TRANSPORT and' ROAD

RESEARCH LABORATORY

Department of the Environment

TRRL REPORT LR 460

THE EFFECT OF THE REVISION OF ROAD NOTE NO. 29ON

REINFORCEMENT REQUIREMENTS FOR REINFORCED CONCRETE
PAVEMENTS

by

J.M..Gregory, M.Inst. H.E.

Pavement Design Division

Structures Department
Transport and Road Research Laboratory
Crowthorne, Berkshire
1972
 CONTENTS

Page

Abstract 1

1. Introduction 1

2. Change in design approach 1

3. Types of reinforcement 1

4. Weights of reinforcement 2

5. Arrangement of reinforcement 2

5.1 Two- or three-lane carriageway width constructed in one

operation

5.2 Three-lane carriageway constructed in two widths

5.3 Length of reinforcement sheets

5.4 Deformed bar reinforcement

6. Acknowledgements

7. References

Q CROWN COPYRIGHT 1972

Extracts from the text may be reproduced
provided the source is acknowledged
Ownership of the Transport Research
Laboratory was transferred from the
Department of Transport to a subsidiary of
the Transport Research Foundation on ! st
April 1996.

This report has been reproduced by

permission of the Controller of HMSO.
Extracts from the text may be reproduced,
except for commercial purposes, provided
the source is acknowledged.
 THE EFFECT OF THE REVISION OF ROAD NOTE NO. 29 ON REINFORCEMENT
REQUIREMENTS FOR REINFORCED CONCRETE PAVEMENTS

ABSTRACT

The changes brought about in the reinforcement requirements for

reinforced concrete road pavements, by the revision of Road Note
No. 29 are discussed. Arrangements of metric-size reinforcement
fabrics to comply with the new recommendations are shown.

1: I N T R O D U C T I O N

The recent revision of Road Note No. 29 ( 1) makes some changes in the recommendations'for the design of
reinforced concrete pavements. The publication of the Road Note occurred at about the same time as the
revision and metrication of the British Standards dealing with long-mesh and deformed bar reinforcement.

This Report considers th e way in which reinforcement to the new standards can best be used to meet the
• . . ., . ,

requirements of the revised Road N o t e . ~ : ~ ~

2. CHANGE IN DESIGN APPROACH

In the first two editions of Road Note No. 29 (2)(31 the designs of both reinforced and unreinforced concrete
pavements were based on the subgrade conditions and the number of commercial vehicles per day (summed in
both directions) likely to be carried 20 years after construction. No specific design life was stated although it
was assumed that the lives of the designs would not be less than 20 years. It has been showri that the lives of
concrete pavements to these designs is likely to be much in excess of 20 years, and indeed probably in excess
of 40 years. Several designs were standardised, each covering a wide range of commercial traffic flows: and no
account was taken of possible differences in the damaging effect of the commercial traffic on different classes
of road. Studies made during the past few year s of the axle loading on both experimental and in-service roads
have enableda mote realistic method of assessing coinmercial traffic to be developed.
, . . , - •

In the 1970 edition of the Road Note traffic is defined in terms of standard axles (8,200 kg) on each
slow lane and the designs are based upon the subgrade type and the cumulative number of standard axles to be
carried during the design life of the road. The 'step' relationship of the e~rlier designs is thus replaced by a
continuous one and designs may be prepared for any life up to forty years.

3. TYPES OF REINFORCEMENT

The only type of reinforcement mentioned in the first two editions of the Road Note was oblong mesh fabric
complying with British Standard 1221; there were also special mats with extra transverse steel for use across
the longitudinal joints and across the centre of very wide slabs.
 With the slip-form paver there are advantages in the use of bar reinforcement and the new edition of the
Road Note allows for a choice between either long mesh fabric in accordance with B.S. 4483 or deformed bar
reinforcement in accordance with B.S. 4449 or B.S. 4461.

4. WEIGHTS OF REINFORCEMENT

In the two earlier editions of the Road Note the minimum weight of reinforcement was related to the traffic
carried by the pavement and this relationship is continued in the revised Road Note. Due attention has been
paid to the results from experimental roads which have shown the effect of the weight of steel and slab length
on the performance of slabs; instead of the 'step' relationship between minimum weight and traffic in the
earlier editions there is now a continuous one between cumulative standard axles and minimum weight of
reinforcement (or, in the case of bar reinforcement, the minimum cross sectional area of steel per metre width).

