Rigid Pavement

Postgraduate Studies
Highways Engineering
Prepared By:
Dr Talal H. Fadhil
Dr Taher M. Ahmed
Department of Civil Engineering
University of Anbar
 Syllabus of:
Advanced Pavement Design

3. Rigid Pavement ......................................................................(2 Weeks)

3.1. Analysis of: Stress, Strain and Deflection in Rigid Pavement,
3.2. Type of Stresses
3.2.1. Due to Temperature Variations
3.2.2 Due to Load (Westergard Method)
3.2.3. Effect of Dual Tires.
3.2.4. Due to Subgrade Friction.
3.2.5. Steel Stress
3.2.6. Tie-Bars.
3.3. Design of Dowel-Bars
3.4. Design of Joints.
 3. Rigid Pavement
 Rigid pavements consist of Portland concrete slabs resting on a base course or directly on the subgrade. The modulus
elasticity of the Portland concrete, which is about of 28 000 MPa, is much higher than the moduli of the foundation
materials (subbase, subgrade) which typically range from 80 to 600 Mpa. The major portion of the load carrying capacity is
mainly due to the rigidity of high modulus of elasticity of the slab. This is often been referred to plate action and when
designed considered as a plate on elastic foundation.
 One of the most common simplifications used in analyzing concrete pavements concerns the subgrade and the way it
supports the slab. The subgrade is modeled either as a series of non interacting linear springs (Figure 3.1a) or as an
homogeneous and isotropic continuum of infinite depth (Figure 3.1b).

Figure. 3.1. Types of subgrade

foundation model.

The first foundation model (Fig.3.1a) is characterized by the elastic constant of the springs, referred to as the modulus of
subgrade reaction, denoted by k. This foundation, referred to as Winkler, or ‘‘liquid,’’ implies that load at a particular point
generates subgrade deflection only directly underneath that point.
 The second model (Fig.3.1b) is characterized by the foundation elastic modulus and the Poisson’s ratio of the subgrade,
denoted by Es and μs, respectively (to differentiate them from the elastic constants of the slab itself, denoted by E and μ).
3.1. Analysis of: Stress, Strain and Deflection in Rigid Pavement,
 Stresses in concrete pavements are the result of the interaction of a number of factors, which can be grouped
into three main categories:
1. Effect of temperature and moisture changes in the slab.
2. External applied load
3. Volume changes of supporting materials including frost action.
3.1.1. Stress Due to Curling (Temperature variation)
 During the day, when the temperature on the top of the slab is greater than that at the bottom, the top tends to
expand with respect to the neutral axis, while the bottom tends to contract . 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 on the top of the slab is lower than that at the bottom, the top tends to contract with respect to
the bottom; thus, tensile stresses are induced at the top and compressive stresses at the bottom .

 Another explanation of curling stress can be made in

terms of the theory of a plate on a Winkler, or liquid,
foundation . A Winkler foundation is characterized by a series
of springs attached to the plate, as shown in Figure 3.2. When
the temperature on the top is greater than that at the bottom, the
top is longer than the bottom and the slab curls downward . The
springs at the outside edge are in compression and push the slab
up, while the springs in the interior are in tension and pull the
slab down . Figure 3.2. Effect of temperature
 If plate is bent in the x direction εy=0 (substituting in Equation 3.1)

Substituting Equation 3.3. in Equation 3.2 yields:

 When bending occurs in both the x and y directions, as is the case for temperature curling, the stresses in both directions
must be superimposed to obtain the total stress. The maximum stress in an infinite slab due to temperature curling can be
obtained by assuming that the slab is completely restrained in both x and y directions.
 Let Δt be the temperature differential between the top and the bottom of the slab (T1-
T2) and αt be the coefficient of thermal expansion of concrete . If the slab is free to move and
the temperature at the top is greater than that at the bottom, the top will expand by a strain of
(αt Δt/2) and the bottom will contract by the same strain, as shown in Figure 3.3 . If the slab is
completely restrained and prevented from moving, a compressive strain will result at the top
and a tensile strain at the bottom . The maximum strain is
… … … … (3.5) substituting in Equation (3.4)

Note: αt for concrete is 9 X 10 -6 mm/mm/°C

Figure 3.3. Temperature
 The stress in the x direction due to also
gradient
bending in the y direction is:
 The total stress is the sum of Equations 3.6 and 3.7 :

 For finite slab as shown in Figure 3.4. finite slab with lengths Lx in the x
direction and Ly in the y direction. The total stress in the x direction can be
expressed as shown in Equations 3.9 and finally in Equation 3.10:
 Note: Cx and Cy are correction
factors for a finite slab. The first term in Figure 3.4. A finite slab.
Eq.3.9 is the stress due to bending in the
x direction and the second term is the
stress due to bending in the y direction.
Equation 3.10 gives the maximum
interior stress at the center of a slab.

