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Load Transfer Characteristics of Dowel Bar System
Load Transfer Characteristics of Dowel Bar System
Abstract: In a jointed concrete pavement, the dowel bar system and the aggregate interlock are two mechanisms for transferring wheel
loads from one panel to the adjacent panel. The aggregate interlocking load transfer mechanism is effective for narrow joints while the
dowel bar system works well for both narrow and wider joints. This paper examines the effects of different parameters on load transfer
efficiency of a joint with the help of a three-dimensional finite-element model for the analysis of a dowel-jointed concrete pavement. The
model was compared using experimental data available in the literature. The group action of the dowel bar system was also examined and
useful relationships have been developed for estimation of the relative load shared by the individual dowel bars. These relationships will
be useful in the design and evaluation of dowel jointed concrete pavements.
DOI: 10.1061/共ASCE兲TE.1943-5436.0000065
CE Database subject headings: Concrete pavements; Finite element method; Load transfer.
Load transfer across joints in a concrete pavement is accom- Dowel bars transfer the load across a pavement joint primarily by
plished mainly by: 共1兲 aggregate interlock; 共2兲 dowel bar action; shear action. When one panel of the pavement is loaded, the panel
or 共3兲 by a combination of the two mechanisms. In the aggregate is deflected along with the dowels connecting the loaded panel
interlocking mechanism, the load is transferred by shear interac- with an adjacent panel and in the process the dowels transfer part
tion between individual aggregates at a joint or crack. This type of of the load to the unloaded panel. The load transfer mechanism
load transfer mechanism is effective for slabs having small joint between the dowel and the concrete is a complex phenomenon.
width 共艋1.0 mm兲 and with short joint spacing. For pavements This mechanism depends mainly on a parameter known as the
with heavy traffic volume, mild steel dowel bars are placed across modulus of dowel support 共K兲, the value of which can be deter-
transverse joints to transfer load including those with joint open- mined by load testing 共Yoder and Witczak 1975兲. A high modulus
ings 艋1.0 mm. The dowel bars transfer load without restricting of dowel support value indicates a good contact between the sur-
the horizontal joint movement caused by thermal and moisture rounding concrete and the steel dowel. However, with repeated
contraction and expansion. They also help in maintaining the application of wheel loads, the contact between the surrounding
horizontal and vertical alignments of slabs. In the present work, a concrete and the dowel deteriorates, particularly where the bar is
three-dimensional 共3D兲 finite-element 共FE兲 model was developed seated and in the vicinity of the face of the joint. At these loca-
for analyzing a dowel-jointed concrete pavement. The 3D model tions, the concrete may be crushed over time and repeated loading
was compared using experimental data available in literature. The when subjected to high bearing stresses. As the crushed concrete
effect of different pavement and joint related parameters on the particles are displaced, voids are created around the dowels caus-
load transfer characteristics of a joint has been evaluated using ing dowel looseness 共DL兲. The amount of looseness may vary
the numerical model. Group action of the dowel bar system has along the length of the dowel bars. However, near the joint face,
also been examined. Relationships were developed for estimating the looseness is generally more than those at the other locations of
the relative load shared by the individual dowels in a dowel group the dowel bar. DL is generally composed of two parts—initial
for different combinations of slab and foundation parameters. looseness and looseness from enlargement of the socket under
repetitive loading 共Buch and Zollinger 1996兲. In real life pave-
1
Research Student, Dept. of Civil Engineering, Indian Institute of ments, looseness in dowels may occur on any side of the joint due
Technology, Kharagpur, Pin 721 302, West Bengal, India 共corresponding to repeated application of wheel loads on both sides of the pave-
author兲. E-mail: swati@civil.iitkgp.ernet.in ment. The efficiency of a joint in transferring the applied wheel
2
Professor, Dept. of Civil Engineering, Indian Institute of Technology, load depends on a number of dowel-joint parameters like modulus
Kharagpur, Pin 721 302, West Bengal, India. E-mail: ksreddy@civil. of dowel support, dowel diameter, embedded length of dowel,
iitkgp.ernet.in dowel spacing, DL, joint opening, properties of both steel and
3
Professor, Dept. of Civil Engineering, Indian Institute of Technology, concrete, and also to a lesser extent on subgrade strength. In
Kharagpur, Pin 721 302, West Bengal, India. E-mail: lsr@civil.iitkgp. experimental work reported by Guo et al. 共1995兲 on the perfor-
ernet.in
mance of dowels under repetitive loading, it was observed that
Note. This manuscript was submitted on March 5, 2008; approved on
April 28, 2009; published online on May 8, 2009. Discussion period open DL, produced by an imperfect fit or void between the dowel and
until April 1, 2010; separate discussions must be submitted for individual the surrounding concrete 共i.e., initial looseness兲, greatly affects
papers. This paper is part of the Journal of Transportation Engineering, load transfer efficiency 共LTE兲, maximum deflection, critical
Vol. 135, No. 11, November 1, 2009. ©ASCE, ISSN 0733-947X/2009/ stresses, and the rate of pavement deterioration. A deteriorated
11-813–821/$25.00. joint under repetitive loading ultimately leads to erosion under the
connecting the adjacent slabs directly 共Huang and Wang 1973兲. modeling requires very fine mesh in order to account for the
The stiffness of joint was represented by a shear spring constant. mechanism of dowel contact with the surrounding concrete.
