CHAPTER 4 FINITE ELEMENT MODELING OF

WHITETOPPING

4.1 INTRODUCTION
Whitetopping is made up of cement concrete slab laid on underlying bituminous
pavements or HMA. The foundation may consist of subgrade overlaid by different layers
such as sub base, base and existing bituminous pavements or HMA. The choice of
foundation layers depends on traffic loading conditions and nature of subgrade. A
separation membrane is placed between the existing bituminous pavements or HMA and
concrete slab to make the interface between the two layers smooth in case of conventional
whitetopping. Such a separation membrane is absent in case of ultra-thin and thin
whitetopping. Different types of joints are provided in whitetopping to facilitate thermal
expansion and contraction of the slab and to continue construction after a brake. Dowel
bars are provided across the transverse joint to transfer load from one panel to another in
conventional whitetopping. Tie bars are used across the longitudinal joints with the main
purpose of keeping the joints in positions in conventional whitetopping, UTW and TWT.

To understand the structural behaviour of whitetopping by carrying out its analysis and
performance evaluation, it is necessary to model the pavement system realistically. Three
dimensional Finite Element (FE) modeling of whitetopping is discussed in this chapter.
Three dimensional finite element (3-D FE) modeling is a powerful tool that can be used to
investigate the combined effect of concrete slab geometry, dowel bars at joints, axle load,
thermal gradient through the slab thickness, and stiffness of foundation layers on the
stresses induced in whitetopping. The commercial structural analysis package ANSYS
(ANSYS Inc., Canonsburg, PA, 2002) has been used in the present study to model
whitetopping. The overlay slab, HMA, subgrade and joints are the main components
which have been considered in preparing a model for analysis of whitetopping. The
following sections present a brief description regarding development of 3-D FE models for
conventional whitetopping and ultra-thin whitetopping by considering these components.

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4.2 FE MODEL FOR CONVENTIONAL WHITETOPPING
A three dimensional finite element model for conventional whitetopping has been
developed exclusively for the present work. For this, the structural analysis package
‘ANSYS’ (Version 10) has been used.

4.2.1 Modeling of Different Components of Conventional Whitetopping

There are five main components of conventional whitetopping as described below.

4.2.1.1 Overlay Concrete Slab

Overlay concrete slab has been idealized as homogeneous, linear, elastic and isotropic
material. Two elastic constants, the Young’s modulus (E) and Poisson’s ratio (µ) were
used to represent the material characteristics of the slab. 3-D brick elements SOLID45,
having 8 nodes with three degrees of freedom per node-translations in the nodal x, y and z
directions, are used to model the concrete slab as shown in Figure 4.1.

Fig. 4.1: Eight Noded Brick Element SOLID 45

(Adopted from ANSYS manual)

4.2.1.2 Underlying Hot Mix Asphalt/Bituminous Layer

3-D brick elements SOLID45, having 8 nodes with three degree of freedom per
node-translations in the nodal x, y and z directions, are used to model the undelaying
HMA/ bituminous layer, same as the overlay concrete slab. Material properties of
pavement material are assumed as linear and elastic.

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4.2.1.3 Subgrade
The subgrade was modeled as Winkler foundation that consists of a bed of closely spaced,
independent, spring elements. Each spring deforms in response to the vertical load applied
directly to that spring, and is independent of any shear force transmitted from adjacent
areas in the foundation. Spring elements namely COMBIN14 are used to represent the
Winkler foundation which has three degrees of freedom at each node-translations in the
nodal x, y, and z directions as shown in Figure 4.2. The top nodes of the spring elements
were connected with the bottom nodes of the solid elements of HMA layer. The spring
elements were fixed at bottom. The effective normal stiffness of the element was obtained
by multiplying the modulus of subgrade reaction with the influencing area of that element.
Figure 4.3 shows the finite element representation of the overlay slab, underlying HMA
and foundation system in conventional whitetopping.

Fig. 4.2: Spring Element COMBIN14

(Adopted from ANSYS manual)

Fig. 4.3: Typical FE Representation of Overlay Slab- Foundation Pavement System

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4.2.1.4 Interface
The interface condition between overlay concrete slab and underlying HMA (base layer) is
generally considered as smooth or rough. A separation membrane is generally placed
between the concrete slab and HMA to make the interface between the two layers smooth.
Smoother interface offers less restraint to the movement of the slab there by reducing
stresses associated with temperature and moisture changes. The separation membrane
commonly used in India is an impermeable polythene/plastic sheet of 125 µm thickness
(IRC:58-2002, IRC:SP:76-2008) as shown in Figure 4.4.

