Concrete Pavements

By: Dr Haryati Yaacob

SKAA 4813/MKAQ 1053
Faculty of Civil Engineering
Universiti Technologi Malaysia
• Concrete pavement in Malaysia
• Concrete pavement elements
• Subgrade and sub-base design
• Shoulder options
• Design of rigid pavement
• Joints
• Steel design
Concrete Pavement in Malaysia
 Concrete Pavement in Malaysia
Road network system
• State road- 73 850 km
• Federal roads – 16 275 km
• Toll roads- 1490 km
• TOTAL- 91619.60 km
• 98.5% are paved (asphalt or concrete)
 Concrete Pavement in Malaysia

Roads have been predominantly constructed as

asphalt pavements since they were 1st built in
Malaysia at the turn of the last century.
 Concrete Pavement in Malaysia
• In Malaysia, concrete pavements were only
introduced during the construction of the
North-South Expressway in the 1980’s.
• The decision to use concrete pavements was
made in line with Government efforts to
support the cement and concrete industries
during the 1984/85 recession period.
 Concrete Pavement in Malaysia

Total length of North- South Expressway: 846 km

• Comprise mainly of asphalt pavements
• 22% is concrete pavement
– CRCP-172.5 km
– JRCP-5.7 km
 Concrete Pavement in Malaysia
The initial design of concrete pavement was a
Jointed Reinforced Concrete Pavement (JRCP)
Constructed on N2 in Gurun . Length 5.7 km.
However in 1989, the government had issued an
instruction to PLUS to adopt Continuously
Reinforced Concrete Pavement (CRCP)
 Concrete Pavement in Malaysia
• Reasons behind the decision to change to CRCP:

PLUS (2007)
– To minimise transverse joints, thus improving riding quality
– To reduce long term maintenance requirements
JKR (2000)
– To have better riding quality
– To have less maintenance on joints
– Easier placement /construction as compared to JRCP
Concrete Pavement Elements
 Basic components (layer) (Australia)

Debonding
Base Range 200 - 250
Pavement
Sub-Base Usually 150 Base
Sub-Base
+
SMZ
SMZ * 300 Subgrade
Foundation
Subgrade Earthworks

* Select Material Zone

Components/Terminology
Jointed Plain Concrete Pavements
(JPCP)
JPCP
 Plain concrete pavement

4.2 m max

Plain concrete pavement PCP

5 m max

Plain concrete pavement - dowelled PCP - D

Base formats - 1
No dowels – must have short slabs + lean concrete sub-base
X
Aggregate Interlock
Aggregate Interlock
 JPCP
– No steel mesh
– 12-30’ joint spacing
– 6-10” Slab
– No dowels
– Stabilized base
– Problems
• Pumping & Faulting
• Corner Cracks, Breaks
Jointed Reinforced Concrete Pavement
(JRCP)
 Jointed reinforced pavement

mesh reinforcement

8 - 15 m typ.

Jointed reinforced dowelled concrete pavement JRCP - D

bar reinforcement

1 - 2.5 m typ.
To limit joint opening prefers 8m max
Continuously reinforced concrete pavement CRCP

X
 JRCP
– Reinforcement (0.1 – 0.2%)
– 30-100’ Joint Spacing
– 6-10” Slabs
– Construction joints w/ dowels
– Granular or stabilized subbase
– Problems
• Load transfer failure
• Large tensile stresses
• Environmental damage at joints
Continuously Reinforced Concrete Pavement
(CRCP)
 mesh reinforcement

8 - 15 m typ.
Continuously reinforced concrete (CRCP)

Jointed reinforced dowelled concrete pavement JRCP - D

bar reinforcement

1 - 2.5 m typ.

Continuously reinforced concrete pavement CRCP

Base formats - 2
Special design – cracks at 1 – 2.5m
X
No joints except at start/end of day
 Looking at a CRCP

Cracks initially about 5m, then later 1- 2.5m

Still need joints along pavement
 CRCP
• Reinforcement (0.5-0.7%)
• 7-9” Slab
• Granular or stabilized subbase
• Cracks spaced 3-8 ft
• Problems
– Punchouts
• Keys for success
– Drainage
– Materials
– Reinforcing design
 Quick comparison JRCP/CRCP

Jointed (about 0.12% steel)

CRCP ( about 0.67% steel )

* * * * *

200 mm *
NCHRP 1-32 Pavement Type
Selection Guidelines
Subgrade and Sub-base design
 Load distribution - concrete

