Stresses in Rigid Pavements

1
Rigid Pavement -
Characteristics
 Rigid pavement consists of relatively thin slab poured on a
sub-grade or base course.
 Modulus of elasticity of concrete slab is much greater than
that of foundation material, so slab itself carries major load.
 Stresses are transferred by a slab action.

2
Stresses in Rigid Pavement
 Causes of Stresses in Rigid Pavement
 Moving wheel loads
 Cyclic changes in temperature (warping and shrinkage or
expansion)
 Changes in moisture
 Volumetric changes in sub-grade or sub-base
 These changes tends to deform the slab and causes stresses
of varying intensity.

3
Stresses in Rigid Pavement
 In analysis of Rigid Pavement following stresses are
considered:
1. Stresses due to loading
2. Stresses due to temperature changes (Curling)
3. Stresses due to friction
4. Stresses due to joint opening
5. Combination of stresses

4
Stresses due to Loading
 Three methods for determining Stresses and Deflections due
to loading:

1. Closed form solutions (Westergaard – single-wheel load)

2. Influence charts (Picket & Ray, 1951 – multiple-wheel load)
3. Finite Element (FE) solutions

5
Stresses due to Loading
 Parameters considered for Stress estimation due to load:

1. Wheel load
2. Slab thickness
3. Properties of concrete (E, poisson’s ratio)

4. Properties of Subgrade/Sub-base
5. Radius of relative stiffness of slab to subgrade (l) (Depends on
properties of concrete and foundation/ subgrade)

6
Stresses due to Loading
 Westergaard’s Stress Analysis:
 Westergaard gave a systematic approach for design of rigid
pavement.
 Stresses at critical locations on rigid pavements were
determined due to load applications.

7
Stresses due to Loading
 Assumptions made by Westergard:
1. Cement concrete slab acts as a thin plate resting on elastic
subgrade soil.

2. Cement concrete slab is homogenous, isotropic and has

uniform properties.

8
Stresses due to Loading
 Assumptions made by Westergaard:
3. Slab is uniform in thickness
4. Subgrade soil acts as dense liquid and has no shear strength
(Winkler foundation)
5. All forces act normal to the surface.
6. The semi-infinite foundation has no rigid bottom.

9
Stresses due to Loading
 Loading Conditions considered by Westergaard:
 Westergaard considered the three most critical loading
positions, the interior (also called center), edge, and corner.
 He derived equations for computing the critical stresses and
deflections for loads placed at the edge, corner and center,
respectively.

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Stresses due to Loading
 Loading Conditions considered by Westergaard:
 Interior Loading - when the load is applied at a “considerable
distance from the edge”.

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Stresses due to Loading
 Loading Conditions considered by Westergaard:
 Corner Loading – when load application is located on the
“corner touching the two corner edges of the slab”.

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Stresses due to Loading
 Loading Conditions considered by Westergaard:
 Edge Loading - when “the wheel is at the edge of the slab,
but at a considerable distance from any corner.”

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Stresses due to Loading
 Modulus of Subgrade Reaction (K):
 Westergaard considered the rigid pavement slab as a thin
elastic plate resting on soil sub-grade, which is assumed as a
dense liquid.
 The upward reaction is assumed to be proportional to the
deflection.
 i.e. p = K*Δ
 p= pressure; Δ = deflection
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Stresses due to Loading
 Modulus of Subgrade Reaction (K):

Setup for Plate Load Test

15
Stresses due to Loading
 Modulus of Subgrade Reaction (K):
 Base on this assumption, Westergaard defined a modulus of
sub-grade reaction K in kg/cm3
K = p/Δ
 where Δ = displacement level taken as 0.125 cm;
p = pressure sustained by the rigid plate of 750 mm diameter
at a deflection of 0.125 cm.

16
Stresses due to Loading
 Modulus of Subgrade Reaction (K):

K750 = K (1.21  +0.078)

17
Stresses due to Loading
 Equivalent Radius of Resisting Section (b):
 When the interior point is loaded, only a small area of the
pavement is resisting the bending moment of the plate.
 Westergaard's gives a relation for equivalent radius of the
resisting section in cm in the equation

18
Stresses due to Loading
 Radius of Relative Stiffness of slab to subgrade (l):
 A concrete pavement slab under .

19
Stresses due to Loading
 Radius of Relative Stiffness of slab to subgrade (l):
 A certain degree of resistance to slab deflection is offered by
the sub-grade.
 The sub-grade deformation is same as the slab deflection.
 Hence the slab deflection is direct measurement of the
magnitude of the sub-grade pressure.