Fig. 4.4: Schematic Arrangement of Conventional Whitetopping

In the present work, the interface between the concrete slab and HMA pavement was
represented by contact element namely TARGE 170 and CONTAC174 available in
ANSYS software. To represent the interface between any two surfaces, the nodes of the
contact elements are connected to the corresponding nodes of the two surfaces. It is
assumed that the interface is parallel to the contact element’s y-z plane. The interface
coefficient of friction is the only property required for this element. Each of these
“contact pairs” is capable of representing contact and sliding between two 3D surfaces,
with the “target” element (TARGE 170) defining the stiffer surface and “contact” element
(CONTAC174) defining the deformable surface. Figure 4.5 shows the FE representation
of the concrete slab- HMA base interface with series of zero length contact elements
connecting to the concrete slab to HMA. The figure also illustrates the contact conditions
due to compression (in contact) and tension (loss of contact) between the two surfaces.
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 (a)

(b)
Fig. 4.5 FE Representations of Interface and Contact Behaviour

4.2.1.5 Transverse Joints with Dowel bar System

In conventional whitetopping, dowel bars connect the adjacent slab to transfer the loads to
that slab. The load is transferred through the dowel bars to the adjacent slab primarily by
shear. In this modeling, dowel bars were modeled as 3-D beam element with BEAM4
elements. These elements have six degree of freedom per node translations in the nodal x,
y and z directions and rotations about the nodal x, y and z axes. The beam elements
representing the dowel bars are connected with the solid brick elements of concrete slab.
The dowel bars are placed at the mid depth of the slabs across the transverse joint.

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Figure 4.6 shows a schematic layout of conventional whitetopping with dowel bars, tie
bars and joints. At each transverse joint dowel bars of 32 mm diameter and 500 mm long
spaced at 300 mm centre to centre at mid depth of slab are placed as shown in Figure 4.6.
The properties of steel dowel bars are, E = 200000 MPa, µ = 0.30 and Modulus of dowel
support (K) has a value of 450 MPa/mm.

Fig. 4.6: Schematic Layout of Dowel Bars, Tie Bars and Joints

On the loaded side, the dowels are connected directly with concrete representing full
bonding. However, on the unloaded side of the pavement, as the dowels are normally
covered by a hard plastic cap (a common practice in India); they are connected (at top and
bottom) with the concrete by zero length contact elements (CONTAC 178). The
interaction between dowel and concrete, usually represented by modulus of dowel support
(K), is modeled by these contact elements. High modulus of dowel support value indicates
good contact between the surrounding concrete and the steel dowel. The contact elements
are capable of supporting only compression in the normal direction and frictional force in
the tangential direction.

4.2.2 Parametric Study for Conventional Whitetopping

The sizes of concrete slabs are 4500 mm x 3650 mm (14.76 ft x 11.97 ft) with 320 mm
(12.5 in.) in thickness shown in Figures 4.7. The concrete properties are: Modulus of

elasticity, = 31625 MPa (Formula as per IS: 456 -2000, and fck = 40),
Poisson’s ratio, µ = 0.15, density = 24 kN/m3 and Co-efficient of thermal expansion,
α = 1.0 X 10-5 per °C (IRC: 58-2002). The asphalt treated base (HMA) is 150mm thick

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and has similar dimensions as those of the plain cement concrete overlay slab. The
properties of the HMA pavement base are: Modulus of elasticity, E = 800 MPa (as per
IRC: 37-2001 for BC and DBM 80/100 bitumen for a temperature of 40 0C), µ = 0.30. The
subgrade properties are: Modulus of elasticity, E = 200 MPa, µ = 0.35. It is assumed that,
the cement concrete overlay slabs are founded on a dense liquid foundation.

Fig. 4.7: Schematic Arrangement of Three Adjacent Whitetopping Overlay Slabs

The modulus of subgrade reaction of HMA, k = 0.12 MPa /mm was obtained from field
test on existing HMA as discussed in Chapter 3. The single axle load (dual tyres)
P = 100 kN and 320 mm thickness of overlay slab were considered.

Constant Pressure
In the mechanistic method of design, it is necessary to know the contact area between tyre
and pavement, so the axle load can be assumed to be uniformly distributed over the
contact area. The size of the contact area depends on the contact pressure. However, in the
pavement design, the contact pressure is generally assumed to be equal to the tyre
pressure. Because heavier axle loads have higher tyre pressure and more destructive
effects on pavement, the use of tyre pressure as the contact pressure is therefore on the
safe side. Heavier axle load are always applied on the dual tyres. The shape of the contact
area of each tyre is a rectangle with two semicircles as shown in Figure 4.8.

