TH 4095

ANALYSIS OF MGBO PAVEMENT USING
KENSLABS
A dissatation submitted in partial fuliilment of the requirement for the award of the degree of
MASTER OF TECHNOLOGY In
CIVIL ENGINEERING (Tiansportation Engineering)
BY
PRIYANKA SAINI
(Roll No. 211073)
Under the Supervision of
DR. PRAVEEN AGGARWAL

PROFESSOR
CIVIL ENGINEERING DEPARTMENT
- ^
NATIONAL INSTITUTE OF TECHNOLOGY KURUKSHETRA

KURUKSHETRA - 136119 (January, 2014)
CERTIFICATE
I hereby certify that the work is being presented in this dissertation entitled "Analysis
of rigid Pavement using KENSLABS " in partial fulfilment of the requirement for the
award of degree of Master of Technology in Civil Engineering (specialisation in
Transportation Engineering), submitted to National Institute of Technology
Kurukshetra , is an authentic record of my own work carried out during a period from
Dec, 2012 to January, 2014 under the supervision & guidance of Dr. Praveen
Aggarwal, Professor, Civil Engineering Department, National Institute of Technology,
Kurukshetra-136119.
The matter presented in this dissertation has not been submitted by me for the
award of any other degree to this or any other institute.
PRJYANKA SAINI
Roll No. 211073
This is to certify that the above statement made by the candidate is correct to the
best of my knowledge.
Dated: ..?..^./..f!.!./2014
m
Supervisor: (Dr. Praveen Aggarwal)
Professor
Department of Civil Engineering
National Institute of Technology
Kurukshetra-136119
DEDICATION
To all those who love me and those that I love
ACKNOWLEDGEMENTS
First and foremost, I would like to express my sincere appreciation to my guide Dr.
Praveen Agganval, Professor, Civil Engineering Department (Transportation
Engineering), NIT Kurukshetra for his valuable advice, patience and guidance
throughout the process of completing this dissertation work. I am very grateful to
him for devoting his valuable time and knowledge so generously in my thesis work
from starting to its successful completion. Without his continuous guidance and
encouragement this dissertation would not have been in its present shape.
Secondly, I would like to thank all my teachers who had taught me in NIT
Kurukshetra.
I would like to especially thank my beloved family members for the love, support and
constant encouragement. It is a pleasure for me to thank my friends for creating
delightful and humorous environment.
In the last but not least, 1 am truly grateful to almighty GOD for blessing me such a
wonderful life.
(Priyanka Saini)
Roll No. 211073
TABLE OF CONTENTS
Certificate
Acknowledgements
[able of Content
îst of Tables
-list of Figures
Chapter DESCRIPTION PAGE
Nos NO
1 INTRODUCTION 1-4
• Background 1
• Rigid Pavements 1
• Scope of The Study 3
• Objectives of The Study 3
• Organization of Thesis 3
2 LITERATURE REVIEW 5-13
2.1 Introduction 5
2.2 Terminology of Rigid Pavement Design 5
2.2.1 Overview 5
2.2.2 Modulus of Sub-Grade Reaction 5
2.2.3 Relative Stiffness of Slab to Sub-Grade 6
2.2.4 Critical Load Positions 6
2.2.5 Relative Stiffness of Slab to Sub-Grade 6
2.2.6 Wheel Load Stresses - Westergaard's Stress Equation 7
2.2.7 Temperature Stresses 7
2.2.8 Warping Stress 8
2.2.9 Frictional Stress 8
2.2.10 Combination of Stress 8
2.3 IITRIGID Software 9
2.4 KENSLABS Computer Programme 10
2.4.1 General 10
III
2.4.2 Programme Description 10
2.4.3 KENSLABS Structure 11
2.4.4 Input Parameters of the KENSLAB 12
2.4.5 General Purpose 13
3 METHODOLOGY OF THE STUDY 16-25
3.1 General 16
3.2 Working Units 16
3.3 General Working Methodology 16
3.4. Methodology of objectives 18
3.4.1 Methodology of objective 1 (To study the effect of 18
slab thickness on pavement design life and edge stress.)
3.4.2 Methodology of objective 2 (To study the effect of tire 22
pressure on pavement design life.)
3.4.3 Methodology for objective 3 (To study the effect of 22
temperature on pavement design life stress.)
3.4.4 Methodology for objective 4 (To obtain an economical 23
solution for rigid pavement using different grade in
upper and lower portion of pavement slab.)
4 KENSLABS DATA ANALYSIS 26-43
4.1 Introduction 26
4.2 Effect of cement concrete slab thickness on the 26
stresses and pavement design life.
4.3 Effect of temperature on the pavement responses using 32
KENSLABS.
4.4 Effect of tire pressure on pavement responses and 36
design life using KENSLABS.
4.5 An economical solution for rigid pavement using 42
different grade of concrete in upper and lower portion
of Pavement slab.
IV
Results, Conclusions And Recommendations 44-47
5.1 Introduction 44
5.2 Results and Conclusions 44
5.3 Scope of father study 45
46
REFERENCES 48
APPENDIX SAMPLE OUTPUT FILE OF KENSLABS
ANALYSIS
Appendix A - sample output file of KENSLABS for
calculation of stresses and design life for slab thickness of 28
cm.
Appendix B - sample output file of KENSLABS for calculation
of stresses and design life for fire pressure of 800 kpa.
Appendix C - sample output file of KENSLABS for calculafion
of stresses for temperature of 15°c.
Appendix D - sample output file of KENSLABS for calculafion
of stresses for comer case wheel load at slab thickness of 15 cm.
(economical solufion)
Appendix E - sample output file of KENSLABS for calculation
of stresses for edge case wheel load at slab thickness of 15 cm.
(economical solution)
LIST OF TABLE
Table Description Page Nos.

No.
2.1 General input parameters for the KENLAYER 12
3.1 Axle load spectrum obtained from axle load survey 19
3.2 Flexural strength of concrete grades used 24
3.3 Data used in first case having concrete slab thickness 30 cm 24
3.4 Data used in second case: slab thickness in divided into two parts 24
4.1 Single and tendam axle load in tonnes 27
4.2(a) Trial Thickness 30 cm 28
4.2(b) Trial Thickness 32 cm 28
4.2 (c) Trial Thickness 33 cm 29
4.2 (d) Trial Thickness 34 cm 29
4.2(e) Trial Thickness 36 cm 30
4.3 Effeect of slab thickness on stresses and design life 30
4.4 (a) Tire pressure 800 Kpa (8kg/cm ) 32
4.4 (b) Tire pressure 900 Kpa (8kg/cm'^) 33
4.4 (c) Tire pressure 1000 Kpa (8kg/cm^) 33
4.4 (d) Tire pressure 1100 Kpa (8kg/cm^) 34
4.4 (e) Tire pressure 1200 Kpa (Skg/cm'^) 34
4.5 Effect of tire pressure on stresses and design life 35
4.6 Effect of temperature on edge stress as per IRC methods 39
4.7 Effect of temperature on edge stresses 39
4.8 Effect of temperature on stresses at centre region 39
4.9 Stresses at the bottom of slab in single layer 42
4.10 Stresses at the bottom of individual slab in edge case 42
4.11 Stresses at the bottom of individual slab in corner case 43
4.12 Flexural Strength of Concrete Grade used 43
VI
LIST OF FIGURES
Fig. No Description Page Nos.

1.1 Typical Cross-Section of Rigid Pavement 2
1.2 Elastic plate resting on viscous foundation (illustration of load 2
transfer mechanism in rigid pavement)
2.1 Critical stress location 7
2.2 Output screen of IITRIGID 9
2.3 Screen shot of main screen of KENPAVE 10
2.4 Flow chart of input parameters by various menus in SLABSINP 11
3.1 Flow chart for general working methodology of Thesis 16
3.2 Division of slab into nodes for KENSLABS analysis at edge region. 20
3.3 Division of slab into nodes for KENSLABS analysis at center region 21
4.1 Effect of slab Thickness on stresses 31
4.2 Effect of slab Thickness on Design Life 31
4.3 Effect of temperature on design life 35

4.4 Effect of temperature on edge stresses 36
4.5 Contours of temperature stresses at temperature of 15"C 40

4.6 Contours of temperature stresses at temperature of 20°C 40
VII
CHAPTER - 1
INTRODUCTION
1.1 BACKGROUND
The use of concrete pavement without an asphalt top layer dates back to Scotland in 1865
(Croney and Croney, 1988). With the growing worldwide interest in this field during the
20"^ century, concrete pavement technology has been embraced in Australia since 1970s
(Cruickshank, 1981). In India IRC provides guidelines for the design of rigid pavements in
the form of IRC: 58-1988 and IRC: 58-2002. IRC: 58-1988 is the first revision in the form
of guidelines for the design of rigid pavements for highway first published in 1974. The
revised format in the form of IRC: 58-2002 (second revision) is published in 2002 with
modification in the legal limit on the maximum laden loads of commercial vehicles from
8.2 KN to 10.2 KN and the maximum inflation pressures for commercial vehicles is
adopted as 8 kg/cm^ (SOOKpa).
Concrete pavement were traditionally designed based on theoretical equations developed

by Westergaard's (1926, 1933, and 1947). Using finite element techniques, mechanisfic
approaches for analysis of concrete pavements were developed. A number of computer
programs have been developed the analysis and design of rigid pavements. KENPAVE is
one such computer programme used by many researchers for analysis and design of
flexible and rigid pavements. KENSLABS is a part of KENPAVE computer program
based on finite element techniques and utilizes the Westergaard's equations for the analysis
of rigid pavements.
1.2 RIGID PAVEMENTS
Rigid pavements do not bend much under loading like flexible pavements. They are
constructed using cement concrete. Rigid pavements have sufficient flexural strength to
transmit the wheel load stresses to a wider area below.
A typical cross section of the rigid pavement is shown in Figure 1. Rigid pavements are
placed either directly on the prepared sub-grade or on a single layer of granular or
1 jHtfOdMtiOH
stabilized material. Since there is only one lay^ of material between the concrete and the
sub-gê, this lay^ can be called as base or sub-base ccrarse. In ri^d pavement, load is
distributed by the slab action, and the pavranent behaves like an elastic plate resting on a
viscous medium Figure 2. Rigid pavements are constructed by Portland cement concrete
(PCQ and should be analyzed by plate dieory instead of layer theory, assuming an elastic
plate resting on viscous foimdation. Plate theory is a simplified version of layertiieorythat
assume the concrete s t ^ as a medium thick plate yfMch is plane before loading and do
remain plane after loading. Bending of the slab occurs due to wheel l o ^ and temperature
variation. Free bending is restricted due to self wei^t and other restraining forces, this
results in flexural stresses in the slabs.
ISO-300 MM
100-300 MM
//////// ////?//\\\\\\\ \\\\\\\\

F^nre 1.1 Typical C r o ^ sectron of R ^ d Pavement
Elastic plate
Viscous foundation Contact Pressure
Figure \J.: Ebstic Plate resting on \lscoiis foundation

(fDoGstration of load transfer mechanism in i ^ d pavement)
JMboduMOH
1.3 SCOPE OF THE STUDY
The main objective of the present study is to study the behavior of rigid pavement under
varying wheel load, tire pressure and temperature using the mechanistic computer
program KENSLABS. KENSLABS is a part of KENPAVE, which is used for this
purpose. Using the KENSLABS rigid pavements are analyzed for better performance with
different material properties. Using this program the design life is predicted for the
pavement and measures are suggested to increase the design life.
1.4 OBJECTIVES OF THE STUDY
The objectives of the present thesis work are following:
1 To study the effect of cement concrete slab thickness on the stresses and pavement
design life.
2 To study the effect of tire pressure on the pavement responses and pavement design
life.
3 To study the effect of Temperature on the Pavement responses.
4 To obtain an economical solution for rigid pavement using different grade of

concrete in upper and lower portion of pavement slab.
1.5 ORGANIZATION OF THESIS
The present thesis work is organized in following chapters:
Chapter 1 Introduction: It presents a general background on rigid pavements. Scope and

objectives of thesis work.
Chapter 2 Literature Review: It presents the literature related to rigid pavements like
technical terms, factors on which performance of rigid pavement depends. IRC guidelines
for the analysis and design of rigid pavement. Introduction to KENSLABS, working
procedure and limitations.
JHtfoduetioH
Chapter 3 Methodology of the Study: This chapter presents the descriptions of the
approaches being taken to achieve the objectives.
Chapter 4 KESLABS Data Analysis: This chapter contains the data analyzed by
KENSLABS regarding the objectives of thesis. The analyzed data includes effect of
varying slab thickness, temperature and tire pressure on the performance and life of rigid
pavement. It also includes the data analyzed for economic solution for the design of rigid
pavement using KENSLABS.
Chapter 5 Results, Conclusions and Recommendations: This chapter contain the

conclusions that can be drawn from the analysis. Finding, results and recommendation for
further work are also included in this chapter.
JHtfoduetioH
CHAPTER 2
LITERATURE REVIEW
2.1 INTRODUTION
Rigid pavements are those which do not bend much under loading like flexible pavements.
They are constructed using cement concrete. In this case, the load carrying capacity is mainly
due to the rigidity and high modulus of elasticity of the slab. In India the guidelines for the
design of rigid pavements for highways which was first approved by Cement Concrete Road
Surfacing Committee in its meeting held at Chandigarh on Marchll, 1973. These guidelines
(IRC: 58-1984 & IRC: 58-2002) were further approved by Specifications and Standard
Committee and Executive committee and the Council. The first revision of guidelines was
done to increase the legal limit of maximum laden loads of commercial vehicles from 8.2KN
to 10.2KN [IRC: 58-2002]. In India, the axle load limit has been fixed as 10.2KN for single
axle, 19 for tandem axle and 24 tones for tri-dam axle by IRC. For most of the commercial
vehicle the tire pressure ranges from TOOKpa to lOOOkpa and for the analysis and design
purpose the tire pressure 800 KPa is adopted by IRC. For the computation of stresses in rigid
pavement the magnitude of axle load is multiplied by load safety factor of 1.2 [IRC: 58-2002].
The guidelines provided by IRC are based on Westergaard's pioneer work according to which
slab is mainly affected by wheel load stresses and temperature stresses.
2.2 TERMINOLOGY ON RIGID PAVEMENT DESIGN
2.2.1. Overview
As the name implies, rigid pavements are those which do not bend much under loading like
flexible pavements. They are constructed using cement concrete. In this case, the load carrying
capacity is mainly due to the rigidity and high modulus of elasticity of the slab (slab action). H.
M. Westergaard is considered the pioneer in providing the rational treatment of the rigid
pavement analysis.
2.2.2 Modulus of sub-grade reaction
Westergaard's 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. Base on this assumption, Westergaard defined a modulus of sub-grade
reaction K in kg/cm-^ given by K =-= p/A, where A is the displacement level taken as 0.125 cm
and p is the pressure sustained by the rigid plate of 75 cm diameter at a deflection of 0.125 cm.
2.2.3. Relative stiffness of slab to sub-grade
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. This pressure deformation characteristics of rigid
pavement lead Westergaard to the define the term radius of relative stiffness 1 in cm is given
by this equation 2.1.
\ i-' ' :
l-AT'l-Ai- Eq.-2.1
where E is the modulus of elasticity of cement concrete in kg/cm^ (300000), )LI is the Poisson's
ratio of concrete (0.15), h is the slab thickness in cm and K is the modulus of sub-grade
reaction in kg/cm^ [IRC: 58-2002].
2.2.4 Critical load positions
Since the pavement slab has infinite length and width, either the character or the intensity of
maximum stress induced by the application of a given traffic load is dependent on the location
of the load on the pavement surface. There are three typical locations namely the interior, edge
and comer, where differing conditions of slab continuity exist. These locations are termed as
critical load positions.
2.2.5 Relative stiffness of slab to sub-grade
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 2.2.
B = a, fora/h>1.724
(1.6a^ + h^) Vz - 0.675h, for a/h < 1.724 Eq. - 2.2
where a is the radius of the wheel load distribution in cm and h is the slab thickness in cm.
2^.6 Whed load stresses - Westergaard's stress equation
The cement concrete slab is assumed to be homogoieous and to have uniform elastic
properties with vertical sub-grade reaction being proportional to the deflection. Westergaard
developed relatimiships for the stress at interior, edge and comer regions, denoted as Oj, Oe, Oc
in kg/cm2 respectivdy and given by the equation 2.3- 2.5.
CTi =
0.31G P [4 logio ( 0 + LOGO]
h^ Eq. - 2.3
0.572 F r. , //\ „„.„

Eq. -2.4
3P I
M Eq. -2.5
vêre h is die slab thickness in cm, P is the wheel load in kg, a is the radius of the viêel load
distribution in cm, 1 Hie radius of the relative stif&iess in cm and b istiieradius of the resisting
section in cm.
Tension at Bottom
m Tenj ion at Top
CTi
Tension at Bottom
Figure 2.1: Critical Stress Location
2.2.7 Tnnperature str^ses
Temperature stresses are developed in cement concrete pavement due to variation in slab
temperature. This is caused by (i) daily variation resulting in a temperature gradient across the
, lUtttUur* tUviuv
thickness of the slab and (ii) seasonal variation resulting in overall change in the slab
temperature. The former results in warping stresses and the later in frictional stresses.
2.2.8 Warping stress
The warping stress at the interior, edge and comer regions, denoted as at,, ate, crtc in kg/cm^
respectively and given by the equations 2.6 - 2.8 which are given below:
^/:,, - M a x ( ^ 2 " - ~ T ~ j Eq- -2.7
yin^VTVT Eq. -2.8
where E is the modulus of elasticity of concrete in kg/cm (300000), s is the thermal

coefficient of concrete per °C (10x10"^), t is the temperature difference between the top and
bottom of the slab, Cx and Cy are the coefficient based on Lx/1 in the desired direction and
Ly/1 in the perpendicular direction, \i is the Poisson's ration (0.15), a is the radius of the contact
area and 1 is the radius of the relative stiffness.
2.2.9 Frictional stresses
The frictional stress Cf is given by the equation 2.9.
ar=—-—kWcm Eq. -2.9

^ 2000
where W is the unit weight of concrete in kg/cm (2400), f is the coefficient of sub grade
friction (1.5) and L is the length of the slab in meters.
2.2.10 Combination of stresses
The cumulative effect of the different stress give rise to the following thee critical cases:
8 Uteiatuto Review
1. Summer, mid-day: The critical stress is for edge region = wheel load stress + warping
stress - fiictional stress.
2. Winter, mid-day: The critical combination of stress is for the edge region ^ wheel load
stress + warping stress + fiictional stress.
3. Mid-nights: The critical combination of stress is for the comer region = wheel load
stress + warping stress
23 IITRIGID SOFTWERE
IITRIGID software, developed by IIT KHARAGPUR is available with IRC: 58-2002.

