Professional Documents
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NCPA Concrete Paving Workshop
NCPA Concrete Paving Workshop
Jan 21‐22 2014
Brandon Varilek, PE
Pavement Design Engineer, NDOR
Dowel and Tie Bars – Roadway Construction
Basics
Benefits
History @ NDOR
Design
Construction
Dowel and Tie Bars ‐ PCC Repairs
Design
Construction
Dowel and Tie Bars ‐ Parking Lots
Design
Round, smooth, epoxy coated steel
Placed Mid‐Depth across Transverse Joints
Transfers Load while allowing joint to open
Reduce or eliminates faulting and corner cracks
Dowels – Transverse Joint
Deformed, epoxy coated steel
Placed mid‐depth across longitudinal joints
Prevents lane separation and differential deflection
Reduces transverse cracks
Ties – Longitudinal Joint
Non‐Doweled joint
Non‐Doweled joint
Doweled joint
Interstate 80
11 years old Doweled joint
4600 trucks/day
No faulting
Smith et al. 1990 ‐ Dowels increase the initial cost
between 5 & 8 percent, but increase the load
carrying capacity over 100 percent
Gharaibeh and M.I. Darter 2001 ‐ The use of dowel
bars increases the initial pavement life by about 60
percent and results in similar total Life Cycle Cost
reduction
Non‐Tied joint
Non‐Tied joints
Differential Settlement
Lane Separation
Tied joint
Tied joint
Hwy 50
58 years old
165 trucks/day
No separation or
differential settlement
Dowels
Reference to dowels in 1937 spec book
Expansion joints in 50’s (JPCP) & 60’s (RCP)
All contraction joints beginning 99 (JPCP)
Retrofit of existing in 2000
Tie Bars
Reference to reinforcement steel in 1937 spec book
Placement in new PCC since 50s
Retrofit of existing (cross stitching) since 2000
Standard Plan 329‐R9, 8 to 16 Inch Concrete Pavement
Diameter
1 ¼” for 8‐9” PCC
1 ½” for > 10” PCC
Consistent w/PCA guidance
AASHTO: 1/8*T
Length: 18”
Spacing: 12”
Min 8” PCC Depth
Depth: T/2 + 1/2”
Alignment: Perp. + ¼”
Standard Plan 329‐R9, 8 to 16 Inch Concrete Pavement
Diameter
5/8” (No. 5 Bars) for 6”‐ 10” PCC
3/4” (No. 6 Bars) for >10” PCC (Bent bars remain No. 5)
Length
18” when drilled into existing PCC
30” when placed in new PCC
Spacing – 33”
Depth: T/2
Design based on Area of Steel Calculations
Area of Steel Calculation, As (Subgrade Drag Theory)
As=(Lslab * Dfe * Hpcc * W * F)/fs
As = total area of steel for given slab length Dfe Hpcc
Lslab = length of slab, in
Dfe = distance to closest free edge (slab width), in Lslab
Hpcc = slab thickness, in
W = density of concrete (0.0868), lb/in3
F = coefficient of friction at slab‐base interface (unbound base: 1.5)
fs = allowable stress in steel (2/3 yield strength), psi
Required tie bar spacing, JTB
JTB=(Lslab * as )/ As
as = cross sectional area of tie bar = ߨ ݎଶ , in2 as
Concrete Pavement Joints, FHWA Tech Advisory T5040.30
15’ joint spacing 9‐12” pavement depth
#4 & #5 bars Granular Base
base
Dowel Bars
Dowel bar baskets
Dowel bar inserter (DBI)
Dowel bar retrofit of existing
Tie Bars
Tie bar inserter
Chairs
Drilled and grouted
Cross stitching of existing
Dowel Bar Baskets
Dowel Bar Inserters
Cut slots in wheel path
Break/Chip concrete out
Clean slots
Insert dowels w/foam board
Fill slots w/high strength grout
Diamond grind
Cut slots in wheel path
Break/chip concrete out
Clean slots
Insert dowels w/foam board
Overfill Fill slots w/high strength grout
Diamond grind
Considerations
Ensure foam board does not move
Need good consolidation of grout
No DBR of PCC w/material defects (Alkali Silica Reaction)
Displaced Foam ASR Staining @ Joints
Tie Bars
Machine placed
Inserter ‐ Straight Ties
Jammer – Bent Ties
Tie Bars
Chairs
Drilled and grouted
Chairs
Cross Stitching
Special Plan 38512
Drill 1” holes at 35° and 24” spacing, alternating sides
Fill holes w/grade 3 epoxy
Insert #5 epoxy coated bars
Minimum 8” PCC depth
Stitched Joint
Bars missing or misplaced
Poorly adjusted equipment
Damaged baskets
Inadequate basket anchoring
Misplaced saw cut
Misplaced Dowels
Bars missing or misplaced
Poorly adjusted equipment
Damaged baskets
Inadequate basket anchoring
Misplaced saw cut
Misplaced Ties
Poor consolidation around bars Voids
Poorly adjusted equipment
Stiff mix (delays)
High tie bar
Low saw cut
Dowel and Tie Bars – Roadway Construction
Basics
Benefits
History @ NDOR
Design
Construction
Dowel and Tie Bars ‐ PCC Repairs
Design
Construction
Dowel and Tie Bars ‐ Parking Lots
Design
NDOR Special Plan 38502
No Dowel or Tie
Tie
Dowel
Traffic Flow
Minimum 4’x4’ full depth repairs
Tying across new joint
Crack from locked joint
Cut unnecessary joint
No steel, free joint
Premature failure due to dowel/tie placement
Significant spalling of repair
Damage to existing following repair
Dowel and Tie Bars – Roadway Construction
Basics
Benefits
History @ NDOR
Design
Construction
Dowel and Tie Bars ‐ PCC Repairs
Design
Construction
Dowel and Tie Bars ‐ Parking Lots
Design
Dowels
Not needed for most applications
Low speed
Low truck volumes
Exceptions: poor subgrade and/or heavy truck use
Ties
Sized similar to roadway applications
Placed in 1st longitudinal joint from edge only
Interior slabs confined by surrounding slabs
Additional ties restrict movement, increase crack potential
Guide for Design and
Construction of Concrete
Parking Lots, ACI 330
Dowels and Ties significantly improve pavement
performance and service life
The initial increase in construction cost associated with
dowels and ties reduces Life Cycle Cost
Dowels and Ties can be retrofitted into existing pavements;
though more expensive
Proper placement including location, depth and alignment
is critical for proper joint performance
Both machine placement or baskets are acceptable. Both
require proper inspection
Dowel and Tie design for parking varies significantly from
roadway design
Sources:
Dowel and Tie Bars in Concrete Pavement Joints: Theory and Practice, Lev Khazanovich, U of M
Concrete Pavement Joints, FHWA T5040.30 Technical Advisory
Guide For Design and Construction of Concrete Parking Lots, ACI 330
Dowel Bar Retrofit – Do’s and Don’ts, WA‐RD 576.2
NDOR PCC Section
NDOR Standard Specifications for Highway Construction
NDOR Standard Plan 329‐R9
NDOR Special Plan 38502