20
Stresses due to Loading
 Radius of Relative Stiffness of slab to subgrade (l):
 This pressure deformation characteristics of rigid pavement lead
Westergaard to the define the term radius of relative stiffness l in
cm

 where E = modulus of elasticity of cement concrete in kg/cm2

(3.0*105), μ = Poisson's ratio of concrete (0.15), h = slab thickness in
cm, K = modulus of sub-grade reaction (kg/cm3)

21
Stresses due to Loading
 Westergaards Stress Equations:
 Stress & Deflection at Interior Loading (tensile stress at the slab
bottom) –

For μ = 0.15

Δi

22
Stresses due to Loading
 Westergaards Stress Equations:
 Stress at Interior Loading –
 Where, σi = Stress at interior (kg/cm2),

Δ i = deflection (cm),
l = relative stiffness (cm),
b = equivalent radius of the resisting section (cm),
A = radius of wheel (cm),
k = modulus of sub-grade reaction (kg/cm3),
μ = poissons ratio, P = Wheel load (kg),
23
Stresses due to Loading
 Westergaards Stress Equations:
 Stress & Deflection at Corner Loading (tensile stress at the top) –

σc

Δc
 The distance from the corner at which the maximum stress occurs =
2.38(al)

24
Stresses due to Loading
 Westergaards Stress Equations:
 Stress & Deflection at Edge Loading (tensile stress at the slab
bottom) –
 For μ = 0.15

σe log

Δe

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Stresses due to Loading –
Single Wheel Load
 Example: Calculate the stresses and deflection at interior, edge and
corner of a cement concrete pavement by westergaard’s stress
equation. Use following data :
 Axle load = 10200 kg (P = wheel load = Axle load/2)
 Poisons ratio = 0.15
 Modulus of elasticity of concrete = 3*10^5 kg/cm2
 Tyre pressure = 6.5 kg/cm2
 Pavement thickness = 20 cm.
 Modulus of subgrade reaction = 8.5 kg/cm3
26
Stresses due to Loading –
Dual Wheel Load
 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.

27
Stresses due to Loading –
Dual Wheel Load
 If the total load is the same but the contact area of the circle
is equal to that of the duals, as has been frequently assumed
for flexible pavements, the resulting stresses and deflection
will be too large.
 Therefore, for a given total load, a much larger circular area
should be used for rigid pavements .

28
Stresses due to Loading –
Dual Wheel Load
 For analysis larger area has been considered, as indicated by
the hatched area shown in the figure which is equal to the
contact area of the duals plus the area between the duals.

29
Stresses due to Loading –
Dual Wheel Load
 Calculating the circular area of dual wheels :

 If Wd is the load on one tire and t is the contact pressure,

Area of each tire = Wd/t

Area = (0.3L)2 + (0.4L)*(0.6L) = 0.5227L2

L = (Wd/0.5227t)

The area of an equivalent circle is

a2 = 2 (0.5227L2) + (Sd-0.6L)*L

W W

t t 30
Stresses due to Loading –
Dual Wheel Load
 Example: Determine the maximum stresses at interior, edge
and corner region using Westergards formulas, if 5100 kg of
wheel load is applied on a set of dual wheel loads spaced at
35 cm on centre's as shown in figure.

2550 kg
35 cm 6.3 kg/cm2
2550 kg

h = 18 cm E = 3*105 kg/cm3
K = 8.5 kg/cm3 μ= 0.15

31
Stresses in Rigid Pavement
 In analysis of Rigid Pavement following stresses are
considered:
1. Stresses due to loading
2. Stresses due to temperature changes (Curling)
3. Stresses due to friction
4. Stresses due to joint opening
5. Combination of stresses

32
Stresses due to Temperature
During the day

During the night

33
Stresses due to Temperature

34
Stresses due to Temperature
 During the day, when the temperature on the top of the slab is
greater than that at the bottom, the top tends to expand with
respect to the neutral axis, while the bottom tends to contract.
 However, the weight of the slab restrains it from expansion and
contraction ; thus, compressive stresses are induced at the top,
tensile stresses at the bottom .