In a subsequent attempt, Tia et al. 共1987兲 modeled the moment Dowel-concrete interaction was modeled by considering friction
transferability of a dowel bar by introducing a series of shear and between the two. Recently, embedded beam element formulation
torsional springs across the joint. Mahboub et al. 共2004兲 used was used for modeling dowel bars in the analysis of concrete
nonlinear springs to model the dowel bars. Tabatabaie and Baren- pavement 共Davids et al. 2003; Kim and Hjelmstad 2003兲. The
berg 共1980兲 modeled dowel bar as an elastic beam element across embedded element formulation has the advantage of allowing
the joint. In this model, the relative deformation of the dowel bar dowels to be precisely located within the slab irrespective of the
and the surrounding concrete was represented by the stiffness of a slab meshing. Dowels were modeled as quadratic beam elements.
vertical spring connecting the two. In these two approaches In the model proposed by Davids 共2000兲, dowel-concrete interac-
共Huang and Wang 1973; Tabatabaie and Barenberg 1980兲, the tion was captured either by specifying DL around the dowels or
embedded portions of the dowel bar were not modeled and the by providing springs sandwiched between the dowel and the con-
spring constants were derived by considering the embedded por- crete. In this model, dowel misalignment, or dowel mislocation
tion of the dowel as an infinitely long beam resting on a Winkler could also be simulated.
foundation. The model developed by Nishizawa et al. 共1989兲, The dowel bars placed across a joint act as a group to transmit
simulates dowel bar by considering its finite length. The two seg- the applied wheel loads to the adjacent slab. The dowel bar placed
ments embedded in the concrete 共on either side of the joint兲 were immediately below the load takes the major portion of the applied
modeled as bending beams of finite length in an elastic medium. load with the adjacent dowels transferring progressively smaller
The middle dowel bar segment 共across the joint gap兲 was mod- loads. Friberg first analyzed the group action of the dowel bars
eled by a standard bending beam. For very small joints, the based on Westergaard’s work 共Yoder and Witczak 1975兲. The
middle segment was ignored. Based on this idea, a component
analysis showed that for a group of dowel bars, the maximum
dowel bar model was later developed 共Guo et al. 1995兲 consisting
load is transferred by the dowel immediately below the load and
of two bending beams embedded in concrete and connected by a
the load transferred by other dowels decreases linearly up to a
shear bending beam. Dowel-concrete interaction was modeled by
distance of 1.8l from the maximum loaded dowel, where “l” is the
providing suitable stiffness to the springs connecting the dowel
radius of relative stiffness 共Westergaard 1926兲. In another study
bar and the concrete within the slab. Looseness, assumed to be
by Tabatabaie et al. 共1980兲 reported by Kelleher and Larson
uniform for all dowels, was captured by using a bilinear stiffness
共1989兲, only the dowels within a distance of 1.0l from the center
model 共Guo et al. 1994兲. It was also assumed that under load,
of the load were considered to be effective in transferring the
all dowels would come into contact with the surrounding concrete
at the joint face at the same time. Advancement to this model major part of the load and a linear approximation was made to
was made by the introduction of contact elements at all possible estimate the individual dowel shear forces. Guo et al. 共1993兲 stud-
contact points between the dowel and the concrete 共Zaman and ied the dowel group action and concluded that the ratio of the
Alvappillai 1995兲 to account for the effect of dowel-concrete distance up to which the dowels are effective in transferring the
interaction along the dowel length and to model DL. Dowel applied wheel load, termed as equivalent effective length 共EEL兲
bars were modeled as bending elements. In another approach to the radius of relative stiffness 共l兲, is not a constant but depends
共Ioannides and Korovesis 1992 and Brill and Guo 2000兲, a non- on some of the dowel parameters. Recent analysis 共Bhattacharya
dimensional composite joint stiffness was introduced to represent 2000; Kim and Hjelmstad 2003兲 using 3D FEM showed that the
the characteristics of a joint having both the dowel bar system and distribution of dowel shears is parabolic in shape.