“Concrete ‘spreads’ load over wide area with low

pressure, so what is underneath is not important”
 Subgrade requirement

• A pavement requires UNIFORM support under it

• If it is not consistently and uniformly supported it

is a bridge – not a pavement

• Uniform material, moisture compaction

• No abrupt changes
This depression is
not a pavement
problem but poor
compaction around
a culvert
• The subgrade for a
concrete pavement
must be investigated
thoroughly

• The pavement will

be no better than its
foundation
 Foundation

SMZ

subgrade

Bitumen
seal on
SMZ
 Select Material Zone (SMZ)

• Required for heavy duty highway pavements –

typically more than about 107 large trucks

• Improved working platform

• Selected from best available earthworks material –

may need to be stabilised and sealed

NOT required for lightly trafficked rural or village roads

 Curling and Warping
• Curling • Warping
– Daytime effect – Nighttime effect
– Top warmer than bottom – Top cooler than bottom
– Tension on bottom – Tension on top
– Compression on top – Compression on bottom

Temperature Differential, DT = Temperature difference between top and bottom

Pumping and Faulting
End result is pumping then joint faulting

Traffic
 Sub- base erosion resistance

• Most countries now use a form of cement

bound sub-base
• Either mixed in pugmill and paved with
asphalt type pavers, or as lean concrete
• Minimum cement content for erosion
resistance 5% by weight
What are the benefits of lean concrete subbase

• Erosion resistance

• Supports undowelled base joints

• Minimise wet weather delay
• Provides greater use of concrete/paving plant
 Lean concrete sub-base

• Placed as mass concrete

• No reinforcement, no joints
• It will crack
• Preferable : more but finer cracks
• Not preferable : fewer and wider cracks
Shoulder Options
 Vehicle load stresses

‘Interior’ load ‘Edge’ load

Adding a structural concrete shoulder

• Edge load becomes interior load

• Stress reduced by 30%
• Thickness reduced by about 25-40mm for highways
Asphalt shoulder does not reduce edge
stresses
Structural concrete shoulder options

shoulder pavement

Minimum 1.5m tied

Minimum 0.6m integral

Integral kerb
minimum 0.6m

MUST use pavement quality concrete

Widened truck lane

Longitudinal joint outside edge

line further reduces wheel
stresses
Concrete shoulder has effectively eliminated
shoulder maintenance
 Shoulder design

• Concrete shoulders + widened truck lane standard

• Full width
• Same thickness as pavement
• Same concrete quality as main pavement
• Longitudinal joint sealed with silicone
Design of Rigid Pavement

AASHTO
PCA Method
 Design Procedures
• AASHTO

• Portland Cement Association (PCA)

 AASHTO Method
• Design parameters
– Effective modulus of subgrade reaction, keff
– Concrete modulus
– Modulus of rupture
– Load transfer coefficient
– Drainage coefficient
– Reliability
– Variability
– Traffic
– Loss in serviceability
 keff: Step-By-Step (refer handout)
1. Identify key factors
2. Enter seasonal roadbed soil modulus
3. Assign subbase elastic modulus for each
season
4. Estimate composite k, infinite depth to rigid
layer
5. Account for rigid foundation < 10 ft
6. Estimate slab thickness, find relative damage
7. Find average damage
8. Correct for loss of support
 1. Key Factors
• Subbase types
• Subbase thickness
• Loss of support
– Correct k-value for erosion
• Depth to rigid foundation
• < 10 feet; significant effects
 Loss of Support
• Accounts for potential of erosion or differential soil
movements beneath slab

• Reduce keff by a factor

• AASHTO chart developed mechanistically for 4

support conditions
– 0: Full contact
– 3: Significant void space or differential soil movement
Loss of Support Recommendations
Material LS

Cement Treated Granular 0-1

Cement Agg. Mixes 0-1
Asphalt treated base 0-1
Bituminous stabilized mix 0-1
Lime stabilized 1-3
Unbound granular 1-3
Fine grained or natural subgrade 2-3
 Seasonal Roadbed Soil Modulus
• Refer to flexible design characterization

• May be subdivided into ½ month increments

• Laboratory resilient modulus test (AASHTO
274)/ correlation with soil properties ( clay
content, moisture content, PI etc)
 Subbase Elastic Modulus
• Correspond to seasons defined by subgrade
• If insensitive to season, then constant

