Professional Documents
Culture Documents
ROAD ENGINEERING
2019
Presented by:
Dr Estimé Mukandila
Pavement design (rigid)
Outline of Introduction
● Introduction
● Concrete behaviour
● Elements of concrete pavement
● Concrete pavement Layout Design
● Concrete pavement Design methods
PCA Method
Industrial floor design
Rigid pavement: Introduction
Rigid pavement: Introduction
Rigid pavement: Introduction
● Definition :
the rigid pavement is pavement structure which
distributes loads to the subgrade, having a concrete slab
of relatively high bending resistance with a major part of
the load-carrying capacity derived from the slab due to
its high stiffness: “beam action”.
in southern Africa : concrete slab is supported only by the
subgrade without existence of base course
Rigid pavement: Introduction
• Terminology
•
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Rigid pavement: Introduction
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Rigid pavement: Introduction
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Rigid pavement: Introduction
• Load spreading: Pavement Depth
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Rigid pavement: Introduction
• Pavement Depth: concrete life cycle 30 to 50 years
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete behaviour
• Behaviour under external stress
• Concrete fails in tension
• Control stresses at bottom
• Flexural stress >50% repeated -fatigue
• Erosion under pavement
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete behaviour
• Behaviour under internal stress
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete behaviour
• Concrete behaviour: Behaviour under internal stress
– Drying shrinkage and temperature changes cause
contraction
– Contraction and friction create tensile stress
– Temperature and moisture gradients –curling
– When stress exceeds strength –cracks
– Behaviour determines joint and steel design
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Elements of concrete pavement
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Elements of concrete pavement
• Joints: prevent the occurrence of premature cracks
• Reinforcement
– is assumed to add nothing to the structural capacity but to hold
cracks
• Tie bars:
– placed along the longitudinal joint to tie the two slabs together .
Also ensure load transfer across the joint
• Dowel bars:
– load-transfer devices across joints thus,
– must be fairly heavy and spaced at close intervals to provide
resistance to bending, shear, and bearing on the concrete
• Joint sealants:
– chemical product to seal the joint (e.g. against water, debris…)
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Type of Joints
● 3 types according to function and construction
Contraction joints:
Construction joints:
Isolation joints
● 2 types according to position (direction)
Transverse joints
Longitudinal
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Type of Joints
● Contraction joints:
relieve tensile stresses resulting from contraction and warping of
the concrete.
formed by groove, by sawing, or by placing a metal or fibre strip in
the uncured concrete.
● Expansion joints:
constructed throughout the slab depth to permit expansion
no interlock aggregate through joints, thus dowels are necessary
highly susceptible to pumping and difficult to maintain
● Construction joints:
Transition old/new construction (End of the day or breakdown)
could be of butt type or key joints type
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Type of Joints
● Transverse joints
transverse to the pavement centre
line
essential to control shrinkage
cracking, thermal contraction
cracking, moisture or thermal
gradients cracking
Load transfer through transverse
joint can be via:
Aggregate interlock friction
Keyed joint
Dowels : smooth round bars
Type of Joints
● Longitudinal joints
used in highway pavement to relieve curling and warping
stresses
full-width construction :used groove
One time construction : used key joint or butt joints
parallel to the pavement centre line
Same purpose as transverse joint but no load transfer required
This joint requires a tie between 2 sided of the joint
Aggregate interlock friction
Deformed Tierbar
Longitudinal joints
Type of Joints
● Isolation joints
to isolate the side road from the through street
needed where the pavement abuts certain manholes, drainage
fixtures, sidewalks, aprons, and structures
Isolation joint
Isolation joint
Joint sealant
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Joint sealant
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types: JPCP
Concrete pavement types
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types: JRCP
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types
• Continuous Reinforced Concrete Pavement (CRCP)
– joints are weak spots of the rigid pavement
– elimination of joints decrease the thickness of the
conventional pavement of 20% to 30% and reduce
pavement maintenance cost and decrease standards
required for base.
– The CRCP has no regularly spaced transverse joints and
contains more steel reinforcement than JRCP. Thus high
transverse cracks within an acceptable spacing. Steel
serves to hold these transverse cracks tightly together.
– these cracks are relatively uniform at close intervals
(cracks spacing 1 to 3m)
– Use in SA -Overlays N1, Inlays N3, N2, M7, N12.
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types: CRCP
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types: UTCRCP
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Concrete pavement types
From SCT 22, Concrete road Design & Construction, session 1 (2010)
Types distresses in concrete pavement
Damaged sealant:
Joint spalling:
– Spalling is caused by high-compressive stresses that develop in the
concrete when joints or cracks cannot properly close because
incompressible materials are present.
Types distresses in concrete pavement
1. Faulting: develops with time
From SCT 22, Concrete road Design & Construction, session 2 (2010)
Types distresses in concrete pavement
1. Erosion and Pumping: while approaches joint or crack
From SCT 22, Concrete road Design & Construction, session 2 (2010)
Types distresses in concrete pavement
1. Erosion and Pumping: erosion occurs
pumping
Contribution From SCT 22, Concrete road Design & Construction, session 1 (2010)
Types distresses in concrete pavement
● Cracking:
Transverse, longitudinal, diagonal, corner
Rigid pavement: Design methods
● Principals requirements of design and design Objectives
Principals requirement of design:
Serviceability
Durability
Safety
Skid resistance
Visibility
Design Objectives
Concrete quality
Subgrade and subbase design
Thickness design
Joint design
Construction
Rigid pavement: Design methods
● Portland Cement Association (PCA) Method
Purpose:
Determination of slab thicknesses adequate to carry traffic loads on
concrete pavement.