Fig. 4.8: Real Contact Surface and Equivalent Contact

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In Figure 4.8 as per current PCA (1984) method the length L and width 0.6L, the area of
contact Ac =π (0.3L)2 + (0.4L) (0.6L).
Therefore, Contact area Ac = 0.5227L 2

Ac
Hence, L 
0.5227
The actual pressure distribution at the contact area between the tyre and the pavement is
non-uniform, but it was assumed uniform in this model. Tyre-pavement contact area is
simulated as rectangular in shape and equivalent area is calculated and loaded by a
constant pressure of 0.80 MPa. Figure 4.8 shows real contact surface of tyre and
equivalent contact surface.

Separation Membrane
The separation membrane commonly used in India is an impermeable polythene /plastic
sheet of 125 µm thickness (IRC: 58:2002) that can lead to the formation of smooth
interface. Sometimes a layer of hot-mix asphalt is also provided as a separation layer
between the HMA and jointed plain cement concrete overlay slab. Rough interface can be
recommended for pavements where variation of daily temperature is small and smooth
interface can be recommended for pavements where there is significant variation of daily
temperature. The temperature differential in India is noteworthy, hence in this model an
impermeable polythene /plastic sheet of 125 µm thickness as a separation membrane has
been placed between HMA and jointed plain cement concrete overlay slab with coefficient
of friction is equal to 2.

Depth of saw cut

The depth of saw cut for standard joint saws should be between one –fourth and one-third
the thickness of the slab (Webb and Delatte, 2000). Where possible, the depth should be at
least one-third of the thickness. But Davids et al. (2000) developed geometrical model of
full depth saw cut of slab as shown in Figure 4.9, which resulted the similar deflection
shape of both the slab as shown in Figure 4.10. In rigid pavements or conventional
whitetopping dowel bars are placed at mid depth of the slab. Therefore saw cut of full
depth of slab is not possible, only it is assumed that crack is going to propagate to the full
depth below the saw cut. To overcome this, depth of saw cut has been kept 1/3 of the slab
thickness as shown in Figure 4.11 to simulate actual field conditions in the proposed
geometrical model. The detail of transverse joint has been shown in Figure 4.12. This can
be applicable for multiple slabs. Also, in most of the earlier models second order i.e.

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higher order (quadratic) elements have been used for modeling pavement, which
consumed more time in analysis and needed fast computing facility to analyses the
composite and complex model consisting spring and contact elements. Use of first order
elements in this proposed model can save computing time by keeping reasonable accuracy
and analysis of such complex problems can be done even by using normally available
computing tools.

Fig. 4.9: Model of Two Adjacent Slabs of Rigid Pavement (Davids et al. 2000)

Fig. 4.10: Displaced Shape of Top of Slab for Wheel Loading

Fig. 4.11: Model of Three Adjacent Slabs in Conventional Whitetopping (In This Study)
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4.2.2.1 Wheel Load Stresses in Conventional Whitetopping
Three critical loading locations i.e. at interior, corner and edge are considered in the
present study. Figure 4.13 shows the model of three adjacent whitetopping overlay slabs
on Winkler foundation with wheel load at the corner of middle overlay slab. Figure 4.14
shows magnified image of Finite Element meshing of whitetopping with static wheel load
at corner. Figure 4.15 shows magnified image of FE mesh of pavement system and sets of
springs at bottom – subgrade and dowel bars at transverse joint with meshing is shown in
Figure 4.16. This finite element model of whitetopping consists of 168,440 elements and
170,164 nodes. Figures 4.17 to 4.22 show the deformed cement concrete overlay slabs.

Fig.4.12: Cross Section of the Transverse Joint

Fig. 4.13: Model of Three Adjacent Whitetopping Overlay Slabs on Winkler

Foundation

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Fig. 4.14: Magnified Image of Finite Element Meshing of Conventional Whitetopping
with Static Wheel Load at Corner

Fig. 4.15: Magnified Image of FE Meshing and Sets of springs at Bottom – Subgrade

Fig. 4.16: Dowel Bars at Transverse Joint with Meshing

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Fig. 4.17: Stresses in Overlay Slab, Fig.4.18: Deflections in Overlay Slab,
Wheel Load at Interior Wheel Load at Interior

Fig. 4.19: Stresses in Overlay Slab, Fig.4.20: Deflections in Overlay Slab,

Wheel Load at Corner Wheel Load at Corner

Fig. 4.21: Stresses in Overlay Slab, Fig. 4.22: Deflections in Overlay Slab,
Wheel Load at Edge Wheel Load at Edge

Layer wise analysis by FE model shows that on the edge of cement concrete overlay
maximum stress is 0.832 MPa, whereas at same location in HMA stress induced is 0.0826
MPa and maximum deflection is 0.1156 mm and for other loading positions stresses and
deflections have been shown in Table 4.1.