• No data?
– Esb = 50 000 psi frozen
– Esb = 15,000 psi thaw
 Composite k modulus – Infinite
Depth
• Determine for each season
• Assume infinite subgrade (> 10 ft)
• Figure 3.3
– Must assume Dsb
• For pavement without subbase
– k = MR/19.4
 Composite k – finite depth
• Modify k  for rigid foundation < 10 ft

• Figure 3.4
 Find relative damage
• Use adjusted k

• Estimate slab thickness

• Determine relative damage, ur

u r  D 0.75
 0.39k 
0.25 3.42
 Determine Average Damage
• Sum relative damage and divide by # seasons

• Similar to flexible pavements

• Find effective modulus to yield relative

damage
– keff
Concrete Elastic Modulus

E c  57,000 f c '
Concrete Modulus of Rupture

S c  k1 fc
 PCC - Correlations
S•c  k1 f c 8  k1  10

43.5Ec
Sc  6
 488.5 (Eres, 1987)
10

f t  6 .5 f c (ACI)

E c  57,000 f c (ACI)
 Load Transfer Coefficient, J
• Ability to transfer loads across joints or
cracks
• Dowels, tied shoulders increases load
transfer, reduces coefficient
Shoulder HMAC Tied PCC

Load Yes No Yes No

Transfer?
JPCP & 3.2 3.8-4.4 2.5-3.1 3.6-4.2
JRCP
CRCP 2.9-3.2 N/A 2.3-2.9 N/A
 Drainage Coefficient
• Measure of the drainage quality
• Similar to asphalt pavements

Cd for Rigid Pavements

(Untreated Base and Subbase Materials)

% Time Saturated
Quality Water < 1% 1 -5 % 5 - 25% > 25%
Removed
Excellent 2 hours 1.25-1.20 1.20-1.15 1.15-1.10 1.10
Good 1 day 1.20-1.15 1.15-1.10 1.10-1.00 1.00
Fair 1 week 1.15-1.10 1.10-1.00 1.00-0.90 0.90
Poor 1 month 1.10-1.00 1.00-0.90 0.90-0.80 0.80
Very Poor Never Drain 1.00-0.90 0.90-0.80 0.80-0.70 0.70
 Reliability
• Definitions
– Reliability = 1 – P[Failure]

– “The reliability of a pavement design-performance

process is the probability that a pavement section
designed using the process will perform
satisfactorily over the traffic and environmental
conditions for the design period.”
• 1993 AASHTO Guide
 Reliability
Recommended Reliability

Functional Class Urban Rural

Interstate/Freeway 85 – 99.9 80 – 99.9

Principle Arterials 80 - 99 75 - 95

Collectors 80 - 95 75 - 95

Local 50 - 80 50 - 80
 Variability
• Need design standard deviation
– Account for variability of all input variables

• S0 = 0.35 (rigid)
 Traffic
• ESALs

• Typically assume D = 9” for trial design

 Serviceability
• Design for a loss of serviceability over life of
pavement
 AASHTO Design Nomograph
• Figure 3.7
• Round up to nearest ½ inch
 Example
A pavement for two lane urban principle arterial is to be designed to last 20 years. During the first
year, the estimated two way equivalent single –axle applications are 167,000. The expectyed
traffic growth rate is 3.0%. The design reliability is 90% and the overall standard deviation is 0.35.
The initial servicebility is expected to be 4.5 and the terminal servicebility , is 2.5.

The PCC pavement is to be laid on a granular subbase material. Using the standard laboratory test
on 28-day specimens, the average compressive strength is 5, 000 and the average modulus of
rupture for third-point loadings was 600 psi.

The drainage was judged to be good and will subject to moisture levels approaching saturation
3% of the time. The pavement is being designed with jointed reinforced concrete, with untied
asphalt shoulders. The effective modulus of subgrade reaction (corrected for loss of support) is
128 pci.

Determine a design thickness.

