 per cont. On fost susceptible soils, however, the thickness of sub:base requited would be 240mm (.e. 450mm total pavement thicknoss at the central reserve), instead of 190mm for slow-lane design with uniform cross-section, Example 2 A two-lane dual carriageway road is requited to carry 1500 commercil vehicles per day (in each direction) 2a the time of constuction with @ growth rate of 4 per ‘cent. The soilhasa CBR valve of 3 percent an the design life isto be 30 years, Suitable tapered cross-sections ate required Figure 2 shows that during the design life the slow lanes wil cary 26-4 millon commercial vehicles, and Fig, 18 shows thatthe fast lanes will cary 8:2 millon com mercial vehicles. Using the conversion factor of 1.08 from Table 2. the umber of standard axles caries will be 28 milions on tach slow lane and § milione on each fast lane Flexible construction. Figutes 6, 8, and 10 indicate the following thicknesses of sub-base and rosdbase: ‘Sub-bose Roadbose Bense Wet imacedem Stow lane 440mm 200mm 260mm? 6Omm4 Fastiane 380mm 140mm -220mm+20mme * cense bituminous roadbase to form composite con Figure 16(b) gives a cross section for the wot-mix road bese. 16 For a two: lane dual cariageway this would reduce the sub-base tequitement by 6 per cent. The corresponding teductions in roadbase requiements would be 15 pet (dense macadam) oF 11 per eant (wat ix) Concrete canstection. Figure 11 gives the following thicknesses of concrete slab required on = normal sub rade, Slow lane Fast lane For 6 two-lane dual carisgeway this would reduce the uantity of concrete required by 6 per cent. On frost susceptible soils, however, the thickness of sub-base ‘oquiied would be 260mm, instead of 200mm for slow lane design with uniform cross-section 10 Design of pavements to carry specialized traffic of known axle loading 93 Most private industrial roads are required to cary repeated passages ofa limited number af types of loaded commercial vehicle, Because of this, the sale loods constituting the traffic wll generally follow e very different pattern to the mixed uatlic using public roads, but the ‘magnitude of the various axle loads and the frequency willbe known with comparative accuracy Under these circumstances itis possible to use the equivalence factors developed fiom the AASHO Road Test? to convert each axle load 0 en equivalent number of passages of a standard (8200ka) axle, and then to use the design curves discussed in the ealier Sections ofthis Note. 94 Equivalence factors suitable for use for flexible and Concrete pavements are given in Table 8. (The factors ‘deduced from the AASHO Road Test showed variations related to the typo of pavement and its thickness. The variations were, however, very small and for simplicity average values are quoted in the Table.) Toble 8 Equivalence factors and damaging power of different axle loads ‘Axle load Equivalence factor 0.0002 a0 (2000) 110 ( 4000) o-0025 2720 (6000) oot 3630 ( 8000) 0a 4840 (10000) 003 5440 (12000) ons 6360 (14000) 035 7260 (16000) ost 8160 «18000 9070 (20000) 9980 (22000) 10890 (24000) 11790 (28000) 12700 (28000) 13610 (30000) 14520 (32000) 15820 (4000) 16220 (38000) 17230 (B00) 18140 (20000)95 the loads on the various axles using the road are known, together with on estimete of the numbers of each ta be caried during the design life ofthe pavement. the equivalence factors given in Table 8 are used as mult pliors to obtain the equivalent number of standard axles to be catered for in the design. The procedure is illus ‘oted in detail by the two examples given below. 