Bahr Dar University - Institute of Technology (BDUiT)

Department of Civil Engineering April 2013

1 HIGHWAY ENGINEERING II

Chapter 2.
Stresses in
Pavements
Instructor: Tewodros G.kirstos (BSc-CE, MSc,
PPME)
E teddy_gk@yahoo.com
 Stresses in Pavements
2

2.1. Stresses in Flexible Pavements

 Stresses in Homogeneous Mass: Boussinesq models for the
stresses inside an elastic half-space due to a concentrated load
applied on the surface:
 A half-space has an infinitely large area and an infinite depth with a top
plane on which the loads are applied.
 The simplest way to characterize the behaviour of a flexible pavement
as a half-space is to consider the subgrade, the subbase, base, and the
surfacing layers to form a homogeneous mass.
 If the modulus ratio between the pavement and the subgrade is close
to unity, as exemplified by a thin asphalt surface and a thin granular
base, the Boussinesq theory can be applied to determine the stresses,
strains, and deflections in the subgrade.
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq): Stresses under

axisymmetric circular loading
 A homogeneous half-space is subjected to a circular load
with a radius a and a uniform pressure q.
 The half-space has an elastic modulus
E and a Poisson ratio, υ. A small
cylindrical element with center at
a distance z below the surface and
r from the axis of symmetry is shown.
 Due to axisymmetry, there are
only three normal stresses, z, r,
and t, and one shear stress, rz,
which is equal to zr. These stresses
are functions of q, r/a, and z/a.
 2.Stresses in Pavements
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Poisson’s Ratio
 When a sample of material is stretched in one

direction it tends to get thinner in the other two

directions.
 Poisson's ratio (after Simeon Poisson) is the ratio of

the relative contraction strain, or transverse strain

normal to the applied load, to the relative extension
strain, or axial strain in the direction of the applied
load.
 2.Stresses in Pavements
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Poisson Ratio’s (cont’d)

υ = - εt / εl
where
υ = Poisson’s ratio ; εt = transverse strain ; εl = longitudinal or axial
strain
Strain can be expressed as
ε = dl/L (2)
Where dl = change in length ; L = initial length
 For most common materials the Poisson's ratio is in the range 0 - 0.5.

max.
 It ranges from -1 to 0.5

 Poisson ratio of Concrete is 0.1 to 0.2 (say 0.15)

 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq)

 Foster and Ahlvin developed charts assuming the half-
space is incompressible with a Poisson ratio of 0.5 for
determining :
 vertical stress z,
 radial stress r,
 tangential stress t,
 shear stress rz, and
 vertical deflection w.
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 After the stresses are obtained from the charts, the strains can be

computed from
1
z 
E
 
 z    r   t 
1

 r   r    t   z 
E

1

 t   t    z   r 
E

 If the contact area consists of two circles, the stresses and strains can
be computed by superposition.
 When a wheel load is applied over a single contact area, the most
critical stress, strain, and deflection occur under the center of the
circular area on the axis of symmetry, where rz = 0 and r = t, so z
and r are the principal stresses.
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 Chart developed by Foster and Ahlvin assuming the half-space
is incompressible with a Poisson ratio of 0.5 for determining
vertical stress z,

Fig 2.2
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 Chart developed by Foster and Ahlvin assuming the half-
space is incompressible with a Poisson ratio of 0.5 for
determining radial stress r,

Fig 2.3
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 Chart developed by Foster and Ahlvin assuming the half-space
is incompressible with a Poisson ratio of 0.5 for determining
tangential stress t,

Fig 2.4
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 Chart developed by Foster and Ahlvin assuming the half-space is
incompressible with a Poisson ratio of 0.5 for determining shear
stress rz,

 Fig 2.5
 2. Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 Chart developed by Foster and Ahlvin assuming the half-space is
incompressible with a Poisson ratio of 0.5 for determining vertical
deflection w,

 Fig 2.6

Example 1
 2. Stresses in Pavements
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Exercise-1: For homogenous half space subjected to

two circular loads shown below, determine the
vertical stress, strain and deflection at point A,
which is located 25.4cm below the center of one
circle.
r
0
a