Given formulas:
Ec= 57, 000 (f’c)0.5
PCA Method
 PCA Method
• Current method developed in 1984

• M-E method

• Apply to JPCP, JRCP, CRCP

• Method based on finite elements (JSLAB)

• Design criteria to develop charts

– Results from AASHO Road test and other studies
 PCA Design Criteria
• Fatigue analysis

• Erosion analysis
– Pumping
– Erosion of foundation
– Joint faulting
 PCA Design Criteria
• Fatigue analysis
– Edge stress at center of slab

• Erosion analysis
– Slab corner most critical condition
 Design Factors
• Concrete modulus of rupture
• Subgrade and subbase support
• Design period
• Traffic
 Modulus of Rupture
• PCA recommends reducing Sc by 1 COV
• COV = 15%
• Built into design charts/nomographs
 Subgrade Support
• PCA does NOT consider seasonal variation
– Little effect on design
• AASHO road test
• Use ‘Normal’ or summer k
• No subbase
– k= k value of subgrade
• Subbase
– k= a composite k value for the subgrade and
subbase
 Composite Subbase
Support
Increase k-value
depending on thickness
and type of subbase

Unstabilized

Composite

Cement-Treated
 Design Period
• Traffic analysis period
• 20 years is typical
 Traffic
• Only consider heavy traffic
• ADTT
– 6+ tires, no pickups
• Need axle weight data
• Load safety factor (Reliability)
– Interstate pavements: LSF = 1.2
– Highways and Arterial Streets: LSF = 1.1
– Roads, Low Volume Streets: LSF = 1.0
 PCA Procedure
**Discussion will be base on handouts.
 PCA Design Procedure
• Fatigue
• Erosion

• Separate charts

• Determine separately, find which one controls

 Chart Assumptions
• Ec = 4x106 psi
• nc = 0.15
• Diameter of dowels = 1/8” / in of slab
• Dowel spacing = 12”
• Kb = 2x106 pci
 Step-By-Step
1. ‘Header’ information
2. Enter weight data
3. Inflate weights by LSF
4. Enter volumes
5. Determine equivalent stress for fatigue
6. Determine erosion factor
7. Use design nomographs to find N
8. Use Miner’s hypothesis to sum damage
9. Fatigue < 1 and Erosion < 1
 PCA Design Charts and Tables
• Table 12.6
• Table 12.7
• Figure 12.12
• Table 12.8
• Table 12.9
• Figure 12.13
• Table 12.10
• Table 12.11
• Figure 12.14
Joints
 PCC Joint Types

• Contraction Joints

• Expansion Joints

• Construction Joints

• Hinge or Warping Joints

 Contraction Joints
• Dummy Groove Contraction
– Force cracks to occur at joint
• Sawing or placement of strip
• Timing is critical
– Relieve tensile stresses
• Contraction Dummy groove contraction w/dowel
• Warping
– No expansion relief
– Grain interlock or dowels provide
load transfer
– If dowels
• Lubricate
Skewed Contraction Joints
 Expansion Joints

• Protect against excessive expansion

– Prevent blowups, shoving structures
• Require clean break through depth of slab
– Typically ¾” to 1” opening
• Must use dowels
• Seal and maintain joints
– Keep out incompressibles and water
• Not typically used any more
– Pumping
 Construction Joints
• Typically used to bridge old to new construction
– Continue previous day’s pour
– Maintain continuity of structure
• Butt (highway)

• Keyed (airfields)
Construction Joints
Construction Joints
 Hinge or Warping Joints
• Control cracking along the centerline of the
pavement
• Depends on construction type
– Lane at a time
• Keyed joints
– Two lanes
• Dummy groove w/ sealant
– Tie bars to maintain aggregate interlock
 How to Prevent Problems
• Use short slabs (12-30’) to minimize joint movement
– Jointed plain concrete
– Maintain aggregate interlock

• Use tie bars to keep cracks closed

– Tie bars add no structural value to pavement, only keep
cracks tight

• Use joints with dowels

– Allow for joint opening
– Dowels provide load transfer Dowel bar
 Principles of joint layouts

Designing for construction

• Maximise constant width paving runs
• Economical construction

Avoiding conflicts
• Continuity of joint lines
• Acute angles
• Isolation joints
 Continuity of joints
avoid mismatched joints
Avoiding acute angles
Acute angles

Problem :
Acute angle will lead to
‘offset crack’ - spalling

Solution :
‘Crank’ joint line
Perpendicular to kerb
 Simple field detail to avoid acute angle

300-500 mm

This line would have

formed acute angle
Application to joint layout
Steel design
• Reinforcing steel
– Keep cracks tight, carry tension due to friction

• Dowel bars
– Load transfer

• Tie bars
– Tie lanes or lane/shoulder together
Reinforcing steel
Reinforcing steel for

JRCP
 JRCP
Design assumes a crack will occur

mesh reinforcement

8 - 15 m typ.

Jointed reinforced dowelled concrete pavement JRCP - D

bar reinforcement

1 - 2.5 m typ.