the aggregate interlocking load transfer mechanism. As seen from literature, dowel bars in a jointed concrete pave-
To represent the dowel bar system more realistically, many ment have been modeled primarily as beam elements having finite
researchers used three-dimensional finite-element models. In an length. However, modeling dowel-concrete interaction and DL
early attempt by Channakeshava et al. 共1993兲, dowel bars were needs more attention to understand the load transfer characteris-
modeled as 3D beam elements. Dowel-concrete interaction effect tics. The relative contribution of individual dowels in a dowel
was captured by appropriately selecting the stiffness of the group has been modeled differently in the past. Variation of shear
springs around the dowels. The joint portion was analyzed sepa- transfer by successive dowel bars and the total number of effec-
rately with refined mesh. The stiffness of the springs was selected tive dowels participating in the load transfer have been selected
based on experimental observations. In a similar approach 共Bhat- using different sets of guidelines. The dowel group action and the
tacharya 2000兲, dowel bars were modeled by three-noded beam- relative contribution of dowels depend on different pavement and
column elements. To represent the interaction between the dowel joint parameters and have to be explained by an appropriate ana-
bar and the concrete in the unloaded portion of the slab, the beam- lytical model. In the present paper, a 3D finite-element model has
column elements were connected to the surrounding concrete by a been developed for a dowel jointed concrete pavement. The effect
series of linear spring elements. In another study 共Dere et al. of different pavement and joint related parameters on load trans-
2006兲, the beam elements were connected with the surrounding fer characteristics of a joint has been examined. The effect of
concrete by vertical and horizontal springs both on the loaded and modulus of dowel support and DL has been discussed in detail.
Fig. 4. Bending moment diagram for the central dowel bar 共Load Fig. 5. Shear force diagram for the central dowel bar 共Load Case
Case “a”兲 “a”兲
冑
4
Ech3e
Downloaded from ascelibrary.org by "Malaviya National Institute of Technology, Jaipur" on 08/03/23. Copyright ASCE. For personal use only; all rights reserved.
l=
12共1 − 2兲k
= Radius of relative stiffness 共RRS兲 in mm 共3兲
k = modulus of subgrade reaction in MPa/mm; Ec = elastic modu-
lus of PCC layer in MPa; = Poisson’s ratio of PCC layer; and
Fig. 6. Variation of LTE 共%兲 with DL for different K values
he = effective thickness of PCC layer in mm.
The expressions for the effective thickness of PCC layers are
given by Eqs. 共4兲–共6兲 共Ioannides et al. 1992兲. For fully-bonded conveniently used for estimating the LTE in the back-calculation
layers process instead of solving the FEM based models.
he = he−b
再
= h31 +
E2 3
h + 12
E1 2
冋冉 xna −
h1
2
冊 2
h1 +
E2
E1
冉h1 − xna +
h2
2
冊 册冎
2
h2
1/3
Dowel Group Action
Considering that the dowel group action and the relative contri-
共4兲
bution of individual dowels in a dowel group has been modeled
xna = neutral axis distance from top of PCC layer in mm in different ways in the past, the group action of the dowel bar
冉 冊
system has been examined in the present study via use of the
h1 h2 FE model developed for the analysis of dowel-jointed concrete
E 1h 1 + E 2h 2 h 1 +
2 2 pavement. Group action of dowel bar system in a typical jointed
xna = 共5兲
E 1h 1 + E 2h 2 concrete pavement was evaluated by performing a parametric
study. Concrete slabs of dimension 4,500 mm⫻ 3,500 mm, laid
For unbonded layers over 100-mm thick DLC base and 150 mm thick wet mix mac-
he = he−u = 冋冉 h31 +
E2 3
h
E1 2
冊册 1/3
共6兲
adam 共WMM兲 layer placed over a compacted subgrade were con-
sidered for analysis. The layers were assumed to be fully bonded
with each other. 600-mm long steel dowel bars of 32-mm diam-
E1 and E2 = elastic moduli of PCC and DLC layers, respectively, eter with zero looseness were considered at a spacing of 300 mm.
