PAVEMENT DESIGN

Comparison of the characteristics of ACP and PCCP

Asphalt Pavement Concrete Pavement

Loads are distributed in small areas whose Loads influence large areas whose structural
structural capacity is sum of multi-layers capacity is supplied mainly from the slab itself

Easy and rapid construction Need curing time

Layered construction is possible Long life
Quiet and comfort to ride Durable to heavy truck
RIGID PAVEMENT DESIGN
 PORTLAND CEMENT CONCRETE
PAVEMENT
 Generally Consist of a roadbed underlying a
layer of pavement slab.
 Used for its durability and its ability to hold
shape.
Concrete Pavement

Subbase Course
Types of Rigid Pavement
• Jointed Plain Concrete
Pavement(JPCP)

• Jointed Reinforced Concrete

Pavement (JRCP)

• Continuously Reinforced
Concrete Pavement (CRCP)
 Jointed Plain Concrete Pavement
• Uses contraction joint
that are spaced at equal
distance

• Does not use any

reinforcing steel bars
along the slab

• The use of load transfer

devices such as dowel
bars are typically used at
transverse joints.

• Tie bars are used in

longitudinal joints.
Design Life

Width Of Pavement

Soil Properties (CBR)

Material Properties (Concrete, Tie Bars, Dowel bars)

Traffic Loadings
Design Components of Rigid
Pavement

Joint Load
Slab Length Slab Thickness
Transfer Design
• Length of • Dowels • Depth of
Joint Spacing • Keys PCCP
• Aggregate
Interlocks
 Slab Length
 AASHTO Pavement Design Guide, page II-49
◦ Joint spacing (Transverse and longitudinal) depends on local
conditions of materials and environment.
◦ Expansion Joints and Construction Joints depends on layout
and construction Capabilities
L
 Slab Length
◦ As a rough guide, joint spacing (in feet) should not
greatly exceed twice the slab thickness (in inches)

 L = 2D (Empirical relationship)
◦ Where:
 D = Thickness of Slab in inches (in)
 L = Length of Slab in feet (ft)

◦ Example:
 For 8 in thick PCCP
 L = 2 (8)
 L = 16 ft ≈ 4.80 m
Slab Length
 As per DPWH Standards L = 4.50 m

 Also, as a general guideline, the ratio of slab

width to length should not exceed 1.25
◦ W≤1.25L
 JOINT DESIGNS
Load transfer devices for discontinuities on slab
Load Transfer Device
Typical Pavement Joint Layout
L

Contraction/
Construction Joint Aggregate
w/ Dowel Bars Interlock

Longitudinal Joint
(Keyed Joint w/ Tie bars)
 Usually applied on Contraction Joint and
Transverse Construction Joints.

◦ Diameter of dowel (As per AASHTO)

 ∅ = Thickness/8 spaced at 300 mm on center

◦ Diameter of dowel may vary based on available

material on the area, however, corresponding
change to the spacing should be applied to achieve
equivalent steel area.

◦ As per AASHTO, length is usually 18 in (450 mm)

◦ AS per DPWH Standards, length is 600 mm

BUTT JOINT
WITH DOWEL
BARS
Usually installed on
transverse construction
Joints.
DOWEL BARS
WITH STEEL
BASKETS
Usually installed for PCCP
designed with dowels on
contraction joints as load transfer
device.
 KEYED JOINT WITH TIE BARS

• Usually installed at:

• Transverse construction
joint located at the
middle third of the slab
• longitudinal joints having
one lane paving at a time

• Key serves as the load

transfer device
• Tie bars prevents the
joint from opening.
 Keyed Joint with Tie Bars
 Usually Installed on Longitudinal Joint and
Construction Joints within the middle third of the
slab.
◦ Spacing of Tie Bars
𝐴𝑠
𝑌= × 100
𝑃𝑡 𝐷
𝐿𝐹
𝑃𝑡 =
2 𝐹𝑠
◦ Where:
 L = Slab length
 𝐹�𝑠 = Steel Working Stress
 F = Friction Factor
 𝑃𝑡 = Percent of Steel Reinforcement
 𝐴𝑠 = Area of single steel reinforcement
 D = Thickness of Concrete
 Y = Tie bar Spacing
Aggregate Interlocks
Mechanism that transfers load across a crack in
concrete by means of interlocking between
irregular aggregate and cement paste surfaces on
each side.
AGGREGATE INTERLOCK WITH TIE BARS
Usually seen on longitudinal joints with two lane paving.
RIGID PAVEMENT
Slab Thickness
PORTLAND CEMENT CONCRETE
PAVEMENT
 Plot the values derived on Figure 3.7 of the AASHTO
guide or use the following equation to determine the
design slab thickness (D):
∆𝑃𝑆𝐼
log
4.5−1.5
log 𝑊18 = 𝑍𝑅 𝑆0 + 7.35 log(𝐷 + 1) − 0.06 + 1.624𝑥107
+
1+
𝐷+1 8.46