The new long mesh fabrics to B.S. 4483 are not direct metrications of oblong mesh fabrics complying
with the old Standard B.S. 1221 and it will be noted that the minimum weight now available (2.61 kg/m 2)
is heavier than the minimum weight required to •meet• the previou s recommendations (2.14 kg]m2). However,
the spacing of joints recommended in the 1970 edition of the Road Note is linearly related to the weight of
reinforcement used and hence a greater spacing of joints is achieved (16.5 m. as against 12.2m.); thus the
increased cost due to the greater weight of reinforcement will be offset to some extent by a decrease in the
cost of transverse joints.

5. A R R A N G E M E N T OF REINFORCEMENT

The arrangement of reinforcing mats for different construction techniques was described in detail in the
second edition of the Road Note but for the revision it was decided that, as the recommendations now include
bar reinforcement, it would be simpler to state the basic principles necessary for adequate reinforcement of
slabs and to leave the practical means o f achieving these principles to the contractor and engineer.

The requirements for vertical cover and for the distance between the edges of the fabric and the slab
extremities are metrications of the previous recommendations; for tapered construction, which is now a
permitted alternative, the recommendations are for the reinforcement to be a constant depth below the
surface.

At overlaps in the reinforcement, whether with fabric or with bar steel, it is important that there should
be continuity of the longitudinal steel and minimum overlaps are stated.

5.1 Two- or three-lane carriageway width constructed in one operation

When tie-bars are :used at the longitudinal joints the reinforcing mats will be to B.S. 4483 and no special
arrangements are necessary. If the use of tie-bars is precluded the necessary tying of the longitudinal joints
should be achieved by the use of special mats with transverse wires of 8 mm. diameter at 200 mm. centres
which should span at least 500 mm. either side of the joint; the longitudinal steel in these special mats is. the
same as that required for the standard mats.
 The preferred width of reinforcement sheets to B.S. 4483 is 2.4 m. and an arrangement of reinforcing
mats of this width which is suitable for the construction of a two-lane carriageway in one operation is shown
in Fig. 1. For a three-lane carriageway constructed in one operation it is not possible to have all the m a t s
2.4 m. wide and a suggested arrangement for this form of construction is shown in Fig. 2.

5.2 Three-lane carriageway constructed in two widths

Normally longitudinal joints should be provided so that slabs are not more than 4.5 m. wide but if wider
slabs are used to enable a three-lane carriageway to be constructed in two widths, extra transverse steel must
be used across the centre of the slabs. This extra steel may be incorporated in special mats and again consists
of 8 mm. wires at 200 mm. centres and of such dimension that it spans at least a third of the slab Width plus
600 mm; the reinforcement should be placed centrally. A typical arrangement of the reinforcing mats for
this form of construction is shown in Fig. 3.

5.3 Length of reinforcement sheets

As has been mentioned earlier the spacing of joints is linearly related to the weight of reinforcement used
and hence for the four standard long mesh fabrics and the recommended fabric for carriageways specified in'
B.S. 4483 there will be standardised joint spacings. This will enable standard length sheets to be used thus
reducing the wastage which would occur if the preferred lengths of the British Standard are used. The lengths
are shown in Table 1.

5.4 Deformed bar reinforcement

For this type of reinforcement a minimum cross-sectional area is recommended which increases with
the cumulative number of standard axles in the design life. Clarification o f this requirement is essential to
prevent the undesirable use of large diameter bars at wide spacings. The recommended minimum and maximum
diameters of bar are 6 and 10 mm. respectively; the spacing of bars should be between 75 and 150 mm. so that
with the bar size selected the cross-sectional area per metre width of slab is above the minimum value given in
the Road Note. The bar spacings necessary for given cross-sectional areas per metre width are shown in Fig. 4
for three sizes of bar. It is advisable to limit the use of 6 mm. diameter bars to roads which have a design life of
less than 2 million cumulative standard axles.

6. ACKNOWLEDGEMENTS

This Report describes suitable arrangements of reinforcement, both bar and mesh, which will meet the
requirements of the third edition of Road Note; the details have been agreed with the Reinforcement
Manufacturer's Association.

This Report has been prepared in the Pavement Design Division of the Structures Department~

7. REFERENCES

. ROAD RESEARCH LABORATORY. A guide to the structural design of flexible and rigid pavements
for new roads. Department ofScientT"fic andlndustrialResearch, RoadNote No. 29. London, 1960.
(H.M. Stationery Office) (1 st Edition).