2. Stresses in Pavements
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Stress at A due to the left loading

 Vertical Stress: r/a = 0 and z/a = 25.4/(25.4/2) = 2
σz /q *100 = 28 …….... from graph 2.2,
hence σz = 98Kpa
 Radial stress : for r/a = 0 , z/a = 2 σr /q *100 =1.6 (from graph 2.3);
hence σr = 5.6kpa
 Tangential stress : for r/a = 0 , z/a = 2 σt /q *100 =1.6 (from graph 2.4);
 hence σt = 5.6kpa
Stress at A due to the right loading
 Vertical stress: r/a = 50.8/12.7=4 and z/a = 25.4/(25.4/2) = 2
σz /q *100 = 0.76 ... from graph 2.2, hence σz = 2.66Kpa
 Radial stress : for r/a = 4 , z/a = 2 σr /q *100 =12.6 (from graph 2.3);
 2. Stresses in Pavements
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 Tangential stress : σt /q *100 = 0 (from graph 2.4); hence σt = 0

By Superposition:
 σ = 98+2.66= 100.66Kpa ; σ = 5.6+9.1=14.5kpa σ
z r t
=5.6+0=5.6Kpa
Strain Calculation
1  
1
(100.66  0.5(14.7  5.6))
 Vertical strain   ( z   ( r   t ))
z
E ; z
70 *10 3

εz = 1.293*10-3
4
 Similarly
 r  5.42 *10 and
 t  7.47 * 10 4
Vertical deflections
 Vertical deflection factor at A due to the left loading
r 
 0
a 
  F  0.68
z
 2. Stresses in Pavements
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 Vertical deflection factor at A due to the right loading

r 
 4
a 
   F  0.21 ……………. from graph 2.6
z
 2
a 

 Total Vertical Deflection at Point A; by Superposition

qaF 350
w  * (0.68  0.21) *127mm
E  70 * 10 3 = 0.565mm
 2. Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 The stresses, strain, and deflection on the axis of symmetry of
a wheel load applied to a pavement, which is similar to a load
applied to a flexible plate with radius a and a uniform
pressure q, can be computed by:

 z  q 1 
z3 
z 
1   q 
1  2 
2z

z3 
1.5 
 
 
a2  z2   E  a 2
z 
2 0.5
a 2
 z2 
1.5


 21   z z3  r 
1   q 1  2  21   z

z3 
 
 r  q 1  2 
 2
a z 2 0.5

a2  z2   
1.5 

2E  a 2
 z2 0.5
a 2
 z2 
1.5


w
1   qa 
E
 2

a
 2
 0.5

1  2
a

a2  z2 
0.5
z 
a z
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 When  = 0.5, the equation is simplified to

3qa
w
2 E a  z
2

2 0.5

 On the surface of the loaded half-space, z = 0, the

deflection is
w0 
 
2 1   2 qa
E
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq), Cont’d

 If the load is applied on a rigid plate such as that used in a plate
loading test, the deflection is the same at all points on the plate, but
the pressure distribution under the plate is not uniform and is
expressed as:

qa
qr  
 2
2a r 
2 0.5

 The smallest pressure is at the centre and equal to one-half of the

average pressure. The pressure at the edge is infinity. The deflection
of the rigid plate is given by
 1   2 qa
w0 
2E Example 2
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Boussinesq),

Cont’d
 All the above analyses are based on the assumption that the
flexible pavement is homogenous, isotropic and semi-
infinite, and that elastic properties are identical in every
direction throughout the material.
 With these assumptions, Bousinesq theory has the
following drawbacks:
 Flexible pavements are multilayered structures each
layer with its own modulus of elasticity.
 The pavement layers and the subgrade soil are not
perfectly elastic.
 The assumption that the load is uniformly distributed
may not be true.
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements, Cont’d

 Burmister’s Approach: first developed solutions for a two-layer system
and then extended them to a three-layer system with the following basic
assumptions:
 Each layer is homogeneous, isotropic, and linearly elastic with an

elastic modulus E and a Poisson ratio, .