𝑆 ′ 𝑐 ×𝐶𝐷 (𝐷0.75−1.132)
(4.22 − 0.32𝑃𝑡 ) × log 18.42
215.63×𝐽(𝐷0.75−
𝐸𝑐 0.25
𝑘
Thickness Design Parameters for PCCP

 Roadbed Soil
◦ Resilient Modulus of Subgrade, M R
◦ Composite Modulus of Subgrade Reaction, k ∞
◦ Corrected Modulus of Subgrade Reaction, k
 Design traffic load,W18
 Reliability = 85%
 Overall Standard Deviation, S0 = 0.35
 Design Serviceability loss, ΔPSI = PI – PT = 4.5 – 2.5 = 2.0
 Drainage Coefficient, C = 1.00
D

 Load Transfer Coefficient, J = 3.8 for undoweled and 3.2 for doweled
 Concrete Modulus of Rupture, S’c = 635.55 psi
 Concrete Modulus Of Elasticity, Ec = 3.37E6 psi
Reliability (R)and Standard Deviation (𝑆0 )
 Accounts for both chance variation in traffic prediction and
the normal variation in pavement performance prediction for
a given traffic loading.
 As per DPWH standards:
◦ R = 85 % with 𝑍𝑟 = -1.037 (based on table)
◦ 𝑆0 = 0.35 (range from 0.3 to 0.4)
Recommended Level of Reliability, R
Functional Classification
Urban Rural
Freeways 85 – 99.9 80 – 99.9
Principal Arterials 80 - 99 75 - 95
Collectors 80 - 95 80 - 99
Local 50 - 80 50 - 80
Reliability and Standard Normal Deviate

Standard Standard
Reliability Normal Deviate Reliability Normal Deviate
R% ZR R% ZR
50 0.000 93 -1.476
60 -0.253 94 -1.555
70 -0.524 95 -1.645
75 -0.674 96 -1.751
80 -0.841 97 -1.881
85 -1.037 98 -2.045
90 -1.282 99 -2.327
91 -1.340 99.9 -3.090
92 -1.405 99.99 -3.750
 Serviceability
 Is expressed in terms of Present Serviceability Index (PSI)
based on the comfort and convenience of traveling public
(User)
 The PSI is obtained from measurements of roughness or
distress at a particular time during the service life of the
pavement.
◦ As per DPWH Standards for Rigid Pavement
◦ PI = 4.5 for rigid pavement
◦ PT = 2.5 for major highways and 2.0 for lesser traffic volume
Drainage Coefficient
 Can be derived based on the quality of drainage and percent
of time that the pavement structure is exposed to moisture
levels approaching saturation.
 Quality of Drainage

Quality of Drainage Water Removed Within

Excellent 2 hours
Good 1 day
Fair 1 week
Poor 1 month
Very Poor (water will not drain)
Drainage Coefficient
Joint and Load Transfer Coefficient
 A factor to account for the ability of a concrete
pavement to transfer or distribute load across
discontinuities such as joints or cracks.
Condition J Factor

Undoweled PCC on crushed aggregate surfacing 3.8

Doweled PCC on crushed aggregate surfacing 3.2

Doweled PCC on HMA (without widened outside

2.7
lane) and tied PCC shoulders

CRCP with HMA shoulders 2.9 – 3.2

CRCP with tied PCC shoulders 2.3 – 2.9

 PCC Modulus of Rupture (psi), S’c

 The flexural strength at 28 days determined using third point loading.

