Slab Thickness Research Articles

Sustainable Design of Raft Foundations: Analyzing Embodied Carbon and Cost Impacts

The construction industry is a significant contributor to global carbon emissions, necessitating the adoption of sustainable design practices. This study investigates the embodied carbon and cost implications of raft foundations, focusing on the effects of different concrete grades, K300, K400, and K500, and slab thicknesses. A comprehensive methodology, guided by BS EN 15978, was employed to assess the carbon emissions across the product, construction, and end-of-life stages. Additionally, a cost analysis was conducted, reflecting typical construction expenses relevant to the Indonesian context. The findings revealed that increasing the concrete grade consistently leads to higher embodied carbon and costs, with K300 demonstrating the lowest values across all thicknesses. Moreover, thicker slabs exacerbate both the environmental and financial impacts, highlighting the trade-offs inherent in material selection and design choices. The study concludes that a strategic balance between structural requirements, cost efficiency, and environmental sustainability can be achieved by utilizing lower-grade concrete, where high strength is not essential. These insights contribute to the discourse on sustainable construction practices, advocating for informed decision-making in raft foundation design to minimize the carbon footprint while maintaining economic viability.

The Effect of Soil Load Variations on Cone Penetration Results in Shallow Foundation Dimensions: Case Study

The purpose of this study is to determine the variation of load values ​​on shallow foundations applied to short-span bridges in the Kutalimbaru Bridge Project, Deli Serdang Regency and the depth value has been obtained from cone penetration results, and to determine the value of the Kutalimbaru bridge floor plate. The variation of the value indicates per 10% of the actual value until it reaches the limit of the value used. The cone penetration test on this bridge was taken from 2 points with a depth of S-1 3.2 m and S-2 2.2 m. The test results show a Cone Penetration Resistance value of S-1 250 kg / cm2 and a Total Shear Resistance of 720 kg / cm S-2 250 kg / cm2 and a Total Shear Resistance of 420 kg / cm. So, the type of original soil is predominantly rocky sand with a little clay. The results of the analysis show that shallow foundations can withstand loads up to 98, 634 tons, with a foundation soil stress of 3.41 kg / cm2 and a soil allowable stress of 3.33 kg / cm2. The control value of the thickness of the bridge floor slab for K350 concrete quality, and for the permissible punching shear stress is 12.16 kg/cm² and the punching stress that occurs is 2.81 kg/cm which is smaller than the thickness value of the bridge floor slab. Keywords: Shallow foundation, bridge, cone penetration .

Bending performance and design of reinforced concrete ribbed bridge deck slabs retrofitted with steel-plate reinforcement

ABSTRACT This study aimed to assess the bending performance and design of reinforced concrete ribbed bridge deck slabs with steel-plate reinforcement. Two reference members and three steel-plate reinforcements were designed for four-point bending loading tests, numerical simulations, and theoretical analyses. Steel-plate reinforcement improves the flexural load bearing capacity and stiffness of the bridge deck slab and effectively controls crack development, compared to old bridge reconstruction requirements. The bridge deck is best stressed when the bolt (M12 mm × 200 mm) spacing is 0.8 times the slab thickness. To prevent brittle damage to the bridge deck, a steel plate with a width of 160 mm and thickness of 10 mm should be used for strengthening. This aligns with engineering practice whereby the bolt shear capacity is used to assess the effectiveness of steel-plate reinforcement in bridge deck slabs. Bolt shear arrangement based on the slip effect and a sufficient increase in the diameter of the bolts at both ends of the steel plate are more appropriate for the bending effect of the bridge deck structure. The results provide a reference for the design of deck slab reinforcement for assembled ribbed bridges.

Design of Resilient Flood Resistant RC Structure in Sloped Areas

Flooding, worsened by urban development in vulnerable areas, requires both structural and non-structural measures to manage risks. Current RC building codes like IS 456:2000 and ASCE 07-2002 address seismic and wind loads but often overlook flood-specific impacts. This project integrates flood loads into RC building analysis using CSI-ETABS, simulating flood conditions with a 3-meter depth and 3 m/s flow velocity across RC buildings on both flat and 20-degree slope surfaces with fixed-base and pile foundations. Key findings reveal that base shear increases by 51.9% in pile versus fixed foundations. Displacement rises by up to 8.26% in regular models on flat surfaces, while story acceleration increases by 12.34%, indicating heightened sensitivity to flood loads in certain configurations. Further analysis highlights that bending moments are highest in 0-degree irregular models with pile foundations but decrease by 4.26% when comparing flood to earthquake loads. Vertical irregularities raise seismic risk by 25%, while regular models on a 20-degree slope with either fixed or pile foundations demonstrate greater stability. To ensure safety under flood and seismic loads, recommended structural dimensions include beams of 230 x 600 mm, columns of 500 x 500 mm, and a slab thickness of 150 mm. These results underscore the need to include flood load considerations in building codes to enhance urban resilience against severe flood events.

