‫كلية الهندسة ‪ -‬جامعة كسال‬

‫قسم الهندسة المدنية‬

‫السنة الخامسة‬

‫تصميم الرصف الصلب‬

‫‪Rigid Pavement Design‬‬

‫أ مجاب عبد الغني شكرت هللا‬

‫‪Course Plan‬‬ ‫محتويات الكورس‬

‫‪Introduction 1‬‬ ‫‪ 1‬مقدمة‬

‫‪Principles of Rigid pavement 2‬‬ ‫‪ 2‬اسس ومنهج التصميم‬
‫‪Design‬‬
‫‪Compute stress 3‬‬ ‫‪ 3‬حساب االجهاد المتكرر والمتوقع‬
‫‪ 4‬التطبيق في معادلة مينور (طريقة جمعية االسمنت‬
‫البورتالندي ‪)PCA‬‬

‫‪ 5‬حساب سمك التصميم باستخدام ‪AASHTO‬‬

‫‪ 6‬االختبارات المعملية‬
Introduction ‫مقدمة‬
Introduction ‫مقدمة‬
Introduction ‫مقدمة‬
‫‪Introduction‬‬ ‫مقدمة‬

‫• اسس التصميم للرصف‪:‬‬

‫‪ -1‬حمل العجل التصميمي‬
‫‪ -2‬قوة تحمل مواد الرصف وتربة االساس‬
‫‪ -3‬التغيرات الجوية‬
Introduction

Rigid Flexible
Introduction

Rigid Pavement
Types of Rigid Pavements
• Jointed Plain Concrete Pavement (JPCP)
• Jointed Reinforced Concrete Pavement (JRCP)
• Continuously Reinforced Concrete Pavement (CRCP)

Jointed Plain
Concrete
Pavement
(JPCP)
Types of Rigid Pavements
Movement
Direction
JPCP Typical Dimensions
.JRCP Typical Dimensions
Main Reinforcing steel
• Dowel bars:
 The purpose: effectively transfer the load
between two concrete slabs and to keep the
two slabs in same height.
 The dowel bars are provided in the direction
of the traffic (longitudinal).
 The design considerations are:
 Mild steel rounded bars,
 bonded on one side and free on other side
 Load Transfer Efficiency (LTE)
• Load Transfer Efficiency (LTE) is the numerical measure
used to define the effectiveness of load transfer
• ΔU = Deflection on the unloaded side of the joint
• Δ L = Deflection on the loaded side of the joint

http://www.dot.ca.gov/hq/
maint/RPMTAGChapter6-
DowelBarRetrofit.pdf
Main Reinforcing steel
 Dowels should be lightly coated with a lubricant
such as grease or oil to prevent bonding with the
PCC.
 The FHWA notes "...The dowel must be free to
slide in the concrete so that the two pavement
slabs move independently, thus preventing
excessive pavement stresses.
Dowel Bar Design Considerations
• The design of the dowel bar system is a function of the
anticipated traffic levels and varies from agency to
agency.
• Most commonly the dowels are 32 to 38 mm (1.25 to
1.5 in) in diameter and 457 mm (18 in) long, and are
placed at mid-depth of the slab at 305-mm (12- in)
spacing along the transverse joint.
• A recent trend is toward the use of larger diameter
(38-mm [1.5 in]) dowel bars because of their
effectiveness in substantially reducing dowel bearing
stresses and subsequent joint faulting.
http://aslanfrp.com/Aslan600/Resources/PCC%20Alt%20Dowel%20Bars_FHWA.pdf
Dowel Bar Design Considerations
Main Reinforcing steel
 Tie bars:.
• Provided across longitudinal joints.
• Smaller than dowel bars and placed at large intervals.
• Not load transfer devices,
• Serve as a means to tie two slabs.
• Tie bars must be deformed or hooked and must be
firmly anchored into the concrete to function properly.
Critical Load Positions
• The character and 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
• Interior
• Edge
• Corner
 Main Design Methods
• Portland Cement Association (PCA): Combination
of theoretical studies, testing and experience.