96 stig required to take into account a growth rate for ‘ny oF all of the axle loads. the following formula may be used AP whore A “number of axles/day for @ particular year P =numbor of axles/day at the time of constive 1 annual growth rate: this is genorally token as (0.04 (ie. 4 per cont) in the absence of infor mation to the contrary “x =mumber of years fom the year of constuction 1 the year for which the numberof axles per ‘ny is required To obtain the cumulative number of axles of any one category during the design life, the number of axles per ay foreach year. from the time of eonstretion tothe last ‘yeat of life must be computed using the above formula The number of axles par day (multiplied by 365) for each ‘yea of life is summed to give the cumulative number of Axles over the design life, To simply thie calculation for ‘rowth rates berween 3 and 6 per cent, the number of {axles per day may be multiplied by the factor given in Table 8 for the appropriste Ie and growth rate, and by ‘365 tive he cumulative number of axes over the design lite (see Example 2 below), Table 9 Factors for obtaining cumulative axles during the design lifeata constant growth Lite Growth rate (r)—per cent (2) (yes) 3 4 5 6 10 ne 26 «18240 18 192 28 022787 20 277 30847390 25 376433501881 30 er eT) 35 693 756 949118 40 77 988127164 10.1. Examples illustrating the design of pave: ‘ments to carry specialized traffic 87 Example 1 ‘The daily tatfic on a refinery road is to consist of 100 passages (in each direction) of four-axle vehicles with loads of 8000kg on the two rear axles, 7300k9 on the ‘second axle and 2700kg on the front axle. In addition, there will be 200 passages in each direction of three-axle ‘vehicles with loads of 9000 kg on the rear axles and 1800 bg on the front axle, and 100 passages (in each direction) (of two-axle vehicles with 8200 kg on the rear axle and 2700 kg on the front axle. Afleible design ie requited for a soll with @ CBR value of 4 per cent and a desicn life of 20 years. In ach direction, the tattic consists of six hundied £9000 kg axles one hundred 8200 kg axles: one hundred 77300 kg axles: two hundred 2700 kg axles and two hun ‘red 1800 kg axles. The numbers of axles 1 be cai in ‘eech dlretion during the design life are therefore as folows Axle Number during Equivalence Number of ‘oad design ite factor standard axles thy) fmitions) 6003652015, 3000 687 8200 100%365x20 10 073 7300 100%365x20 061 O45 2700 200365220 001 oor. 4800 20036520 00025 0.004 Total 7-77 For this tafic. reference to Figs’, 7. 8.8. and 10 gives the following flexible design Su base 310mm Roadbse Rolled asphait 120mm Dense casted macadam 140mm Lean concrete 120mm Wet-mix 240mm Surfacing: (Twwo-courss bituminous ‘material as Table 4) with rolled asphalt or dense rmacadam rosdbese 100mm with lean concrete o+ wet-mix roadbase 110mm In such a ease as this the width ofthe road would also ‘eed fo be considered. I the carriageway was so narrow that vehicles moving in the ‘wo ditections followed essentially the same tracks, the design would need to cater for double the above ‘wate, agsuming that the vehicles wars equally loaded in the two directions 98 Example 2 A side-losding stacking truck is required to operate on Yoading lanes in a ransit/sorage area. The machine has ‘two axles canying the following loads: Axle Axle2 tka) (kg) Loaded 17 000 15 000 Unloaded 13.000 11 000 {tis estimated thatthe vehicle will meke 400 movements Per day slong the lanes, 200 loaded and 200 unloaded. It is anticipeted thatthe numberof movements will increase atthe tate of 3 per cent per yoar. A roinforced concrete design is equited to give a design ie of 15 years on a Clay soi with 2 CBR value of 3 per cent Since only one machines operating, it can be assumed thatthe lanes will be nartow and the movements in the we directions wil follow the same wheel-tracks, The daily attic will hus consist of 200 17.600 kg axles: 200 18.000 kg axles; 200 13000 kg ante and 200 11 COO Kg axtes, “The number of axles to be cared dusing the design life wil be 17 000 kar ‘st year 200(1-+003) «365, 2nd year 200(1 +0-03)"*365 =206~365 2126365 ‘tn year 200(1 +0.03)"**365 =312«365_ Cumulative axles (15 years) =3640" 268 14108x ‘Ateratively, the factor for 18 yoars at 3 per cent per year growih is 19°2 from Table 8. The cumulative number Of axles istherefore 200 *19.2 ¥365 =1-4 «108, The numbet of axle loads forthe other catogories will be thesame Equivalence Number of Axle load Number (sg) uring factor’ ~—standard axles design ite (nitions) yr00o taste 177 ze 15000 14x10° 110 164 13000 14108 64 30 11000 4x18 33, 46 536 A soll with @ CBR value of 3 per cont represents a normal subgrade, and Figs11, 12, 13, and Table 5 show that a concrete slab 270mm thick would be required on ‘an BOmm sub-base, Reinforcement would be of not less ‘than Skg/m?. The next standard long-meeh reinforce ment is 5 58kq/m? and the contraction joint spacing should therefore be not more than 35m, The fost sus silty ofthe subgrade would need to be considered (see para 48) 11 References 1 ROAD RESEARCH LABORATORY. Design recom: mendations for unveinforced concrete pavements. Minister of Transport, ARL Report LR 192. Crow- thoane, 1968 (Road Research Laboratory). 2. MINISTRY OF TRANSPORT. Specification for road land bridge works, London, 1969 (HMSO) ath Esition. 3 SHOOK, JF, LJ. PAINTER, and T.Y. LEPP. Use of loadometer date in designing pavements for mixed allie. Highway Research Record, 1983, 42, 41-56, Table 2. 4 BRITISHSTANDARDS INSTITUTION. British Stand. aid 1377:1967. Methods of testing soils for civil engineering purposes. London, 1967 (British Stand fre Institution) 5 CRONEY, D. and J.C. JACOBS. The frost sucopt bility of sols and road materials. Ministry of Trans ‘port. RAL Report LR 90. Crowthame, 1968 (Road Resaarch Laboratory) 5 ROAD RESEARCH LABORATORY. The protection (of suborades and gronular sub-bases and hases. Minicty of Transpest, Road Note No. 17. Londen, 1968 (HMSO), 7 WILLIAMS, F.H.P. and DJ. MACLEAN. The com: paction of sol study of the performance af plant. Department of Seienttic and Industrial Reseorch, Road Research Technical Paper No. 17. London, 1950 (HMSO) 8 LEWIS, WA. Further studies in the compaction of soil andthe performance of compaction plant. Depertment of Scientific and Industial Research. Road Research Technical Paper No. 33. London 1954 (HMSO) 18 3 LEWIS, W.A. Invactigation of the performance of preumatic-yred sella in the compaction of soil Department of Scientific and Industral Research, ‘Road Research Technical Paper No.5, London, 1959 (soy 10 LEWIS, W.A. and AW. PARSONS. The performance ‘of compaction plant in the compaction of 1Wo types ‘of granular base material. Department of Scientific ‘and Indusiviel Research, Road Research Technical Paper No. 83, London, 1961 (HMSO) 12 Appendix 1. The frost susceptibility of soils and road materials 12:4 Introduction Tests fot frost susceptibility have been carried out by the Road Research Laboratory on # variety of materials used ‘28 subgtades, sub-bases, and roadbases both in research ‘and during routine testing for motorway and trunk road projects. Details of these tests and other aspects of frost Ssusceptibiliy are contained in RRL Report LR. 80, together with a descristion of the Road Research Laboratory Frost Test. The conclusions reached relating 1 the fost susceptibility of soils and granular sub-base and roadbase materials aro summarized below. These conclusions will generally remove the need for testing, but in cases of doubt the test procedure given in LR 80 should be followed. 122 Cob Cohesive soils can be regarded at non-fost susceptible ‘when the plasticity index is greater than 15 per cent for ‘woll-drained soils, ot 20 por cent for poorly drained soils (ie, water-table within 690mm of the formation level). 