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Table 4.1: Stresses and Deflections for Three Loading Cases by 3D-FE Model for the
Both Layers (For k = 0.12 MPa /mm, h = 320mm and P = 50 kN)
Cement concrete overlay slab Hot Mix Asphalt layer
Loading Position Maximum Stress Deflection Maximum Stress Deflection
σ ( MPa) Δ (mm) σ ( MPa) Δ (mm)
Interior loading 0.764 0.056 0.01545 0.0447
Corner loading 0.785 0.085 0.0468 0.1115
Edge loading 0.832 0.129 0.0826 0.1156

4.2.2.2 Temperature Stresses in Conventional Whitetopping

For Indian temperature and moisture conditions, a value of equivalent temperature
gradient of 0.032 0C /mm depth of slab can be adopted for pavement design (Kumar et al.,
2006, Maitra et al., 2009). Therefore, in the proposed 3-D FE model temperature stresses
in overlay slab have been obtained by considering 0 0C temperature at top and 10 0C
temperature at bottom of overlay slab. Figure 4.23 shows the geometrical model for
temperature stresses in overlay slab and Figure 4.24 shows the deformed shape of cement
concrete overlay slabs. Table 4.2 revealed temperature stresses obtained from this model.

Fig. 4.23: Geometrical Model for Fig.4.24: Temperature Stresses in

Temperature Stresses in Overlay Slab Overlay Slab

Table 4.2: Temperature Stresses in Concrete Slab

Sr. No. Description Temperature Stress (MPa)
1 3-D FE Model 0.047

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4.3. FE MODEL FOR ULTRA-THIN WHITETOPPING
A three dimensional finite element model for UTW has also been developed using the
structural analysis package ‘ANSYS’.

4.3.1. Parametric Study for Ultra–Thin Whitetopping

Three UTW slabs of 1000 mm X 1000 mm (3.28 ft x 3.28 ft) each in size having 100 mm
(4 in.) in thickness have been modeled shown in Figures 3.25. The concrete properties are:
Modulus of elasticity, E = 31625 MPa, Poisson’s ratio, µ = 0.15, density = 24 kN/m 3 and
Co-efficient of thermal expansion, α = 1.0 X 10-5 per °C. The asphalt treated base (HMA)
is 100 mm thick and has similar dimensions as those of the fiber reinforced concrete
overlay (UTW) slab. The properties of the HMA pavement base are: Modulus of elasticity,
E = 800 MPa, µ = 0.30. The subgrade properties are: Modulus of elasticity, E = 200 MPa,
µ = 0.35. It is assumed that, the cement concrete overlay slabs are founded on a dense
liquid foundation having a modulus of subgrade reaction of HMA, k = 0.038 MPa/mm.
Before laying fiber reinforced concrete overlay, Benkelman Beam test has been carried out
on surface of existing HMA as per the guidelines given by IRC:81-1997 to obtain the
value of subgrade reaction with vehicle of rear axle weight of 81.70 kN. In this test the
deflection measurements were taken at 50 m (164 ft) interval, in staggered manner in both
directions. The pavement temperature was measured after every one hour interval during
the deflection measurements using a digital thermometer. The deflection data was
analysed and characteristic deflection calculated after incorporating necessary corrections
for temperature and seasonal variations. All the values were averaged out to get mean
deflection and standard deviation was calculated. The characteristic rebound deflection
was worked out as per guidelines given in IRC:81-1997. The deflections of existing
asphalt pavement have been found out and then the modulus of subgrade reaction is
determined by referring Figure 3.6. Wheel load, P = 80 kN; h = 100 mm (thickness of
fiber reinforced concrete overlay slab) and subgrade reaction of HMA,
k = 0.038 MPa /mm are considered.