IITRIGID facilitate the calculation of wheel load stress with the consideration of tire pressure,
as it requires tire pressure as one of the input for the calculation of stresses. IITRIGID was
used for the computation of stress due to wheel load in the edge region. The stresses can also
be calculated from the stress charts for single axles as well as tandem axles available in IRC:
58-2002.
As per IRC: 58-1988, the calculation of load stresses are carried out using Westergaard's
equation modified by Teller and Sutherland. The use of these equations has its own limitations
as they do not take into account the configuration of the wheel. These equations gave stresses
which are not very much in variance with the stresses computed by the programme IITRIGID.
It is recommended that the stresses calculated fi-om the programme IITRIGID be used in the
design. The snapshot of IITRJGID is given in figure 2.2.
Figure 2.2 Output screen of IITRIGID
UttfotMa Review
2.4 KENSLAB COMPUTER PROGRAM
2.4.1 General
KENSLAB is a part of computer program KENPAVE, main screen is shown in Figure 2.3.
The software developed by Dr. Yang H. Huang at University of Kentucky, is used for the
design and analysis of flexible and rigid pavements.
D<>«»P»*; |:wH:<azig-Viar Filemme; JLAYI DAT

"^
KENPAVE
A Computer Package for
Pavement Analysis and Design
Developed by Dr. Yang H. Huang. P.E.

Asphalt Professor Emeritus of Civil Engineering Concrete
University of Kentucky
LAYERINP Lexington KY 40506-0281 SLABSINP
KENLAYEB KENSLABS
KENSLABS j COffTOUR
LGRAEH Help EorroR DOS Ejgr SSRAPH
LARGE RAM
Figure 2.3 Screen Shot of Main Screen of KENPAVE

lASl Program Description
Software KENPAVE is comprised of four major computer programs two each for analysis of
flexible and rigid pavements. Program LAYERINP and KENLAYER are used in the
analysis of flexible pavements whereas SLABSINP and KENSLABS are used for the
analysis of rigid pavements. In addition to this there are some graphics programs for pictorial
presentation of load/stress locations in the pavement section. The program has been developed
in Visual Basic. Software can be used with Windows 95 or higher vereion of operating
system. Figure 2.3 shows the main screen of KENPAVE, consisting of two input boxes at the
top and 11 command windows + exit button at the bottom. [Huang, 1993]
The left three buttons are used for flexible pavements, the right five for rigid pavements and
the remaining four for general purposes. As explained earlier, KENSLAB, together with input
program SLABSINP and graphic program SGRAPH, is part of computer package called
KENPAVE [Huang, 1993].
10 IHtttUMC Review
2.4.3 KENSLABS Structure
The flow chart of input parameters of KENSLABS are shown in figure 2.4
General TITLE, NFOUND, NDAMA, NPY, NLG, NLAYER, NBOND, NSLAB, NJOINT, NNCK, NPRINT, NSX, NSY,
MDPO, NATl, NAT2, NUNIT
Curling NOTCON, NGAP, INPUT, NTEMP, NWT, NCYCLE, TEMP, CT, DEL, FMAX
Arrangement NX. NY, JONOl, J0N02, J0N03, J0N04
X-coord Slab no.

Slab
Y-coord Slab no.
Properties T, PR, YM, GAMA
Uniform NUDL LS, X L l , XL2, Y L l , YL2, QQ
NCNF NN, FF
Slab NNMX NNX, FMX
NNMY NNY FMY
Add. T. Layer 1 NTl, T l
Add. T. Layer 2 NT2, T2
Node not Contact NODNC
Node Printout NP
Optional
Node X Symmetry NODSX
Node Y Symmetry NODSY
Gaps NG, GAP
Dowels YMSB, PRSB
When NFOUND=0
H SUMMOD, NAS NS, SUBMOD
Foundation When NFOUND=0 SUMMOD, NAS NS, SUBMOD
When NFQUNDÔ SUMMOD, NAS NS, SUBMOD
Adjust FSAF
Joint SPCONl, SPC0N2, SCKV, BD, BS, WJ, GDC, NNAJ BARNO
Fatigue Properties PMR, F l , F2
Damage
Volume of Traffic Period No. TNLR
Figure 2.4 Flow chart of input parameters by various menus in SLABSINP
11 tftaratnto Kaview
2,4.4 Input Parameters for the KENSLAB
The various input parameters for the KENSLAB used in SLABSINP menu and their
brief description is given below in Table 2.1.
Table 2.1 General Input Parameters for the KENSLAB.
NFOUND No. of foundation layer NBOND Interface Bonding

NDAMA Damage Analysis NLAYER No. of layers
NPY No. of periods per year NSLAB No. of slab
DEL Tolerance for numerical NUNIT System of units
integration
NX No. of X coordinates for CT Coefficient of thermal
Analysis expansion of concrete
NY No. of Y coordinates for NL No. of layer
Analysis
FMX Applied moments in x FMY Applied moments in y
direction direction
FSAF Foundation seasonal NGAP Gap between slab and
adjustment factor foundation
NOTCON Total number of nodes NCYCLE Maximum .number of cycles
assumed initially not in for checking subgrade contact.
contact
NUDL Number of loaded areas NTEMP Condition of curling
PRS Poisson's ratio of solid BARNO Number and fraction of dowel
foimdation bars at each node along joint
NTI Nodal number at which the NT2 Nodal number at which the
thickness of slab layer 1 thickness of slab layer 2
FMAX Maximum allowable vertical JONO Joint number on four sides of
displacement at node NNCK each slab
NODSX Nodal number on x axis of NODSY Nodal number on y axis of
symmetry symmetry
SPCON Spring constant for each TNLR Total predicted number of load
joint repetitions
GAMA Unit weight of each slab SUBMOD Subgrade modulus of liquid
layer foundation
12 Utotatufc Review
2.4.5 General Purpose
KENSLABS, together with its input program SLABSINP and graphic programs
SGRAPH and CONTOUR, is part of a computer package called KENPAVE. In its
present dimensions, it can be applied to a maximum of 6 slabs, 7 joints, and 420 nodes.
Each slab can have a maximum of 15 nodes in the y-direction. Damage analysis can be
made by dividing each year into a maximum of 12 periods, each with a maximum of 12
load groups [Huang, 2002].
2.4.5.1 General Features
The capabilities, damage analysis and limitation of the program are discussed in this
section.
Capabilities
The capabilities of the program are as follows:
1. A maximum of six slabs with shear and moment transfer across the joints can be
analyzed. Shear transfer can be affected by specifying a shear spring constant or
by providing information on the size, spacing. Young's modulus, and Poisson
ratio of dowel bars together with the joint width and the modulus of the dowel
support.
2. Each slab can have different thicknesses and sizes. In the same slab, thickness
can vary from node to node. However, two adjoining slabs must have the same
width, and all joints must be continuous throughout the slabs.
3. The slabs can have two rigid layers, either bonded or unbounded. Each layer has
its own Young's modulus and Poisson ratio.
4. The load can be uniformly distributed over rectangular areas or concentrated at a

given number of nodes.
5. The effect of temperature curling and the gap between slab and foundation on the
stresses and deflections can be analyzed.
6. The program can analyze slabs on liquid, solid, or layer foundations.
13 literature Review
Damage Analysis by KENSLABS
The damage caused by fatigue cracking and permanent deformation in each period
overall load groups is summed up to evaluate the design life. The damage analysis is
based on the horizontal tensile strain at the bottom of a specified concrete layer . Damage
is based on fatigue cracking only and is defined by the cracking index (CI), which is the
same as the damage ratio as given below in Equation 2.10 [Huang, 1993].
p •" «,,
C/=ZI-^ Eq.-2.10
in which CI is the cracking index ratio at the end of a year, n, is the predicted number of
load repetitions for loady in period i, N is the allowable number of load repetitions based
on Equations given for Nf and iV;-, p is the number of periods in each year, and m is the
number of load groups. The design life, which is equal to 1/C/, is evaluated for fatigue
cracking and the inverse of maximum cracking index gives the maximum design life.
Design life = 1
maximum cracking index
Limitations
1. This slab is assumed to curl into a spherical surface independent of the others.
This occurs only when there is no moment transfer across the joints, and each
slab can move up and downfiêely,as in the case of lubricated dowel joints.
2. When slabs are composed of two layers, the joints through the two layers are at
exactly the same locations.
3. The program does not permit the use of infinitely stiff joints, where the
deflections or rotations on the two sides of the joint are equal.
4. The main limitation of this programme is that the length-width ratio of any
element be not greater than 4 or 5 requires a lot of elements to be used throughout
the slab system.
14 litceatute Review
5. The KENSLABS program can determine only the stresses in the concrete slabs
and the deflections of the slab and the foundation. The stresses in the solid or
layer foundation cannot be obtained.
6. KENSLABS have default programming for the calculation of stresses at the

bottom of slab for the both case edge and comer region. That's why we are not
able to calculate the stresses at the surface of slab in case when wheel load is
placed on comer region. This seems to be a major limitation of KENSLABS.
15 litcratMe Revlow
CHAPTER 3
METHODOLOGY OF THE STUDY
3.1. GENERAL
The study is carried out to analysis a rigid pavement designed by IRC guidelines and to
figure out the effect of temperature, overloading and increasing tire pressure on
pavement responses (i.e. stress, strain and deformation) and pavement design life using
KENSLABS. Optimal solution for the pavement composition is also worked out from
the analysis.
3.2. WORKING UNITS
SI units are used for this analysis work. Stresses and pressures are measured in Kpa,
strain in cm/cm, and deflection in cm, temperature in °C and load in KN.
3.3. GENERAL WORKING METHODOLOGY
In the present thesis the problem used for the analysis purpose is adopted from IRC: 58-
2002. The problem is analysed under subsequent objectives explained earlier in the first
chapter of thesis. The working methodology in the present work is that the problem is
first analysed manually using IRC procedure, then the same problem is analysed using
computer program KENSLABS. The analysed data of both cases is compared for the
intensive results. The general working methodology can be explained as given in figure
3.1.
Problem Data for analysis
p ^ I Analysis Procedures [^
IRC: 58 - 2002 Approach KENSLABS Approach
Comparison of Results
Figure 3.1 Flow chart for General working Methodology of Thesis
16 MatAodoeogy of tAa Stttdy

The IRC: 58-2002 approach and KENSLABS approach is described in chapter 2 of this
thesis. IRC approach is based upon the fatigue life calculation. If fatigue life consumed is
less than 1 then the design thickness of upper case slab is acceptable otherwise thickness
is to be increased. Empirical equations which are used to analysis the cement concrete
slab by IRC method are given in chapter 2. Whereas KENSLABS calculates the
cracking index, which is similar to fatigue, which helps to predict the design life of
cement concrete slab. The following steps are followed to complete the analysis by using
KENSLABS:
1. Opening the SLABSINP. Selecting a new file. Entering the data in general menu
regarding title of problem, type of foundation, type of analysis, working units,
slab number, number of slab layers, stress points and nodal points of slab to
describes the slab arrangement.
2. The trial thickness for cement concrete slab is entered in the input file along the
coordinates of cc slab obtained by dividing the cc slab into small rectangular
meshes.
3. Other required data (material properties and parameters like unit weights of each
layer, slab arrangement, young's modulus of sub grade, poison's ratio, load
information, locations of pavement responses, fatigue and volume of traffic and
load repetitions) is entered in SLABSINP fort he analysis purpose.
4. With all these above information the data file is saved with a name like "problem
1" using "Save As" button at the working directory.
5. Now getting out from SLABSINP by using exit button and click the button
KENSLABS. With this the program starts processing the input file.
6. After the process completion there is message on the screen of completion and
two new file are generated ,in the same working directory ,one having*.SLA
format and other is a Text file.
7. The Text file is the output for the provided input data.
8. Further "SGRAPH" icon can be used to view the plan and cross section of the
pavement along with important input and output information.
The above given methodology is general working procedure adopted of all objectives
besides this there are some necessary steps regarding to specific objective in the
methodology which £ire explained in next section along the objectives.
17 MatAodoeogy of tde Study

3.4 METHODOLOGY OF OBJECTIVES
The present thesis work has following four objectives for which the methodology is need
to be explained:
(i) To study the effect of slab thickness on pavement design life and edge stress,
(ii) To study the effect of tire pressure on pavement design life,
(iii) To study the effect of temperature on pavement responses,
(iv) To obtain an economical solution for rigid pavement using different grade in
upper and lower portion of pavement slab.
Methodology used to achieve each objective in briefly explained in this section of the
thesis.
3.4.1. Methodology Of Objective 1: (To study the effect of slab thickness on

pavement design life and edge stress)
To achieve this objective a problem from IRC: 58-2002 is taken for the analytical study.
The data regarding the problem is given as:
A cement concrete pavement is designed for a two-lane two-way National Highway. The
total two-way traffic is 3000 commercial vehicles per day at the end of the construction
period. The design parameters are:
Flexural strength of cement concrete = (4500 KPa) 45 kg/cm^

Effective modulus of subgrade reaction of DLC sub-base = (78 MN/m )8 kg/cm
Thickness of Base = 15 cm
CBR of Subgrade soil = 5%
7 S 9
Elastic modulus of concrete = (3x10 KPa) 3x10 kg/cm

Poisson's ratio = 0.15
Coefficient of thermal expansion of concrete = 10 x 10"^°C
Tyre pressure = (800 KPa) 8 kg/cm^
Rate of traffic increase = 0.075
Length of slab = 4.2 m
Width ofslab = 3.5 m
The axle load spectrum obtained from axle load survey is given in Table 3.1
18 MetAoAoeogy of tAe StuAy

Table 3.1 : Axle Load spectrum obtained from axle load survey
Single Axle Loads Tandem Axle Loads