35
Stresses due to Temperature
 At night, when the temperature on the top of the slab is lower than
that at the bottom, the top tends to contract with respect to the
bottom ; thus, tensile stresses are induced at the top and
compressive stresses at the bottom.

36
Stresses due to Temperature
Stress at Interior –

Where, σx = temperature stress in x direction

Cx = Bradbury coefficient in x direction based on Lx/l
Cy = Bradbury coefficient in y direction based on Ly/l
∆t = Temperature difference between top and bottom of slab in °C
= °C per cm slab thickness
a = coefficient of thermal expansion = 10*10-6/ °C
37
µ = poisson’s ratio
Stresses due to Temperature

38
Stresses due to Temperature

39
Stresses due to Temperature
Stress at Edge –

Which ever is higher

40
Stresses due to Temperature
Stress at Corner –

41
Stresses due to Temperature
Example:
Calculate the warping stresses at interior, edge and corner
in a 30 cm thick concrete pavement with transverse
joint at 12m interval and longitudinal joints at 3.5 m
interval. The pavement was subjected to a temperature
differential of 0.8°C per cm slab thickness. Assume tyre
pressure as 6.5 kg/cm2 and wheel load as 5100 kg.
Take K = 6.9 kg/cm3,  = 10*10-6/ °C, µ = 0.15, E =
3*105 kg/cm2
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Stresses due to Friction
 Stresses also develop in the rigid pavements due to uniform
temperature changes that cause the slab to expand or
contract.
 The slab tends to move from both ends toward the center,
but the sub-grade prevents it from moving; thus, frictional
stresses are developed between the slab and the sub-grade.

43
Stresses due to Friction
 The volume change caused by the variation of temperature has two
important effects on concrete:
1. It induces tensile stresses and causes the concrete to crack.

2. It causes the joint to open and decreases the efficiency of load

transfer.

44
Stresses due to Friction
 The amount of friction depends on the relative movement,
being zero at the center where no movement occurs and
maximum at some distance from the center where the
movement is fully mobilized.

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Stresses due to Friction
 The friction between a concrete slab and its foundation
causes tensile stresses
 in the concrete,
 in the steel reinforcements if any, and
 in the tie bars.

 For plain concrete pavements, the spacing between

contraction joints must be so chosen that the stresses due to
friction will not cause the concrete to crack.

46
Stresses due to Friction
 For longer joint spacing's, 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.

47
Stresses due to Friction
 The tensile stress in the concrete is greatest at the center and can
be determined by equating the frictional force per unit width of
slab, Wc*h*fa*L/2 , to the tensile force f*h, as shown

f*h = Wc*h*fa*L/2

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Stresses due to Friction
 Friction stress can be calculated using following equation :
W
f

 Where, σf = friction stress in the concrete (kN/m2),

Wc = unit weight of the concrete (kN/m3 ),

L = length of the slab (m), and

fa = average coefficient of friction between slab and

subgrade, usually taken as 1.5

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Stresses due to Friction
 Determine the stress due to friction in concrete pavement with joint
spacing of 9 m, coefficient of friction as 1.5 and weight of concrete
as 7.08 kN/m2.Slab thickness is 30cm.

W
f

Solution:
 σ = (23.6*9*1.5)/2 = 159.3 kN/m2

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Combination of Stresses
 Wheel Load Stresses –
Edge Stress > Corner Stress > Interior Stress
 Warping Stresses –

Interior Stress > Edge Stress > Corner Stress

 The combination of stresses is generally considered to be
critical at Edge region and also checked for corner region.

51
Combination of Stresses
Load Stress Warping Stress Frictional Stress

C or E>I I>E>C --

Tension Bottom Day Time : Slab Expansion :

Interior
Compression Bottom
Tension Bottom

Tension Bottom Night Time : Slab Contraction :

Edge
Tension Bottom
Tension Top Corner Tension Top

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Combination of Stresses
 In Summer Season:
 In summer season the average temperature is higher and it
results in the overall expansion of the slab. This induces the
frictional stresses which will be compressive so as to restrict
the expansion. That means when it tries to expand, friction
will try to contract it or restrict the expansion. That makes it
to induce the compressive stress.