All-polarization asymmetric silicon nitride photonic crystal slab waveguides by combining a single-polarization bandgap and birefringence

Abstract Photonic crystal (PhC) waveguides on the silicon nitride (SixNy) platform currently are capable only of transmission of a single light polarization, severely limiting polarization diversity applications. In this work, we propose a scheme that combines a single-polarization photonic band gap (SPBG) formed by the first two bands with the same polarization, along with large birefringence between the first two bands with different polarizations. In simple terms, one polarization in the PhC slab waveguide is guided by the SPBG, while the other polarization is index guided, and overlap between the frequency bands for the two polarizations in which propagation is forbidden, dubbed the no-polarization-mode region (NMR), tuned by the aspect ratio of PhC slabs. This approach theoretically achieves PhC waveguides on asymmetric SixNy slabs that guide both polarizations within the NMR. Three-dimensional (3D) planewave-method calculations show that through simple adjustment of the aspect ratio of the PhC slab, the first two bands with different polarizations can be adjusted to be shifted in frequency to form the NMR, where neither TE- nor TM-like modes can propagate along the in-plane directions. The NMR is then systematically investigated and optimized for various refractive indices and slab thicknesses, and using the optimized-NMR design, line-defect waveguides supporting propagation of both polarizations are theoretically demonstrated. A 3D finite-difference time-domain simulation shows that an all-polarization bandwidth as large as 180 nm can be obtained in an optimized PhC waveguide with SixNy refractive index of 2.4, which can be tuned by x and y. In addition, our investigation shows that an NMR can also be obtained in an asymmetric rod-type PhC slab even when the refractive index is as low as 1.8, offering significant flexibility in engineering of the structure and refractive index of all-polarization devices on SixNy and, by extension, in other moderate-index platforms.

The effect of propagation saw test geometries on critical cut length

Abstract. For a slab avalanche to release, a crack in a weak snow layer beneath a cohesive snow slab has to initiate and propagate. Information on crack propagation is essential for assessing avalanche triggering potential. In the field, this information can be gathered with the propagation saw test (PST), a field test that provides valuable data on crack propagation propensity. The first PSTs were performed about 20 years ago and standards have since been established. However, there are still differences in how the PST is performed. Standards in North America require the column ends to be cut vertically, whereas in Europe they are typically cut normal to the slope. In this study, we investigate the effect of these different column geometries on the critical cut length. To this end, we conducted 27 pairs of PST experiments, each pair consisting of one PST with slope-normal cut ends and one PST with vertical-cut ends. Our experiments showed that PSTs with normal cut ends have up to 50 % shorter critical cut lengths, and the difference predominantly depends on the slope angle and slab thickness. We developed two load-based models to convert critical cut lengths between the test geometries: (i) a uniform slab model that treats the slab as one uniform layer and (ii) a layered model that accounts for stratification. For validation, we compare these models with a modern fracture mechanical model. For the rather uniform slabs of our experiments, both load-based models were in excellent agreement with measured data. For slabs with an artificial layering, the uniform load–model predictions reveal deviations from the fracture mechanical model, whereas the layered model was still in excellent agreement. This study reveals the influence that the geometry of field tests and the slope angle of the field site have on test results. It also shows that only accurately prepared field tests can be reliable and therefore meaningful. However, we provide models to correct for imprecise field test geometry effects on the critical cut length.