Axle Load Class, Percentage of axle Axle Load Class, Percentage of axle
tons loads tons loads
19-21 0.6 34-38 0.3
17-19 1.5 30-34 0.3
15-17 4.8 26-30 0.6
13-15 10.8 22-26 1.8
11-13 22.0 18-22 1.5
9-11 23.3 14-18 0.5
Less than 9 93.0 Less than 14 2.0
Besides above, additional data needed for the analysis using KENSLABS is given as
below:
Single Axle Dual tire with load 80 KN is used for the analysis. The dual tire spacing is
considered as 31 cm. The slab is arranged in x and y- direction and divided into
rectangular meshes indicating nodes as shown in figure 3.2. The slab is divided into 8 by
8 nodes in x and y direction as shown in figure 3.2, only the 1/4* part of slab is
considered for the analysis due to symmetry. The nodes are selected under tire at edge
for edge stress calculations. The stresses so obtained by KENSLABS are at the bottom of
slab. In KENSLABS damage analysis is performed to predict the design life of at
different thickness. The fatigue coefficients fl and f2 used for analysis are given by
9.999 and 12.999. [Hunag, 2004]
Using the above data first of all the analysis is done by using IRC method for different
slab thickness i.e. 28 cm, 30 cm, 32 cm, 33 cm, 34 cm and 36 cm. The edge stresses due
to wheel load are calculated and based upon these stresses and flexural strength of
concrete the fatigue life consumed is calculated using empirical equations. If fatigue life
is less than 1 than thickness of slab is acceptable otherwise it is needed to revise the
thickness.
Where as in KENSLABS computer the above data is entered into input file using
SLABSINP and analysis is performed by changing the slab thickness only and remaining
19 MetAodoeogy of tAe Study

the other data unchanged. The analysis work is done under damage analysis for different
slab thickness (i.e. 28,30,32,33,34 and 36 cm) to carry out the effect of slab thickness
on the wheel load stresses and pavement design life.
After performing the analysis work by both methods the results are compared for
conclusions as shown in Figure 3.2 and Figure 3.3.
> li
-ft r
* u
4 w •4 If i j3 3 a
iU3 0 S £
CD
S?
try
g
r 1r
^ LJ L-Ja ""
^-1
§ g s
S 3 <"
S CM
S C5
vo
3
1
1
S
'o ^ i£i
Figure 3 ^ Division of slab into nodes for KENSLABS analysis at edge region
20 MttAodotogy of tAa Study

4^
Si § S 8
5i
I
a
m ^1
s
I
S ^
ff> fn
•-« S
<n fM
S
fw
ss
Figure 3 3 Division of slab into nodes for KENSLABS anafysis at center region
21 AAMUkioio^y of UU Study
3.4.2. Methodology Of Objective 2 (To study the effect of tire pressure on
pavement design life)
To complete the above objective the same data is used for the analysis only the tire
pressure is varied as SOOKpa, 900Kpa, 1000 KPa, 1100 Kpa and 1200 Kpa. The
thickness of the slab is considered as 33 cm for the analysis purpose in the both cases
(IRC and KENSLABS).
In case analysing with IRC method the empirical equations are used to calculate the
stresses and fatigue life consumed. The effect of tire pressure is considered by
incorporating the IITRIGID software, developed by IIT ICHARAGPUR, available as the
CD-ROM with IRC: 58-2002. IITRIGID facilitate the calculation of wheel load stress
with the consideration of tire pressure, as it requires tire pressure as one of the input for
the calculation of stresses. After calculating the stresses the fatigue life calculated using
flexural strength of concrete and thus effect of increasing tire pressure on 33 cm slab is
studied by IRC method.
While analysing with KENSLABS the tire pressure is varied imder the menu "uniform /
NUDL, number of uniformly distributed load for each load group" each time and input
file is run for specific tire pressure. All the other inputs remain same.
At last the results of both (IRC and KENSLABS) are compared.
3.4.3 Methodology For Objective 3: ( To study the effect of temperature on

pavement stresses )
Temperature affects the resilient modulus of asphah layers and induces curling of
concrete slabs. The temperature gradient in concrete pavements affects not only the
curling stress but also the slab-subgrade contact. During the day, when the temperature
at top is higher than that at bottom, the slab curls down so that its interior may not be in
contact with the subgrade. 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. At night, when the temperature at top is lower than that at bottom, the slab curls
upward so that its edge and comer may be out of contact with the subgrade. Thus, tensile
stresses are induced at the top and compressive stresses at the bottom. The loss of
subgrade contact will affect the stresses in concrete due to wheel loads. The change
22 Matkodoeogy of tAe Study

between maximum and minimum temperatures also determines the joint and crack
openings and affects the efficiency of load transfer.
To complete above objective a cc slab with thickness 33 cm is considered, other design

parameters remains same as explained in objective 1. As per IRC method, to calculate
stresses due to temperature at the edge region the westergaard's equation using
Bradbury's coefficient is used. The temperatures used to study the effect are -15/15°C,
-20/20°C, -25/25°C, and -30/30°C. The positive temperatures (15 °C, 20 °C, 25 °C and 30
°C) indicate that the temperature at the bottom greater than that at the top it means slab
curls upward and negative temperatures (-15°C, -20°C, -25°C and -30°C) indicates the
temperature at the bottom is lower than that of top, it means slab curls downward. Using
above data the analysis is done to find out the stress at center and edge region using
different temperatures.
While analyzing with KENSLABS the data remains same as explained above. The slab
nodes and coordinates are rearranged as KENSLABS does not support damage analysis
in case of temperature curling. The arrangement of nodes in slab is shown in figure 3.2
for edge stress calculation and figure 3.3 for calculating the stresses at center region.
3.4.4 Methodology of objective 4: (To obtain an economical solution for rigid

pavement using different grade in upper and lower portion of pavement slab).
In this objective it is tried to find out an economical solution for the rigid pavements by
splitting the thickness of pavement into two layers of different concrete grades, having
higher concrete grade layer above the lower concrete grade. The interface between the
layers is assumed to be bonded i.e. layers have the frictional interface behaviour in
between them. Here first the rigid pavement having thickness 30 cm and concrete grade
M40 is analysed for the stresses at the bottom of slab. After this the pavement thickness
30 cm is divided into two layers. The concrete grade of upper layer remains the same
M40, while concrete grade of lower layer is changed to M20 from M40. With the above
discussed changes the pavement is analysed by KENSLABS for stresses if the stresses
remain less than critical flexural strength of concrete given in Table 3.2, then we can say
that is can be alternative and economic solution for providing the rigid pavement. The
data used for analysis is given below in Table 3.3 and Table 3.4.
23 MetAodoeogy of tAe Study

Table 3.2 Flexural Strength of Concrete Grades used
Grade of Concrete Flexural Strength (kPa)
M40 4500
M20 3130
Table 3.3 Data used in first case having concrete slab thickness 30 cm
Slab Thickness Elastic Modulus
Concrete Grade Poisson's Ratio
(cm) (kPa)
30 M40 3E + 07 0.15
Table 3.4 Data used in second case: slab thickness in divided into two parts
Overall Individual
Elastic
Slab Slab Concrete Poisson's
Sr. No. Modulus
Thickness Thickness Grade Ratio
(kPa)
(cm) (cm)
15 M40 3.00E + 07
1. 30
15 M20 2.24E+0.7
18 M40 3.00E + 07 0.15
2. 30
12 M20 2.24E+0.7
20 M40 3.00E + 07
3. 30
10 M20 2.24E+0.7
The arrangement of slab is shown in figure 3.4, the slab is divided 8 by 8 nodes as shown
in figure. The nodes are shovm in red fonts and coordinates are shown in black fonts.
The slab is in two layers with M40 and M20 concrete grade. The stresses are calculated
at comer and at edge region of the slab. The nodes selected for stress calculation at edge
region are 58, 59 , and 60. The nodes for stress calculation at comer region are 2,3 and 4.
The details are shown in Figures 3.2 and 3.4.
24 MotAodoCogy of tAe Study

c
CM *-* fM
s *:^ "^
UI3 OSC i 1
**» •"• l O
,
^
-^
§ '^
s n-"
§s
CO
§-
O
ss
g ti]
CM S i5
U3
r 1r s
m
>'
i? ^ S S
n m m r^
s
>oo
LJ L am
=
r^ lO IJ-i f^ m rsj «-(
Figure 3.4 Representation of wheel at comer region of slab
25 AAttAodoio^ of ti» Study

CHAPTER 4
KENSLAB DATA ANALYSIS
4.1. INTRODUCTION
In this section, data collected from the relevant studies [IRC: 58-2002] as discussed in
chapter 3, is analysed by using mechanistic computer program KENSLAB. The
complete details regarding data collection and methodology used for this analytical
study are provided in chapter 2 and chapter 3 of this thesis. The basic methodology is
explained in Figure 3.1 for the data analysis and location of critical points for output
parameters i.e. pavement responses well explained in Figure 2.1. This analysis work is
carried out to find the relation between pavement responses and factors affecting them
like load repetitions, bituminous material type, temperature, tire pressure, layer
thickness. The following sections present the analytical output data obtained by
KENSALB analysis for the provided inputs to complete the objectives. This chapter
contains the data analysed by KENSLABS regarding the objectives of thesis. The
analysed data includes the data due to slab thickness, temperature and tire pressure so
that it will know how severe these will affect the road segment that is concerned. It
also includes the data analysed for optimal economic solution for the design of rigid
pavement by using KENSLABS.
4.2. EFFECT OF CEMENT CONCRETE SLAB THICKNESS ON THE

STRESSES AND PAVEMENT DESIGN LIFE.
To study the effect of cement concrete slab thickness on the stresses (due to wheel
load)and pavement design life, the data is analyzed by using both IRC (manual) and
KENSLABS software. Some data are used from the IRC 37 - 2002 i.e the layer
thickness of the sub-base is 15cm (150 mm). The Poisson ratio of the layers are
OA[IRC 37-2002J.The analysed data is given below:
26 Ken»ea6 Data AhaCygis

4.2.1 Data analysed by IRC (Manual) method
Data:
Modulus of rupture or flexural strength (M40) =45kg/cm^
Effective modulus of subgrade = 8 kg/cm
Elastic modulus of concrete = 300000 kg/cm^
Poisson's ratio = 0.15
Traffic = 3000 CVPD
Growth rate, r = 0.075
Design life = 20 years
The Axle Load Survey Data has already been shown in Table 3.1.
Analysis:
Present traffic = 3000 CVPD
Cumulative Repetition in 20 years = A*365[( 1+r)'^ n-l]/r
= 47418626.06 CV
Design Traffic-25 % of total load repetitions = 11854656.52
Table 4.1 : Single and Tandem Axle loads in tonnes
Single Axle Tandem Axle
Load in tonnes Expected repetitions Load in tonnes Expected repetitions
20 71128 36 35564
18 177820 32 35564
16 569024 28 71128
14 1280303 24 213384
12 2608024 20 177820
10 2762135 16 59273
Less than 10 • 3556397 Less than 16 237093
27 KciigSc^ Data AHaCysis

The fatigue life consumed for different slab thickness which are given in table 4.2:
Subgrade modulus = 8 kg/cm^ Design Period = 20 years, Load safety factors = 1.2
Table 4.2 (a) : Trial Thickness 30 cm
Stress, Allowable
Axle load Fatigue
ALx kg/cm^ Stress Expected repetitions
(AL) life
1.2 from ratio repetition (table 6 IRC:58-
Tonnes consumed
charts 2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 27.63 0.61 71127 23400.0 3.04
18 21.6 25.22 0.56 177820 94100.0 - 1.89
16 19.2 22.77 0.51 569023 485000 1.17
14 16.8 20.28 0.45 1280303 62790000.0 0.02
(SR < 0.45)
12 14.4 17.73 0.39 2608024 0.00
Infinite
Tandem axle
36 43.2 21.59 0.48 35564 2400000 0.0148
(SR < 0.45)
32 38.4 19.54 0.43 35564 0.00
Infinite
Cumulative fatigue life consumed is more than 1 6.1378
Remarks Fails to attain design life of 20 years
Table 4.2 (b) : Trial thickness 32 cm
Stress, Allowable
Axle load
ALx kg/cm^ Stress Expected repetitions Fatigue life
(AL)
1.2 from ratio repetition (table 6 IRC:58- consumed
Tonnes
charts 2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 25.19 0.56 71127 94100.0 0.76
18 21.6 22.98 0.51 177820 485000.0 0.37
16 19.2 20.73 0.46 569023 14335000 0.04
(SR<0.45)
14 16.8 18.45 0.41 1280303 0.00
Infinite
Tandem axle
36 43.2 20.07 0.45 35564 •
62800000 0.0006
(SR < 0.45)
32 38.4 18.4 0.41 35564 0.00
Infinite
Cumulative fatigue life consumed 1.1628
Remarks Fails to attain design life of 20 years
28 KeMsCaO Data AhaCysis

Table 4.2(c) : Trial Thickness 33
Stress, Allowable
Axle load Fatigue
(AL) life
1.2 from ratio repetition (table 6 IRC:58-
Tonnes consumed
charts 2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 24.10 0.54 71127 166000.0 0.43
18 21.6 21.98 0.49 177820 1287000.0 0.14
(SR<0.45)
16 19.2 19.98 0.44 569023 0.00
Infinite
(SR<0.45)
14 16.8 17.64 0.39 1280303 0.00
Infinite
Tandem axle
(SR < 0.45)
36 43.2 19.38 0.43 35564 0.0000
Infinite
Remarks attain design life of 20 years
Table 4.2(d) : Trial Thickness 34 cm
Stress, Allowable
Axle load Fatigue
(AL) life
1.2 from ratio repetition (table 6 IRC:
Tonnes consumed
charts 58-2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 23.08 0.51 71127 485000.0 0.15
18 21.6 21.05 0.47 177820 5200000.0 0.03
(SR<0.45)
16 19.2 18.98 0.42 569023 0.00
Infinite
(SR < 0.45)
14 16.8 16.89 0.38 1280303 0.00
Infinite
Tandem axle
(SR < 0.45)
36 43.2 18.73 0.42 35564 0.0000
Infinite
Remarks attain design life of 20 years
29 Kaiis6a6 Data AhaCysis

Table 4.2(e) : Trial Thickness 36 cm
Stress, Allowable
Axle load Fatigue
(AL) life
1.2 from ratio repetition (table 6 IRC:
Tonnes consumed
charts 58-2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 21.25 0.47 71127 5200000.0 0.01
(SR < 0.45)
18 21.6 19.37 0.43 177820 0.00
Infinite
(SR<0.45)
16 19.2 17.47 0.39 569023 0.00
Infinite
(SR < 0.45)
14 16.8 15.53 0.35 1280303 0.00
Infinite
Tandem axle
(SR<0.45)
36 43.2 17.56 0.39 35564 0.0000
Infinite
Result attain design life of 20 years
4.2.2 Data analysed by KENSLABS
Pavement section designed for subgrade CBR value of 5% and design traffic 3000
CVPD are analysed using KENSLABS; at 28cm, 30cm, 32cm, 33cm, 34cm, and 36cm
trial thickness, to evaluate the effect of slab thickness and design life as per
methodology and input data discussed in chapter 3. Results of output are quoted in
Tables 4.3 and graphical representation for the effect of slab thickness on stresses are
shown in figure 4.1 and figure 4.2
Table 4.3 Effect of slab thickness on stresses and design life
KENSLABS results:
Desired Design Life as per IRC is 20 years for given load repetitions
Sr. slab thickness predicted design life stresses at the bottom of
No. (cm) (Years) slab(Kpa)
1 28 10.19 1064.986
2 30 23.01 942.514
3 32 39.61 860.872
4 33 52.26 819.176
5 34 66.16 783.719
6 36 107.35 710.963
30 KcHsCaQ Data AnaSysIs

Effect of slab thickness on stresses
38
36
S
34
I
I 32
30
28
700 800 900 1000 1100
Stresses (kPa)
Figure 4.1 Effect of Slab Thickness on Stresses due to wheel load
Effect of slab thickness on design life

38
Figure 4.2 Effect of Slab Thickness on Design life
31 KtttsiaS Data Attaiysis

4.3. EFFECT OF TYRE PRESSURE ON PAVEMENT RESPONSES AND
DESIGN LIFE USING KENSLABS.
4.3.1 Data Analysis by IRC (Manual) METHOD
Considering the data explained in section 3.4.2 and 4.2.1, the effect of tire pressure on
pavement is studied. IIT RIGID is used to facilitate the consideration of tire pressure
effect on pavement under IRC method.
KENSLABS itself has the option under the menu "uniform/NUDL" to vary the tire
pressure. The modulus of rupture or flexural strength is taken as 45 kg/cm . Using above
data the calculation of fatigue life consumed for 33 cm slab at different tier pressure is
shown in Table 4.4.
Table 4.4 (a): Tire pressure 800 Kpa (8 kg/cm^)
Axle Stress, Allowable Fatigue

ALx Stress Expected
load (AL) kg/cm from repetitions (table life
1.2 ratio repetition
Tonnes IIT RIGID 6 IRC:58-2002) consumed
1 2 3 4 5 6 5/6
Single axle
20 24.0 24.10 0.54 71127 166000.0 0.43
18 21.6 21.98 0.49 177820 1287000.0 0.14
(SR < 0.45)
16 19.2 19.98 0.44 569023 0.00
Infinite
(SR < 0.45)
14 16.8 17.64 0.39 1280303 0.00
Infinite
Tandem axle
(SR < 0.45)
36 43.2 19.38 0.43 35560 0.0000
Infinite
Result: attain design life of 20 years
32 Kehsea6 Data Ahaeyglg