12.3 Non-cohesive soils (2) Non-cohesve solls (other than limestone gravels) can be regatded as non-frost-susceptible if the percentage of material passing the 75 ym BS test ‘sieve is 10 per cent or ls. (0) The state of eompaction of non-cohesive soils does not signticantly affect ther lity to frost heave. (6) Limestone gravels ate Ikely to be frost susceptible if the average saturation moisture content of the limestone aggregate excoods 2 por cent. 12.4 Chalks All crushed chalks ae frost susceptible. The magnitude of ‘ost heave increases linearly with the saturation moisture ‘content ofthe chalk aggregate 12.5 Limestones {Alleoltic and magnesia limestones with an average saturation moisture content within the aggregate ‘reoter than @ per eant must be regarded 95 fost suscepti. The pereontage passing the 75pm 2S test sieve has litle influence on the heave likely to occur in these matoils. (©) All hard limestones wath less than 2 per cent of fverage saturation moisture content within the ‘2eqgragate anc with 10 per cont oF lss of particles passing the 75 um BS test sieve can be regarded as. 126 @ Crushee passing the 75 ym BS test sieve ean be regarded as non: ‘rost-susceptile12.7 Burnt colliery shal ‘Burnt colliery shales are very liable to frost heave. The degree of heaving, which seems to be associated with the ‘extent of burning, cannot be elnted ether tothe panicle size distribution oF to the saturation moisture content of the aggregate. Tests on representative samples are rogatded as ascential before the material is used in the top 480mm of the 106d suet, 128 Stags Crushed, graded stags are not lable to frost heave if the percentage of material passing the 75m BS test sieve ie 10 par cont or les. 12.9 Pulverized fuel ashes (2) Coarse fuel ashes with fess than 40 per cent of particles passing the 75m BS test sieve are un likely tobe frost susceptible (©) Fine ashes may be frost susceptible and. frost suscepiiblity tests shouldbe earrieg out before such materials are used in the top 450mm of road con: 13 Appendix 2. Design of a warping joint 18:1 Introduction Transverse joints are needed in unreinforced concrete slabs to relive stosses of restraint due to both worping ‘moments and longitudinal contraction in order to prevent cracking, Vertical temperature gradionts in the slab pro {duce the warping moments, and thoory suggests thatthe stresses caused by these moments are greater than thase due to contraction inthe longitudinal dirsction for normal ‘lab lengths. Thus some of the contraction joins in un~ reinforced concrete can be replaced by hinged or ‘warp. ing joins. “The requirements for 2 warping joint. in accordance with ganeral requirements for joints re (a) @ discontinuity in the slab t0 provide release of ‘rarping moments (0) a load transfer dovieo (6) a seal against water and ait ‘The discontinuity in the slab & obtained by inducing 2 crack by'2 combination af top sealing groove and middle ‘0 bottom fillet, The load transfer effect in unteinforced Cconerete Ie abtainad trom agoregate interlock, and ie bare are necessary to prevent the erack from opening to such an extent 36 t0 render this inetfectve, Le. 10 perform ‘function similar 0 that ofthe steel in einforced concrete slabs. The seal is obtained by a conventional sealing ‘groove fille with a sealing materia 132 Specification Reinforcement for warping joints shall consist of 3 fabricated welded mesh with 12mm diameter longitudinal ‘bas at leat 1-4m long at the spacing given in Table 10, 4 minimum of thes wires of 6mm diameter shal be used transversely at 700mm centres. The numberof transverse ‘wires may be increased for handling purposes if require. At least every thied longitudinal bar shall be longer than 14m and shell be bent in order that a 1-4m effective length oflongitusial reinforcement shall at haf depth ‘ofthe slab withthe assembly esting on feet supportec on ‘the base, the feet being formed from tho extension of the longituainal bare in the manner shown in Fig.17. The ‘effective lengths of the bars shall be parallel 2o the finiohed surface of