20-year Performance of SPS-2 Sections in North Dakota and Wisconsin

The Long Term Pavement Performance (LTPP) Specific Pavement Studies (SPS-2) experiment was designed to study the structural factors, such as drainage, base type, concrete strength, slab thickness, and lane width for rigid pavements. The SPS-2 experiment sections in North Dakota and Wisconsin, constructed in 1994, are jointed, dowelled plain concrete pavement. SPS-2 sections in North Dakota and Wisconsin are considered as sister sections since they were built in the same year. The experiment consisted of six and eight supplemental sections in North Dakota and Wisconsin, respectively in addition to 12 standard SPS-2 sections. These sections have been monitored by the LTPP program since construction. Performance monitoring included measurements for ride quality (International Roughness Index, IRI), faulting, cracking, and load transfer efficiency based on surface deflections. The main objective of the study is to compare 20- year performance of SPS-2 sections in North Dakota and Wisconsin. Performance parameters analyzed in this study included IRI, faulting, load transfer efficiency, cracking, spalling, scaling, and pumping. The results show that the sections have performed well to date. Most of the sections are smooth, crack free, and have negligible faulting. Thinner sections (203 mm) over dense graded aggregate base and lean concrete base are the smoothest in North Dakota and Wisconsin, respectively. Thinner sections (203 mm) over lean concrete base and permeable asphalt treated base are the roughest in North Dakota and Wisconsin, respectively. The effect of base type on the smoothness of thicker sections is not clear. Thinner sections (203 mm) are smoother than thicker sections for the same base type in general except a Wisconsin section with thicker slab (279 mm) and a higher flexural strength (6.2 MPa) over permeable asphalt treated base.

Critical Stress Analysis of Large Aircraft on Airport Rigid Pavement Using FEAFAA

The critical stresses of large aircraft on the airport rigid pavement were analyzed using 3D finite element program, FEAFAA. Four large aircraft with multiple-gear structures, the A380, B747, A340-500, and A340-200, were selected for the analysis. The curling effect on top-down cracking prediction was investigated through the equivalent temperature gradient (ETG). Among the curling directions of downward curling, flat and upward curling, the upward curling shows the greatest critical top-to-bottom tensile stress ratio (t/b ratio), as expected. Also, for upward curling, the t/b ratio shows a high linear dependence on the ETG value for the considered ETG range. The critical gear position is identified for upward curling: a critical gear position exists for A340-500 and A340-200, and a critical gear area exists for B747 and A380. Finally, the sensitivity analysis for the A380 shows that: the t/b ratio is highly sensitive to the slab thickness and the elastic modulus of the subgrade, but insensitive to the elastic modulus of the slab, subbase thickness, and the elastic modulus of the subbase; the t/b ratio tends to increase as the elastic modulus of the subgrade and slab thickness increase; and the critical gear position can be regarded insensitive to the elastic modulus and thickness of each pavement layer, since it is always located in the critical gear area.

Design of Concrete Slabs with Optimized Geometry and Built-in Curling Effect on Performance

A new methodology called TCP “Thin Concrete Pavements” has been developed to design the concrete slab thickness by optimizing the slab size given the geometry of the truck axles. The key principle of the design method is to configure the slab size so that not more than one set of wheels are on any given slab at any time, thereby minimizing the critical top tensile stress. Full-scale test sections were constructed and tested at Illinois under accelerated pavement loading conditions with concrete thickness of 8, 15, and 20 cm on both an aggregate (Subbase CBR 4% and 15 cm granular base) and asphalt base layer. Concrete slabs 8 cm thick on a 15 cm granular base withstood 75.000 ESALS, Slabs with 15 cm thickness showed cracks initiating at 12 million ESALs on average. The 20 cm slab thickness showed no fatigue cracking. A Mechanistic-based software, “OptiPave”, has been developed. The new methodology designs slabs that are on average 7 cm thinner than traditional pavements, AASHTO (1993), for the same traffic, with a thickness range of 8 cm to 20 cm thick. This new solution for designing concrete pavements has been used to build roads from local streets to high traffic highways and gives an alternative to asphalt in low volume roads and competes directly in direct cost Thickness design in Chile is very sensitive to climate variables. The AASHTO 93 method doesn’t consider built in curling conditions, which is especially sensitive to construction standards, making this design variable (BIC) extremely important in terms of pavement performance. Two cases are studied in this paper to show the benefits of the optimized designed slabs, in terms of thickness and sensitivity to climate conditions.