53
Combination of Stresses
 In Summer Season:
 In the after mid-noon hours in summer season, the
temperature at the top layer will be higher as compare to the
bottom layer. That will make the slab to tend to warp in
downward direction. Under the self weight of the slab
warping will be restricted and therefore will result in the
warping tensile stress in the bottom layer.

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Combination of Stresses
 In Summer Season:
 Now, at the edge region the traffic load stress of tensile nature is
also induced and that is where the critical load combination is
formed.
 Critical stress combination (At the edge, bottom fibre, day time)  
= Traffic stress + Warping stress - frictional stress.

During Night time : Load (T) and Warping (C) - Compensates

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Combination of Stresses
 In Winter Season:
 In the after mid-noon hours in winter season again, traffic load stress
and the warping stresses will be tensile in the bottom layer.
 Also, the frictional stresses will be tensile because, there is overall
contraction of the pavement due to lower average temperature and
therefore friction will act along the tensile direction.
 So, the Critical stress combination (At the edge, bottom fibre, day
time)  = Traffic stress + Warping stress + frictional stress.

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Combination of Stresses
 At the corners the critical load combination is that of the traffic load
and the warping stress at the top layer at the mid-night hours.
 In the night the temperature at the bottom layers will be higher as
compare to the temperature at the top layers so, there will be
upward warping. That will induce tensile warping stress at the top
layer.
 So, Critical stress combination (At the corner, top fibre, night time)
 = Traffic stress + Warping stress 

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Combination of Stresses -
Example
 A C.C. pavement slab of thickness 18cm is constructed over a
granular subbase. A plate load test using a 30 cm dia. Plate was
conducted to determine modulus of sub-grade reaction. The load
value obtained was 1490 kg corresponding to the deflection of 1.25
mm.
The maximum temperature difference between the top and bottom
of slab during summer day and night is found to be 20ºC. The
spacing between the transverse contraction joint is 4.5m and that
between longitudinal joint is 3.75m.

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Combination of Stresses -
Example
The design wheel load is 4200 kg, radius of contact area is 15 cm, E
value of CC is 3*105kg/cm3, μ is 0.15, coefficient of thermal
expansion of cc is 10*10-6 per °C.

Calculate the combination of maximum stresses developed at the

edge and corner region of the cc slab.

59
Yuang

60
Steel Stresses
 Steel is used in concrete pavements as reinforcements, tie bars,
and dowel bars.

 The design of longitudinal and transverse reinforcements and of

the tie bars across longitudinal joints is based on the stresses due
to friction.
61
Steel Stresses -
Reinforcements
 Reinforcements (Temperature Steel) :
 Wire fabric 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 :
i. to increase the joint spacing and to tie the cracked concrete
together,
ii. maintain load transfers through aggregate interlock.
62
Steel Stresses -
Reinforcements
 Reinforcements :
 When steel reinforcements are used, it is assumed that all
tensile stresses caused by shrinkage and contraction due to
temperature or moisture changes are taken by the steel
alone (i.e. f*h will be replaced by Sst*As)

 Maximum tensile stress in steel occurs in the middle of slab

where the crack occurs. Steel reinforcement is designed for
such critical locations.
63
Steel Stresses -
Reinforcements
 Reinforcements :
 However, practically same amount of steel reinforcement is
provided through out the slab.
 To have maximum advantage of steel reinforcement, major
part of the weight should be in longitudinal direction which
has the greatest dimension of slab. The longitudinal bars
should thus be heavier and more closely spaced than the
cross bars.

64
Steel Stresses -
Reinforcements
 Reinforcements :
 The following standard practices on wire sizes, spacing's, laps, and
clearances are recommended :

1. To provide opening between wires to permit placement and

vibration of concrete, the minimum spacing between wires should
not be less than 10 cm.
2. The maximum spacing should not be greater than 30 cm between
longitudinal wires and 60 cm between transverse wires.

