Rigid Pavement: Postgraduate Studies Highways Engineering

Rigid Pavement
Postgraduate Studies
Highways Engineering
Prepared By:
Dr Talal H. Fadhil
Dr Taher M. Ahmed
Department of Civil Engineering
University of Anbar
Syllabus of:
Advanced Pavement Design
3. Rigid Pavement ......................................................................(2 Weeks)

3.1. Analysis of: Stress, Strain and Deflection in Rigid Pavement,
3.2. Type of Stresses
3.2.1. Due to Temperature Variations
3.2.2 Due to Load (Westergard Method)
3.2.3. Effect of Dual Tires.
3.2.4. Due to Subgrade Friction.
3.2.5. Steel Stress
3.2.6. Tie-Bars.
3.3. Design of Dowel-Bars
3.4. Design of Joints.
3.2.2 Due to Load (Westergard Method)
 The stresses caused by traffic loading on a
concrete pavement slab depend on the location of the
load, load configuration, slab thickness h, modulus of
subgrade reaction k, radius of a circular contact area
a, magnitude of the wheel load P, and radius of
relative stiffness .
 There are three different types of stresses and
deflections can be computed based on the locations
of the load (contact area), i.e. interior loading, edge
loading, and corner loading, on the slab, as shown in
Figure 3.10. Figure 3.10. Corner, edge, and interior loading.
 Corner stresses are associated with corner
breaks, while edge and interior stresses are associated
with mid-slab transverse cracking.
And the modified formulas are :
3.2.2.1. Stress and Deflection Due to Corner Load
c =1.772a
Where: σc & Δc are the stress and deflection at the corner respectively.
3.2.2.2. Stress and Deflection Due to interior Load
-----------3.17 For a Poisson ratio (µ) of 0.15 and in terms of base-10

logarithms, Eq . 3.17 can be written as Eq.3.18
-----------3.18
b = a when a 1.724h or -----------3.19
-----------3.20
3.2.2.3. Stress and Deflection Due to edge Load
-----------3.21
-----------3.22
-----------3.23
-----------3.24
For µ = 0 .15, Eqs. 3.21 to 3.24 can be written as follow:
-----------3.25
-----------3.26
-----------3.27
-----------3.28
Example 2:
Figure 3.11 shows a concrete slab subjected to
a edge loading . Given k = 100 pci (27 .2
MN/m3 ), h = 10 in. (254 mm), a = 6 in.
(152 mm), and P = 10,000lb (44.5 kN),
determine the maximum stress and deflection
due to edge loading.
Figure 3.11. Example 2.
Solution:
For a circular area, from Eq . 3 .25,
σe (circle) = 0.803 x 10,000/100 × [4 log(42 .97/6) + 0 .666(6/42.97) – 0 .034] = 279 .4 psi ;
From Eq. 3.27
Δe(circle) = 0.431 × 10,000/(100 x1846 .4) × [1 – 0.82(6/42 .97)] = 0 .0207 in.
For a semicircular area, from Eq . 3 .26,
σe (simecircle) = 0.803 × 10,000/100 × [4 log(42 .97/6) + 0 .282(6/42 .97) + 0 .650] = 330 .0 psi;
From Eq . 3.28,
Δe (simecircle) = 0.431 × 10,000/(100 × 1846 .4) × [1 – 0.349(6/42 .97)] = 0 .0222 in .
Note:
1. It can be seen that the maximum stress due to edge loading is greater than that due to corner and interior loadings and
that the maximum deflection due to edge loading is greater than that due to interior loading but much smaller than that
due to corner loading . The fact that both the stress and deflection are greater under a semicircular loaded area than
those under a circular area is reasonable: The centered of a semicircle is closer to the pavement edge than is that of a
circle.
2. Two examples (4.2 and 4.3 in Pages 155 to 157 ) from the text book by Yang are homework.
3.2.3. Effect of Dual Tires.
With the exception of Eqs. 3.22, 3.24, 3.26 and 3.28 for a semicircular loaded area, all of the closed-form formulas
(Westergard’ formulas) presented so far are based on a circular loaded area . When a load is applied over a set of dual tires,
it is necessary to convert it into a circular area, so that the equations based on a circular loaded area can be applied.
So the radius of contact area can be find using Equation 3.29.
… … … … (3.29)
H.W. :Drive the Equation 3.29.
Figure 3.12.Method for converting duals into a

circular area.
Example 3:
Using Westergard’ formulas, determine the maximum stress in
the interior, edge and corner if the 10,000-lb load is applied on a
set of duals spaced at 14 in. on centers, as shown in Figure 3.13,
instead of over a 6-in. circular area .
Figure 3.13. Example 3.