in MPa; h1 and h2 = thicknesses of PCC and DLC layers, respec- Various combinations of pavements with different values of slab
tively, in mm thickness, elastic modulus of concrete, and modulus of subgrade
冑
4
reaction were evaluated. These combinations have been repre-
Kd sented by corresponding values of the “radius of relative stiffness
=
4EI 共l兲.” Four different slab thicknesses—250, 300, 350, and 400 mm,
with three different elastic modulus values 共E兲 of concrete—
= Relative stiffness between embedded dowel and concrete
25,000, 30,000, and 35,000 MPa and five modulus of subgrade
共7兲 reaction 共k兲 values ranging from 0.05–0.20 MPa/mm were
where E = elastic modulus of steel dowel in MPa; I = moment of adopted for the study. A dual wheel load of 60 kN was considered
inertia of dowel bar in mm4; K = modulus of dowel support in to be acting at the edge of the pavement. Rectangular tire imprints
MPa/mm; d = diameter of dowel bar in mm; s = spacing of dowel of size 234.4 mm⫻ 160 mm corresponding to a single wheel load
bars in mm; and DL= dowel looseness in mm. 共30 kN load and 0.75 MPa contact pressure兲 were considered.
Fig. 6 shows the variation of LTE with DL for different values Dimensions of a dual wheel load configuration obtained for typi-
of modulus of dowel support 共K兲, when other parameters remain cal commercial vehicles in an earlier study 共Reddy 1993兲 were
constant. It can be seen from the figure that, for a given K, LTE used for the analysis. Fig. 7 shows a schematic diagram of the
decreases significantly with increase in DL. Also, for a given DL, concrete pavement with dowel bars along with the dual wheel
LTE increases with increase in K. Buch and Zollinger 共1996兲 also
noted similar trend in their experiments conducted on jointed con-
crete pavements.
Direct measurement of DL in in-service pavements, though
uncommon, can be done using suitable nondestructive testing.
However, it is possible to back-calculate pavement parameters
such as elastic modulus of slab, modulus of subgrade reaction and
DL by carrying out deflection measurements using FWD. For this
purpose, it is necessary that different pavement systems are
solved for computing LTE with the help of FE based models in
which DL is considered. Eq. 共2兲, developed in this study, can be Fig. 7. Dual wheel load position on the pavement
load on one panel. The dual wheel set was placed adjacent to the of the concrete slab thickness. The value of the modulus of dowel
joint and close to one longitudinal edge of the slab panel. support between dowel bars and concrete 共K兲 was selected in the
Fig. 8 presents typical variation of the shear force transferred range of 350–650 MPa/mm. The elastic modulus and Poisson’s
by different dowel bars. This trend was obtained for a slab thick- ratio of steel were taken as 200,000 MPa and 0.3, respectively.
ness of 350 mm with 32-mm diameter dowel bars. The dowel just The properties of different layers of pavement considered for
below the load carries the maximum shear force and the shear analysis are given in Table 5. The configurations and properties of
force carried by other dowels gradually decreases to zero follow- the two-panel concrete pavement system shown in the table con-
ing a parabolic shape. The distance 共D兲 at which the shear be- firm to those generally followed in the construction of pavements
comes zero was found to depend on the radius of relative stiffness on the national highways in India 共IRC: 58 2002兲. Five different
共l兲. However, the relationship between D and l is not linear, since dual wheel loads, 40, 60, 80, 100, and 120 kN, were used for the
n is a function of l and is expressed as follows: present analysis. The loads were selected as representative of the
D = n共l兲 ⫻ l 共8兲 typical axle load spectrum observed on Indian highways. In this
case also, it was assumed that, load transfer is accomplished
where n is solely by dowel bar system and the contribution of aggregate
n = 130.56 ⫻ l−0.6661 共R2 = 0.87兲 共9兲 interlocking has been neglected.
A number of finite-element simulations were carried out with
Therefore different pavement configurations, dowel bar system and wheel
loadings and the group action of the dowel bar system was inves-
D = 130.56 ⫻ l0.333 共10兲
tigated. The shear forces in the participating dowels decreased
where l is expressed in mm. gradually with distance from the load position. The distance 共D兲
Fig. 9 shows the variation of n with l. Eq. 共10兲 was obtained at which the shear in the dowel becomes zero is found to depend
by varying only the radius of relative stiffness 共l兲. However, the not only on the radius of relative stiffness 共l兲, but also on the
shear force taken by different dowel bars and the distance 共D兲 up spacing of the dowel bar system. The shear in the first dowel 共P1兲
to which the dowels participate in load transfer depend also on the can be estimated from Eq. 共11兲 developed in the present study
dowel parameters and the applied wheel load. To examine these
aspects, pavements with different configurations 共slab thickness,
P1 = P ⫻ 关0.0262 ⫻ 共l/s兲 + 0.0166 ⫻ 共 ⫻ s兲兴
elastic modulus of concrete and modulus of subgrade reaction兲
with different dowel bar systems subjected to different wheel
loading were considered. Three different diameters of the dowel
共R2 = 0.92, Fstat = 163 ⬎ Fcritical = 4.93,
bars, 25, 32, and 36 mm, with three different spacing, 250, 300,
and 350 mm, were used for the sensitivity analysis. All the dowels tstat of 共l/s兲 and 共s兲 ⬎ tcritical = 1.94兲 共11兲
were assumed to have zero looseness and perfectly aligned. The
where P=applied dual wheel load in N; and s = spacing of dowel
diameter of dowel bars is normally chosen to be about one tenth
bars in mm. The other parameters were previously defined.