 The material is weightless and infinite in the lateral direction, but of

finite depth, h, whereas the underlying layer is infinite in both the

horizontal and vertical directions.
 A uniform pressure q is applied on the surface over a circular area of

radius a.
 The layers are in continuous contact and continuity conditions are

satisfied at the layer interfaces, as indicated by the same vertical stress,

shear stress, vertical displacement, and radial displacement.
 2.Stresses in Pavements
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Burmister’s Approch
An n-layer system
subjected to a circular load
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Two-Layer Systems),

Cont’d
 The exact case of a two-layer system is the full-depth asphalt
pavement construction in which a thick layer of hot-mix
asphalt is placed directly on the subgrade.
 If a pavement is composed of three layers (e.g., surface course,
base course, and subgrade) the stresses and strains in the
surface layer can be computed by combining the base course
and the subgrade into a single layer.
 Similarly, the stresses and strains in the subgrade can be
computed by combining the surface course and base course.
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Two-Layer Systems), Cont’d

 Vertical stress. The stresses in a two-layer system depends on the
modulus ratio E1/E2, and the thickness-radius ratio h1/a.
 The Figure shows the effect of pavement
Fig 2.7
layer on the distribution of vertical
stresses under the center of a
circular loaded area when the
thickness h1 of layer 1 is equal
to the radius of contact area,
or h1/a = 1 and a Poisson ratio
of 0.5 for all layers.
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Two-Layer Systems)

 The following Figure also shows the effect of pavement
thickness and modulus ratio on the vertical stress, c, at the
pavement - subgrade interface.

Fig 2.8

Exercise 3
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Two-Layer Systems),

Cont’d
 Deflection. Surface and interface deflections have been used as
criteria of pavement design. The surface deflection, w0, under a
uniformly loaded circular area is given in terms of the deflection
factor F2 as:
1.5qa
w0  F2
E2

Fig 2.9
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Two-Layer Systems),

Cont’d
 Deflection. If the load is applied on a rigid plate, then
1.18qa
w0  F2
E2

 The interface deflection, w, between the two layers is

expressed in terms
qa of the deflection factor F as:
w F
E2

 The deflection factor, F, is different from F2 and provided as a

function of E1/E2, h1/a, and r/a, where r is the radial distance
Exercise 4
from the centre of loaded area.
 2.Stresses in Pavements
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Exercise 3: A circular load with a radius of 152mm and a

uniform pressure of 552KPa is applied on a two-layer system.
The subgrade has an elastic modulus of 35MPa and can
support a maximum vertical stress of 55KPa. If the HMA has
an elastic modulus of 3.45GPa, what is the required thickness
of a full-depth pavement? If a thin surface treatment is applied
on a granular base with an elastic modulus of173MPa, what is
the thickness of the base course required
 Solution
 2.Stresses in Pavements
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Solution
A) E
13.45 *10 3

 100
E2 35  a a 152mm
 from graph 2.8  1.15  h1    132mm
C 55  h1 1 .15 1.15
  0.1
q 552 

Hence, the minimum thickness of full depth asphalt required is 132mm

B) The minimum thickness required for the granular base, when

surface
E treatment
173 
is used is:
1
 5 
E2 35  a a 152
   0.4  h1    380mm
c 55 h1 0.4 0.4
  0.1
q 552 
 2.Stresses in Pavements
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Excercise4: A total load of 90KN was applied on the surface of a

two-layer system through a rigid plate 305mm in diameter.
Layer 1 has a thickness of 203mm and layer 2 has an elastic
modulus of 44.2Mpa. Both layers are incompressible with
Poisson ratio of 0.5. If the deflection of the plate is 2.54mm,
determine the elastic modulus of layer 1.
Solution
1.18qa  E h1 203 
 F2  F2  o 2   1.33 E1
E2 1.18qa a 0.5 * 305  from fig.2.9 5
 E2
90 KN F2  0.507
q  1.23MPa
0.305 2  E2  5 * 44.2  221MPa
*
4
2.54 * 44.2
 F2   0.507
0.5 * 305 *1.18 *1.23
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Two-Layer Systems), Cont’d

 Deflection. The deflection factor, F:
 Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Two-Layer Systems)

 Critical tensile strain. The tensile strains at the bottom of the asphalt
layer have been used as a design criterion to prevent fatigue cracking.
 The critical tensile strain, ε, at the bottom of the first layer for a two-
layer system can be determined by:

q
e Fe
E1
(For a single wheel)

Fig 2.9
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Three-Layer

System )
Three Layer System
 With quick computational facilities available, the analysis of
three or more layers is no more a difficult task.
 The three-layer system can be conceived as follows:
 Top layer, representing all the bituminous layers taken
together,
 Second layer, representing the unbound base and subbase
courses, and
 Third layer, representing the subgrade.
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Three-Layer System )

 A three-layer system and the stresses at the interfaces on the
axis of symmetry.