 Bradbury (1938) developed a simple chart for determining

Cx and Cy, as shown in Figure 3.5. The correction factor Cx
depends on and the correction factor Cy depends on ,
where is the radius of relative stiffness defined in
Equation 3.11.

Fig. 3.5. Stress correction factor for finite slab

 The stress at the edge of the mid span of the slab can be determined by Equation 3.12.
Note:
… … … … (3.12) 1. in which σ may be σx or σy depending on whether C is Cx or Cy.
2. Eq. 3.12 is the same as Eq. 3.10 when the Poisson ratio at the edge is taken as 0.

Example 1:
Figure 3.6 shows a concrete slab, 25 ft (7 .62 m) long, 12 ft (3 .66 m) wide, and 8 in. (203 mm) thick, subjected to a
temperature differential of 20°F (11 .1°C). Assuming that k = 200 pci (54.2 MN/m3), E of concrete is 27.6 Gpa (4×106 psi)
, µ of concrete is 0.15, and αt = 5 × 10-6 in./in./°F (9 ×10-6 mm/mm/°C), determine the maximum curling stress in the
interior and at the edge of the slab .

Figure 3.6. Example 1.

 3.2.2 Due to Load (Westergard Method)
 The stresses caused by traffic loading on a
concrete pavement slab depend on the location of the
load, load configuration, slab thickness h, modulus of
subgrade reaction k, radius of a circular contact area
a, magnitude of the wheel load P, and radius of
relative stiffness .
 There are three different types of stresses and
deflections can be computed based on the locations
of the load (contact area), i.e. interior loading, edge
loading, and corner loading, on the slab, as shown in
Figure 3.10. Figure 3.10. Corner, edge, and interior loading.
 Corner stresses are associated with corner
breaks, while edge and interior stresses are associated
with mid-slab transverse cracking.
And the modified formulas are :
3.2.2.1. Stress and Deflection Due to Corner Load

c =1.772a
Where: σc & Δc are the stress and deflection at the corner respectively.
3.2.2.2. Stress and Deflection Due to interior Load

-----------3.17 For a Poisson ratio (µ) of 0.15 and in terms of base-10

logarithms, Eq . 3.17 can be written as Eq.3.18

-----------3.18

b = a when a 1.724h or -----------3.19

-----------3.20

3.2.2.3. Stress and Deflection Due to edge Load

-----------3.21

-----------3.22

-----------3.23

-----------3.24
For µ = 0 .15, Eqs. 3.21 to 3.24 can be written as follow:

-----------3.25

-----------3.26

-----------3.27

-----------3.28

Example 2:
Figure 3.11 shows a concrete slab subjected to
a edge loading. Given k = 100 pci (27 .2
MN/m3 ), h = 10 in. (254 mm), a = 6 in. (152
mm), and P = 10,000lb (44.5 kN), determine
the maximum stress and deflection due to
edge loading.
Figure 3.11. Example 2.
Solution:
For a circular area, from Eq . 3 .25,
σe (circle) = 0.803 × 10,000/100 × [4 log(42 .97/6) + 0 .666(6/42.97) – 0 .034] = 279 .4 psi ;
From Eq. 3.27
Δe(circle) = 0.431 × 10,000/(100 × 1846 .4) × [1 – 0.82(6/42 .97)] = 0 .0207 in.
For a semicircular area, from Eq . 3 .26,
σe (simecircle) = 0.803 × 10,000/100 × [4 log(42 .97/6) + 0 .282(6/42 .97) + 0 .650] = 330 .0 psi;
From Eq . 3.28,
Δe (simecircle) = 0.431 × 10,000/(100 × 1846 .4) × [1 – 0.349(6/42 .97)] = 0 .0222 in .

Note:
1. It can be seen that the maximum stress due to edge loading is greater than that due to corner and interior loadings and
that the maximum deflection due to edge loading is greater than that due to interior loading but much smaller than that
due to corner loading. The fact that both the stress and deflection are greater under a semicircular loaded area than those
under a circular area is reasonable: The centered of a semicircle is closer to the pavement edge than is that of a circle.
2. Two examples (4.2 and 4.3 in Pages 155 to 157 ) from the text book by Yang are homework.