Solution:
With Sd = 14 in., q = 10,000/(36π) = 88
.42 psi, and Pd = 5000 lb, from Eq . 3.29.
3.2.4. Stresses Due to Subgrade Friction.

 Frictional stresses between a concrete slab and the foundation
(subgrade) can be determined using a simple mechanics approach.
Consider a concrete slab subject to a decrease in temperature as
shown in Figure 3.14. The concrete slab will tend to shrink toward
the center of the slab from both ends. The frictional resistance
between the concrete slab and the foundation will prevent the slab
from moving and the stresses in the concrete will develop. The
magnitude of the frictional forces developed depends on the relative
movement between the slab and the foundation (subgrade). Frictional
forces will range from zero at the center where no movement occurs Figure 3.14 . Forces and stresses
to a maximum some distance away from the center where movement due to friction in a concrete slab.
is fully mobilized as shown in Figure 3.14. this movement is the
criteria of limiting the length of the slab panel.
 Tensile stress due to friction can be resisted based on the type of PCC. For plain concrete pavements, the spacing
between contraction joints must be designed so that the stresses due to friction will eliminate the concrete to crack. For
longer joint spacings, steel reinforcements must be provided to take care of the stresses caused by friction. The number of
tie bars required is also controlled by the friction. On the other hand, Polyethylene sheet can be used underneath the PPC for
reducing the friction stresses.
 The maximum tensile stress in the concrete (σc) is achieved at the center of the slab and is
determined by equating the frictional force per unit width (or b) of the slab (γcLbhfa/2) to the tensile … … … 3.30
force (σchb) in the concrete. Thus, the stress in concrete can be determine by Equation 3.30. where:
γc is density of concrete, fa is coefficient of friction between slab and subgrade (it is taken as 1.5)
Example 4:
Given a concrete pavement with a joint spacing of 25 ft and a
coefficient of friction of 1.5, as shown in Figure 3.15.
determine the stress in concrete due to friction .
Solution :
With γc = 150 pcf = 0 .0868 pci , L = 25 ft = 300 in., and fa = 1.5, Figure 3.15: Example 4.
From Equation 3.30 5, σc = 0.0868 × 300 × 1 .5/2 = 19 .5 psi.
Note: The tensile strength of concrete ranges from where fc', is the compressive strength of cubic concrete specimens.
3.2.4.1. Joint Opening
The spacing of joints in plain concrete pavements depends more on the shrinkage characteristics of the concrete rather than on
the stress in the concrete. Longer joint spacings cause the joint to open wider and decrease the efficiency of load transfer. Joint
opening ΔL can be computed approximately by Equation 3.31. … … … … 3.31
αt is the coefficient of thermal expansion of concrete (5 to 6 × 10-6 /°F (9 to 10.8 × 10-6/°C); ϵ is the drying shrinkage
coefficient of concrete (0.5 to 2 .5 × 10-4; L is the joint spacing or slab length ; ΔT is the temperature range, which is the
temperature at placement (during casting) minus the lowest mean monthly temperature ; and C is the adjustment factor due to
slab-subbase friction, (C = 0.65 for stabilized base and C = 0.8 for granular subbase).
Example 5:
Given ΔT = 60°F, at = 5.5×106/°F, ϵ= 1.0×10-4, C = 0.65, and the allowable joint openings for undoweled and doweled joints
are 0.05 and 0.25 in. respectively, determine the maximum allowable joint spacing (slab length).
Solution:
From Equation 3.31:
= ΔL/0.00028
For the undoweled joint, L = 0.05/0 .00028 = 178.6 in. = 14 .9 ft (4.5 m).
For the doweled joint, L = 0 .25/0.00028 = 892 .9 in. = 74 .4 ft (22.7 m).
3.2.5. Steel Stress
 Steel is used in concrete pavements as three categories: reinforcements, tie bars, and dowel bars.
 Due to frictional stresses, PCC is reinforced in a longitudinal and transverse in addition to the tie bars.
 The design of dowels in transverse joints.
3.2.5.1.Reinforcements
 Wire fabric or bar mats may be used in concrete slabs for control of temperature cracking.
 These reinforcements do not increase the structural capacity of the slab but are used for two purposes: to increase the
joint spacing (length of the panel) and to tie the cracked concrete together and maintain load transfers through aggregate
interlock.
 When steel reinforcements are used, it is assumed that all tensile stresses are taken by the steel alone, (there is no effect
for the concrete). From Figure 3.14.
Where: As is the area of steel required per unit width (b =1)
fs is the allowable stress in steel.
So Equation 3.32 become as shown in Equation 3.33.
Note: The steel is usually placed at Table 3.1.