z1 = vertical stress at interface 1

z2 = vertical stress at interface 2
r1 = radial stress at bottom of layer 1
’r1 = radial stress at top of layer 2
r2 = radial stress at bottom of layer 2
‘r2 = radial stress at top of layer 3
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Three-Layer System )

 At the axis of symmetry, tangential and radial stresses are
identical and the shear stress is equal to 0.
 When Poisson ratio is 0.5, the strain equations become

1
 z   z   r 
E
1
r   r   z 
2E

 z   2 r
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Three-Layer System )

 Jones has developed a series of tables from which four sets of
stress factors, ZZ1, ZZ2, ZZ1-RR1, and ZZ2-RR2, can be
obtained (see lecture hand out).
 For determining the stress factors in Jones’s Tables, the
following dimensionless parameters are defined:

E1 E2
k1  k2 
E2 E3
a h1
A H 
h2 h2
 2.Stresses in Pavements
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2.1. Stresses in Flexible Pavements (Three-Layer System )

 The product of the stress factors and the contact pressure gives the stresses as

 z1  qZZ1  z1   r1  qZZ1  RR1

 z 2  q ZZ 2   z 2   r 2  qZZ 2  RR 2 
 From the continuity of horizontal displacement at the interfaces, ’r1 and ’r2
can be computed from
 z1   r 1  z2   r2
 ' r 1   z1   'r 2   z 2 
k1 k2
 Once the stresses at the interfaces are calculated, strains can be computed from
the equations of strains.
 2.Stresses in Pavements
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Important Points Discussed

 1. Boussinesq theory can be applied only to an elastic

homogeneous half-space, such as th e

 analysis of a plate bearing test on a subgrade or of a wheel

load on a thin pavement .

 2. An approximate method to determine the deflection on the

surface of a nonlinear elastic half -

 space, in which the elastic modulus varies with the state of

stresses, is to assume the same stres s

 distribution as in the linear theory but vary the moduli

according to the state of stresses .

 2.Stresses in Pavements
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Important Points Discussed (cont’d)

3. The most practical mechanistic method for analyzing flexible
pavements is Burmister' s layered theory. Based on two-layer
elastic systems, various charts were developed for
determining pavement responses. The vertical interface stress
beneath the center of a circular loaded area can be determined
from Figure 2 .15, the vertical interface deflection at various
radial distances from Figure 2.19. The critical tensile strain at
the bottom of layer 1under a single wheel can be determined
from Figure 2 .21, under dual wheels from Figure 2 .23, and
under dual tandem wheels from Figures 2 .25, 2 .26, and
2.27 . For three-layer elastic systems, the stresses and strains
at the interfaces beneath the center of a circular loaded area
can be determined from Table 2.3 and Figure 2 .31 .
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements

Structural Response Models (Diff. Analysis
Method)
Flexible AC Pavement Rigid (PCC) Pavement

-Layered System -Plate Load Theory

(Theory) -Slab action
-All Layers carry part of predominates
Load -Slab carries most Load
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (cont’d)

Stresses in Rigid Pavements are due to
 Traffic loads – determine fatigue life of the pavement
 Environmental effects – curling and warping determine

maximum joint spacing for the pavement

Warping Stresses
o Locations: edge; interior; corner
Wheel Load related Stresses
o Location: edge; interior; corner
 Shrinkage/expansion stresses
 Other stresses
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements

 The most important sources of stresses in rigid pavements
are:
 Vehicle loads,
 Changes in temperature of the slab, and
 Friction between the slab and the subgrade or base course.
 These factors tend to result in deformations of the
concrete slab, which cause tensile, compression, and
flexural stresses of varying magnitude.
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (cont’d)

Warping Stress - Day Time Warping Stress-Night Time
(Slab surface temp>bottom temp) (Slab bottom temp>surface temp)
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (cont’d)

Constrained Transverse Joints (Slab surface
temp>bottom temp)
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (cont’d)

 Stresses are resisted by the flexural strength of the concrete
and not by any included reinforcing steel
 Stresses due to curling and warping depend on the ratio
between the length of the slab L and the radius of relative
stiffness ι.