3.2.3. Effect of Dual Tires.

With the exception of Eqs. 3.22, 3.24, 3.26 and 3.28 for a semicircular loaded area, all of the closed-form formulas
(Westergard’ formulas) presented so far are based on a circular loaded area . When a load is applied over a set of dual tires,
it is necessary to convert it into a circular area, so that the equations based on a circular loaded area can be applied.
So the radius of contact area can be find using Equation 3.29.

… … … … (3.29)

H.W. :Drive the Equation 3.29.

Figure 3.12.Method for converting duals into a

circular area.
Example 3:
Using Westergard’ formulas, determine the maximum stress in
the interior, edge and corner if the 10,000-lb load is applied on a
set of duals spaced at 14 in. on centers, as shown in Figure 3.13,
instead of over a 6-in. circular area .

Figure 3.13. Example 3.

 Solution:
With Sd = 14 in., q = 10,000/(36π) = 88.42
psi, and Pd = 5000 lb, from Eq . 3.29.

3.2.4. Stresses Due to Subgrade Friction.

 Frictional stresses between a concrete slab and the foundation
(subgrade) can be determined using a simple mechanics approach.
Consider a concrete slab subject to a decrease in temperature as
shown in Figure 3.14. The concrete slab will tend to shrink toward
the center of the slab from both ends. The frictional resistance
between the concrete slab and the foundation will prevent the slab
from moving and the stresses in the concrete will develop. The
magnitude of the frictional forces developed depends on the relative
movement between the slab and the foundation (subgrade). Frictional
forces will range from zero at the center where no movement occurs Figure 3.14 . Forces and stresses
to a maximum some distance away from the center where movement due to friction in a concrete slab.
is fully mobilized as shown in Figure 3.14. this movement is the
criteria of limiting the length of the slab panel.
 Tensile stress due to friction can be resisted based on the type of PCC. For plain concrete pavements, the spacing
between contraction joints must be designed so that the stresses due to friction will eliminate the concrete to crack. For
longer joint spacings, steel reinforcements must be provided to take care of the stresses caused by friction. The number of
tie bars required is also controlled by the friction. On the other hand, Polyethylene sheet can be used underneath the PPC for
reducing the frictional stresses.
 The maximum tensile stress in the concrete (σc) is achieved at the center of the slab and is
determined by equating the frictional force per unit width (or b) of the slab (γcLbhfa/2) to the tensile … … … 3.30
force (σchb) in the concrete. Thus, the stress in concrete can be determine by Equation 3.30. where:
γc is density of concrete, fa is coefficient of friction between slab and subgrade (it is taken as 1.5)
Example 4:
Given a concrete pavement with a joint spacing of 25 ft and a
coefficient of friction of 1.5, as shown in Figure 3.15.
determine the stress in concrete due to friction .
Solution :
With γc = 150 pcf = 0 .0868 pci , L = 25 ft = 300 in., and fa = 1.5, Figure 3.15: Example 4.
From Equation 3.30, σc = 0.0868 × 300 × 1 .5/2 = 19 .5 psi.
Note: The tensile strength of concrete ranges from where fc', is the compressive strength of cubic concrete specimens.
3.2.4.1. Joint Opening
The spacing of joints in plain concrete pavements depends more on the shrinkage characteristics of the concrete rather than on
the stress in the concrete. Longer joint spacings cause the joint to open wider and decrease the efficiency of load transfer. Joint
opening ΔL can be computed approximately by Equation 3.31. … … … … 3.31

αt is the coefficient of thermal expansion of concrete (5 to 6 × 10-6 /°F (9 to 10.8 × 10-6/°C); ϵ is the drying shrinkage
coefficient of concrete (0.5 to 2 .5 × 10-4; L is the joint spacing or slab length ; ΔT is the temperature range, which is the
temperature at placement (during casting) minus the lowest mean monthly temperature ; and C is the adjustment factor due to
slab-subbase friction, (C = 0.65 for stabilized base and C = 0.8 for granular subbase).
Example 5:
Given ΔT = 60°F, at = 5.5×10-6/°F, ϵ= 1.0×10-4, C = 0.65, and the allowable joint openings for undoweled and doweled
joints are 0.05 and 0.25 in. respectively, determine the maximum allowable joint spacing (slab length).
Solution:
From Equation 3.31:
= ΔL/0.00028
For the undoweled joint, L = 0.05/0 .00028 = 178.6 in. = 14 .9 ft (4.5 m).
For the doweled joint, L = 0 .25/0.00028 = 892 .9 in. = 74 .4 ft (22.7 m).
3.2.5. Steel Stress
 Steel is used in concrete pavements as three categories: reinforcements, tie bars, and dowel bars.
 Due to frictional stresses, PCC is reinforced in a longitudinal and transverse in addition to the tie bars.
 The design of dowels in transverse joints.