65
Steel Stresses -
Reinforcements
 Reinforcements :

3. The end lap should not less than 30 cm. The side laps should
not less than 15 cm.
4. The depth of reinforcement from the top of slab should not
be less than 5-6 cm or more than mid-depth .

66
Steel Stresses -
Reinforcements
f*h = Wc*h*fa*L/2
 Reinforcements : Xh

 As = Area of steel in cm2 required per m width or length of slab

 Ld = distance (m) between free transverse joints (for longitudinal steel) or free
longitudinal joints (for transverse steel)
 f = coefficient of friction between pavement and sub-base/base (usually 1.5)
 W = Unit Weight of the slab (kg/m3)

 Sst = allowable working stress in steel in kg/cm2 (usually 50 -60 % of minimum

yield stress of steel)
 h = slab thickness in (m)
67
Steel Stresses -
Reinforcements
 Yield stress: When a specimen is loaded beyond the
elastic limit the stress increases and reach a point at
which the material starts yielding this stress is called
yield stress.
 Ultimate stress: Ultimate load is defined as
maximum load which can be placed prior to the
breaking of the specimen. Stress corresponding to
the ultimate load is known as ultimate stress.
A -Elastic Limit
B - Upper Yield Stress
 Working stress: Working stress = Yield stress/Factor C - Lower Yield Stress
D -Ultimate Stress
of safety. E -Breaking Stress

68
Example on Temperature
Steel
 Determine the wire fabric required for a four-lane concrete
pavement, 250 mm thick, 20 m long, and 14 m wide, with a
longitudinal joint at the center, as shown in Figure.

Given : Sst = 180 MPa; density of concrete = 2.3 g/cc; f = 1.5

h = 250 mm

14 m

69
20 m
Example on Temperature
Steel
Xh
Solution :

 Sst = 180 MPa = 180 MN/m2 = 1800 kg/cm2

 Density of concrete = 2.3 g/cc = 2300 kg/m3

 Area of Longitudinal Steel =As=(20*1.5*2300*0.25) / (2*1800)

As = 4.8 cm2 / m... Longitudinal steel

 Area of Transverse Steel =As=(7.0*1.5*2300*0.25) / (2*1800)

As = 1.7 cm2 / m... Transverse steel

70
Example on Temperature
Steel
Solution :

 As = 4.8 cm2 / m... Longitudinal steel

 As = 1.8 cm2 / m... Transverse steel

 Provide 10 mm dia bars at 15 cm centre giving area of 5.23 cm2

/ m longitudinal steel
 Provide 8 mm dia bars at 25 cm centre giving area of 2.009 cm2
/ m transverse steel

(c/s area of  10 mm bar = 0.785 cm2)

Spacing = c/s area of bar / As =
71
0.785*100/4.8 = 16.35 cm = 15 cm
 Design of Joints
•Design of Tie bars
•Design of Dowel bars
•Design of Spacing of joints

72
Design of Tie Bars
 Tie bars are placed across the longitudinal joint to :

i. tie the two slabs together so that the joint will be tightly
closed, and
ii. the load transfer across the joint can be ensured.

73
Design of Tie Bars
 Diameter and Spacing of Tie Bar:
w
Xh

 As = Area of steel (cm2) required per m width or length of joint

 Lw = Lane width (m)

 f = coefficient of friction between pavement and sub-base/base (usually 1.5)

 W = unit Weight of the slab (kg/m3)

 Sst = allowable working stress in steel in kg/cm2 (usually 50-60 % of minimum yield
stress of steel)
 h = slab thickness (m)
74
Design of Tie Bars
 Length of Tie Bar:

 L = Length of tie bar (mm)

 Acs = Cross- sectional area of one tie bar (mm2)

 Ptb = Perimeter of tie bar (mm)

 Sst = allowable working stress in steel (kg/cm2) (usually 50-60 % of minimum yield
stress of steel)
 B = allowable bond stress of concrete (kg/cm2)

= 24.6 kg/cm2 for deformed bars

= 17.5 kg/cm2 for plain bars

75
Design of Tie Bars
 Standard Practice for Tie Bars (As per IRC 58 – 2015):
 To permit warping at the joint, the maximum diameter of tie bars
may be limited to 16 mm, and to avoid concentration of tensile
stress they should not be spaced more than 75 cm apart.
 The calculated length L, may be increased by 50 to 80 mm to
account for any inaccuracy that may occur in the placement during
constructions.