Table 4.4 (b): Tire pressure 900 Kpa (9 kg/cm^)
Axle
Stress, Allowable Fatigue
load ALx Stress Expected
kg/cm^ from repetitions (table life
(AL) 1.2 ratio repetition
IIT RIGID 6 IRC:58-2002) consumed
Tonnes
1 2 3 4 5 6 5/6
Single axle
20 24.0 24.46 0.54 71127 166000.0 0.43
18 21.6 22.30 0.50 177820 762000.0 0.23
16 19.2 20.12 0.45 569023 62790000.0 0.00
(SR < 0.45)
14 16.8 17.91 0.40 1280303 0.00
Infinite
Tandem axle
(SR < 0.45)
36 43.2 19.7 0.44 35560 0.0000
Infinite
Result: thickness can sustain 900 kpa tire pressure
Table 4.4 (c): Tire pressure 1000 Kpa (10 kg/cm^)
Axle Stress, Allowable

Fatigue
load ALx kg/cm^ Stress Expected repetitions
life
(AL) 1.2 from IIT ratio repetition (table 6 IRC:58-
consumed
Tonnes RIGID 2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 24.78 0.55 71127 124000.0 0.57
18 21.6 22.60 0.50 177820 762000.0 0.23
16 19.2 20.39 0.45 569023 62790000.0 0.00
(SR < 0.45)
14 16.8 18.15 0.40 1280303 0.00
Infinite
Tandem axle
(SR < 0.45)
36 43.2 19.99 0.44 35560 0.0000
Infinite
Result: thickness is working for 1000 kpa
33 KaHs6a6 Data AnaCysis

Table 4.4 (d): Tire pressure 1100 Kpa (11 kg/cm^)
Axle Allowable
Stress, kg/cm^ Fatigue
load ALx Stress Expected repetitions
from IIT life
(AL) 1.2 ratio repetition (table 6 IRC:58-
RIGID consumed
Tonnes 2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 25.08 0.56 71127 94100.0 0.7559
18 21.6 22.87 0.51 177820 485000.0 0.3666
16 19.2 20.64 0.46 569023 14335000.0 0.0397
(SR<0.45)
14 16.8 18.37 0.41 1280303 0.0000
Infinite
Tandem axle
36 43.2 20.26 0.45 35564 62790000.0 0.0006
(SR < 0.45)
32 38.4 18.31 0.41 35564 0.0000
Infinite
Result: Fail
Table 4.4 (e): Tire pressure 1200 Kpa (12 kg/cm^
Axle Allowable
Fatigue
load ALx Stress, kg/cm^ Stress Expected repetitions
life
(AL) 1.2 from IIT RIGID ratio repetition (table 6 IRC:58-
consumed
Tonnes 2002)
1 2 3 4 5 6 5/6
Single axle
20 24.0 25.36 0.56 71127 94100.0 0.7559
18 21.6 23.13 0.51 177820 485000.0 0.3666
16 19.2 20.87 0.46 569023 14335000.0 0.0397
(SR < 0.45)
14 16.8 18.57 0.41 1280303 0.0000
Infinite
Tandem axle
36 43.2 20.51 0.46 35564 14335000.0 0.0025
(SR<0.45)
32 38.4 18.54 0.41 35564 0.0000
Infinite
Result: fail
34 KcHs6a6 Data AhoSysis

43.2 KENSLABS Data Analysis
Using the data given section 4.3.1 the datafileis run in KENSLABS for different tire
pressure and the resulting outputs are shown in table 4.5 andfigure4.3 &figure4.4.
Table 4.5 Effect of tire pressure on stresses and desi^ life
KENSLABS Results
tire pressure predicted design life stresses at the bottom of slab
(kPa) (years) (Kpa)
800 52.26 819.176
900 26.51 921.208

1000 13.37 1024.131
1100 6.76 1126.695
1200 3.42 1229.148
ElTect of tire pressure on design life

1200 . T T T " ~-
1 "1
i
1
1100 \ + H1 - +
t -+ - — 1
1?
a.
t
1«g 1000 •
r -^ 1
i
i —
1
j '
900 f
+ --i
1
J 1
800 • + 1^ • + - i-
0 4 i5 12 16 20 24
Design Life (years)
Figure 43 : Effect of tire pressure on design life
35 K4Msia6 Data Anaiysis

Effect of tire pressure on stresses
1200 -
1100 •• - - - . - - ^ - ^ - - • ^ . . - ^ . - -
a.
Ia
£ 1000 +
flu !
^ I
H
900 +
800
1000 1200 1400 1600 1800
Stresses (kPa)
Figure 4.4 : Effect of tire pressure on stresses
4.4. EFFECT OF TEMPERATURE ON THE PAVEMENT RESPONSES

USING KENSLABS.
4.4.1 Manual Analysis Data
Data:
Design wheel load P 8160kg
Design tyre pressure p 8kg/cm^
Dual carriageway 6m + 6m
Single Lane width, b 3.5m
CBR of subgrade 5.0%
Above this subgrade there is 150 mm WBM layer + 75 mm P.C.C.
Present traffic intensity = 3000veh/day
Other concrete properties:

Modulus of elasticity of concrete, E = 300000 kg/cm^
36 KmgtaS Paia Attaty^g

Coefficient of thermal expansion, a(orC) = 0.00001 °C
Grade of concrete = M-40
Poisson's ratio for concrete, p. 0.15
Unit weight of C.C. W 2400 kg/cm^
Coefficient of friction f = 1.5
Allowable stress in tension in C.C. Sc = 0.8 kg/cm^
Location of c.c. pavement = Delhi
Design Procedure:
step 1 Tentative design value of slab thickness, h = 33 cm
step 2 Flexural strength of concrete or modulus of rupture
Fcr 0.7 X Vfck 4.427 N/mm^
44.27 kg/cm^
44.27 kg/cm^
step 3 Radius of load contact, a
Area of load contact 1020.0 cm^
assuming circular, radius of load contact is given by
A 18.0 cm
(Lower case)
step 4 Radius of equivalent distribution of pressure, b

b = a, fora/h> 1.724
(1.6 a^ + h^ y/i - 0.675h, for a/h < 1.724
a/h = 0.5461618 < 1.724
b = 17.8 cm
step 5 Adopting the value of subgrade reaction

i.e. K kg/cm'
step 6 Radius of relative stiffness, I

Z = [EhV12K(l - n^)]%
I = 103.5 cm
37 KohSâO Data Anaeysls

step 7 Joint Spacing
given dual carriage-way of width 6 m each, taking width of single C.C. panel
width of panel along y-axis = 3.5 M
width along X-axis = 4.2 M
step 8 Wheel load stresses

At edge region: Se = 0.529 P/h^l + 0.54 ^) x [41og(£/b) + logb - 0.4048)
Se 16.72kg/cm^
At corner region: Sc= 3P/y[l-(aV2/£)^(1.2)]
Se 18.30 kg/cm-^
step 9 Temperature stresses

At edge region:
(i) Warping stresses Ste = (Cx E a t) /2 = (Cy E a t) /2 (whichever is higher)
t = temp, difference b/w top and bottom of slab
from IRC:58-2002 table 1. for h = 20 cm the value oft is given below
T = 15 °C
Cx,Cy = Bradbury coefficients based on L/1 or B/1 from IRC:58-2002fig.2.
For L/£ = 4.06 , Cx= 0.442 and B/£ =3.38, Cy = 0.276
for cx = 0.442 Ste 9.95 kg/cm^
for cy = 0.276 Ste = 6.21 kg/cm^
taking maximum stress, Ste 9.95 kg/cm^
(ii) Frictional stresses Sf W.L.F/2xl0'^, kg/cm^
Sf 0.756 kg/cm^
step 10 Critical combination of stresses
At edge region
during summer mid-day: load stresses + warping stress - frictional stress
= 25.91 kg/cm^ (2591 Kpa)
during winter mid-day: load stresses + warping stress + frictional stress
= 27.42 kg/cm^ (2742 Kpa)
38 KoHs6a6 Data Aaaeygis

Table 4.6 Effect of temperature on edge stresses as per IRC methods
Critical combination of critical combination of
Temp. diff. b/w top
stress during summer at stress during winter at
and bottom of slab
edge region ( Kpa ) edge region ( Kpa )
15 2591 2742
20 2922 3073
25 3254 3405
30 3585 3736
4.4.2 Data Analysis By KENSLABS

Negative temperature indicates that slab curls down and the positive temperature
indicates that the slab curls up. The maximum stress occurs at the centre of slab than
that at the bottom is equal to slab curls upward. Results of output are quoted in Table
4.7 and Table 4.8
Table 4.7 Effect of temperature on edge stresses
stresses at the bottom of the slab (Kpa) at node 60
Temp. Diff. b/w (Figure 3.2)
top and bottom of
upward curling downward curling
slab
15 2439.6 2539.5
20 2747.5 2945.3
25 3038.6 3246.1
30 3237.6 3546.8
Table 4.8 Effect of temperature on stresses at centre region
Temp. Diff. b/w stresses at the bottom of the slab (Kpa) at node 1
(Figure 3.3)
top and bottom of upward curling downward curling
slab
15 2057.9 2228.2
20 2162.8 2305.3
25 2267.8 2438.4
30 2472.7 2543.4
39 KoHs6a6 Data AnaSysis

Contour maps of temp, stresses at different temperature are shown in Figure 4.5 to
Figure 4.8.
E f f e c t of Teiaperat-are on r i g i d pavement responses

• Max. S t r e s s i n X Dir.=-1128 "k Min. S. i n X Di-J.= Q liPa
175
0 30 «0 90 120 150 180 210

Sla]> Laver 1 X C003DINATES IN era Contours i n 1000 cjf.-iN/cit^
Figure 4.5 Contours of temperature stresses at temperature of 15 "C
Effect of Temperature on rigid paveiaent responses

• Max. Stress in X Dir.=-1138.1 * Min. S. in X Dir.= 0 JtPa
D Uniform Load
175
C
0
0
R
D
I
N
A
T
30 fiO 90 120 ISO 180 210

Slab l^yer 1 X COOHDINATSS IN cm Contours i n 1000 aas-xH/ciE
Figure 4.6 Contours of temperature stresses at temperature of ZO^C
40 KoHs6a6 Data Anaeysis

S f f e a t o f T e m p e r a t u r e on r i g i d p a v e E e n t r e s p o n s e s
• Max. S t r e s s i n X D i r . = - 1 1 3 8 . 1 if M i n . S . i n X D i r . = 0 k P a
0 r j n i f o r s Load
175
syjEKetry
30 60 90 120 150 180 210
S l a b Layer 1 X COOSDINATSS IN cm Contours iji 1000 cm-sN/cia
Figure 4.7 Contours of temperature stresses at temperature of 25 °C
E f f e c t of T e m p e r a t a r e on r i g i d p a v e m e n t r e s p o n s e s
• Max. S t r e s s i n X D i r . = - 1 1 5 9 . 2 # M l n . S . i n X D i r . = 0 JtPa
• UniforEX Load
175
syjEKietry
30 €0 30 120 150 180
S l a b Layer 1 X COORDINATES IN cm C o n t o u r s i n 1000 CTC-XH/cw.
Figure 4.8 Contours of temperature stresses at temperature of SO^C
41 KensCaO Data AhoSysis

4.5. AN ECONOMICAL SOLUTION FOR RIGID PAVEMENT USING
DIFFERENT GRADE IN UPPER AND LOWER PORTION OF
PAVEMENT SLAB.
As explained in chapter 3 in order to find out an economical solution the total thickness
of rigid pavements is split into two layers of different concrete grades, having higher
concrete grade layer above the lower concrete grade below. The first trial was made for
rigid pavement having total thickness of 30 cm. In the first trial 30 mm thick concrete
rigid pavement is analysed as a single layer. After this the pavement thickness of 30 cm
is divided into two layers. The concrete grade of upper layer remains the same M40,
while concrete grade of lower layer is changed to M20 from M40. With the above
discussed changes the pavement is analysed by KENSLABS for stresses. If the stresses
«
remain less than critical flexural strength of concrete given in Table 3.2, then we can
say that can be alternative and economic solution for providing the rigid pavement. The
data used for analysis is given in Table 3.3 and arrangement of slab for stress analysis
at edge and comer regions are shown in figure 3.2 and 3.4.
The total thickness of 30cm is bifarcated into two slabs. The following three
combinations were analysed.
1. Total thickness 30cm upper layer 15 of M40 and lower layer of 15 of M20.
By using KENSLABS and analysed results in terms of stresses are shovm in tables 4.9,
4.10, 4.11 and 4.12 below:
Table 4.9 : Stresses at the bottom of slab in single layer

Sr. Overall slab Grade of Position of wheel Stresses at the
No. thickness (cm) concrete used Load bottom of slab (Kpa)
1. M40 At Comer 1152.891
30
2. M40 At Edge 942.514
42 KoHs6a6 Data AhaSysis

Table 4.10 : Stresses at the bottom of individual slab in edge case
Sr. Overall slab Stresses at the bottom

Individual slab Grade of
No. thickness (cm) of layer 1 and layer 2
thickness (cm) concrete used
(Kpa)
15 M40 1703.802
1. 30
15 M20 1197.506
18 M40 1671.079
2. 30
12 M20 831.826
20 M40 1587.884
3. 30
10 M20 592.81
Table 4.11 Stresses at the bottom of individual slab in Corner case
Stresses at the bottom
Sr. Overall slab Individual slab Grade of
of layer 1 and layer 2
No. thickness (cm) thickness (cm) concrete used
(Kpa)
15 M40 3030.809
1. 30
15 M20 1516.337
18 M40 2089.034
2. 30
12 M20 1039.875
20 M40 1961.656
3. 30
10 M20 732.351
The above calculated stresses are less than the flexural strength (critical stresses) of
concrete grade used as given in table 4.11.
Table 4.12 Flexural Strength of Concrete Grades used

Grade of Concrete Flexural Strength (Kpa)
M40 4500
M20 3130
Thus we can say that the calculated stresses are with in permissible limit and design is
safe as per KENSLABS analysis.
43 KoH»6a6 Data AHaCysis

CHAPTER-5
RESULTS AND CONCLUSIONS
5.1 INTRODUCTION
The main objective of this study is to analyse rigid pavement with the help of
KENSLABS. This chapter summarizes the findings / results and conclusions of the
study and provides recommendations for further studies. This final chapter is in two
main sections. The first section presents the findings in relation to the study objectives,
while the second section provides the scope of fiirther study.
5.2 RESULTS AND CONCLUSIONS
The findings of the study are summarized as follows according to the objectives
considered in the study.
• The first objective of the thesis is — To study the effect of slab thickness on
pavement design life and edge stress using KENSLAB". The findings of this
objective are as foUovk's:
1. KENSLAB analysis result shows that by increase in slab thickness from 28cm
to 36cm the stresses at the bottom of slab decreases from 1064.986Kpa to
710.963Kpa.
2. Pavement design life increases from 10.19 to 107.35 with the increase in slab
thickness of pavement from 28cm to 36cm.
3. In the present work M-40 grade is used in the pavement for the analysis purpose.
4. With the increase in slab thickness from 30cm to 36cm the consumed fatigue life
under the subjected traffic decreases from 6.1378 to 0.01.
5. From the graph between slab thickness and edge stresses (figure 4.1), h is
observed that stress decreases with the increase in slab thickness continuously.
44 Rcsi*6ts & CoHceugioh

6. From the graph between slab thickness and design life (figure 4.2), it is observed
that with increase in slab thickness, pavement design life increases. The effect is
more pronounced initially up to a thickness of 32cm.
• The second objective of the thesis is "To study the effect of tire pressure on
pavement design life". The findings in the objective 2 are as follows:
1. From the results shown in Table 4.5, it is observed that with the increase in
tire pressure from SOOKpa to 1200Kpa, the e d g e stresses increase at the
bottom of slab from 819.176Kpa to 1229.148Kpa in edge region.
2. In the analysis through KENSLAB, pavement design life is calculated as

inverse of damage ratio. In the present case study it is observed that the
design life of pavement is governed by the fatigue failure in the concrete slab.
Table 4.5 and figure 4.3 show the effect of increased tire pressure on design life
of the pavement. From the resuUs it is observed that design life decreases from
52.26 to 3.42 with increase in tire pressure from SOOKpa to 1200Kpa. The
effect of tire pressure is more pronounced in the tire pressure range 1000 kPa
to 1200 kPa. However edge stresses increases constantly with increase in tire
pressure.
• The third objective of the thesis is "To study the effect of

temperature on pavement edge stresses " . The findings for this
objective are as follows:
1. As per analysis by IRC, with the increase in temperature from 15°C to 30°C (at
an interval of 5°C), the edge stresses in the pavement at increases from
2742Kpa to 3736Kpa in the edge region (Table 4.6).
2. As per analysis by KENSLAB, with the increase in temperature from 15°C to

30°C (at an interval of 5°C), the edge stresses in the pavement at increases from
2539.5Kpa to 3546.8Kpa in the edge region and from 2228.2Kpa to 2543.4Kpa
in the centre region ( Table 4.7 to 4.8).
45 Rcsi*6ts & OoHeCusioH