Assessment of JPCP Slab and Joint Movement under Multiple Structural and Environmental Conditions

Jointed plain concrete (JPC) pavement slab curling and joint movement have been shown to play a major role in the cracking performance of conventional JPCP pavements and composite HMA/JPC pavements with a renewable surface. These movements have been assessed as part of the SHRP II R21 Composite Pavement project at the University of California Pavement Research Center ATIRC test track. Environmentally induced slab movement both internal and at slab joints was evaluated under several conditions; two slab thicknesses, doweled and undoweled slabs, and overlayed (two thicknesses) and non-overlayed JPC slabs. The aim of this paper is to summarize findings of slab movement research and how this movement is affected by different variables. With the increasing push toward mechanistic design for concrete pavements, the importance of this information becomes ever greater.

Effects of Non-Linear Thermal Stress on Fatigue Damage of Airport Concrete Pavements

Thermal stress caused by temperature distribution in concrete slab is important in the structural design of airport concrete pavements. Airport concrete pavement slab is very thick, therefore, temperature in the slab varies nonlinearly throughout the slab depth. In this study, a method for estimating thermal stress in a concrete slab with 3DFEM analysis and heat transfer analysis was developed. The thermal stresses for airport concrete pavements with various thicknesses and climate conditions were calculated with the method for one year period and relative frequency distributions (RFDs) of the thermal stresses were obtained. Influence lines of load stress due to aircraft gear were also calculated with 3DFEM. The fatigue damages were estimated from the RFDs, the lateral distributions of the gear, combined stresses and fatigue curve of concrete. Based on the results, effects of the nonlinearity of thermal distribution and air temperature on the fatigue damage of airport concrete pavements were investigated in terms of the optimal thickness of concrete slab.

Surface Stresses of Thick Concrete Pavement Slabs Due To Traffic Loads and Non-Linear Temperature Distributions.

In this study, possibility of top-down cracking in concrete pavement was investigated. The main cause of the crack is supposed to be tensile stress at the top of the concrete slab. 3DFEM simulations that took into account actual temperature distributions throughout slab depth were performed on concrete pavements for a heavy duty road and an international airport. Thermal stress analysis revealed that nonlinear negative temperature distribution produces relatively large tensile stress at the top of the slab, which cannot be precisely estimated by conventional thermal stress equations based on the linear temperature distribution. Areas where the bottom surface of concrete slab was separated from the surface of underlying layer were very small, because the underlying layer deformed similarly as the slabs deformed and reduced the gap area. The combined stresses were also calculated with the application of both wheel and thermal loads. The maximum top combined stress occurred at a position away from the wheel loads. The ratio of the top combined stress in negative temperature gradient to the bottom combined stress in positive temperature gradient is greater in the airport pavement than that in the road pavement. The installation of dowels in joints reduced the combined stress in the loaded slab.

Design of Concrete Pavement for the Ohio Turnpike’s Mainline Pavement Replacement: An Innovative Approach

This paper describes the design of a concrete pavement for a section of the Ohio Turnpike’s mainline pavement. This design is a part of the Ohio Turnpike and Infrastructure Commission’s ongoing project to replace its existing two lanes of 241.26 miles long mainline pavement in both directions (east and west). The original pavement was built as concrete pavement which was subsequently overlaid with asphalt. Resource International, Inc. used current methods of pavement design, including Mechanistic-Empirical Pavement Design Guide (MEPDG), to design a concrete pavement and a composite pavement for this project. The concrete pavement for this section of the Turnpike was designed as a wide width (14’) pavement for the outside lane. This made it possible to build an outside shoulder with Recycled Cement Concrete Aggregates from old pavement and still achieve the benefits of a tied shoulder (decreased slab thickness). The construction of this pavement section (as a composite pavement) was completed in 2011 (WB) and 2012 (EB). Performance data has been collected since its construction. This paper describes the design of the pavement and observations of its performance made so far. The details of testing methods used, analysis performed, and the results are also described in the paper.

Experiences Resulted from Construction of Two-way Post-Tensioned Concrete Pavement

In this paper there are presented results of experimental investigation and preliminary conclusions dealing with the efficiency of early posttensioning concrete pavement. Short section of concrete pavement 3.5 by 20.0 m (11.5 by 65.6 ft) thickness 0.23 m (9 in.) was posttensioned in longitudinal and transverse direction. The total prestressing was realized in one stage after 48 hours from concreting. The unbonded tendons 75 mm (0.6 in.) were tensioned with 200 kN (45 kip) force in both direction. The aim of investigation was the experimental evaluation of temperature and concrete strains distributions during the process of pavement concrete hardening for different environmental condition for period of 13 months. Values of prestressing force distribution were monitoring for 26 days period. For this reason, unbonded tendons were equipped with vibrating wire force transducer Geokon type. The concrete strains as well as temperature changes were recorded with Geokon vibrating wire sensors localized at three levels of the slab thickness in four vertical cross-section.