Continuously reinforced concrete pavement CRCP

 Jointed pavements

Assumption : cracks will occur

1. Reinforcement not intended to stop

crack occuring

2. Reinforcment is to stop a crack from

opening
Reinforcement design – “subgrade drag” model

F F

Force to ‘drag’ crack closed

=
Force applied to reinforcement to stop crack opening

Force = (Weight) x (Friction Coefficient)

 Important – cracks start at top - !

• Important for reinforcement location

• Does reinforcement add to load carrying ?
 Design variables
• Slab length (L)
• Steel working stress (fs)
• Friction factor (f)
Steel working stress
 Friction factor
Frictional resistance between the bottom of the
slab and the top of the underlying subbase or
subgrade layer.
Recommended Friction Factors
Types of Material Beneath Friction factor (f)
Slab
Surface treatment 2.2
Lime stabilzation 1.8
Asphalt stabilization 1.8
Cement stabilization 1.8
River gravel 1.5
Crushed stone 1.5
Sandstone 1.2
Natural subgrade 0.9
 Temperature Reinforcement
• Only to keep cracks tight
• Calculate amount of steel by balancing forces
– Account for slab size, friction, allowable stress in steel

hfL
As 
2 fs
Where: As = required area of steel (in2) / foot of pavement width
h = slab thickness, in
f = coefficient of resistance
L = length of slab (ft)
fs = allowable stress in steel (lb/in2)
γ = unit weight concrete
 Design example
Determine the wire fabric required (longitudinal
and transverse) for a two lane concrete pavement,
8 in. thick, 60 ft long and 24 ft wide with a
Longitudinal joint at the centre. Use cold drawn
wire (smooth) type of steel.

Specify style.
- L x W- LS x WS
Welded Wire Fabric
 Reinforcement location

• Cracksstart at top of slab, so to stop

crack opening, reinforcement is near top
of slab
• Reinforcement in top third, minimum
cover 50mm
 Structural value ?

• Reinforcement does not add to load carrying

capacity, not in flexural zone
• No reduction in thickness when reinforced
• Even if reinforcement in lower half of slab –
does not contribute to load carrying – neutral
axis
 • Joint has to open/close
• Stop reinforcement short of joint – about 75mm
• Do not carry across joint
 Reinforcement support
• Need to support reinforcement in design location
• Crew will have to walk over it
• Regular grid of bar chairs approx 1m
Reinforcing steel

CRCP
 Design variables
• Concrete tensile strength, ft
– Tensile strength – indirect tensile test ( AASHTO T
198 and ASTM C496
• Concrete shrinkage, Z
– Shrinkage at 28 days
– Depends on water- cement ratio, more water
potential for shrinkage ↑ and strength ↓
Indirect tensile strength (psi) Shrinkage (in./in.)
300 (or less) 0.0008
400 0.0006
500 0.00045
600 0.0003
700 (or greater) 0.0002
 Design variables
• Concrete thermal coefficient, αc
– Thermal coefficient of expansion for portland
cement concrete

Type of coarse aggregate Concrete Thermal

Coefficient ( 10-6/˚F)
Quartz 6.6
Sandstone 6.5
Gravel 6.0
Granite 5.3
Basalt 4.8
Limestone 3.8
 Design variables
• Bar or wire diameter, Ф
– No 5 and No 6 practical size used.
– Nominal diameter (in)= bar no/ 8

• Steel thermal coefficient, αs

– 5.0 x 10-6 in./in./˚F
 Design variables
• Design temperature drop, DTD
– Diff between average concrete curing temp and
design min temp.
– TH=Average con. curing temp – ave daily high
temp during the month the pavement is expected to
be constructed.
– TL=Design min temp- average daily low temp for
the coldest month during the pav life
– DTD = TH - TL
 Design variables
• Wheel load tensile stress, αw
– Initial loading of the constructed pavement by
either construction equipment or truck traffic.
 Limiting Criteria
• Crack spacing
– Min spalling , max crack spacing 8ft (2.4m)
– Min potential punchout, min crack spacing 3.5ft
(1.1m)

• Crack width
– Should not exceed 0.04 in (1.0mm)
 Limiting Criteria
• Allowable steel working stress for Grade 60 steel.
•Other types of steel- Majidzadeh (1978)
Design nomographs and equations
Crack spacing