the slab ang the cariageway contro Fino thin the limite of 420mm in tm. The contre 200mm of each 1.4m effective length of ber shall be painted with bond: breaking compound (Clause 2605) Table 10 Spacing of longitudinal bars ‘Spacing (mm) ‘Slab thickness (mm) 300 160 280 200 260 220 a 240 240 — 220 770 200 300 180 360 7 Where several reinforcement assemblies are used in one joint (s0 facilitate handling) they may be independent of teach other, but all the assemblies in one joint shall bo ‘uly aligned to an accuracy of mm. The tinforcement assemblies shall be fixed to the ‘base, one method being to use mortar pads round the horizontal portion of the feet. The mortar shall consist of ‘one part by weight of Portland cement to three parts by weight of sand and shall be placed within one hour of mixing ‘A crack inducer shall be provided at the base and = sealing groove atthe top ofthe slab so that the combined ‘eoth of discontinuity is atleast one-third of the depth fof the slab and so thatthe differenco in the depth of the discontinuity a the top and bottom is not greatar than ‘12mm. The erack inducer shall be fixed to the base along the centre line of the joint to within Smm by nailing fo other appraved method. The sealing groove located with is centre line vertically above the crack inducer within @ tolerance of 12mm, shall conform with the requirements of pare. 61 and Table 6. 19 rR SO SEES ECE MATURESFigure 1 Relation betweon cumulative number of commercial vohicles carried by each slow lane and design life ~ growth rate 3 per cent 6 ) 4 Initial traffic. Commercial vehicle /day in each direction i 2500 Cumulative number of commercial vehicles on each slow lane (x 10 10 20 30 40 Design life (years)Figute 2 Relation between cumulative number of commercial vehicles carried by cach slow lane and design life — growth rate 4 per cont Initial traffic. Commercial vehicle /day in each direction 2500 Cumulative number of commercial vehicles on each slow lane ( x 10°) 20 Design life ( years) 2ane Figute 3 Relation between cumulative number of commercial vehicles c: per cont by cach stow lane and design life ~ growth rate § Initial traffic. Commercial vehicle/day in each direction Cumulative number of commercial vehicles on each slow lane (x10°) 10 20 30 40 Design life (years)Fioue 4 Relation between cumulative number of commercial vehicles carried by each slow lane and design Initial traffic. Commercial vehicle/day in each direction Cumulative number of commercial vehicles on each slow lane (x10°) 10 20 30 40 Design life (years)_F EE DEFER ANS RNR on Figure § Roads in residential and associated developments: relation between cumulative number of commercial vehicles carried by each slow lane and desis a 350 Initial traffic. Commercial vehicle /day in each direction (see Table 1) Cumulative number of commercial vehicles on each slow lane ( x 10°) 10 20 30 40 Design life (years ) 24Sub-base (01 x) saxo pampunjs jo saquinu aanoinuing 00108 09 07 oz 0809 O7 oz 0108 09 0” oz 1080 90 70 2 100 a a it (0¢ sed as) yuaa sad oz vou) $59) Yad i | JO S}los vo 08 ssauys1y) WnuUlyy, oo (0g Didd aas) juss jad og uvy) ssa) ygD oo Jo Silos Uo Ww gg) ssauyD1y) WaMu!) o0z o0z 2 & gs 8 8 ove ove F 5 a Bom oo” 3 (42 vid aas) qua sad Zz Yad ~ 40} payooipul ssauya1y) 0} WOS! 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Middle { Lane Fast ¢ lane == 1g Crossfall SOME INE Roadbase -arriagoway — rolled aephalt rondbase I | Stow { lane Fast € tane —— |" Crosstall ‘Surfacing * * Surfacing includes dense bituminous roadbase roadbase (b) Two-lane dual carriageway — wet-mix roadbase 8Figuie 17 Detaile of a warping joint 3 wires (min) 12mm diameter (ongitudinal Painted with bond 6mm diameter wire breaking compound _transversely at NX Sealing groove 700mm centres / / 4 12 T 2 | | | 150 | || ___r00mm ~ 700 mm ———+} 7 159 -», \ Wooden crack inducer 36