3
2. ROAD RESEARCH LABORATORY. A guide to the structural design of flexible and rigid pavements
for new roads. Ministry of Transport Road Note No. 29. London, 1965. (H.M. Stationery Office)
(2nd Edition).

. ROAD RESEARCH LABORATORY. A guide to the structural design of pavements for new roads.
Department ofthe Environment, RoadNote No. 29. London, 1970. (H.M. Stationery Office)
(3rd Edition).

4
 TABLE 1

Lengths of reinforcement sheets (to B.S. 4483) for road note No. 29 refluirements

Weight of Joint No. of laps Overall length No. and length of sheets
fabric spacing per bay of fabric per bay

kg/m 2 m. m. Length
No.
m

2.61 16.5 17.25 5.750

3.41 21.5 2 22.25 7.417

3 22.70 5.675

4.34 27.5 3 28.70 7.175

4 29.15 5.830

5.55 35.0 36.65 7.330

37.10 6.183

37.55 5.364

42.5 44.60 7.433

.

6.72

45.05 7 6.436

45.50 8 5.688

Based on lab size of 450 mm. and termination of reinforcement 75 mm. from joints.

5
 >-

ld
E

U
W
Z Z
,~0

On"
~Lu
I.- Q-
r~"
0
o,,,Z
~_0
Z
mz

n. F-
E
v
z n,-
E oJ E
E E u.O
Ou
I--
Z
W

W
~0 Z
E~

1L

&E
If)
m.
b. E
 2.4rr

- i i i i -mm- mm mm nm m mm
2. I I :
:
:
:
mil ln m m m m
mm n m m m Longitudinal joint
) ) [ ) lm m m m m m m
• " il N m m m m m
; :n [ i i mn m m m m
• " mm m m m m
I ) ! ; ! =1 m m m m m
mMmm, m m m

[I -=E--
m _ _

8mm d i a m e t e r w i r e s
Sm
11.0m at 2OOmm c e n t r e s
L

- ~ m l m
n i l m l | l
m I
,u I

iiii
m I
m I
n I
m I
m I
m I
Longitudinal joint

m
m
m
m
i n i m
m

m
m
/
m m I
m m /
m m
mm n
m m m m
m m
m m 2.~
m m
m m m m m
m m
m m m m
m n
m mm
m m m m m

75 m
m
m
m

Fig. 2. ARRANGEMENT OF REINFORCEMENT FOR THREE- LANE CARRIAGEWAY

CONSTRUCTED IN ONE OPERATION
 W

n~

w
z
z
-JO
I --
W ~
UJ
"I" W
>
0 o
o 0
I-.- i.--
>~ Z Z
W --

W 121
~ W.
.
o
. _
I1~ I -
f,--
ol u y
E E u Z I1:
0 0 _ i---

"6
u 0
0 u
E
f,.. I..-
Z
l'- W

/
I[
E~ 5 tl.l

Z
Em~ c-

'5 n~

° _

61
Y

E
Ig}
 I0 m m / ~ a m e t er bar

600

E
E
4:=

"e
. - -
500

~~
E
L eter bar

0
(,.
0

C
.£
4, J
u

\
0
L
u

Gmm diameter bar

300

75 80 90 100 110 120 130 140 150

Bar spacing (ram)

Fig. 4. RELATION BETWEEN BAR SPACING AND CROSS- SECTIONAL

AREA PER METRE WIDTH.

(819) Dd891796 3,250 7/72 HPLtd., So'ton G1915

P R I N T E D IN E N G L A N D
 ABSTRACT

The effect of the revision of Road Note No. 29 on reinforcement requirements for reinforced
concrete pavements: J M GREGORY, MInstHE: Department o f the Environment, TRRL
Report LR 460: Crowthorne, 1972 (Transport and Road Research Laboratory). The changes
brought about in the reinforcement requirements for reinforced concrete road pavements, by
the revision of Road Note No. 29 are discussedl Arrangements of metric-size reinforcement
fabrics to comply with new recommendations are shown.

ABSTRACT

The effect of the revision of Road Note No. 29 on reinforcement requirements for reinforced
concrete pavements: J M GREGORY, MlnstHE: Department of the Environment, TRRL
Report LR 460: Crowthorne, 1972 (Transport and Road Research Laboratory). The changes
brought about in the reinforcement requirements for reinforced concrete road pavements, by
the revision of Road Note No. 29 are discussed. Arrangements of metric-size reinforcement
fabrics to comply with new recommendations are shown.