3.2.5.1.Reinforcements
 Wire fabric or bar mats may be used in concrete slabs for control of temperature cracking.
 These reinforcements do not increase the structural capacity of the slab but are used for two purposes: to increase the
joint spacing (length of the panel) and to tie the cracked concrete together and maintain load transfers through aggregate
interlock.
 When steel reinforcements are used, it is assumed that all tensile stresses are taken by the steel alone, (there is no effect
for the concrete). From Figure 3.14.
Where: As is the area of steel required per unit width (b =1)
fs is the allowable stress in steel.
So Equation 3.32 become as shown in Equation 3.33.

Note: The steel is usually placed at Table 3.1.

the mid depth of the slab and
discontinued at the joint. The
amount of steel obtained from
Equation 3.33 is at the center of the
slab and can be reduced toward the
end. However, in actual practice
the same amount of steel is used
throughout the length of the slab.
The sizes and weights of different
standard reinforcing bars are listed
in Table 3.1.
Example 6:
Determine the wire fabric required for a two-lane concrete pavement,
8 in. thick, 60 ft long, 24 ft wide, fs 43000 psi, γc is 0.0868 pci, and with
a longitudinal joint at the center, as shown in Figure 3.16.
Solution:
from Eq. 3.33, the required longitudinal steel is :
AS = 0.0868 × 8 × 720 × 1 .5/(2 x 43,000) = 0 .00872 in.2/in . = 0 .105
in.2/ft .
The required transverse steel is:
A S = 0 .0868 × 8 × 24 × 12 X 1 .5/(2 x 43,000) = 0 .00349 In.2/in. = 0
.042 in.2 /ft.
From Table 4.3, use 6 x 12 – W5 .5 X W4.5 with cross sectional areas of Figure 3.16. Example 6.
0 .11 in.2 for longitudinal wires and 0 .045 in .2 for transverse wires .
Note: If the concrete pavement is used for a four-lane highway with all four slabs tied together at the three longitudinal joints,
the transverse reinforcements in the two inside lanes should be doubled, because the length L in Eq . 3.33. should be 48 ft (14.6
m) instead of 24 ft (7 .3 m).
3.2.6. Tie-Bars.
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. The amount of steel required for tie bars can be determined in the same
way as the longitudinal or transverse reinforcements by slightly modifying Equation 3.33 to be as shown in Equation
3.34.
 … … … … 3.34

Where: AS is the area of steel required per unit length of slab and L' is the
distance from the longitudinal joint to the free edge where no tie bars exist
Notes:
 For two- or three lane highways, L' is the lane width (Lw).
 If tie bars are used in all three longitudinal joints of a four-lane highway,
L' is treated as follow:
 L' = lane width (Lw) equal to the lane width for the two outer joints
adjacent to the free edges as shown in Figure 3.17.
 L' = 2Lw for the lane width for the inner joint as shown in Figure 3.17.
 The length of tie bars is governed by the allowable bond stress. For
deformed bars, an allowable bond stress of 350 psi (2400 kPa) may be
assumed. The length of bar should be based on the full strength of the bar,
namely,
… … … 3.35
v Figure 3.17. Four lanes highway.
Where: t is the length of the tie bar, v is \the allowable bond stress, A1 is
the area of one bar, and ⅀o is the bar perimeter. For a given bar diameter … … … 3.36
d, Al = π d2/4 and ⅀o = πd, so Eq. 3.35 can be simplified to be as v
Equation 3.36.
Note:
 The length t should be increased by 3 in. (76 mm) for misalignment.
 It should be noted that many agencies use a standard tie-bar design to simplify the construction. Tie bars 0.5 in. (12.5 mm) in
diameter by 36 in . (100 cm) long spaced at intervals of 30 to 40 in. (75 to 100 cm) are most commonly used.