76
Design of Tie Bars
 Standard Practice for Tie Bars (As per IRC 58 – 2015):

77
Example on Design of Tie Bar
 Design the tie bars required for a two-lane concrete pavement, 250
mm thick, 20 m long, and 7.5 m wide, with a longitudinal joint at
the center, as shown in Figure.

Given : Sst = 180 MPa; density of concrete = 2.3 g/cc; f=

1.5, Maximum permissible bond stress = 1.75 Mpa (Plain
Bars) and 2.4 Mpa (Deformed Bars)
h = 250
mm
7.5 m

78

20 m
Example on Design of Tie Bar
Solution : Xh

Diameter and Spacing of Tie Bar :

 Sst = 180 MPa = 180 MN/m2 = 1800 kg/cm2 (c/s area of  10 mm bar
= 0.785 cm2)
 Density of concrete = 2.3 g/cc = 2300 kg/m3 Spacing = c/s area of bar / As
= 0.785*100/1.79 = 43.85 cm
 Lw = 7.5/2 = 3.75 m ; f = 1.5 = 40 cm

 Area of Tie Bar = As = (3.75 * 1.5 * 2300 * 0.25 ) / 1800

As = 1.79 cm2 / m length of joint

Assuming 10 mm bar, spacing = 40 cm, As = 1.96 cm2 / m.

79
Example on Design of Tie Bar
Solution :
Length of Tie Bar :

 Sst = 1800 kg/cm2

 Acs = 0.785 cm2 (10 mm dia.)

 Ptb =  * d = 3.142 cm (10 mm dia.)

L = (2 * 1800 * 0.785) / (17.5 *3.142) = 51 cm for plain bars

=(2 * 1800 * 0.785) / (24.0 *3.142) = 38 cm for deformed bars
Length can be placed as 55 cm and 40 cm for plain and deformed bars
respectively considering addintional margin for inaccuracy in placing.
80
Example on Design of Tie Bar
Solution :

Assuming 10 mm bar, spacing = 40 cm, with As = 1.96 cm2 / m length

of joint.
Length can be placed as 55 cm and 45 cm for plain and deformed bars
respectively considering addintional margin for inaccuracy in placing.

81
Design of Dowel Bars (IRC
58:2015)
 Dowel bars are usually used across a transverse joint to transfer the
loads to the adjoining slab.
 The stress and deflection at the joint are much smaller when the
loads are carried by two slabs, instead of by one slab alone .
 The use of dowels can minimize faulting and pumping.

82
Design of Dowel Bars (IRC
58:2015)
 The use of dowels can minimize faulting and pumping.

A difference in elevation across a joint or

crack - fault

83
Design of Dowel Bars (IRC
58:2015)
 The design (spacing, diameter and length) depends on the bearing
stress of concrete and dowel bar.
 Larger diameter dowel bars are found to provide better
performance.
 If the actual bearing stress in dowel bar < allowable bearing stress
in concrete, the design is safe and acceptable.

84
Design of Dowel Bars (IRC
58:2015)
 Maximum bearing stress (Fbmax) in the dowel bar is given by:

Where, kmds = modulus of dowel support, MPa/m

Pt = load transferred by design dowel bar, kN

z = joint width (5 mm for contraction joint and 20 mm for expansion

joint) (mm)

Ed = modulus of elasticity of the dowel bar, MPa

85
Id = moment of inertia of the dowel = (* bd ^4)/64 mm4
Design of Dowel Bars (IRC
58:2015)
 Maximum bearing stress (Fbmax) in the dowel bar is given by:

Where,  = relative stiffness of the bar embedded in concrete (mm-

1
)

bd = diameter of dowel bar (mm)

86
Design of Dowel Bars (IRC
58:2011)
 The load transfer by a dowel bar is assumed to be 40% of wheel load.
 Dowel bars on either side upto a distance of (1* ℓ) radius of relative
stiffness (ℓ), from the point of load application are effective in load transfer.
 Number of dowel bars participating in load transfer when wheel load is just
over the dowel bar close to the edge of the slab = 1 + (ℓ/s); ℓ & s in mm