The radius of relative stiffness ι is provided by:
where:
 Eh 3

0.25
E = modulus of elasticity of concrete
l D = pavement thickness
 12 
1   2
k 

K = modulus of subgrade reaction
ν = Poisson’s ratio of concrete = 0.15
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (cont’d)

Warping Stress - Edge
By Bradbury
Where:
σt = slab edge warping stress
E = modulus of elasticity of PCC
e = thermal coefficient of PCC
ΔT = temperature differential between the top and bottom of
the slab
C = coefficient, function of slab length L and the radius of
relative stiffness, ι
 2.Stresses in Pavements
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Warping Stresses - Coefficient

 2.Stresses in Pavements
48

Warping Stress - Interior

By Bradbury

Where:
σt = slab interior warping stress
E = modulus of elasticity of PCC
e = thermal coefficient of PCC
µ = Poisson ratio for PCC
ΔT = temperature differential between the top and bottom of the slab
C1 = coefficient in direction of calculation
C2 = coefficient in direction perpendicular to C1
 2.Stresses in Pavements
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Warping Stress - Corner

By Bradbury
Where:
σt = corner warping stress
E = modulus of elasticity of PCC
e = thermal coefficient of PCC 
ΔT = temperature differential between the top and
bottom of the slab
µ = Poisson’s ratio for PCC
a = radius of wheel load distribution for corner load
ι = radius of relative stiffness
 2.Stresses in Pavements
50

Stress and Deflection Due to Loading

 Three methods can generally be used to determine the
stresses and deflections in concrete pavements due to
vehicle loading:
 Westergaard’s formulae
 Influence charts
 Finite element analysis
 Westergaard’s formulae derived to examine three
critical conditions of loading: corner loading, interior
loading, and edge loading far from any corner are
described.
 2.Stresses in Pavements
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Westergaard’s Formulae
The formulas developed by Westergaard can be
applied only to a single wheel load
 2.Stresses in Pavements
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Westergaard’s Model of Subgrade

Reaction
 2.Stresses in Pavements
53

Slab Deflection to a Load

P = kΔ,
Δ is max. deflection
 2.Stresses in Pavements
54

2.2. Stresses in Rigid Pavements (Vehicle loads), Cont’d

 Modulus of subgrade reaction, k, is the constant that defines the
subgrade in classical works of rigid pavements defined as:

p  k
where, p is the reactive pressure, and  is the deflection of the slab.
 The value of k is determined by means of the plate-loading test:
 2.Stresses in Pavements
55

2.2. Stresses in Rigid Pavements (Vehicle loads), Cont’d

 Westergaard’s assumptions:
 The concrete slab acts as a homogenous, isotropic, elastic
solid in equilibrium.
 The reactions of the subgrade are vertical only and they
are proportional to the deflections of the slab.
 The thickness of the concrete slab is uniform.
 The load at the interior and the corner is distributed
uniformly over a circular area of contact and the
circumference of the contact area at the corner is tangent to
the edges of the slab.
 The edge loading is distributed uniformly over a semi-
circular area, the diameter of the semi-circle being at the
edge of the slab.
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (Vehicle loads), Cont’d

 Corner Loading: when a circular load is applied near the corner
of the concrete slab, the stress, c, and the deflection, c, at the
corner are given by:
3P   a 2 
0.6
 P   a 2 
 c  2 1     c  2 1.1  0.88  

h   l   kl   l 
 

in which P is the load, k is the modulus of the subgrade

reaction, h is the thickness of the concrete slab, a is the contact
radius, and l is the radius of relative stiffness defined as:
3 0.25
 Eh 
l
 12 
1   2
k 
 E
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (Vehicle loads), Cont’d

 Corner Loading: The results of stresses using the finite
element method of analysis are:

3P   c  
0.72

 c  2 1    
h   l  

P   c 
c  2 1.205  0.69  l 
kl   

where, c is the side length of the square contact area,

c = 1.772a
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (Vehicle loads), Cont’d

 Interior Loading: The stress due to the interior circular
loading of radius a is given as:
31   P  l 
i   ln  0.6159 
2 h 2  b 
in which l is the radius of relative stiffness and
b=a when a  1.724h
b  1.6a 2 when
h 2  0a < h1.724h
.675
 The deflection due to interior loading is

P  1  a  a  
2

i  1   ln  0.673  
8 kl 2  2  2l  l  
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59

2.2. Stresses in Rigid Pavements (Vehicle loads), Cont’d

 Edge Loading: The stresses and deflections due to edge loading as
formulated by Westergaard are:
 For circular contact area
31   P  Eh3  4v 1  v 1.181  2v a
e    ln   1.84    
3   h 2  100ka
4
 3 2 l