• AASHTO: Empirical, Test road with subsequent

modifications.
PCA Traffic Data
• Average daily truck traffic (ADTT)
• The axle-load distribution
(PCA does not use the ESAL for the design)
• Load Safety Factors:
• the axle load must be multiplied by a load-safety
factor (LSF). The recommended load-safety factors are :
 For interstate highways and other multilane
projects(uninterrupted traffic flow and high volumes
of truck traffic) LSF = 1.2 .
 For highways and arterial streets where there will be
moderate volumes of truck traffic, LSF = 1.1.
 For roads, residential streets, and other streets that
will carry small volumes of truck traffic, LSF = 1.0.
Concrete Properties (Concrete Modulus of
Rupture) “S
• The flexural strength of concrete is defined by the
modulus of rupture, determined at 28 days by the
method specified by ASTM in "C78-84 Standard Test
Method for Flexural Strength of Concrete Using Simple
Beam with Third Point Loading.”
Concrete Properties (Concrete Modulus of
Rupture) “S
• a=b = L/3
• M = PL/6
• σ = M. Y/ I
• For rectangle section of
• depth = d
• breadth = b
• Y = d /2
• I = bd3/12
• σ = PL/bd2
 Fatigue Stress (Without concrete shoulders)

Single

Tandem

At k = 130
206
Fatigue Stress (With concrete shoulders)
 Allowable
number of
load
repetition
Stress Ratio
Factor =
Stress/Strength

Stress: obtained
from Tables

Strength (S):
Flexural strength
of concrete
Erosion Factors
with Doweled
Joints and no
Concrete
Shoulders
Erosion
Factors with
Aggregate
Interlock and
no Concrete
Shoulders
Erosion
Factors without
Concrete
Shoulders
Example1:
Design Rigid Pavement, Subbase/subgrade reaction 130
pci (4 in untreated subbase), Concrete Modulus of rupture
= 650 psi, Load safety factor (LSF ) =1.2,
Doweled Joints and no Concrete shoulder
Single Axle Expected Tandem Expected
Load, kip Repetitions Axle Load, Repetitions
kip

30 6310 52 21320
28 14690 48 42870
26 30140 44 124900
24 64410 40 372900
22 106900 36 885800
20 235800 32 930700
18 307200 28 1656000
16 422500 24 984900
Solution
Trial Thickness = 9.5 in
For single axle load
8.Equivalent stress =206 (from Table), 9.Stress ratio factor =
206/650 = 0.317, 10.Erosion Factor= 2.59 (From Table)
Single Axle Expected Fatigue Analysis Erosion Analysis
Axle Load * Repetitions
Load, kip LSF Allowable Fatigue Allowable Fatigue
repetition Percent repetition Percent

1 2=1*1.2 3 4 (from 5 = 3/4 4 (from 5 = 3/4

chart) chart)
30 36 6310 27000 23.4% 1500000 0.420%
28 33.6 14690 77000 19.1 2200000 0.667
26 31.2 30140 230000 13.1 3500000 0.861
24 28.8 64410 1200000 5.4 5900000 1.091
22 26.4 106900 unlimited 0.0 11000000 0.971
20 24 235800 unlimited 0.0 23000000 1.025
18 21.6 307200 unlimited 0.0 64000000 0.48
Solution2
For Tandem axle load
11.Equivalent stress =192(from Table),
12.Stress ratio factor = 192/650=0.296,
10.Erosion Factor= 2.79 (From Table)
Axle Multiplied by Expected Fatigue Analysis Erosion Analysis
Load, kip LSF Repetitions
Allowable Fatigue Allowable Fatigue
repetition Percent repetition Percent

1 2 3 4 5 = 3/4 6 7 = 3/4
52 62.4 21320 1100000 1.9 920000 2.31739
48 57.6 42870 unlimited 0.0 1500000 2.858
44 52.8 124900 unlimited 0.0 2500000 4.996
40 48 372900 unlimited 0.0 4600000 8.10652
36 43.2 885800 unlimited 0.0 9500000 9.32421
32 38.4 930700 unlimited 0.0 24000000 3.87792
28 33.6 1656000 unlimited 0.0 92000000 1.8
24 28.8 984900 unlimited 0.0 unlimited 0.0