87
Design of Dowel Bars (IRC
58:2011)
 Load transferred by design dowel bar (Pt)

= (Wheel load * 0.4) / LTF

 Assuming that the load transferred by the first dowel Pt and that the
load on dowel bar at a distance of ℓ from the first dowel is zero,
 Load transfer factor (LTF) = 1 + (ℓ – s)/(ℓ) + (ℓ – 2s)/(ℓ) +…. (ℓ – ns)/(ℓ)
……….(till ℓ < n*s) (depends on value of 1*l), where s = spacing of
dowel bar (mm)

88
Design of Dowel Bars (IRC
58:2011)
 Allowable bearing stress in concrete is calculated as:

Where, Fb = allowable bearing stress in concrete (MPa),

fck = characteristic compressive strength of concrete (MPa) (90 days)

fck (90 days) = 1.1* fck (28 days)

(For M 40 concrete = 40 Mpa-28 days; 44MPa -90 days)

bd = diameter of dowel bar (mm)

 If the allowable bearing stress in dowel bar < allowable bearing stress in 89
Design of Dowel Bars (IRC
58:2011)
 Assume the diameter, spacing and length of dowel bars as per the slab
thickness given in following table (As per IRC 58:2011):

90
Example of Design of Dowel
Bars
 Design the arrangement of dowel bars for following concrete pavement
to be provided at expansion joint :
i. Pavement thickness = 350 mm
ii. Maximum single axle (single wheel) load = 102 kN
iii. Joint width = 20 mm (Expansion joint), 8 mm (contraction joints)
iv. Modulus of subgrade reaction = 80 MPa/m
v. Radius of relative stiffness = 1058 mm
vi. E for dowel bar = 2.2*105 MPa
vii. Modulus of dowel support = 415000 MPa/m
viii. Concrete grade = M 40
91
Example of Design of Dowel
Bars
 Sol.
Allowable bearing stress in concrete

Maximum bearing stress (Fbmax) in the dowel bar

(Pt) = (Wheel load * 0.4) / LTF

(LTF) = 1 + (ℓ – s)/(ℓ) + (ℓ – 2s)/(ℓ) +….
(ℓ – ns)/(ℓ) ……….(till ℓ < n*s)

92
 Design of Joints
•Design of Tie bars
•Design of Dowel bars
•Design of Spacing of joints

93
Design of Spacing of joints
 Joints are the discontinuities in the concrete pavement slab –
surface layer.
 Joints to release stresses due to temperature variation, subgrade
moisture variation, shrinkage of concrete etc.
 Types of Joints:

1. Contraction Joint

2. Construction Joint
3. Expansion Joint

4. Warping Joint
94
Rigid Pavement - Joints

Location of joints in concrete pavement

95
Design of Spacing of joints
 Spacing of Contraction Joints :
 The slab contracts due to fall in slab temperature below the
construction temperature.
 Also during initial curing period shrinkage occurs in cement
concrete resulting in contraction.
 This movement is restricted by friction between the bottom of slab
and subgrade.
 IRC recommends the maximum spacing of contraction joints as 4.5
m.
96
Design of Spacing of joints
 Spacing of Contraction Joints :
 When Reinforcement is not Provided:

 Length of slab to resist frictional drag is given by:

Where, Lc = Spacing of contraction joints (m)

σf = Frictional stress in slab (Kg/cm2)

W = unit weight of cement concrete (2300 kg/m3)
f = coefficient of friction (1.5)
97
Design of Spacing of joints
 Spacing of Contraction Joints :
 When Reinforcement is Provided:

 Length of slab to resist frictional drag is given by:

2

Where, Lc = Spacing of contraction joints (m)

Ss = allowable tensile stress in steel (1400 kg/cm2)

W = width of pavement (slab) (m)
h = slab thickness (m)
98
As = Area of steel across the slab width (cm )
2
Design of Spacing of joints
 Spacing of Expansion Joints :
 The purpose of the expansion joint is to allow the expansion of the
pavement due to rise in temperature with respect to construction
temperature.
 IRC recommends the spacing of expansion joints upto 140 m.
 Maximum expansion (δ) is half the expansion joint gap in
pavement.