4.3.2 Model Elements

3-D brick elements SOLID45, having 8 nodes with three degrees of freedom per node-
translations in the nodal x, y and z directions, are used to model the concrete slab as well
as the HMA. The sub-grade is modeled as Winkler foundation that consists of a bed of
closely spaced, independent, spring elements. Each spring deforms in response to the

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vertical load applied directly to that spring, and is independent of any shear force
transmitted from adjacent areas in the foundation. Spring elements namely COMBIN14
are used to represent the Winkler foundation which has three degrees of freedom at each
node-translations in the nodal x, y, and z directions. The effective normal stiffness of the
element is obtained by multiplying the modulus of subgrade reaction with the influencing
area of that element.

4.3.3 Wheel Load Stresses in Ultra–Thin Whitetopping

The UTW overlays consisted of a concrete overlay on top of a flexible milled asphalt
surface. The level of bonding between the concrete overlay and the asphalt is a major
factor in the performance of this composite pavement. For the current model first order,
linear interpolation elements were chosen. The mesh size chosen was 150 mm x 250 mm
on the surface. The total thickness of 200 mm was divided into ten parts each being
20 mm thick. Thus the size of each solid element was 150 mm x 250 mm x 20 mm. The
elliptical area of the tyre was approximated by two rectangular areas. Each area was
loaded by a constant pressure of 0.8 MPa, which was the tyre pressure in the field
Benkelman deflection test. Since the UTW works as composite pavement structure, there
has to exist some degree of bonding between the concrete and the asphalt surface. It was
assumed that the concrete and the asphalt were fully bonded at the surface.

Figures 4.25 revealed the finite element mesh of the whitetopping with asphalt treated
base supported on Winkler foundation. Material properties of pavement material are
assumed as linear and elastic. Although the actual pressure distribution at the contact area
between the tyre and the pavement is non-uniform, it was assumed uniform in this model.
Tyre-pavement contact area is simulated as rectangular in shape and equivalent area is
calculated and loaded it by a constant pressure of 0.80 MPa.

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 Fig. 4.25: Magnified Image of FE Mesh with Set of Springs for UTW

Three critical loading locations i.e. at interior, corner and edge are considered in the
present study. Figures 4.26 to 4.32 show the deformed shapes of UTW and Table 4.3
gives the results of 3-D FE model. This finite element model of ultra-thin whitetopping
consists of 13,331 elements and 15,456 nodes.

Table 4.3: Results of the Stresses and Deflections in UTW by 3-D FE Model
Details of Layer Interior loading Corner loading Edge loading
( For h= 100mm) σ ( MPa) Δ (mm) σ ( MPa) Δ (mm) σ ( MPa) Δ (mm)
Fiber Reinforced
3.284 0.570 4.310 0.898 4.062 0.976
Concrete Overlay
Hot Mix Asphalt 0.199 0.593 0.657 0.901 0.364 0.904

Fig.4.26: Boundary Conditions of Finite Element Model for UTW System

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Fig.4.27: Stresses in Overlay Slab for Fig.4.28: Deflections in Overlay Slab for
Interior Loading (UTW) Interior Loading (UTW)

Fig. 4.29: Stresses in Overlay Slab for Fig. 4.30: Deflections in Overlay Slab for
Corner Loading (UTW) Corner Loading (UTW)

Fig. 4.31: Stresses in Overlay Slab for Fig.4.32: Deflections in Overlay Slab for
Edge Loading (UTW) Edge Loading (UTW)

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4.3.4 Temperature Stresses in UTW
Figure 4.33 shows the geometrical model for temperature stresses in overlay slab by
considering 0 0C temperature at top and 3 0C temperature at bottom of overlay slab. Figure
4.34 shows the deformed cement concrete overlay slabs. Table 4.4 revealed the
temperature stress in UTW.

Fig. 4.33: Geometrical Model for Temperature Stresses (UTW)

Fig.4.34: Temperature Stresses in Overlay Slab (UTW)

Table 4.4: Temperature Stresses in Overlay Concrete Slab (UTW)

Sr. No. Description Temperature Stress (MPa)
1 3D FE modeling 0.0180

4.4 SUMMARY
Details of the three-dimensional finite element techniques developed in the present study
for modeling conventional and UTW have been presented in this chapter. This three
dimensional finite element model was developed using ANSYS finite element program for
the nonlinear structural analysis of unbonded conventional whitetopping. For conventional
whitetopping, the model is a simple non-linear type, developed by applying static wheel
loading and temperature gradient, while the model is linear with static wheel loading and

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temperature for UTW. The maximum stresses due to wheel loading along with deflections
at three critical positions in plain cement concrete overlay, i.e. at interior, corner and edge
have been obtained with this model. Maximum temperature stress has also been obtained
from this model. Validation of conventional and ultra-thin whitetopping FE models will be
discussed in the subsequent Chapter.

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