• The fourth objective of thesis is "To obtain an economical solution for rigid
pavement using different grade of concrete in upper and lower portion of
pavement slab". The findings of this objective are listed below:
1. A 30cm single layer ( M40) concrete pavement is compared with two layer
system. The total thickness of two layers is kept equal to 30cm only.
2. Thickness of upper layer ( made up of M40 grade ) is varied for 15cm, 18cm and
20cm and consequently the lower layer ( made up of M20 grade ) is of 15cm,
12cm and 10cm.
3. From the analysis result shown in Table 4.10 and 4.11 it is observed that in all
three cases (15+15cm ), (18+12cm),and (20+20cm) the stresses are with in
permissible limit. This may be further explore for possible economic solution in
the construction of rigid pavement.
5.3. SCOPE OF FURTHER STUDY

The main scope of this study is that by using the KENSLABS, rigid pavements are
analyzed for better performance with different material properties .This study has
revealed other research needs and priorities that require attention in order to complement
what has already been established. The analysis work is based on the past studies. The
data used for this study by using KENSLAB which is derived from mainly IRC: 58-
2002. The present study can be extended in following direction :
1. The pavement can be analyzed under number of load groups to study the effect of
mixed traffic on pavement design life.
2. The reinforced rigid pavement slabs ( having dowel bars and tie bars) can also be
analyzed by KENSLABS.
3. The two layer concept explore in the economical solution may be verified
through field studies.
46 RcguSts & OoHcSusioH

REFRENCES
1. Eisenmann. J. and Hilmer. A. (1987) -Influence of Wheel Load and

Inflation Pressure on the Rutting effect at Asphalt Pavements II (Experimental
and Theoretical Investigations), Proc, and 6th International Conference on the
Structural Design of Asphalt Pavements, Vol. I, Ann Arbor, pp. 392-403.
2. El-Hamrawy. S. (2000), -Effect of Wheel Load, Tire Pressure and
Subgrade Stiffiiess on Flexible Pavements Responsesl, Al-Azhar Engineering
6th International Conference, pp. 489-502.
3. Fernando, E.G., Musani, D., Park, D. and Liu, W. (2006) -Evaluation of
Effects of Tire Size and Inflation Pressure on Tire Contact Stresses and
Pavement Response II, Texas Transportation Institute; Texas Department of
Transportation; Federal Highway Administration.
4. Huang, W.H., Sung, Y.L., Lin, J.D. and Hung, C.T. (2001) -Effect of
Heavy Vehicle and Tire Pressure on Flexible Pavement Design in Taiwan II,
TRB, 80th Annual Meeting, pp. 1-21.
5. Huang, Y. H. (1993) -Pavement Analysis and Designl, Prentice-Hall, hic,
Englewood Cliffs, New Jersey, U.S.A.
6. Huang, Y.H. (2004), -Pavement Analysis and DesignII, 2nd Edition, New
Jersey, Prentice Hall.
7. IRC: 37-2001, -Guidelines for the Design of Flexible Pavementsll (second
revision), Indian Roads Congress, New Delhi.
8. Yoder, E.J. and Witczak, M.W. (1975), -Principals of Pavement Designll, 2nd
ed.. New York, Wiley.
9. IRC: 58-2002 , Guidelines for the Design of Rigid Pavementsll (second
revision), Indian Roads Congress, New Delhi.
47 RefcreHcas
APPENDIX -A
SAMPLE OUTPUT FILE OF KENSLAB
INPUT FILE NAME -G:\complete thesis\slab thickness\edge28cm

slab_trial_damage.TXT
NUMBER OF PROBLEMS TO BE SOLVED = 1

TITLE -Effect of slab thickness on stresses and design life
TYPE OF FOUNDATION (NFOUND) = 2
TYPE OF DAMAGE ANALYSIS (NDAMA) = 2
NUMBER OF PERIODS PER YEAR (NPY) = 1
NUMBER OF LOAD GROUPS (NLG) = 1
TOTAL NUMBER OF SLABS (NSLAB) = 1
TOTAL NUMBER OF JOINTS (NJOINT) = 0
ARRANGEMENT OF SLABS
SLAB NO. NODES (NX) NO. NODES (NY) JOINT NO. AT FOUR SIDES
(JONO)
NO. IN X DIRECTION IN Y DIRECTION LEFT RIGHT BOTTOM TOP
1 8 8 0 0 0 0
NUMBER OF LAYERS (NLAYER) = 1

NODAL NUMBER USED TO CHECK CONVERGENCE (NNCK) --= 2
NUMBER OF NODES NOT IN CONTACT (NOTCON) = 0
NUMBER OF GAPS (NGAP) = 0
NUMBER OF POINTS FOR PRINTOUT (NPRINT)-- - —--= 3
CODE FOR INPUT OF GAPS OR PRECOMPRESSIONS (INPUT) = 0
BOND BETWEEN TWO LAYERS (NBOND) = 0
CONDITION OF WARPING (NTEMP) = 0
CODE INDICATING WHETHER SLAB WEIGHT IS CONSIDERED (NWT) = 0
MAX NO. OF CYCLES FOR CHECKING CONTACT (NCYCLE) = 10
NUMBER OF ADDITIONAL THICKNESSES FOR SLAB LAYER 1 (NATl) = 0
NUMBER OF ADDITIONAL THICKNESSES FOR SLAB LAYER 2 (NAT2) = 0
NUMBER OF POINTS ON X AXIS OF SYMMETRY (NSX) -= 8
NUMBER OF POINTS ON Y AXIS OF SYMMETRY (NSY) = 8
MORE DETAILED PRINTOUT FOR EACH CONTACT CYCLE (MDPO) = 1
TOLERANCE FOR ITERATIONS (DEL) = 0.001
MAXIMUM ALLOWABLE VERTICAL DISPLACEMENT (FMAX) =
2.54
SYSTEM OF UNITS (NUNIT) - = 1

Length in cm, force in kN, stress in kPa, unit weight in kN/m'^S
48 AppoHdix
subgrade and dowel K value in MN/m'^3, and temperature in C
MODULUS OF RUPTURE OF LAYER 1 (PMR(l)) = 4500

MODULUS OF RUPTURE OF LAYER 2 (PMR(2))—- = 0
FOR LAYER 1 FATIGUE COEFFICIENTS: Fl = 9.999 F2 = 12.999
FOR LAYER 2 FATIGUE COEFFICIENTS: Fl = 0 F2 = 0
FOR SLAB NO. 1 COORDINATES OF FINITE ELEMENT GRID ARE:

X = 0 30 60 90 120 150 180 210
Y - 0 6.1 21.1 36.1 70.825 105.55 140.28 175
LAYER THICKNESS (T) POISSON'S YOUNG'S

NO. RATIO (PR) MODULUS (YM)
1 28.00000 0.15000 3.000E+07
No. OF LOADED AREAS (NUDL) FOR EACH LOAD GROUP ARE: 2

NO. OF NODAL FORCES (NCNF) AND MOMENTS (NCMX AND NCMY) ARE: 0
0 0
FOR LOAD GROUP NO. 1 LOADS ARE APPLIED AS FOLLOWS:

SLAB NO. X COORDINATES Y COORDINATES INTENSITY
(LS) (XLl) (XL2) (YLl) (YL2) (QQ)
1 200.00000 210.00000 0.00000 12.20000 800.00000
1 200.00000 210.00000 30.00000 42.20000 800.00000
NODES FOR STRESS PRINTOUT (NP) ARE: 58 59 60
NODES ON X AXIS OF SYMMETRY (NODSX) ARE: 1 9 17 25 33 41 49 57
NODES ON Y AXIS OF SYMMETRY (NODSY) ARE: 1 2 3 4 5 6 7 8
FOUNDATION ADJUSTMENT FACTOR (FSAF) FOR EACH PERIOD ARE: 1
NUMBER OF LAYERS IN BURMISTER FOUNDATION (NL) IS : 2

MAXIMUM NO. OF INTEGRATION CYCLES (MAXIC) IS : 30
THICKNESSES OF LAYERS (TH) ARE: 15
YOUNG MODULUS OF LAYERS ARE (E): 95000 50000
POISSON RATIOS OF LAYERS (PRBF) ARE: 0.4 0.4
49 AppoHtUx
SLAB NO., INITIAL NODAL NUMBER(INITNP), LAST NODAL
NUMBER(LASTNP),
INITIAL ELEMENT NO.(INITEN), AND LAST ELEMENT NO.(LASTEN) ARE:
1 1 64 1 49
LOADS ARE APPLIED ON THE ELEMENT NO.(NE) WITH COORDINATES(XDA

AND YD A)
43 0.333 1.000 -LOOO LOOO 0.080
44 0.333 LOOO -1.000 -0.187 0.080
45 0.333 1.000 0.187 1.000 0.080
46 0.333 1.000 -1.000 -0.649 0.080
FOR PERIOD 1 TOTAL NO. OF LOAD REPETITIONS (TNLR) FOR EACH LOAD
GROUP ARE:
273750
THE GLOBAL COORDINATES (XO AND YO) OF EACH NODE ARE:

1 0.000 0.000 2 0.000 6.100 3 0.000 21.100
4 0.000 36.100 5 0.000 70.825 6 0.000 105.550
7 0.000 140.280 8 0.000 175.000 9 30.000 0.000
10 30.000 6.100 11 30.000 21.100 12 30.000 36.100
13 30.000 70.825 14 30.000 105.550 15 30.000 140.280
16 30.000 175.000 17 60.000 0.000 18 60.000 6.100
19 60.000 21.100 20 60.000 36.100 21 60.000 70.825
22 60.000 105.550 23 60.000 140.280 24 60.000 175.000
25 90.000 0.000 26 90.000 6.100 27 90.000 21.100
28 90.000 36.100 29 90.000 70.825 30 90.000 105.550
31 90.000 140.280 32 90.000 175.000 33 120.000 0.000
34 120.000 6.100 35 120.000 21.100 36 120.000 36.100
37 120.000 70.825 38 120.000 105.550 39 120.000 140.280
40 120.000 175.000 41 150.000 0.000 42 150.000 6.100
43 150.000 21.100 44 150.000 36.100 45 150.000 70.825
46 150.000 105.550 47 150.000 140.280 48 150.000 175.000
49 180.000 0.000 50 180.000 6.100 51 180.000 21.100
52 180.000 36.100 53 180.000 70.825 54 180.000 105.550
55 180.000 140.280 56 180.000 175.000 57 210.000 0.000
58 210.000 6.100 59 210.000 21.100 60 210.000 36.100
61 210.000 70.825 62 210.000 105.550 63 210.000 140.280
64 210.000 175.000
HALF BAND WIDTH (NB) = 192
PERIOD 1 LOAD GROUP 1 AND CYCLE NO. 1
50 Appendix
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m1 0
W W Ul 00
o NO
<-f1
o o
Lf\
o Lr\
•a
•a H
Si.
M
19 1.446E-05 5.014E-05 20 2.428E-05 4.900E-05 21 4.437E-05 4.464E-05
22 5.955E-05 3.906E-05 23 6.946E-05 3.341E-05 24 7.427E-05 2.818E-05
25 1.160E-18 7.606E-05 26 4.896E-06 7.597E-05 27 1.675E-05 7.502E-05
28 2.800E-05 7.309E-05 29 5.023E-05 6.589E-05 30 6.587E-05 5.704E-05
31 7.531E-05 4.852E-05 32 7.965E-05 4.089E-05 33 1.483E-18 l.OllE-04
34 6.015E-06 l.OlOE-04 35 2.050E-05 9.942E-05 36 3.401E-05 9.634E-05
37 5.921E-05 8.534E-05 38 7.495E-05 7.277E-05 39 8.325E-05 6.157E-05
40 8.681E-05 5.210E-05 41 2.017E-18 1.249E-04 42 7.804E-06 1.247E-04
43 2.644E-05 1.223E-04 44 4.333E-05 1.175E-04 45 7.205E-05 1.014E-04
46 8.675E-05 8.491E-05 47 9.270E-05 7.170E-05 48 9.496E-05 6.146E-05
49 2.910E-18 1.448E-04 50 1.061E-05 1.444E-04 51 3.552E-05 1.406E-04
52 5.701E-05 1.339E-04 53 8.932E-05 1.120E-04 54 1.008E-04 9.218E-05
55 1.027E-04 7.793E-05 56 1.028E-04 6.837E-05 57 1.902E-18 1.585E-04
58 1.570E-05 1.579E-04 59 4.811E-05 1.524E-04 60 7.507E-05 1.440E-04
61 l.lOlE-04 1.167E-04 62 1.162E-04 9.442E-05 63 1.125E-04 7.963E-05
64 1.097E-04 7.107E-05
NODE LAYER STRESS X STRESS Y STRESS XY MAX.SHEAR MAJOR

MINOR
58 1 0.000 -1064.986 0.000 532.493 0.000 -1064.986
59 1 0.000 -765.912 0.000 382.956 0.000 -765.912
60 1 0.000 -731.580 0.000 365.790 0.000 -731.580
STRESS DIFFERENTIAL FOR MULTIPLE WHEELS IS -1064.986
MAXIMUM STRESS (SMAX) AT BOTTOM OF LAYER 1 IS -1064.986 ( NODE

58
FOR PERIOD 1 LOAD GROUP 1 CRACKING INDEX (CI) FOR LAYER 1 IS
.98144E-01
PRIMARY CRACKING INDEX IS .32715E-01 SECONDARY CI IS .65429E-01
FOR LAYER 1 SUM OF CRACKING INDEX (SUMCI) = .98144E-01

DESIGN LIFE (DL) IN YEARS = 10.19
52 Appendix
APPENDIX -B
INPUT FILE NAME -G:\complete thesis\tirepressure\tirepressure800.TXT
TITLE -Effect of slab thickness on stresses and design life

(JONO)
1 8 8 0 0 0 0
NUMBER OF LAYERS (NLAYER) — = 1

NODAL NUMBER USED TO CHECK CONVERGENCE (NNCK) = 2
NUMBER OF GAPS (NGAP) - - = 0
NUMBER OF POINTS FOR PRINTOUT (NPRINT) = 3
CODE FOR INPUT OF GAPS OR PRECOMPRESSIGNS (INPUT)- = 0
CONDITION OF WARPING (NTEMP) - -= 0
NUMBER OF POINTS ON X AXIS OF SYMMETRY (NSX) —= 8
MORE DETAILED PRINTOUT FOR EACH CONTACT CYCLE (MDPO)- = 1
TOLERANCE FOR ITERATIONS (DEL) = 0.001
2.54
SYSTEM OF UNITS (NUNIT) '- = 1

Length in cm, force in kN, stress in kPa, unit weight in kN/m'^3
subgrade and dowel K value in MN/m^3, and temperature in C
53 AppohtUx
MODULUS OF RUPTURE OF LAYER 1 (PMR(l)) - = 4500
MODULUS OF RUPTURE OF LAYER 2 (PMR(2)) -= 0
FOR LAYER 2 FATIGUE COEFFICIENTS: F l = 0 F2= 0

X = 0 30 60 90 120 150 180 210
Y = 0 6.1 21.1 36.1 70.825 105.55 140.28 175

1 33.00000 0.15000 3.000E+07

0 0

1 200.00000 210.00000 0.00000 12.20000 800.00000
1 200.00000 210.00000 30.00000 42.20000 800.00000


NUMBER(LASTNP),
54 Appendix
1 1 64 1 49
AND YDA)
43 0.333 1.000 -1.000 1.000 0.080
44 0.333 1.000 -1.000 -0.187 0.080
45 0.333 1.000 0.187 1.000 0.080
46 0.333 1.000 -1.000 -0.649 0.080
GROUP ARE:
273750

1 0.000 0.000 2 0.000 6.100 3 0.000 21.100
4 0.000 36.100 5 0.000 70.825 6 0.000 105.550
7 0.000 140.280 8 0.000 175.000 9 30.000 0.000
10 30.000 6.100 11 30.000 21.100 12 30.000 36.100
13 30.000 70.825 14 30.000 105.550 15 30.000 140.280
16 30.000 175.000 17 60.000 0.000 18 60.000 6.100
19 60.000 21.100 20 60.000 36.100 21 60.000 70.825
22 60.000 105.550 23 60.000 140.280 24 60.000 175.000
25 90.000 0.000 26 90.000 6.100 27 90.000 21.100
28 90.000 36.100 29 90.000 70.825 30 90.000 105.550
31 90.000 140.280 32 90.000 175.000 33 120.000 0.000
34 120.000 6.100 35 120.000 21.100 36 120.000 36.100
37 120.000 70.825 38 120.000 105.550 39 120.000 140.280
40 120.000 175.000 41 150.000 0.000 42 150.000 6.100
43 150.000 21.100 44 150.000 36.100 45 150.000 70.825
46 150.000 105.550 47 150.000 140.280 48 150.000 175.000
49 180.000 0.000 50 180.000 6.100 51 180.000 21.100
52 180.000 36.100 53 180.000 70.825 54 180.000 105.550
55 180.000 140.280 56 180.000 175.000 57 210.000 0.000
58 210.000 6.100 59 210.000 21.100 60 210.000 36.100
61 210.000 70.825 62 210.000 105.550 63 210.000 140.280
64 210.000 175.000
SUM OF REACTION FORCE AND PRECOMPRESSION (SUMP)