the mid depth of the slab and
discontinued at the joint. The
amount of steel obtained from
Equation 3.33 is at the center of the
slab and can be reduced toward the
end. However, in actual practice
the same amount of steel is used
throughout the length of the slab.
The sizes and weights of different
standard reinforcing bars are listed
in Table 3.1.
Example 6:
Determine the wire fabric required for a two-lane concrete pavement,8 in.
thick, 60 ft long, 24 ft wide, fs 43000 psi, γc is 0.0868 pci, and with a
longitudinal joint at the center, as shown in Figure 3.16.
Solution:
from Eq. 3.33, the required longitudinal steel is :
AS = 0.0868 x 8 x 720 × 1 .5/(2 x 43,000) = 0 .00872 in.2/in . = 0 .105
in.2/ft .
The required transverse steel is:
A S = 0 .0868 X 8 x 24 x 12 X 1 .5/(2 x 43,000) = 0 .00349 In.2/in. = 0
.042 in.2 /ft.
From Table 4.3, use 6 x 12 – W5 .5 X W4.5 with cross sectional areas of Figure 3.16. Example 6.
0 .11 in.2 for longitudinal wires and 0 .045 in .2 for transverse wires .
Note: If the concrete pavement is used for a four-lane highway with all four slabs tied together at the three longitudinal joints,
the transverse reinforcements in the two inside lanes should be doubled, because the length L in Eq . 3.33. should be 48 ft (14.6
m) instead of 24 ft (7 .3 m).
3.2.6. Tie-Bars.
Tie Bars are placed along the longitudinal joint to tie the two slabs together so that the joint will be tightly closed and the
load transfer across the joint can be ensured. The amount of steel required for tie bars can be determined in the same
way as the longitudinal or transverse reinforcements by slightly modifying Equation 3.33 to be as shown in Equation
3.34.
… … … … 3.34
Where: AS is the area of steel required per unit length of slab and L' is the
distance from the longitudinal joint to the free edge where no tie bars exist
Notes:
 For two- or three lane highways, L' is the lane width (Lw).
 If tie bars are used in all three longitudinal joints of a four-lane highway,
L' is treated as follow:
 L' = lane width (Lw) equal to the lane width for the two outer joints
adjacent to the free edges as shown in Figure 3.17.
 L' = 2Lw for the lane width for the inner joint as shown in Figure 3.17.
 The length of tie bars is governed by the allowable bond stress. For
deformed bars, an allowable bond stress of 350 psi (2400 kPa) may be
assumed . The length of bar should be based on the full strength of the bar,
namely,
… … … 3.35
v Figure 3.17. Four lanes highway.
Where: t is the length of the tie bar, v is \the allowable bond stress, A1 is
the area of one bar, and ⅀o is the bar perimeter. For a given bar diameter … … … 3.35
d, Al = π d2/4 and ⅀o = πd, so Eq. 4 .35 can be simplified to be as v
Equation 3.36.
Note:
 The length t should be increased by 3 in. (76 mm) for misalignment.
 It should be noted that many agencies use a standard tie-bar design to simplify the construction. Tie bars 0 .5 in . (12.5 mm) in
diameter by 36 in . (100 cm) long spaced at intervals of 30 to 40 in. (75 to 100 cm) are most commonly used.
Example 7:
Same pavement as Example 6. Determine the diameter, spacing, and
length of the tie bars required, as shown in Figure 3.18.
Solution:
Assume fs = 27,000 psi (186 MPa).
With L' = 12 ft = 144 in. (3 .66 m), from Eq . 3.34,
AS = 0 .0868 × 8 × 144 × 1 .5/27,000 = 0.00556 in.2/in .
If No.4 (0 .5 in) bars are used, from Table 3.1., the cross-sectional area
of one bar is 0.2 in.2.
The spacing of the bar = 0.2/0.00556 = 36 in. (914 mm). Figure 3.18. Example 7.
Assume that v = 350 psi , from Eq. 3.35, t = 0.5 × 27,000 × 0 .5/350 = 9 .3 in. (353 mm).
After adding 3 in. (76 mm), t = 19 .3 + 3 = 22.3 in . (use 24 in. or 610 mm) . The design selected is No. 4 deformed bars,
24 in . (610 mm) long and 3 ft (0 .9 m) on centers.
Thank you for your
attention

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Rigid Pavement

3. Rigid Pavement ......................................................................(2 Weeks)

-----------3.17 For a Poisson ratio (µ) of 0.15 and in terms of base-10

b = a when a 1.724h or -----------3.19

3.2.2.3. Stress and Deflection Due to edge Load

H.W. :Drive the Equation 3.29.

Figure 3.12.Method for converting duals into a

Figure 3.13. Example 3.

3.2.4. Stresses Due to Subgrade Friction.

Note: The steel is usually placed at Table 3.1.

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