Reinforcement detailing in cement concrete road slabs In cement concrete (CC) road pavements, reinforcement (when provided) is arranged primarily in which orientations to control temperature and shrinkage stresses and to manage load transfer?

Introduction / Context:
Concrete road slabs can be jointed plain, jointed reinforced, or continuously reinforced. Where reinforcement is used, its function is not to increase flexural capacity drastically, but primarily to control crack widths, manage temperature and shrinkage effects, and aid in load transfer and slab integrity.

Given Data / Assumptions:

• We are considering reinforcement provided in CC road slabs.
• Objective is crack control and load distribution.
• Directionality of steel controls crack spacing and width in both axes.

Concept / Approach:
Slabs experience temperature gradients and drying shrinkage in both longitudinal and transverse directions. Traffic loads induce flexure in the direction of travel but also produce transverse effects due to slab geometry and load positions. Hence, reinforcement (often in the form of bars or welded wire fabric) is placed in both longitudinal and transverse directions to create a grid that limits cracking in either orientation.

Step-by-Step Solution:

Verification / Alternative check:
Jointed reinforced concrete pavement (JRCP) and continuously reinforced concrete pavement (CRCP) detailing drawings show orthogonal steel arrangements, confirming bidirectional reinforcement.

Why Other Options Are Wrong:
Only longitudinal or only transverse steel is insufficient for general slab behavior. “Only as a welded wire mesh without directional intent” is misleading; welded mesh still provides two-way reinforcement aligned to directions.

Common Pitfalls:
Underestimating temperature gradients; placing steel too close to edges or inadequate cover leading to corrosion and spalling.

Final Answer:
Both longitudinally and transversely