IS:(COMPRESSION +, TENSION 0)
55 Appendix
GO 'T3
to to H-" I—' 1—' 1— GO
ON <-ri (^ -ti. 4^ OJ oj to t o <-' O N L r t L n - ^ - P i . L O L O t O t O K - 1 — . ^
<-^ t o VO ( ^ U> O ~J 4^ o •— ON 1— 1—• ON ON 1 - °^ W
ON ^ ON ^ O N ^ - O N I — ' O N ^ ^ O N I — ' O N I — ' ' - ' ^ ' ~ '
Ui U) to o o :^
vo as H- I—H
00
+^ •oo
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to ^ 00 5w o o O
v>v 1,,^
o ON
w \ \,^
o itNo
i^ \^^
as i-fi.
_^ ^4i-
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k—.J —
| p p p o o O O O o o P o o K - p o p p o o o o o o P P
•^ ^ t o to o to o '-0 w NobNLo4i.tototoîo^^'~'0
NO ON L J I—k
i - ' 0 0 0 0 0 > t ^^ Û l NO ON <-fl U> ^ ^-. w
oo tv> t-^ t v i U i Os > -^ -t^ OJ LO to to -J to 0 \ U l L n - f ^ 4 ^ L 0 L 0 K j t O i — I — ' - O t O
to ^ -J to -J to o
(^ U) U) H- ^^ H-
H to ~o to ^ to > t o ^ t o ~ o t o - ~ j t o L o t o ^ t o
(VI o -~J I—' -J 00 U) to Ui >< O o
00 H- O 00 O -O -g U) ~o o 2; O o O
U) O 00 O O 00 O 00 ^ l— p p •p f> 'P O O o ^ p CD c:> o p O O
p p o 2: o o o o ;_ O
W W iTi fd W W w w w ?^ LAI Ln ' ^ Lo o Lo t o ^ io ^+ ON NO j a . L o 'KJ LO to to io ^
O ^
I I I I I I I I I ^ ^ 00 H o o
o o o o o o 1—^ •—* t—* H ON (-fi Ui *>• - ^ <-o LO to to ON Ln Ln ^ -Pi. LO LO (O 10 ^ ^ «=
ly> Oi Lrt Lrt lyi ty) 00 OO ^ OJ 00 LO 00 OJ 00 LO 00 LO 00 LO W LO 00 LO 00 LO 00 LO 00 LO 00 LO
> 2:
to to to I—" ^- 1—' 0 0 Ul to o
-F^ H- H
ON U» O --J Ul (>J to O ^ w
o O o
UJ y) K- ^ 4^ .— p c:> O p p o '•— o o >
lo o bo ^ p p p i _^ o p
p o p o o o o o I— o
1^1 t o 00 ^ to O 1— 4^ -P^ 2; to o to 2 t o I— o to
0> t o H- - J oj o 00 t-î •—' Lo o Lh L/i Lo Lo 't-' a Lo Lrt ON L/1 Lo Lo t o
< 1 -O 1— 00 (-^ o o ON tyi Lfi -fi. - ^
LO t o t o (-0
NO
ON Lrt L« -Pi. -pi LO
NO
Www o a o LO t o to ^ •-'
w w w w w w I I I 4i. NO 4i- NO -t^ NO 4 ^ NO 4 ^ NO 4:^ »T3 4^ NO *• ^ 4:^ NO 4 ^ NO 4^ NO 4:^
I I I I I I o o o W n
O O O ^ o o Lr, U\ a\ w
0\ (^ Ui OO t-/l Ul Os 1—' Ui
o o O o o
t->1 t o U) U) ^- ^ h— O ^ w
to ON 4^ o 0 0 0 p p o o o o •^ <-^ f> p> o o <o
<-^ Os 0\ -~J Ul 00 H— 4i. U) b\ O 4^ to o 2: o P P o
H 4i. to
^ 4^ UJ •li. OJ 0 \ -O 1-- 4^
o Lo to L-h p ON L- Ip. Lo "^^ Lo to ;-- ^
0\ CT\ O to > L^l
^ VO -O W W W ON Ln LO Iji. to
H (-^ 4 ^ 4 ^ LO to t o ^ to ON <-n Lyi LO LO to to I—
w w w w w w O L/i Ly> O O Lyi O Ln o cyi O Lfi
I I I ^ OO >yO o ^-^ o
I I
o o o oI o o
g U\ O
Ul L/l (J1 L/) (_/1 Ul
GO
VO ON U) ix
to to to 00 tji to ^ p CD p C> o o 0 0 0 o H- p o o p O O 0 0 0
~0 4i> H- K- 4i. vo Lo Ifi. o Lfi Lo to to ' ^ ^ ' h - " lf\ Lo t o to
UJ y) _H- o ^ 4^ W W W
o w w w w •^ o o
I I 00 <-/) o\ hd
o
w ow o o1 o o .— ^ >
(-/I <-rt t^ as <u\ Lr> -o
Ul to UJ OJ H-^ H - 00 u\ as
Lf> o j L) ^ oj bo •~j o --J
K^ h-i ON - 1 ^ t-/i to
\0 o NO
-O U) 4^ U) O W W W
W W W W W W O ^ '-' O
o o o o o o t V l OO N O
'J\ <~yt Lr\ L/\ i^n <^/\ a
w
7^
!
o
28 2.044E-05 5.396E-05 29 3.688E-05 4.944E-05 30 4.871E-05 4.383E-05
31 5.601E-05 3.841E-05 32 5.946E-05 3.355E-05 33 1.721E-18 7.359E-05
34 4.259E-06 7.350E-05 35 1.454E-05 7.254E-05 36 2.420E-05 7.062E-05
37 4.255E-05 6.370E-05 38 5.448E-05 5.575E-05 39 6.107E-05 4.862E-05
40 6.396E-05 4.262E-05 41 2.272E-18 9.006E-05 42 5.382E-06 8.992E-05
43 1.824E-05 8.842E-05 44 3.002E-05 8.546E-05 45 5.064E-05 7.539E-05
46 6.199E-05 6.492E-05 47 6.709E-05 5.648E-05 48 6.910E-05 4.996E-05
49 3.175E-18 1.036E-04 50 7.096E-06 1.034E-04 51 2.386E-05 l.OlOE-04
52 3.855E-05 9.683E-05 53 6.153E-05 8.311E-05 54 7.093E-05 7.049E-05
55 7.349E-05 6.132E-05 56 7.410E-05 5.516E-05 57 2.046E-18 1.128E-04
58 1.025E-05 1.124E-04 59 3.169E-05 1.090E-04 60 4.984E-05 1.038E-04
61 7.465E-05 8.663E-05 62 8.085E-05 7.239E-05 63 7.988E-05 6.276E-05
64 7.856E-05 5.714E-05

MINOR
58 1 0.000 -819.176 0.000 409.588 0.000 -819.176
59 1 0.000 -607.545 0.000 303.772 0.000 -607.545
60 1 0.000 -581.252 0.000 290.626 0.000 -581.252
MAXIMUM STRESS (SMAX) AT BOTTOM OF LAYER 1 IS -819.176 (NODE 58

.19134E-01
PRIMARY CRACKING INDEX IS .63779E-02 SECONDARY CI IS .12756E-01
FOR LAYER 1 SUM OF CRACKING INDEX (SUMCI) = .19134E-01

DESIGN LIFE (DL) IN YEARS - 52.26
57 Appendix
APPENDIX -C
INPUT FILE NAME -G:\complete thesisMemp. curlingUemp I5.TXT

TITLE -Effect of Temperature on rigid pavement responses

(JONO)
1 8 8 0 0 0 0
NUMBER OF LAYERS (NLAYER) - = 1

NODAL NUMBER USED TO CHECK CONVERGENCE (NNCK) = 1
CODE FOR INPUT OF GAPS OR PRECOMPRES SIGNS (INPUT) —-= 0
CODE DEDICATING WHETHER SLAB WEIGHT IS CONSIDERED (NWT) = 1
MAX NO. OF CYCLES FOR CHECKING CONTACT (NCYCLE)- = 10
NUMBER OF POINTS ON X AXIS OF SYMMETRY (NSX) = 8
TOLERANCE FOR ITERATIONS (DEL)—- - -= 0.001
2.54
DIFFERENCE IN TEMP. BETWEEN TOP AND BOTTOM OF SLAB (TEMP)-—=
15
COEFFICIENT OF THERMAL EXPANSION (CT) = 0.00001
SYSTEM OF UNITS (NUNIT) = 1
58 Appondlx
Length in cm, force in kN, stress in kPa, unit weight in kN/m^3
UNIT WEIGHT OF LAYER 1 (GAMA(l)) = 23.58

UNIT WEIGHT OF LAYER 2 (GAMA(2)) = 23.58

X = 0 30 60 90 120 150 180 210
Y = 0 6.1 21.1 36.1 70.825 105.55 140.28 175

1 33.00000 0.15000 3.000E+07

0 0

1 200.00000 210.00000 0.00000 12.20000 800.00000
1 200.00000 210.00000 30.00000 42.20000 800.00000
NODES NOT IN CONTACT ARE: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55
56 61 62 63 64

59 Appohdlx
SLAB NO, INITIAL NODAL NUMBER(INITNP), LAST NODAL
NUMBER(LASTNP),
1 1 64 1 49
AMOUNT OF INITIAL CURLING AND GAP (CURL) AT THE NODES IS

I 0.00000 2 0.00008 3 0.00101 4 0.00296 5 0.01140
6 0.02532 7 0.04472 8 0.06960 9 0.00205 10 0.00213
II 0.00306 12 0.00501 13 0.01345 14 0.02737 15 0.04677
16 0.07165 17 0.00818 18 0.00827 19 0.00919 20 0.01114
21 0.01958 22 0.03350 23 0.05291 24 0.07778 25 0.01841
26 0.01849 27 0.01942 28 0.02137 29 0.02981 30 0.04373
31 0.06313 32 0.08801 33 0.03273 34 0.03281 35 0.03374
36 0.03569 37 0.04413 38 0.05805 39 0.07745 40 0.10233
41 0.05114 42 0.05122 43 0.05215 44 0.05410 45 0.06254
46 0.07646 47 0.09586 48 0.12074 49 0.07364 50 0.07372
51 0.07465 52 0.07660 53 0.08504 54 0.09896 55 0.11836
56 0.14324 57 0.10023 58 0.10031 59 0.10124 60 0.10319
61 0.11163 62 0.12555 63 0.14495 64 0.16983

AND YD A)
43 0.333 1.000 -1.000 1.000 0.080
44 0.333 1.000 -1.000 -0.187 0.080
45 0.333 1.000 0.187 1.000 0.080
46 0.333 1.000 -1.000 -0.649 0.080

1 0.000 0.000 2 0.000 6.100 3 0.000 21.100
4 0.000 36.100 5 0.000 70.825 6 0.000 105.550
7 0.000 140.280 8 0.000 175.000 9 30.000 0.000
10 30.000 6.100 11 30.000 21.100 12 30.000 36.100
13 30.000 70.825 14 30.000 105.550 15 30.000 140.280
16 30.000 175.000 17 60.000 0.000 18 60.000 6.100
19 60.000 21.100 20 60.000 36.100 21 60.000 70.825
22 60.000 105.550 23 60.000 140.280 24 60.000 175.000
25 90.000 0.000 26 90.000 6.100 27 90.000 21.100
28 90.000 36.100 29 90.000 70.825 30 90.000 105.550
31 90.000 140.280 32 90.000 175.000 33 120.000 0.000
34 120.000 6.100 35 120.000 21.100 36 120.000 36.100
37 120.000 70.825 38 120.000 105.550 39 120.000 140.280
40 120.000 175.000 41 150.000 0.000 42 150.000 6.100
60 Appohdix
KH 1—1
C/2 '-0 C/) 13
tZ! <-fi 0 1 U) to to CZ3
4:^ -P^ U J 1>J to to ,_. , . d ON 4^ 4^ UJ ^^ ^- G O N O s U i U i U i ^ 4 : i . 4 ^
w I—' ON w
0\ ON ON 1—k Os ON ON ON 4 i » ^ - O O U > t O N O O N U J
^^ as ^^ 'o s ^^ a\ '"' '"' O N '~' '0
2 s S
0
oo o 0 0 t O t O t O H - > — ' K - ^ K -
o 0 P 0 H - h — ' ^ - O O O O O O U l U l
O p o o o o o o o o o 0 0 0 p 0 0 0 0 0 0 p o p o p p o < o
O o o O o o o o o o 0 0 0 0 0 0 0 0 0 0 0 0
o t-l 1-' 0 0 0 0 0 0 0 0
S o o o > o o o o o >
OJ ,_, 1 . <-f> Ul !>J (Jj to to 1—* _ •~J to > 0 0 0 0 0 0 0 0 0
4i^ 4^ U) to to -0 to ON 4^
C/3
s> o +^ ty3
to to -J to --J to t/) to to -J to -J to -J to <1 to 00 >
^ ^ > ^
n n 0 l-H
0 C3 ^ ON ^ ^ o S f:i
p p H 0 p H 0
o u» P •
O O o o o o o 1—1
o
?ci o to 0 0 0 0 0 0 0 0 0 0 0
H p 2 0 y^ ^
p o o 0 ?3
O O o o o o o o o 0 0 0 0 0 0 0 0 0 •z
s •z
•n 4^ ^ 0
OO U)
o o 00 U J
^ss§§§g§
to t o H d ON 4^ to t o ON
OO OO U) '-d 00 00 00 00 U) 13 {^ NOo
00 00
§ to
2; 0
C/5 to u>
t:i
o o w > 0 0 m >
1 0 0 0 0 0 0 0 0 0 0
O o p o o o o o o o o > 2^ p p 0 > :z; NO o P g§ig§
o o o o o o o o O o 0 0 0 0 0 0 0 0 0 0
4i^ 0 to
^ 4i^ o D NO 4^ 0
O J 1—* >_k ^'™^ o ON Ul 4^ 4:^ U J (>j K-* H-» n o g o o §
Ji. 4^ o-> to to 13 to to 13
4^ 4^ 4:^ 4^ 4i- NO 4^ NO 4i^ NO NO 4^ ii
o m 0 1—. t o •— -J
§ § ° 8 § ON 1—
o o 0 p O K^ • ^ o ON
m 0 0
0 w Ul •
o o
so y bo
O p o o O o o o p p 0 p 0 0 0 0 0 0 0 u> CO
o to o P
to U
o 0 4^ 0 0 0 0 0 0 0 0 0 00
O
O O o o o o o o 1—* S U) o o U)
0^ <^ p 4^ Ul p o o
13 0 ^ Ul <=>
) _ t
o •—* ,.,,j
ON
I-/! 4^ Ji^ I j j U) to to to Ul u> 4^ 4^ t>J UJ to to o Ul 4^
O Ul o IVI o Ul o ty) ON Ul 0 U> 0 Ui 0 Ul 0 u> o Ul 4i- Ul
g 0 ffi
00 ON
l_^ 0 0
o p C/3 0 p to ^ 00 ^^
o o 0 0 to
•— o to 00 o 1—' U l
O p p o o o o o 0 0 p 0 0 0 0 0 p
o to 0 o —
O O o o o o o o NO 0 0 0 0 0 0 0 0 0 , o oo ^P Po
2 2 o o P o
to o o o o 0 0 0 o o
o o o o
o 1 — " ^
4i^ ON
o ^ p
13 o o O Ul
to o o Ul o Ul 00
O Ul o to
00 o o o o
o o Ul
I
51 0.0 52 0.0 53 0.0 54 0.0 55 0.0
56 0.0 57 6.4 58 0.0 59 12.9 60 29.4
61 0.0 62 0.0 63 0.0 64 0.0
NODAL NUMBERS AND DEFLECTIONS OF SLABS (F) ARE: (DOWNWARD