Dowel shear ratio 共DSR兲 is expressed as the ratio of shear
force in any dowel to that in the dowel immediately below the
wheel load. DSR gives an idea of the relative contribution of
individual dowels in transferring load across a joint or crack. In
practical situations, a number of wheel loads may be present on
the pavement. The load shared by the individual dowels will
therefore be calculated by superimposing the effect of all the ap-
plied loads. The DSR can be used in the design of dowel bar
system. The following relationship has been developed for the
estimation of DSR on the basis of the sensitivity analysis carried
out in the present study:
共dn兲 0.7652
冉 冊
• The effects of DL and modulus of dowel support on LTE are
LTEDL quite significant. It is observed that LTE decreases with in-
P1 = P ⫻ 关0.0262 ⫻ 共l/s兲 + 0.0166 ⫻ 共 ⫻ s兲兴 共15兲
LTE0 crease in DL and increases with increase in modulus of dowel
support. However, as it is difficult to measure/estimate DL in
where LTE0 = load transfer efficiency for zero DL. LTEDL = load field and modulus of dowel support in laboratory, an attempt
transfer efficiency for a given amount of dowel looseness. The can be made to combine these two parameters in future stud-
load carried by other dowels can be estimated using Eq. 共12兲. ies. More theoretical as well as field investigations are needed
The present model for estimating the load transferred by for this purpose.
the critical dowel has been compared with the model proposed • The group action of the dowel bar system has been examined
by Ioannides and Korovesis 共1992兲. The following data used using the numerical model developed in this study. A relation-
in a numerical example given in the reference paper has been ship has been developed to evaluate the load shared by the
considered for analysis. Concrete slab: thickness= 250 mm, dowel immediately below the load. It is found that, the maxi-
E = 27,590 MPa, = 0.15; subgrade: k 0.0543 MPa/mm; dowel mum shear taken by the dowel just below the load depends
bar: diameter= 25 mm, spacing= 250 mm, Esteel = 200,000 MPa, upon pavement configuration 共expressed in terms of radius of
steel = 0.3; wheel load= 40 kN and deflection LTE⫽70%. In the relative stiffness兲, dowel spacing and relative stiffness of
reference paper, the load distribution factor 共f dc兲 obtained is 0.32 dowel and concrete.
which corresponds to a load of 5,250 N carried by the critical • Relationship was also developed to estimate the load shared by
dowel. The same pavement has been analyzed using the present other dowels in the group. This is expressed in terms of DSR.
model 关using Eqs. 共2兲 and 共11兲兴 and the load shared by the critical These relationships are useful in the design of dowel bar sys-
dowel is estimated as 5,840 N. The f dc for the critical dowel is tem in a jointed pavement.
found to be 0.46 of the total transferred load. The load on the • It is found that the distance up to which the dowels are effec-
critical dowel obtained from the present model varies within 11% tive in sharing the applied wheel load depends on the radius of
of that obtained from the model given by Ioannides and Korove- relative stiffness and the spacing of the dowel bars.
sis 共1992兲.
The dowel bar model used by Ioannides and Korovesis 共1992兲
is based on a 2D FE analysis 共Tabatabaie and Barenberg 1980兲, Acknowledgments
which considers dowel bar as a thick beam element connecting
the adjacent slab panels. The embedded portions of the dowel The writers thank all the reviewers for their valuable comments
within the concrete are not modeled and the support provided by and suggestions. The writers also thank Professor D. G. Zollinger,
the concrete is modeled as a single spring that acts at the joint Dr. M. B. Snyder, and Dr. E. Guo for providing useful references
face. The composite stiffness parameter 共D兲 used in the model relevant for the present study.
is estimated by combining the stiffness of the thick beam ele-
ment 共representing dowel兲 and the stiffness of support spring
representing the modulus of dowel support 共K兲. The proposed References
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