Westergaard's theory for rigid pavements

Hi, Rigid Pavements are constructed with some rigid materials like Cement
Concrete(Plain, reinforced or prestressed).
Here the load is transferred through the slab action not like in the flexible pavements.
Westergaard's theory is considered good to design the rigid pavements.
He considered rigid pavement slab as a thin elastic plate resting on soil sub-grade,
which is assumed to be a dense liquid. So, here the upward reaction is assumed to be
proportional to the deflection, i.e. p = K.d, where K is a constant defined as modulus of
sub-grade reaction. Units of K are kg/cm^3.

Stress distribution in concrete pavement

Material of pavement parameters:

Westergaard's modulus of sub-grade reaction:

Modulus of sub-grade reaction is proportional to amount of deflection d. Displacement

level is taken as 0.125 cm in calculating K i.e. d = 0.125 cm, so modulus of sub-grade
reaction
K = p/d = p/0.125 kg/cm^2

Radius of relative stiffness of slab to sub-grade:

Amount of deflection which will occur on the pavement surface depends on the stiffness
of the slab and also on the stiffness of the sub-grade. Same amount of deflection will
occur on the top surface of the sub-grade.
This means that the amount of deflection which is going to occur in the rigid pavement
pavement layer depends both on relative stiffness of the pavement slab with respect to
that of sub-grade.
Westergaard defined this by a term "Radius of relative stiffness" which, can be written

numerically as below:
l = [Eh^3/ (12K(1-U^2)]^(1/4)
Where, l = radius of relative stiffness, cm
E = Modulus of elasticity of cement concrete kg/cm^2
U = Poisson's ratio for concrete = 0.15
K = Modulus of Sub-grade reaction in kg/cm^2
Traffic Parameters:
(1) Design Wheel Load
(2) Traffic Intensity

Critical Load Positions:

Rigid Pavement - a 3D view

When the wheel load is applied on the pavement surface, flexural stresses are induced in
the pavement. There are three critical positions which are to be checked for maximum
stresses.
1.
Interior loading
2.
Edge Loading
3.
Corner loading
Whenever loading is applied at the interior of the slab, remote than the edges and
corner, this is called interior loading.

When loading is applied on the edges, remote than the corners is called edge loading.
When the loading is applied on the corner angle bisector and loading is touching the
corner the edges.
Equivalent Radius of Resisting section:
When the loading is at the interiors there is a particular area which will resist the
bending moment. Westergaard assumed that the area will be circular in plan and its
radius is called as Equivalent radius of Resisting section.
Numerically,
b= (1.6.a^2 + h^2)^(1/2) - 0.675.h
Here,
b = equivalent radius of resisting section, cm when 'a' is less than 1.724.h
a = radios of wheel load distribution, cm
h = slab thickness, cm
When 'a' is greater than 1.724.h, b =a.

In case of corner loading, maximum stresses are not produced at corner but
they are produced at a certain distance X along the corner bisector. This is given by the
relation:
X = 2.58.(a.l)^1/2

Here, X = distance from apex of the slab corner to section of maximum stress along
the corner bisector, cm.
a= Radius of wheel load distribution, cm
l = Radius of relative stiffness, cm.
Here is an image which shows you the formulas used to calculate the amount of stresses
developed at the three critical positions due to the given wheel load P.

Rigid Pavement- Stresses at interior, edges and corners - Westergaard's theory

Failures in Rigid Pavements

Hi there,
With the help of Highway Engineering by S.K.Khanna and C.E.G.Justo, I will post this
article about the failures in rigid pavements. Failures in cement concrete pavements are
recognized mainly by the formation of the structural cracking. Failures are due to two
factors:
(a) Deficiency of the pavement materials.
(b) Structural in-adequacy of the pavement system.
Deficiency of the Pavement Materials:
1.
Soft aggregates
2.
Poor workmanship in joint construction
3.
Poor joint filler or sealer material
4.
Poor surface finish
5.
Improper and insufficient curing.
Here are the various defects that creep in due to the causes above:

1.
Dis-integration of the cement concrete
2.
Formation of cracking
3.
Spalling of joints.
4.
Poor riding surface
5.
Slippery surface
6.
Formation of shrinkage cracks
7.
Ingress of surface water and further progressive failures.

Structural in-adequacy of Pavement System:

Inadequate sub-grade support, less pavement thickness would be major cause of
developing the structural cracking in pavements. Following are the causes and types of
failure which develop:
1.
Inadequate pavement thickness
2.
In-adequate sub-grade support and poor sub-grade soil
3.
Incorrect spacing of joints.
Above would give rise to the failures of the following types:
1.
Cracking of the slab corners
2.
Cracking of the pavement longitudinally
3.
Settlement of slabs
4.
Widening of joints
5.
Mud Pumping.
Now here are the typical pavement failures which occur in the rigid pavements and
will be discussed here is details:

1.
Scaling of the cement concrete
2.
Shrinkage cracks
3.
Spalling of joints
4.
Warping cracks
5.
Mud Pumping
6.
Structural cracking
Scaling of Cement Concrete:

Whenever there is deficiencies in the concrete mix or presence of some chemical

impurities may result into the scaling of the cement concrete. Also when excessive
vibrations are given to the mix, cement mortar will come on top during the construction
and thus with use the cement mortar gets abraded exposing the aggregates of the mix.
This makes the pavement surface rough and shabby in appearance.

Shrinkage Cracks: During the curing operation of cement concrete pavement

immediately after the construction, the shrinkage cracks normally develop. The
placement of cracks are in longitudinal as well in transverse direction.

Spalling of Joints:
Sometimes when pre-formed filler materials are placed during the casting of pavement
slabs, the placement is somehow dislocated and filler is thus placed at an angle. The
concreting is completed without noticing this faulty alignment of the filler material.
Thus this forms an overhang of a concrete layer on top side and the joint later on shows
excessive cracking and subsidence.

Warping Cracks:
If the joints are not well designed to accommodate the warping of slabs at edges, this
results in development of excessive stresses due to warping and the slab develops
cracking at the edges in an irregular pattern. Hinge joints are generally provided for
relieving the slabs of warping stresses. There is no structural defect due to warping
cracks if proper reinforcement is provided at the longitudinal and transverse joints as it
takes care of the structural in-adequacy.