Example 7:
Same pavement as Example 6. Determine the diameter, spacing, and
length of the tie bars required, as shown in Figure 3.18.
Solution:
Assume fs = 27,000 psi (186 MPa).
With L' = 12 ft = 144 in. (3 .66 m), from Eq . 3.34,
AS = 0 .0868 × 8 × 144 × 1 .5/27,000 = 0.00556 in.2/in .
If No.4 (0 .5 in) bars are used, from Table 3.1., the cross-sectional area
of one bar is 0.2 in.2.
The spacing of the bar = 0.2/0.00556 = 36 in. (914 mm). Figure 3.18. Example 7.
Assume that v = 350 psi , from Eq. 3.35, t = 0.5 × 27,000 × 0 .5/350 = 19 .3 in. (353 mm).
After adding 3 in. (76 mm), t = 19 .3 + 3 = 22.3 in . (use 24 in. or 610 mm) . The design selected is No. 4 deformed bars,
24 in . (610 mm) long and 3 ft (0 .9 m) on centers.
 3.3. Design of Dowel-Bars
 The design of dowels and joints is mostly based on experience, although some theoretical methods on the design of
dowels are available. The size of dowels to be used depends on the thickness of slab as shown in Table 3.2.
 It can be seen that the diameter of dowels is equal to one-eighth of the slab thickness (ddowle = hthickness /8).
 It is recommended to use of 1.25 in . (32 mm) diameter dowels for highway pavements less than 10 in. (25.4 cm)
thick and 1 .5 in. (38 mm) diameter dowels for pavements 10 in. (25.4 cm) thick or greater.
 All dowels spaced at 12 in. (center to center).
 Dowel bars are usually used across a transverse joint to transfer the Table 3.2.
loads to the adjoining slab. The stress and deflection at the joint are
much smaller when the loads are carried by two slabs, instead of by one
slab alone. The use of dowels can minimize faulting and pumping.
Table 3.1.
Allowable Bearing Stress (fb)
Because concrete is much weaker than steel, the size and spacing of
dowels required are governed by the bearing stress between dowel
and concrete. The allowable bearing stress can be determined by
Equation 3.37.
… … … … … 3.37

Where: fb is the allowable bearing stress in psi,

d is the dowel diameter in inches, and is the ultimate compressive strength of concrete psi.
 3.3.1. Bearing Stress on One Dowel
 If the load applied to one dowel is known, the maximum bearing stress can be determined theoretically by assuming
the dowel to be a beam and the concrete to be a Winkler foundation.
 Using the original solution by Timoshenko (1940) indicated that the maximum deformation of concrete under the
dowel, as shown in Figure 3.19. can be expressed by Equation 3.38.

Where: yo is the deformation of the dowel at the face of the joint, Pt

is the load on one dowel, z is the joint width, Ed is Young's modulus
of the dowel, Id is the moment of inertia for dowel steel bar and
β is the relative stiffness of a dowel embedded in concrete .

… … … 3.39 … … … 3.40

Also, K is the modulus of dowel support, which ranges from 300,000 to 1,500,000
pci. The bearing stress σb is proportional to the deformation, Equation 3.41 :

… … … 3.41

The bearing stress obtained from Eq. 3.41 (σb for one dowel bar) should be compared with Figure 3.19. Dowel
the allowable bearing stress (fb computed by Eq 3.37). If the actual bearing stress is greater deformation under wheel load.
than allowable, then larger dowel bars or smaller dowel spacing should be used.
 3.3.2. Dowel Group Action
 When a load W is applied on one slab near the joint, as shown in Figure 3.20. part of the load will be transferred to
the adjacent slab through the dowel group. If the dowels are 100% efficient, both slabs will deflect the same amount
and there active forces under both slabs will be the same, each equal to 0.5W, which is also the total shear force
transferred by the dowel group. If the dowels are less than 100% efficient, as in the case of old pavements where some
dowels become loose, the reactive forces under the loaded slab will be greater than 0.5W, while those under the
unloaded slab will be smaller than 0.5W. As a result, the total shear force on the dowels is smaller than 0.5W. Therefore ,
the use of 0.5W for the design of dowels is more conservative.
 Based on Westergard' solutions, it was found that the maximum
negative moment for both interior and edge loadings occurs at a distance
of from the load, where is the radius of relative stiffness defined
by Equation 3.11. When the moment is maximum, the shear force is
equal to zero. It is therefore reasonable to assume that the shear in each
dowel decreases inversely with the distance of the dowel from the point
of loading, being maximum for the dowel under or nearest to the point of
loading and zero at a distance of . Figure 3.20. Load transfer through
dowel group.
Example 8:
Figure 3.21. shows a concrete pavement 8 in. (203 mm) thick having a joint width of 0.2 in. (5.1 mm), a modulus of subgrade
reaction of 100 pci (27 kN/m3 ), and a modulus of dowel support of 1.5 x 106 pci (407 GN/m3 ). A load of 9000 lb (40 kN) is
applied over the outermost dowel at a distance of 6 in. (152 mm) from the edge. The dowels are 3/4 in. (19 mm) in diameter
and 12 in. (30 5 mm) on centers. Determine the maximum bearing stress between dowel and concrete , assume is 3000 psi.
Solution:
From Eq. 3.11.