This method is applied to JPCP, JRCP and CRCP
Principles / design criteria
Fatigue
Erosion
Load Safety Factor (LSF) =1 to 1.2 (applied to load)
Cumulative damage <1
CRC same as jointed concrete
Degree of load transfer at transverse joints
Verified with jslab (finite element method)
PCA Method (continued)
● Design factors:
Design factors:
Concrete flexural strength or modulus of rupture (3.8 to 4.4 MPa)
Used for fatigue criteria which control cracking under repeated truck
loadings
Traffic (average or detailed)
Subbase
Granular
Stabilised
Lean concrete
stronger stabilised layer
Subgrade
Modulus of subgrade reaction: K value
Shoulders/ kerbs
Dowels
PCA Method
● Design procedure:
Composite k
Detailed (axle distribution: single and tandem loads)
Iteration process
Simplified Average Daily Truck Traffic (ADTT)
Design period
Slab size
Plain: 4.6 to 6.6m
Reinforced: 13m
PCA Method :Design procedure
● Example of calculation of pavement thickness
Composite K
Equivalent Stress “ES” fct (K and thickness)
Stress ratio factor: ES/Modulus of Rupture
Erosion factor : fct (K and thickness)
Fatigue & Damage %: Expect rep. / allow rep.
The trial thickness is not adequate design if either of totals of
fatigue or erosion damage are greater than 100%
A greater trial thickness should be selected for another run in this
case
A lesser trial thickness should be selected if the totals are much
lower that 100%
Rigid pavement: Design methods
● Introduction
● Thickness design for dynamic load
● Thickness design for Post Loads
● Thickness design for distributed loads
Industrial floor design: Introduction
● Guideline for thickness design of concrete floor on
ground subject warehouse, factories and warehouses
loading
Plain and reinforced concrete
Also applicable for outdoor concrete and material handling eras
Industrial floor design: Introduction
● Three type of loading :
Wheel loading of industrial Vehicle
: Fork-lift, Truck, straddle carriers
Concentrated static load (posts of
storage racks)
Distributed load due to material
stacked on the floor
Industrial floor design: Introduction
● Thickness design procedures derived from highway and
airport pavement design practice
● Important thickness design factors
Strength of subgrade/ subbase : Westergaard’s modulus of
subgrade reaction (k)
Strength of concrete : flexural strength more important
● Thickness design objectives
To prevent occurrence of excessive:
Excessive flexural stresses resulting in cracking
Excessive bearing stresses on concrete surface
Excessive punching shear stress due to concentrated loads
excessive or differential deflections due to settlement of subgrade
Industrial floor design: Introduction
● Critical design consideration: fct of contact area
Flexural tensile for Concentred wheel or post loads
Limited to value less than flexural strength of concrete by a Safety Factor
No adequate size of base plate under leg of heavy loaded post of storage
rack generates punching shear
For large base plate: flexural stress under the plate controls design
consideration
For distributed loads over large areas (stacked storage bay)
Stresses due to negative moments in aisleways more critical than flexural
stress
Excessive pressures due to heavy distributed loads causes faulted joints
due to differential settlement of subgrade
Controlling design consideration for various loading types/ contact area
Thickness design for dynamic loads
● Applied by wheeled vehicles : trucks, fork-lift trucks,
straddle carries
● Design philosophy
Controlled by flexural strength
● Design procedure involved determination of:
axles loads: data sheets)
Number of load repetitions
Tyre contact area or tyre inflation pressure
Spacing between wheels and axles
𝑆𝑐𝑡
Stress Ratio (SR): 𝑆𝑅 = 𝑓𝑙
SCt: flexural stress in concrete due to one application of a load
fl: 28 days design flexural strength of concrete
Thickness design for dynamic loads
● Axles loads
fork-lift and straddle (information
from manufacturers’ data sheets)
Thickness design for dynamic loads
● Number of load repetitions
(traffic estimation)
Load magnitude
Wheel configuration
Frequencies of loading
Thickness design for dynamic loads
● Stress ratio (SR)
In flexural fatigue: if SR decrease
thus repetitions to failure increases
When SR<= 0.55, concrete
withstand unlimited stress
repetitions ( i.e. > 40 000 rep)
Flexural fatigue endurance limit
of concrete at stress ratio of 0.55
Repettiions of loads with SR<
endurance limit, increase pavement
ability to carry loads with SR>
endurance limit
Rest periods between load rep
increase flexural-fatigue resistance
of concret
For thichness design, SR for
endurance limit is reduce to 0.5
(conservative)
Thickness design for dynamic loads: Design Charts
Fig 3.4: effective load contact area for various slab thickness
Thickness design for dynamic loads: Design Charts
Fig 3.5: Estimateds lab thickness for fork-lift (based on conservative design
assumptions: k= 15 kPa/mm: Concrete working stress = 1.7 Mpa)
Thickness design for industrial trucks (fork-lift)
● Fig 3.2 and 3.3 used for axle loads and axle wheel
configurations of most industrial trucks
● Fig 3.2 (for axles with single wheels ); enter in this chart:
Allowable working stress (AWS) in kPa/KN of axle load
𝑓𝑙 ∗𝑆𝑅
𝐴𝑊𝑆 = (SR corresponding to load rep. as per Table 3.2)
𝑎𝑥𝑙𝑒 𝑙𝑜𝑎𝑑