POSITIVE)
I 0.40360 2 0.40353 3 0.40274 4 0.40107 5 0.39388
6 0.38195 7 0.36518 8 0.34342 9 0.40052 10 0.40045
II 0.39966 12 0.39801 13 0.39084 14 0.37896 15 0.36223
16 0.34050 17 0.39131 18 0.39124 19 0.39047 20 0.38885
21 0.38179 22 0.37003 23 0.35341 24 0.33178 25 0.37611
26 0.37604 27 0.37530 28 0.37372 29 0.36684 30 0.35529
31 0.33886 32 0.31738 33 0.35508 34 0.35502 35 0.35430
36 0.35280 37 0.34617 38 0.33493 39 0.31878 40 0.29751
41 0.32844 42 0.32838 43 0.32772 44 0.32631 45 0.32006
46 0.30926 47 0.29346 48 0.27244 49 0.29646 50 0.29641
51 0.29581 52 0.29454 53 0^8!8^=r§40.27863 55 0.26326
56 0.24249 57 0.25958 58j^&^^^^^S^94 60 0.25782
61 0.25297 62 0.24348
NODAL NUMBERS AND DEl^CTlONS OF ^^^pRADE (SUBD)

ARE:(DOWNWARD POSITD
I 0.04711 2 0.04709 3 O f ^ ^ ^ f § ^ « ^ ^ 4 6 5 0.04474
6 0.04230 7 0.03945 8 0.03^5^=9=^4791 10 0.04789
II 0.04768 12 0.04724 13 0.04545 14 0.04282 15 0.03981
16 0.03671 17 0.05121 18 0.05118 19 0.05087 20 0.05023
21 0.04772 22 0.04439 23 0.04073 24 0.03728 25 0.05686
26 0.05681 27 0.05639 28 0.05548 29 0.05180 30 0.04711
31 0.04240 32 0.03811 33 0.06782 34 0.06773 35 0.06688
36 0.06511 37 0.05847 38 0.05102 39 0.04450 40 0.03917
41 0.09009 42 0.08989 43 0.08818 44 0.08428 45 0.06959
46 0.05617 47 0.04668 48 0.04016 49 0.14340 50 0.14410
51 0.14364 52 0.13425 53 0.08772 54 0.06124 55 0.04836
56 0.04065 57 0.25958 58 0.25384 59 0.25895 60 0.25782
61 0.10407 62 0.06350 63 0.04857 64 0.04039
NODAL NUMBER AND REACTIVE PRESSURE (SUBR) ARE: (COMPRESSION

POSITIVE)
1 0.000 2 0.000 3 0.000 4 0.000 5 0.000
6 0.000 7 0.000 8 0.000 9 0.000 10 0.000
11 0.000 12 0.000 13 0.000 14 0.000 15 0.000
16 0.000 17 0.000 18 0.000 19 0.000 20 0.000
21 0.000 22 0.000 23 0.000 24 0.000 25 0.000
62 Appendix
26 0.000 27 0.000 28 0.000 29 0.000 30 0.000
31 0.000 32 0.000 33 0.000 34 0.000 35 0.000
36 0.000 37 0.000 38 0.000 39 0.000 40 0.000
41 0.000 42 0.000 43 0.000 44 0.000 45 0.000
46 0.000 47 0.000 48 0.000 49 0.000 50 0.000
51 0.000 52 0.000 53 0.000 54 0.000 55 0.000
56 0.000 57 1401.073 58 0.000 59 572.813 (50 788.688
61 0.000 62 0.000 63 0.000 64 0.000
NODE ROTAT.X ROTAT.Y NODE ROTAT.X ROTAT.Y NODE RORAT.X

ROTAT.Y
1 -4.280E-19 -6.128E-19 2 -4.000E-06 -2.127E-18 3 -1.394E-05 -3.030E-18
4 -2.412E-05 -4.958E-18 5 -4.710E-05 -6.743E-18 6 -6.728E-05 -6.507E-18
7 -8.353E-05 -6.294E-18 8 -9.566E-05 -3.067E-18 9 -9.298E-19 -6.904E-05
10 -3.993E-06 -6.899E-05 11 -1.430E-05 -6.858E-05 12 -2.490E-05 -6.786E-05
13 -4.824E-05 -6.551E-05 14 -6.845E-05 -6.279E-05 15 -8.453E-05 -6.025E-05
16 -9.643E-05 -5.820E-05 17 -1.321E-18 -1.350E-04 18 -4.828E-06 -1.350E-04
19 -I.622E-05 -1.342E-04 20 -2.740E-05 -1.329E-04 21 -5.168E-05 -1.283E-04
22 -7.197E-05 -1.228E-04 23 -8.754E-05 -1.177E-04 24 -9.872E-05 -1.136E-04
25 -1.637E-18 -1.957E-04 26 -5.359E-06 -1.957E-04 27 -1.853E-05 -1.947E-04
28 -3.122E-05 -1.928E-04 29 -5.749E-05 -1.858E-04 30 -7.796E-05 -1.772E-04
31 -9.255E-05 -1.694E-04 32 -1.025E-04 -1.634E-04 33 -2.305E-18 -2.504E-04
34 -6.544E-06 -2.503E-04 35 -2.218E-05 -2.489E-04 36 -3.693E-05 -2.461E-04
37 -6.617E-05 -2.357E-04 38 -8.669E-05 -2.235E-04 39 -9.950E-05 -2.129E-04
40-1.075E-04-2.053E-04 41 -3.062E-18-2.969E-04 42-8.000E-06-2.968E-04
43 -2.722E-05 -2.948E-04 44 -4.520E-05 -2.908E-04 45 -7.871E-05 -2.757E-04
46 -9.845E-05 -2.588E-04 47 -1.081E-04 -2.457E-04 48 -1.134E-04 -2.371E-04
49 -3.883E-18 -3.323E-04 50 -9.690E-06 -3.322E-04 51 -3.377E-05 -3.308E-04
52 -5.702E-05 -3.260E-04 53 -9.700E-05 -3.026E-04 54 -1.133E-04 -2.806E-04
55 -1.176E-04 -2.657E-04 56 -1.192E-04 -2.574E-04 57 -2.204E-18 -3.503E-04
58 -9.821E-06 -3.503E-04 59 -3.773E-05 -3.505E-04 60 -7.339E-05 -3.457E-04
61 -1.213E-04 -3.138E-04 62 -1.305E-04 -2.879E-04 63 -1.273E-04 -2.719E-04
64-1.245E-04-2.645E-04
SUM OF FORCES (FOSUM) - 48.1 SUM OF REACTIONS (SUBSUM) = 48.7

MINOR
1 1 -1104.336 160.415 0.000 632.375 160.415 -1104.336
2 1 -1106.737 156.753 0.000 631.745 156.753 -1106.737
3 1 -1111.067 166.595 0.000 638.831 166.595 -1111.067
4 1 -1103.850 174.154 0.000 639.002 174.154 -1103.850
5 1 -1069.909 153.559 0.000 611.734 153.559 -1069.909
63 Appendix
6 1 -1032.051 106.658 0.000 569.354 106.658 -1032.051
7 1 -998.162 52.088 0.000 525.125 52.088 -998.162
8 1 -972.218 0.000 0.000 486.109 0.000 -972.218
9 1 -1127.994 148.530 0.000 638.262 148.530 -1127.994
10 1 -1122.468 162.096 -6.131 642.311 162.126 -1122.497
11 1 -1098.774 186.247 -16.767 642.729 186.466 -1098.992
12 1 -1081.439 185.835 -23.827 634.085 186.283 -1081.887
13 1 -1045.142 159.144 -32.892 603.041 160.041 -1046.040
14 1 -1007.819 108.935 -33.561 559.385 109.943 -1008.826
15 1 -974.506 52.322 -28.759 514.219 53.127 -975.311
16 1 -948.588 0.000 0.000 474.294 0.000 -948.588
17 1 -989.611 250.246 0.000 619.928 250.246 -989.611
18 1 -994.680 234.218 -10.014 614.530 234.299 -994.761
19 1 -1006.797 218.524 -30.585 613.424 219.287 -1007.560
20 1 -1003.462 217.757 -45.380 612.294 219.441 -1005.146
21 1 -975.334 176.750 -65.910 579.801 180.509 -979.093
22 1 -938.009 115.252 -67.841 530.982 119.604 -942.361
23 1 -904.250 52.772 -57.521 481.956 56.217 -907.695
24 1 -879.228 0.000 0.000 439.614 0.000 -879.228
25 1 -931.314 291.771 0.000 611.542 291.771 -931.314
26 1 -927.518 299.061 -11.678 613.401 299.172 -927.629
27 1 -913.243 293.744 -41.397 604.912 295.162 -914.661
28 1 -901.224 273.870 -66.714 591.323 277.646 -905.000
29 1 -865.219 207.148 -102.415 545.877 216.841 -874.913
30 1 -823.487 123.712 -104.911 485.080 135.193 -834.968
31 1 -789.166 51.196 -85.978 428.888 59.902 -797.873
32 1 -765.693 0.000 0.000 382.846 0.000 -765.693
33 1 -766.386 423.895 0.000 595.141 423.895 -766.386
34 1 -768.771 411.192 -18.651 590.276 411.486 -769.066
35 1 -770.112 387.094 -61.371 581.849 390.340 -773.358
36 1 -759.887 358.116 -98.172 567.557 366.671 -768.442
37 1 -714.731 250.609 -149.871 505.403 273.342 -737.464
38 1 -664.931 128.728 -146.171 422.894 154.792 -690.996
39 1 -632.417 43.311 -112.178 356.000 61.447 -650.553
40 1 -615.033 0.000 0.000 307.517 0.000 -615.033
41 1 -626.310 558.247 0.000 592.279 558.247 -626.310
42 1 -626.208 551.391 -24.723 589.319 551.910 -626.727
43 1 -607.034 530.907 -85.100 575.299 537.236 -613.362
44 1 -584.822 480.844 -141.650 551.340 499.351 -603.329
45 1 -525.365 302.231 -217.585 467.517 355.950 -579.084
46 1 -461.925 117.116 -190.887 346.785 174.381 -519.190
47 1 -438.895 22.673 -131.350 265.545 57.434 -473.655
48 1 -434.654 0.000 0.000 217.327 0.000 -434.654
64 Appohdix
49 1 -347.812 720.579 0.000 534.196 720.579 -347.812
50 1 -346.223 750.025 -15.219 548.335 750.236 -346.434
51 1 -391.220 736.434 -78.566 569.275 741.882 -396.668
52 1 -405.529 678.982 -203.812 579.293 716.019 -442.567
53 1 -264.995 334.837 -306.634 428.922 463.843 -394.001
54 1 -229.247 72.575 -231.664 276.482 198.147 -354.818
55 1 -218.560 -16.609 -138.947 171.763 54.178 -289.347
56 1 -238.546 0.000 0.000 119.273 0.000 -238.546
57 1 0.000 862.404 0.000 431.202 862.404 0.000
58 1 0.000 722.815 0.000 361.408 722.815 0.000
59 1 0.000 1104.680 0.000 552.340 1104.680 0.000
60 1 0.000 2439.642 0.000 619.821 2439.642 0.000
61 1 0.000 212.197 0.000 106.098 212.197 0.000
62 1 0.000 -2.975 0.000 1.488 0.000 -2.975
63 1 0.000 -100.349 0.000 50.174 0.000 -100.349
64 1 0.000 0.000 0.000 0.000 0.000 0.000
MAXIMUM STRESS (SMAX) IN LAYER 1 IS 2439.642 (NODE 60 )
MAXIMUM STRESS IN X DIRECTION = -1128.0 (NODE 9 )

MINIMUM STRESS IN X DIRECTION = 0.0 (NODE 0 )
MAXIMUM STRESS IN Y DIRECTION = -100.3 (NODE 63 )
65 Appendix
APPENDIX -D
INPUT FILE NAME -D:\triaI\compIete 4th obj\corner case wheel load\cornerl5cm

slabM40_15cmM20_damage.TXT
TITLE -wheel load effect on comer of slab

(JONO)
1 8 8 0 0 0 0
NUMBER OF LAYERS (NLAYER)— = 2

NODAL NUMBER USED TO CHECK CONVERGENCE (NNCK)-— - = 2
CODE FOR INPUT OF GAPS OR PRECOMPRESSIGNS (INPUT) = 0
CONDITION OF WARPING (NTEMP)- = 0
NUMBER OF POINTS ON Y AXIS OF SYMMETRY (NSY) —= 8
TOLERANCE FOR ITERATIONS (DEL) - - = 0.001
2.54

Length in cm, force in kN, stress in kPa, unit weight in kN/m^3
66 Appendix
MODULUS OF RUPTURE OF LAYER 1 (PMR(l))- = 4500

MODULUS OF RUPTURE OF LAYER 2 (PMR(2)) —-= 3130
FOR LAYER 1 FATIGUE COEFFICIENTS: Fl = 9.999 F2= 11.999
FOR LAYER 2 FATIGUE COEFFICIENTS: Fl = 9.999 F 2 - 11.999

X = 0 30 60 90 120 150 180 210
Y = 0 6.1 21.1 36.1 70.825 105.55 140.28 175

1 15.00000 0.15000 3,000E+07
2 15.00000 0.15000 2.240E+07

0 0

1 0.00000 10.00000 0.00000 12.20000 800.00000
1 0.00000 10.00000 30.00000 42.20000 800.00000

57 Appendix
NUMBER(LASTNP),
1 1 64 1 49

AND YD A)
1 -1.000 -0.333 -1.000 1.000 0.080
2 -1.000 -0.333 -1.000 -0.187 0.080
3 -1.000 -0.333 0.187 1.000 0.080
4 -1.000 -0.333 -1.000 -0.649 0.080
GROUP ARE:
273750

1 0.000 0.000 2 0.000 6.100 3 0.000 21.100
4 0.000 36.100 5 0.000 70.825 6 0.000 105.550
7 0.000 140.280 8 0.000 175.000 9 30.000 0.000
10 30.000 6.100 11 30.000 21.100 12 30.000 36.100
13 30.000 70.825 14 30.000 105.550 15 30.000 140.280
16 30.000 175.000 17 60.000 0.000 18 60.000 6.100
19 60.000 21.100 20 60.000 36.100 21 60.000 70.825
22 60.000 105.550 23 60.000 140.280 24 60.000 175.000
25 90.000 0.000 26 90.000 6.100 27 90.000 21.100
28 90.000 36.100 29 90.000 70.825 30 90.000 105.550
31 90.000 140.280 32 90.000 175.000 33 120.000 0.000
34 120.000 6.100 35 120.000 21.100 36 120.000 36.100
37 120.000 70.825 38 120.000 105.550 39 120.000 140.280
40 120.000 175.000 41 150.000 0.000 42 150.000 6.100
43 150.000 21.100 44 150.000 36.100 45 150.000 70.825
46 150.000 105.550 47 150.000 140.280 48 150.000 175.000
49 180.000 0.000 50 180.000 6.100 51 180.000 21.100
52 180.000 36.100 53 180.000 70.825 54 180.000 105.550
55 180.000 140.280 56 180.000 175.000 57 210.000 0.000
58 210.000 6.100 59 210.000 21.100 60 210.000 36.100
61 210.000 70.825 62 210.000 105.550 63 210.000 140.280
64 210.000 175.000
68 AppomUx
C/3
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o o O o p o o o o iz> 'P c:> G 'P • bo
^ ON ^ lyi o 4^ ^ bs to so bs bs
'Z I
•a
21 1.1 22 0.7 23 0.5 24 0.3 25 0.2
26 0.0 27 0.5 28 0.6 29 0.8 30 0.5
31 0.4 32 0.1 33 0.2 34 0.0 35 0.3
36 0.4 37 0.6 38 0.4 39 0.2 40 0.0
41 0.1 42 0.0 43 0.2 44 0.3 45 0.4
46 0.2 47 -0.2 48 0.0 49 0.1 50 0.0
51 0.1 52 0.1 53 0.0 54 0.0 55 0.0
56 0.0 57 0.0 58 0.0 59 0.0 60 0.0
61 0.0 62 0.0 63 0.0 64 0.0

1 0.3 2 0.0 3 0.5 4 0.6 5 0.7
6 0.4 7 0.3 8 0.2 9 0.4 10 0.0
11 0.9 12 1.1 13 1.3 14 0.8 15 0.6
16 0.3 17 0.3 18 0.0 19 0.7 20 0.9
21 1.1 22 0.7 23 0.5 24 0.3 25 0.2
26 0.0 27 0.5 28 0.6 29 0.8 30 0.5
31 0.4 32 0.0 33 0.2 34 0.0 35 0.3
36 0.4 37 0.6 38 0.4 39 0.1 40 0.0
41 0.1 42 0.0 43 0.2 44 0.3 45 0.4
46 0.1 47 0.0 48 0.0 49 0.1 50 0.0
51 0.1 52 0.1 53 0.0 54 0.0 55 0.0
56 0.0 57 0.0 58 0.0 59 0.0 60 0.0
61 0.0 62 0.0 63 0.0 64 0.0
NODE ROTAT.X ROTAT.Y NODE ROTAT.X ROTAT.Y NODE RORAT.X