If the dowel directly under the load is subjected to a shear force Pt

, the forces on the dowels within a distance of , or 66 in. can
be determined by assuming a straight-line variation, as shown in
Figure 3.21.
The sum of the forces on all dowels is 3.27Pt , which must be
equal to one-half of the applied load based on 100% joint
efficiency, or P t = 4500/3 .27 = 1376 lb (6.1 kN).
From Eq. 3.39. Id = π(0.75)4/64 = 0 .0155 in.
From Eq. 3.40. β = [1 .5 × 106 × 0 .75/(4 × 29 × 106 × 0.0155)] 0.25
= 0.889 in.
From Eq. 3.41, σb = 1.5 × 106 × 1376 × (2 + 0 .889 × 0 .2)1(4 × 0.703 ×
29 × 106 × 0.0155) = 3556 psi.
For a 3000 psi concrete, the allowable bearing stress obtained from Eq. 3.37 is: Figure 3.21. Example 8.
fb = (4 – 0.75) × 3000/3 = 3250 psi .
Because the actual bearing stress is about 10% greater than the allowable, the design is not considered satisfactory .

Example 4.13 p. 175 is an important example in the text book of Yang.

3.4. Design of Joints
 Joints are typically used in common pavements such as JPCP, JRCP, and CRCP to allow for controlled concrete slab movement
and cracking. Transverse contraction joints are typically used in JPCP and JRCP, which are usually doweled for heavily
trafficked pavements.
 Construction transverse or longitudinal joints are joints between slabs that result when concrete is placed at different times,
for example, at the end of the daily pavement construction operation, due to equipment breakdown, or during long delays.
 Transverse expansion joints are placed at specific locations to allow the pavement to expand without damaging adjacent
structures such as bridges, drainage structures, or the pavement itself .
3.4.1. Contraction Joints

3.4.1. Construction Joints

h

h
Figure 3.22. Contraction Joints
Note: the groove depth of contraction joints are generally between 1/4 – 1/3 the thickness of the slab and typically
spaced every 3.1 – 15 m (12 – 50 ft.)
3.4.2. Expansion joints
An expansion joint is a joint placed at a specific location to allow the
pavement to expand without damaging adjacent structures such as bridges,
drainage, and utility structures or the pavement itself. As the pavement
expands due to temperature and moisture changes, the expansion joints will
tend to close over a period of several years. Typically, the width of an
expansion joint is approximately 3/4 in. or more. Sealing material are used
to fill the joint’s opening. A special type of dowel assembly is used to
Fully bond comprisable filler
transfer load across expansion joints. The special joint dowel system is
fabricated with a cap on one end of each dowel to create a void in the slab to Figure 3.23. Expansion Joint
accommodate the dowel as the adjacent slab closes the expansion joint as
shown in Figure 3.23.
3.4.3. Construction joints
Construction joints are either transverse or longitudinal
joints that result when concrete is placed at different
times. A good practice is that transverse construction
joints should be placed where a planned contraction joint
should be located. Construction joints should not be
skewed due to the difficulty in construction. Transverse
construction joints should be doweled but not keyed.
Figure 3.24. Planned and emergency construction joints for lane-at-a-time paving
3.4.4. Longitudinal Joints
Longitudinal joints are used in highway
pavements to relieve curling and warping stresses.
Different types of longitudinal joints are used,
depending on whether the construction is full
width or lane-at-a-time. In the full-width
construction, as shown in Figure 3.25, the most
convenient type is the dummy groove joint, in
Figure 3.25.
which tie bars are used to make certain that Longitudinal Joints.
aggregate interlock is maintained.
Thank you for your
attention