PCC Slab Temperature Gradients as a Function of Structure and Environment Experience from the SHRP II R21 Composite Pavement Test Track

The Strategic Highway Research Program (SHRP) II R21 Composite Pavement Research Project test track constructed at University of California Pavement Research Center (UCPRC) ATIRC facility has yielded significant Portland cement concrete (PCC) temperature data over the nearly past two years of testing. The nine different test sections consisted of combinations of plain and hot mix asphalt (HMA) overlaid jointed plain concrete (JPCP) pavement sections of varying thicknesses. Over 135 thermo couples were placed at five depths and three locations within each slab and have been continuously monitored since test track construction. This paper will identify the changes in PCC slab temperature gradients as a function of PCC slab thickness (178mm and 127mm), HMA overlay thickness (114mm, 64mm, and 0mm) and type (Polymer modified and rubber). Results provide important information about the thermal insulation effect of HMA layer to reduce temperature gradients in PCC layers and provide experimental data for continued evaluation of the effects of reduced temperature gradients on PCC layer cracking performance.

Characterization and evaluation methods of fused deposition modeling and stereolithography additive manufacturing for clinical linear accelerator photon and electron radiotherapy applications.

To propose comprehensive characterization methods of additive manufacturing (AM) materials for MV photon and MeV electron radiotherapy. This study investigated 15 AM materials using CT machines. Geometrical accuracy, tissue-equivalence, uniformity, and fabrication parameters were considered. Selected soft tissue equivalent filaments were used to fabricate slab phantoms and compared with water equivalent RW3 phantom by delivering planar 6 & 10 MV photons and 6, 9, 12, 15, & 18MeV electrons. Finally, a 3D printed CT-Electron Density characterization phantom was fabricated. Materials used to print test objects can simulate tissues from adipose (relative electron density, ρe=0.72) up to near inner bone-equivalent (ρe=1.08). Lower densities such as breast and lung can be simulated using infills from 90% down to 30%, respectively. The gyroid infill pattern shows the lowest CT number variation and is recommended for low infill percentage printing. CT number uniformity can be observed from 40% up to 100% infill, while printing orientation does not significantly affect the CT number. The measured doses using the 3D printed phantoms show to have good agreement with TPS calculated dose for photon (< 1% difference) and electron (< 5% difference). Varying the printed slab thicknesses shows very similar response (< 3% difference) compared with RW3 slabs except for 6MeV electrons. Lastly, the fabricated CT-ED phantom generally matches the lung- up to the soft tissue- equivalence. The proposed methods give the outline for characterization of AM materials as tissue-equivalent substitute. Printing parameters affect the radiological quality of 3D-printed object.

Assessing Code Compliance and Mason Proficiency in Residential Construction in Birendranagar Municipality, Surkhet

Urbanization is rapidly increasing worldwide, and refers to the process by which rural areas transform into urban areas, where cities in Karnali Province are experiencing significant growth. However, much of this expansion is characterized by informal construction, with over 80% of housing lacking compliance with building codes, thereby increasing vulnerability to disasters like the 2015 Gorkha Earthquake and the 2023 Jajarkot Earthquake. This study evaluates building code compliance in residential RCC buildings within Birendranagar Municipality, focusing on both completed and underconstruction buildings. The research adopts a qualitative approach, combining literature review, field surveys, and questionnaire administration to gather and analyze data. Key findings reveal that among the 22 completed buildings surveyed, only 5 fully complied with the approved designs, with common issues including noncompliant staircases, beams, and room layouts. For the 22 under-construction buildings, 8 demonstrated full compliance, especially in foundation work, tie beams, and rebar sizing, although non-compliance issues like slab thickness, bar lapping positions, and staircase dimensions were identified. Additionally, 11 out of the 22 completed buildings met municipal bye-laws, especially with regard to ground coverage ratio and building height, but setbacks and floor area ratios were frequently violated. The study also found that most masons lacked formal training, with only 30% aware of earthquake-resistant design principles. Masons relied primarily on practical experience, with limited knowledge of building codes and municipal approval processes. Findings highlight the need for increased training for masons, greater awareness for homeowners, and improved municipal oversight to ensure better compliance and safer construction practices.