ROTAT.Y
1 1.472E-18-4.243E-19 2 3.594E-05-1.400E-18 3 1.068E-04-1.784E-18
4 1.634E-04-2.425E-18 5 2.309E-04-2.155E-18 6 2.280E-04-1.304E-18
7 2.101E-04-9.020E-19 8 1.971E-04-3.523E-19 9 2.338E-18-1.669E-04
10 2.802E-05-1.659E-04 11 9.165E-05-1.573E-04 12 1.441E-04-1.438E-04
13 2.100E-04-1.011E-04 14 2.168E-04-6.968E-05 15 2.036E-04-5.093E-05
16 1.924E-04-3.896E-05 17 1.612E-18-2.280E-04 18 2.046E-05-2.273E-04
19 6.860E-05-2.202E-04 20 1.104E-04-2.066E-04 21 1.717E-04-1.629E-04
22 1.901E-04-1.223E-04 23 1.867E-04-9.358E-05 24 1.796E-04-7.371E-05
25 1.121E-18-2.378E-04 26 1.491E-05-2.373E-04 27 5.043E-05-2.323E-04
28 8.240E-05-2.225E-04 29 1.358E-04-1.887E-04 30 1.602E-04-1.529E-04
31 1.655E-04-1.240E-04 32 1.627E-04-1.024E-04 33 8.105E-19-2.272E-04
34 1.116E-05-2.269E-04 35 3.801E-05-2.236E-04 36 6.285E-05-2.171E-04
37 1.082E-04-1.937E-04 38 1.346E-04-1.668E-04 39 1.457E-04-1.435E-04
70 AppcHtlix
40 1.464E-04-1.249E-04 41 6.252E-19-2.109E-04 42 8.79lE-06-2.107E-04
43 3.004E-05-2.086E-04 44 5.008E-05-2.045E-04 45 8.929E-05-1.893E-04
46 1.160E-04-1.714E-04 47 1.303E-04-1.552E-04 48 1.333E-04-1.415E-04
49 5.205E-19-1.967E-04 50 7.295E-06-1.966E-04 51 2.501E-05-1.953E-04
52 4.206E-05-1.927E-04 53 7.718E-05-1.832E-04 54 1.037E-04-1.717E-04
55 1.198E-04-1.610E-04 56 1.244E-04-1.525E-04 57 2.370E-19-1.885E-04
58 6.270E-06-1.884E-04 59 2.169E-05-1.874E-04 60 3.664E-05-1.855E-04
61 6.918E-05-1.784E-04 62 9.529E-05-1.696E-04 63 1.131E-04-1.618E-04
64 1.194E-04-1.564E-04

MINOR
2 1 -3030.809 -1602.172 0.000 214.319 -1602.172 -3030.809
2 2 -1516.337 -1196.288 0.000 160.025 -1196.288 -1516.337
3 1 -1785.650 -1102.701 0.000 341.474 -1102.701 -1785.650
3 2 -1333.285 -823.350 0.000 254.968 -823.350 -1333.285
4 1 -1627.445 -1098.104 0.000 264.671 -1098.104 -1627.445
4 2 -1215.159 -819.917 0.000 197.621 -819.917 -1215.159
STRESS DIFFERENTIAL FOR MULTIPLE WHEELS IS 0.000
MAXIMUM STRESS (SMAX) AT BOTTOM OF LAYER 1 IS -3030.809 (NODE 2
STRESS DIFFERENTIAL FOR MULTIPLE WHEELS IS 0.000
MAXIMUM STRESS (SMAX) AT BOTTOM OF LAYER2 IS -1516.337 (NODE 2

.71350E+01
PRIMARY CRACKING INDEX IS .71350E+01 SECONDARY CI IS .27438E-04
.17836E+02
PRIMARY CRACKING INDEX IS .17836E+02 SECONDARY CI IS .27438E-04
FOR LAYER 1 SUM OF CRACKING INDEX (SUMCI) = .71350E+01

FOR LAYER 2 SUM OF CRACKING INDEX (SUMCI) = . 17836E+02

STRESS IN Y DIRECTION = 2439.6 (NODE 60)
71 Appendix
APPENDIX -E
INPUT FILE NAME -D:\trial\complete 4th obj\edge case wheel load\edgel5cm

slabM40_15cmM20_damage.TXT
TITLE -wheel load effect on comer of slab

TYPE OF DAMAGE ANALYSIS (NDAMA) - 2
(JONO)
NO. IN X DIRECTION IN Y DIRECTION LEFT RIGHT BOTTOM
TOP
1 8 8 0 0 0 0
NUMBER OF LAYERS (NLAYER) - - —= 2

NODAL NUMBER USED TO CHECK CONVERGENCE (NNCK)
-= 2
NUMBER OF NODES NOT IN CONTACT (NOTCON)— = 0
CODE FOR INPUT OF GAPS OR PRECOMPRES SIGNS (INPUT) =
0
CODE INDICATING WHETHER SLAB WEIGHT IS CONSIDERED (NWT)-
-—= 0
MAX NO. OF CYCLES FOR CHECKING CONTACT (NCYCLE)
= 10
NUMBER OF ADDITIONAL THICKNESSES FOR SLAB LAYER 1 (NATl)--
—-= 0
NUMBER OF ADDITIONAL THICKNESSES FOR SLAB LAYER 2 (NAT2)-
—= 0
NUMBER OF POINTS ON Y AXIS OF SYMMETRY (NSY) -= 8
72 Appendix
MORE DETAILED PRINTOUT FOR EACH CONTACT CYCLE (MDPO)
TOLERANCE FOR ITERATIONS (DEL) -= 0.001

MAXIMUM ALLOWABLE VERTICAL DISPLACEMENT (FMAX)
—-= 2.54

Length in cm, force in kN, stress in kPa, unit weight in kN/m'^3
subgrade and dowel K value in MN/m'^3, and temperature in C
MODULUS OF RUPTURE OF LAYER 1 (PMR(l)) = 4500

MODULUS OF RUPTURE OF LAYER 2 (PMR(2)) -—= 3130

X = 0 30 60 90 120 150 180 210
Y = 0 6.1 21.1 36.1 70.825 105.55 140.28 175

1 15.00000 0.15000 3.000E+07
2 15.00000 0.15000 2.240E+07

NO. OF NODAL FORCES (NCNF) AND MOMENTS (NCMX AND NCMY)
ARE: 0 0 0

1 200.00000 210.00000 0.00000 12.20000 800.00000
1 200.00000 210.00000 30.00000 42.20000 800.00000
NODES ON X AXIS OF SYMMETRY (NODSX) ARE: 1 9 17 25 33 41 49

57
FOUNDATION ADJUSTMENT FACTOR (FSAF) FOR EACH PERIOD ARE:

1
73 Appandix

NUMBER(LASTNP),
INITIAL ELEMENT NO.(INITEN), AND LAST ELEMENT NO.(LASTEN)
ARE:
1 1 64 1 49
LOADS ARE APPLIED ON THE ELEMENT NO.(NE) WITH

COORDINATES(XDA AND YDA)
43 0.333 1.000 -1.000 1.000 0.080
44 0.333 1.000 -1.000 -0.187 0.080
45 0.333 1.000 0.187 1.000 0.080
46 0.333 1.000 -1.000 -0.649 0.080
FOR PERIOD 1 TOTAL NO. OF LOAD REPETITIONS (TNLR) FOR EACH

LOAD GROUP ARE:
273750

1 0.000 0.000 2 0.000 6.100 3 0.000 21.100
4 0.000 36.100 5 0.000 70.825 6 0.000 105.550
7 0.000 140.280 8 0.000 175.000 9 30.000 0.000
10 30.000 6.100 11 30.000 21.100 12 30.000 36.100
13 30.000 70.825 14 30.000 105.550 15 30.000 140.280
16 30.000 175.000 17 60.000 0.000 18 60.000 6.100
19 60.000 21.100 20 60.000 36.100 21 60.000 70.825
22 60.000 105.550 23 60.000 140.280 24 60.000 175.000
25 90.000 0.000 26 90.000 6.100 27 90.000 21.100
28 90.000 36.100 29 90.000 70.825 30 90.000 105.550
31 90.000 140.280 32 90.000 175.000 33 120.000 0.000
34 120.000 6.100 35 120.000 21.100 36 120.000 36.100
37 120.000 70.825 38 120.000 105.550 39 120.000 140.280
40 120.000 175.000 41 150.000 0.000 42 150.000 6.100
43 150.000 21.100 44 150.000 36.100 45 150.000 70.825
46 150.000 105.550 47 150.000 140.280 48 150.000 175.000
74 Appendix
49 180.000 0.000 50 180.000 6.100 51 180.000 21.100
52 180.000 36.100 53 180.000 70.825 54 180.000 105.550
55 180.000 140.280 56 180.000 175.000 57 210.000 0.000
58 210.000 6.100 59 210.000 21.100 60 210.000 36.100
61 210.000 70.825 62 210.000 105.550 63 210.000 140.280
64 210.000 175.000

I 0.0 2 0.0 3 0.0 4 0.0 5 0.0
6 0.0 7 0.0 8 -0.2 9 0.0 10 0.0
II 0.1 12 0.1 13 0.1 14 0.0 15 0.0
16 -0.3 17 0.1 18 0.0 19 0.1 20 0.1
21 0.1 22 0.0 23 0.0 24 -0.3 25 0.1
26 -0.1 27 0.2 28 0.2 29 0.2 30 0.1
31 0.0 32 -0.3 33 0.2 34 -0.1 35 0.3
36 0.3 37 0.4 38 0.2 39 0.1 40 -0.2
41 0.4 42 -0.2 43 0.5 44 0.5 45 0.6
46 0.4 47 0.2 48 -0.1 49 0.5 50 -0.2
51 0.6 52 0.7 53 0.8 54 0.4 55 0.3
56 0.0 57 1.8 58 -1.0 59 2.3 60 2.6
61 3.1 62 1.9 63 1.3 64 0.7

1 0.0 2 0.0 3 0.0 4 0.0 5 0.0
6 0.0 7 0.0 8 0.0 9 0.0 10 0.0
11 0.0 12 0.1 13 0.1 14 -0.3 15 0.0
16 0.0 17 0.0 18 0.0 19 0.1 20 0.1
21 0.1 22 -0.1 23 0.0 24 0.0 25 0.1
26 0.0 27 0.1 28 0.2 29 0.2 30 0.1
31 -0.5 32 0.0 33 0.1 34 0.0 35 0.2
36 0.3 37 0.4 38 0.2 39 -0.2 40 0.0
41 0.2 42 0.0 43 0.4 44 0.5 45 0.6
46 0.4 47 0.0 48 0.0 49 0.3 50 0.0
51 0.6 52 0.8 53 0.8 54 0.4 55 0.2
56 0.0 57 1.0 58 0.0 59 2.2 60 2.7
'5 Appendix
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31 1.457E-04 7.948E-05 32 1.532E-04 6.436E-05 33 8.475E-19 1.976E-04
34 I.281E-05 1.972E-04 35 4.349E-05 1.929E-04 36 7.I53E-05 1.843E-04
37 1.211E-04 1.549E-04 38 1.488E-04 1.244E-04 39 1.618E-04 1.002E-04
40 I.67IE-04 8.154E-05 41 1.256E-18 2.559E-04 42 1.806E-05 2.552E-04
43 6.080E-05 2.478E-04 44 9.826E-05 2.337E-04 45 1.553E-04 1.877E-04
46 1.766E-04 1.449E-04 47 1.812E-04 1.155E-04 48 1.828E-04 9.549E-05
49 2.002E-18 3.082E-04 50 2.687E-05 3.069E-04 51 8.886E-05 2.944E-04
52 1.397E-04 2.737E-04 53 2.039E-04 2.085E-04 54 2.107E-04 1.558E-04
55 2.015E-04 1.237E-04 56 1.973E-04 1.059E-04 57 1.388E-18 3.450E-04
58 4.381E-05 3.430E-04 59 1.294E-04 3.245E-04 60 1.953E-04 2.983E-04
61 2.632E-04 2.154E-04 62 2.485E-04 1.568E-04 63 2.212E-04 1.243E-04
64 2.088E-04 1.099E-04

MINOR
58 1 0.000 -1703.802 0.000 801.901 0.000 -1703.802
58 2 0.000 -1197.506 0.000 598.753 0.000 -1197.506
59 1 0.000 -991.629 0.000 495.815 0.000 -991.629
59 2 0.000 -740.417 0.000 370.208 0.000 -740.417
60 1 0.000 -970.062 0.000 485.031 0.000 -970.062
60 2 0.000 -724.313 0.000 362.156 0.000 -724.313
MAXIMUM STRESS (SMAX) AT BOTTOM OF LAYER 1 IS -1703.802 (NODE

58
STRESS DIFFERENTIAL FORMMta^-SJLE WHEELS IS -1197.506
MAXIMUM STRESS (SM^ FLAYER2 IS -1197.506 (NODE

58
FOR PERIOD 1 LOAD Gl DEX (CI) FOR LAYER 1 IS
.15557E+01
PRIMARY CRACKING INl 00 SECONDARY CI IS .10371E+01
FOR PERIOD 1 LOAD GROUI INDEX (CI) FOR LAYER 2 IS
.32075E+01
PRIMARY CRACKING INDEX IS .10692E+01 SECONDARY CI IS .21383E+01
FOR LAYER 1 SUM OF CRACKING INDEX (SUMCI) .15557E+01

I DESIGN LIFE (DL) IN YEARS = 0.64
( FOR LAYER 2 SUM OF CRACKING INDEX (SUMCI) = .32075E+01

( DESIGN LIFE (DL) IN YEARS = 0.31
78 Appendix

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ANALYSIS OF MGBO PAVEMENT USING

Under the Supervision of

DR. PRAVEEN AGGARWAL

NATIONAL INSTITUTE OF TECHNOLOGY KURUKSHETRA

To all those who love me and those that I love

Table Description Page Nos.

Fig. No Description Page Nos.

4.1 Effect of slab Thickness on stresses 31

4.2 Effect of slab Thickness on Design Life 31

4.3 Effect of temperature on design life 35

4.5 Contours of temperature stresses at temperature of 15"C 40

Concrete pavement were traditionally designed based on theoretical equations developed

1.2 RIGID PAVEMENTS

//////// ////?//\\\\\\\ \\\\\\\\

Viscous foundation Contact Pressure

Figure \J.: Ebstic Plate resting on \lscoiis foundation

1.4 OBJECTIVES OF THE STUDY

The objectives of the present thesis work are following:

3 To study the effect of Temperature on the Pavement responses.

4 To obtain an economical solution for rigid pavement using different grade of

1.5 ORGANIZATION OF THESIS

The present thesis work is organized in following chapters:

Chapter 1 Introduction: It presents a general background on rigid pavements. Scope and

Chapter 5 Results, Conclusions and Recommendations: This chapter contain the

2.2 TERMINOLOGY ON RIGID PAVEMENT DESIGN

2.2.2 Modulus of sub-grade reaction

2.2.3. Relative stiffness of slab to sub-grade

2.2.4 Critical load positions

2.2.5 Relative stiffness of slab to sub-grade

0.572 F r. , //\ „„.„

Figure 2.1: Critical Stress Location

2.2.7 Tnnperature str^ses

2.2.8 Warping stress

^/:,, - M a x ( ^ 2 " - ~ T ~ j Eq- -2.7

yin^VTVT Eq. -2.8

where E is the modulus of elasticity of concrete in kg/cm (300000), s is the thermal

2.2.9 Frictional stresses

The frictional stress Cf is given by the equation 2.9.

ar=—-—kWcm Eq. -2.9

2.2.10 Combination of stresses

IITRIGID software, developed by IIT KHARAGPUR is available with IRC: 58-2002.

Figure 2.2 Output screen of IITRIGID

D<>«»P»*; |:wH:<azig-Viar Filemme; JLAYI DAT

Developed by Dr. Yang H. Huang. P.E.

Figure 2.3 Screen Shot of Main Screen of KENPAVE

Arrangement NX. NY, JONOl, J0N02, J0N03, J0N04

X-coord Slab no.

Properties T, PR, YM, GAMA

Uniform NUDL LS, X L l , XL2, Y L l , YL2, QQ

Slab NNMX NNX, FMX

NNMY NNY FMY

Add. T. Layer 1 NTl, T l

Add. T. Layer 2 NT2, T2

Node not Contact NODNC

Node Y Symmetry NODSY

Gaps NG, GAP

Dowels YMSB, PRSB

Foundation When NFOUND=0 SUMMOD, NAS NS, SUBMOD

When NFQUND^O SUMMOD, NAS NS, SUBMOD

Fatigue Properties PMR, F l , F2

Volume of Traffic Period No. TNLR

Figure 2.4 Flow chart of input parameters by various menus in SLABSINP

Table 2.1 General Input Parameters for the KENSLAB.