99
Design of Spacing of joints
 Spacing of Expansion Joints :
 The spacing of expansion joint is given as :

-
 Where , δ = maximum expansion in slab (cm)

 = coefficient of thermal expansion of concrete (per °C)

T2 – T1 = Temperature difference = Max. Temp. – Laying Temp.

100
9.Example of Design of Joint
Spacing
 Determine the spacing of expansion joint for a cement concrete
pavement slab having width 4m and thickness 20cm, using following
data:
i. Width of expansion joint = 20 mm
ii. Laying temperature = 15°C, Max. slab temperature during summer = 50°C
iii. Coefficient of thermal expansion = 10*10-6 per °C , f =1.5

101
10. Equations to Remember
1. a2 = 2 (0.5227L2) + (Sd-0.6L)*L

2. K750 = K (1.21  +0.078)

3. Tie bar diameter = 8 – 16 mm
4. Load transfer factor (LTF) = 1 + (ℓ – s)/(ℓ) + (ℓ – 2s)/(ℓ) +…. (ℓ – ns)/(ℓ)
5. Number of dowel bars participating in load transfer = 1 + (ℓ / s)
6. fck (90 days) = 1.1* fck (28 days)
7. Dowel bar diameter = 25-38mm; length = 360-500mm; Spacing = 300mm

W
f
102
10. Example on Design of
Joints
 A two-lane reinforced concrete pavement is to be constructed having 300
mm thickness, with a longitudinal joint at the center and transverse joint
at 5 m interval. Following design parameters are given:

1. Sst = 180 MPa;

2. Density of concrete = 2.3 g/cc;

3. f = 1.5,
4. Maximum permissible bond stress = 1.7 Mpa (Plian Bars) and 2.45 Mpa
(Deformed Bars)
5. Maximum single axle load = 100 kN

103
Example on Design of Joints
6. Joint width = 25 mm (Expansion joint), 10 mm (contraction joints)
7. Modulus of subgrade reaction = 80 MPa/m
8. Radius of relative stiffness = 1063 mm
9. E for dowel bar = 2.3*105 MPa
10. Modulus of dowel support = 415000 MPa/m
11. Concrete grade = M 40
Design the following and draw neat sketch showing the details:
12. Details of tie bars
13. Details of dowel bars

14. Details of reinforcement

104
15. Spacing of Contraction and expansion joint.
END
105
Stresses due to Loading
 Loading Conditions considered by Westergaard:
 Edge Loading - when “the wheel is at the edge of the slab,
but at a considerable distance from any corner.”
 Two possible scenarios were considered:
(1) a circular load with its center placed a radius length from
the edge, and
(2) a semicircular load with its straight edge in line with the
slab.
106
Stresses due to Loading

Edge Load Position

considered by Westergaard

107
Stresses due to Loading
 Westergaards Stress Equations:
 Stress & Deflection at Edge Loading –
 For the case of semi-circular loading, with μ = 0.15

σe log

Δe

108
Stresses due to Loading
 Westergaards Stress Equations:
 Stress & Deflection at Edge Loading (tensile stress at the slab
bottom) –
 For the case of circular loading, with μ = 0.15

σe log

Δe

109
Stresses due to Loading
 Westergaards Stress Equations:
 Stress & Deflection at Edge Loading –
 For the case of semi-circular loading, with μ = 0.15

σe log

Δe

110
Stresses due to Loading
 Limitations of Westergards Theory:

1. Stresses and deflections can be calculated only for the specific

interior, edge and corner loading conditions;

2. Effects of finite dimensions of actual pavement slabs are not

considered;
3. Load transfer across joints or cracks is not considered;

111
Stresses due to Loading
 Limitations of Westergards Theory:

4. The solutions were derived based on thin-slab theory,

ignoring the transverse shear deformation that exists in actual
pavement slabs;
5. The Winkler foundation adopted does not take into account
the additional support provided by the surrounding sub-base
and sub-grade;
6. Multiple wheel loads cannot be considered.

112