Crack width

Steel stress
Design procedure and example
 Input given:
• CRCP , 12 ft wide lane,
• Thickness slab D = 9.5 in.
• Magnitude of wheel load due to construction
Wheel load
traffic = 20,000 lb (89kN) stress, αw = 230
• Effective modulus of subgrade psi
reaction, k = 170 pci (46.1 kN/m3)
• Trial design,
– 5/8 inch (no. 5)
• Concrete tensile strength, ft - 550 psi
• Concrete shrinkage, Z - 0.0004 in. /in.
• Ratio αs/ αc = 5.0 x 10-6 / 3.8 x 10-6 ( limestone)= 1.32
• DTD = High temp 75˚ F- Low temp 20˚F = 55 ˚F ( 31 ˚C)
Design Procedure
 Design Procedure
• Determine the required amount of steel
reinforcement to satisfy each limiting criterion.
– Pmin= largest among 3 criteria: crack spacing 8 ft,
crack width, steel stress : 0.40%
– P max= crack spacing 3.5ft : 0.51%

• Num of reinforcing bars:

Nmin= 0.01273 Pmin Ws D/Ф2 : 17.8
Nmax= 0.01273 Pmax WsD/Ф2 : 22.7

~ Ndesign = use 18 no.5 bars per lane, spacing 8

in.
 Design Procedure
• Appropriateness of the final design may be
checked by converting N to P and working
backward through the design charts or by using
the equation at the top of each chart:
– Crack spacing: 5.12 ft ( 3.5-8 ft)
– Crack width: 0.037 in. (< 0.04 in.)
– Predicted steel stress: 60,200 psi (< 62000 psi)
Different trial
Dowel Bar
Why do we need dowels?
Effect dowels on pavement responses
Effect dowels on pavement responses
Dowel Bar Placement
Dowel Bar Recommendations – PCA (1975)

Slab Thickness, in Diameter, in Length, in

5 5/8 12
6 3/4 14
7 7/8 14
8 1 14
9 1 1/8 16
10 1 1/4 18
11 1 3/8 18
12 1 1/2 20

Dowels spaced 12” center-on-center

Dowel Bar Recommendations – PCA (1991)

• Pavement < 10 in. (254mm)- 1.25 in. (32mm)

diameter dowels
• Pavement >10 in – 1.5 in. (38mm) diameter
dowels.
 Key design/construction issues dowelled
joints

• Dowels assembled in ‘cages/baskets’

• Joint movement – dowel alignment critical

•Dowel baskets – nothing except dowel across joint

• Must not be disturbed during construction

Dowel Bars-Stainless Steel
Dowel Bars-Epoxy Coating
Good dowel alignment

Dowels aligned parallel :

• To each other
• Surface
• Road centreline
Poor dowel alignment

• Very critical

• Joint must be able to

freely open and close

• If installed in baskets,
they must support dowels
to avoid displacement
during paving

• Particularly with stiff

slipformed concrete ‘bow
wave’
Result of bad dowel alignment

Joint cannot open/close

Crack along back of dowel

difficult repair
 Dowel cages - construction

Baskets strong, clipped to ground

Not disturbed during paving
Any ties across line of joint must be cut
otherwise restrict free joint movement
 Two baskets tested

A - frame U - frame

Both “acceptable”
Never let an architect near a
dowelled joint !

Each part of this joint is dowelled

Centreline joint movement ?

Tie bar
 Why do we need tie bars ?

Lane separation
Effect of tie bars on pavement responses
Tie Bars – Area of Steel
 Tie Bars – Length of Bar
• Governed by allowable bond stress

1  fsd 
t  
2  
 Tie Bars - Design
• Use Table 4.2 to select steel to meet As
requirement

• Spacing = Bar Area / As

• Calculate length
Standard Re-bar: Sizes
 Design example
Determine the tie bar for a two lane concrete
pavement with an 8 in. thick, 60 ft long and 24 ft
width. Use billet steel intermediate grade.
 Tie Bars – Common Practice
• Simplify construction

• 0.5” diameter
• 36” long
• 30-40” spacing
Tie Bars
 Bibliography

• Principles of Pavement Design, Yoder & Witczak, 1975.

• ASSHTO Guide for Design of Pavement Structures, AASHTO
• PTC Pavement Guide Interactive,
http://training.ce.washington.edu/PGI
• Malaysia Perspective on Concrete Pavements, Mohd Hizam
Harun, Course on PCC Pavement Design and Construction,
2008.
• A Century of Concrete Pavements in the USA, Mustaque
Hussein, Course on PCC Pavement Design and Construction,
2008.