2  1.2vP  0.76  0.4v a 

e  1  
E hk3 l

 For semicircular
31   P contact
 Eharea
3
 4v 1  2v a
e   ln   3 .84  
3   h 2  100ka 4  3 2l
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (Changes in

temperature )
 Changes in temperature through the slab cause differential
expansion or contraction between the top and bottom which results
in curling of the slab upward or downward.
 The weight of the slab restrains the slab from curling upward or
downward. Consequently, stresses known as curling or warping
stresses develop in the slab.
 During the day when the temperature on the top of the slab is
greater than that of the bottom, the top tends to expand with respect
to the neutral axis while the bottom tends to contract.
 Because the weight of the slab restrains the downward curling,
compressive stresses are induced at the top while tensile stresses
occur at the bottom. At night, when the temperature on the top of
the slab is lower than that at the bottom, the effect is the reverse.
 2.Stresses in Pavements
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2.2. Stresses in Rigid Pavements (Changes in

temperature)
 The strain in the x-direction in the infinite slab curled upward
as in the Figure below due to the stresses in the two directions
can be determined by the generalized Hook’s law as:
E t  t E t  t
x  
21   2  21   2 

E t  t
x 
21   

(See Lecture Handout)

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2.2. Stresses in Rigid Pavements (Changes in

temperature )
 For a finite slab with length Lx and Ly in the x- and y-
directions respectively, the total stress in the x and y directions
can be expressed as:
E t  t

 x  C x  C y 

2 1  2 
E t  t
y  C y  C x 
21   2 

Example 5
 2.Stresses in Pavements
63

2.2. Stresses in Rigid Pavements (Friction)

 The friction between a concrete slab and its foundation causes
tensile stresses in the concrete, in the steel reinforcements, if
any, and in the tie bars. It is the criteria for:
 The spacing of plain concrete contraction joints
 Steel reinforcements for longer spaced concrete pavements
 The number of tie bars required as shown
 2.Stresses in Pavements
64

2.2. Stresses in Rigid Pavements (Friction)

 The volume change caused by the variation of temperature and

moisture:
 Induces tensile stresses and causes the concrete to crack
 Causes the joint to open and decreases the efficiency of load transfer

 c Lf
c 
2
The Figure shows a concrete
pavement subject to a
decrease in temperature.
 2.Stresses in Pavements
65

2.2. Stresses in Rigid Pavements (Friction)

 The spacing of joints in plain concrete pavements depends more on the
shrinkage characteristics of the concrete than on the stress in the
concrete.

L = L /C (tT +)

where, L = joint opening caused by temperature change and drying

shrinkage of concrete; t = coefficient of thermal expansion of
concrete, generally 9 to 10.8 x 10-6/0C);  = drying shrinkage
coefficient of concrete, approximately 0.5 to 2.5 x 10-4; L = joint
spacing or slab length; T = change in temperature, 0C ; C =
adjustment factor for friction layers, 0.65 for stabilised and 0.8 for
granular base.
 2.Stresses in Pavements
66

Slab Expansion/Contraction
Where:
z = joint opening (or change in slab length, in.)
C = base/slab frictional restrain factor (0.65 for stabilized bases; 0.80 for
granular bases)
L = slab length (in.)
e = PCC coefficient of thermal expansion by aggregate type (e.g., 6.0x10 -
/ F for gravel; 3.8x10-6/oF for limestone)
6 o

∆t = the maximum temperature range, oF

δ = shrinkage coefficient of concrete (e.g., 0.00045 in./in. for indirect
tensile strength of 500 psi)
 Stresses in Pavements
67

2.2. Stresses in Rigid Pavements (Friction), Cont’d

 The design of longitudinal and transverse reinforcements and the tie bars
across longitudinal joints is determined based on the stresses due to
friction assuming that all tensile stresses are taken by the steel alone.
 c hLf As = area of steel required per unit width
As 
2 fs fs = allowable stress in steel

 Tie bars are placed along the longitudinal joint to tie the two slabs
together so that the joint will be tightly closed and the load transfer
across the joint can be ensured.
 c hL' f
As = area of steel required per unit length of slab
As 
2 fs L’ = (Depends on number of lanes)
(See lecture handout , PAGE 19)
 The length of tie bars is governed by the allowable bond stress !!
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