Understanding the Key Factors Influencing Cybersecurity Practices in Nepalese Organizations

Urbanization is rapidly increasing worldwide, and refers to the process by which rural areas transform into urban areas, where cities in Karnali Province are experiencing significant growth. However, much of this expansion is characterized by informal construction, with over 80% of housing lacking compliance with building codes, thereby increasing vulnerability to disasters like the 2015 Gorkha Earthquake and the 2023 Jajarkot Earthquake. This study evaluates building code compliance in residential RCC buildings within Birendranagar Municipality, focusing on both completed and underconstruction buildings. The research adopts a qualitative approach, combining literature review, field surveys, and questionnaire administration to gather and analyze data. Key findings reveal that among the 22 completed buildings surveyed, only 5 fully complied with the approved designs, with common issues including noncompliant staircases, beams, and room layouts. For the 22 under-construction buildings, 8 demonstrated full compliance, especially in foundation work, tie beams, and rebar sizing, although non-compliance issues like slab thickness, bar lapping positions, and staircase dimensions were identified. Additionally, 11 out of the 22 completed buildings met municipal bye-laws, especially with regard to ground coverage ratio and building height, but setbacks and floor area ratios were frequently violated. The study also found that most masons lacked formal training, with only 30% aware of earthquake-resistant design principles. Masons relied primarily on practical experience, with limited knowledge of building codes and municipal approval processes. Findings highlight the need for increased training for masons, greater awareness for homeowners, and improved municipal oversight to ensure better compliance and safer construction practices.

15-Year Performance of SPS-2 Project in Kansas

The Long Term Pavement Performance (LTPP) SPS-2 experiment was designed to study the structural factors, such as drainage, base type, concrete strength, thickness, and lane width for rigid pavements. The SPS-2 experiment section in Kansas, constructed in 1992, is a jointed, dowelled plain concrete pavement. The experiment consisted of twelve standard SPS-2 sections and one Kansas Department of Transportation (KDOT) supplemental/control section. These sections have been monitored by the LTPP program since construction. Performance monitoring included measurements for ride quality (International Roughness Index, IRI), faulting, cracking, and surface deflections. Performance parameters analyzed in this study included IRI, faulting, cracking (combined longitudinal and transverse crack lengths), and joint load transfer efficiency (LTE). The results show that the project has performed very well to date. Most sections are smooth, crack free, and have negligible faulting. The load transfer efficiency of the sections has been good too. The drainable sections with permeable asphalt treated base have performed the best. These sections were built smoother and remained so after 15 years of service. The section with low PCC slab thickness (203-mm) and low concrete design strength (3.8-MPa) on dense graded aggregate base has performed the worst. The combination of high slab thickness and high concrete strength tends to mask the effect of base on pavement performance. The KDOT supplemental/control section with thick slab (305-mm) over dense graded, Portland cementtreated base has also performed very well. Statistical analysis of IRI and LTE data also supports these conclusions.

Finite Element Analysis of PCCP Curling and Roughness

Smoothness specifications for newly built Portland Cement Concrete Pavements (PCCP) in Kansas have evolved over the last two decades through applications and a number of revisions. However, some PCCP sections built under current specifications in the smoothness bonus range experience rapid loss of smoothness with time. Sometimes this happens even before the sections are opened to traffic. It is believed that this loss results from curling due to the temperature differential between the pavement top and bottom surfaces. In this study, threedimensional simulation of curling of PCCP has been presented using a finite element (FE) software, ANSYS. A number of FE models were built to simulate several newly built PCCP sections in Kansas. The sections were modeled as three-layer systems with cement-treated base and lime-treated subgrade. Layer materials were modeled as linear elastic and the properties were obtained from the tests conducted during construction. Pavement layers and steel dowel bars were modeled using 3- dimensional solid (brick) elements. The complex interaction of the slab with the dowel bars was modeled as a contact problem. Regression models were developed for the curling deflection and International Roughness Index (IRI), a roughness statistics resulting from the curled profiles, based on different simulation parameters. The results obtained from the simulations show that the curling deflection and IRI calculated from the deflected slab profiles are affected by the slab thickness, compressive strengths of the concrete slab and base layers, and the temperature differential between the pavement top and bottom surfaces. Both curling deflection and IRI increase with an increase in temperature differential and compressive strength of the stabilized base layer. Higher slab thickness and concrete compressive strength would result in lower curling deflection and IRI values.