 As per DPWH Specification S’c = 550 psi for 14 days
◦ As per AASHTO specification, if construction specification will be used as
data, necessary adjustments should follow.
◦ 𝑆 ′ 𝑐 𝑚𝑒𝑎𝑛 = 𝑆𝑐 + 𝑧 𝑆𝐷𝑠
◦ Where:
 S’c = Estimated Mean Value for PCC Modulus of rupture
 Sc = Construction Specification on PCC Modulus of Rupture
 SDs = Standard Deviation of Concrete Modulus of Rupture (PSI)
 Z= Standard Normal Deviate
PCC Modulus of Rupture (psi), S’c

Standard Normal Percent of Strength

Deviate (z) Distribution (PS)
0.841 20 %
1.037 15 %
1.282 10 %
1.645 5%
2.327 1%
 PCC Modulus of Rupture (psi), S’c
◦ 𝑆 ′ 𝑐 𝑚𝑒𝑎𝑛 = 𝑆𝑐 + 𝑧 𝑆𝐷𝑠
 Sc = 550 psi for 14 days
 SDs = PS(Sc) =0.15 x 550
 Z= 1.037
◦ 𝑆 ′ 𝑐 𝑚𝑒𝑎𝑛 = 550 + 1.037 (0.15 𝑥 550)
◦ 𝑆 ′ 𝑐 𝑚𝑒𝑎𝑛 = 635.55 psi

Design S’c should be verified for 28 days.

Elastic Modulus (psi) 𝐸𝑐
 The materials stress-strain behavior under normal pavement
loading condition.
 Can be obtained using the formula:
𝐸𝑐 = 57,000(𝑓′𝑐 )0.5
where:
𝐸𝑐 = Elastic Modulus of Concrete(psi)
𝑓′𝑐 = PCC compressive strength(psi), 3500 psi

𝐸𝑐 = 57,000(3500)0.5
𝐸𝑐 = 3.37 x 106 psi
 Design CBR
 Design CBR shall be obtained from no. of samples
garnering 90% probability that the difference between
the true mean and the sample mean is not greater than
20%.
 Using Standard Deviation:
σ(𝑋𝑖 −𝑋)2
S= 𝑛−1
, Design CBR = X – (2Τ3)S
 Where:
◦ S = Standard Deviation
◦ X = Mean CBR
◦ 𝑋𝑖 = Individual CBR
◦ n = number of samples
 Design CBR
 To obtain 90% probability for 20% difference between the true mean and
sample mean, the conditions set in this table should be met.
S/X (%) Min. No. S/X (%) Min. No.
a. Solve for S/X
of CBR of CBR
Samples Samples
b. Check if min. samples
were met. If not, provide 5 3 40 13
additional sample and 10 3 45 16
recompute.
15 4 50 19
20 5 55 22
25 7 60 26
30 8 65 30
35 11 70 40
Resilient Modulus of Subgrade, MR
 Obtained based on recoverable strain under
repeated load.

 Can be estimated by correlating with the design

CBR
◦ MR= 1500(𝐶𝐵𝑅) , for CBR not greater than 10%
Composite Modulus of Subgrade
Reaction (k∞)
 The level of slab support that can be provided
based on the subbase characteristics and
seasonal variation of roadbed soil resilient
modulus.
 Can be determined from figure 3.3 of the
AASHTO pavement design guidelines 1993
 Example:
◦ Dsb = 6 inches
◦ Esb = 20 000 psi
◦ 𝑀𝑅 = 7 000 psi
𝑬𝒔𝒃 = 𝟐𝟎𝟎𝟎𝟎 𝒑𝒔𝒊 𝒌∞ = 𝟒𝟎𝟎 𝒑𝒄𝒊

𝑫𝒔𝒃=6 in

𝑴𝑹 = 𝟕𝟎𝟎𝟎 𝒑𝒔𝒊
Loss of Support
Type of Materials Loss of Support (LS)
Cement Treated Granular Base 0.0 to 1.0
E=1,000,000 to 2,000,000 psi
Cement Aggregate Mixtures 0.0 to 1.0
E=500,000 to 1,000,000 psi
Asphalt Treated Base 0.0 to 1.0
E=350,000 to 1,000,000 psi
Bituminous Stabilized Mixture 0.0 to 1.0
E=40,000 to 300,000 psi
Lime Stabilized 1.0 to 3.0
E=20,000 to 45,000 psi
Unbound Granular Materials 1.0 to 3.0
E=15,000 to 45,000 psi
Fine Gained or Natural Subgrade 2.0 to 3.0
E=3,000 to 40,000 psi
 Computing for k corrected
Example: LS = 1.00

𝑘∞ = 500 k = 𝟏𝟕𝟎 𝒑𝒄𝒊

𝒌∞ = 𝟓𝟎𝟎 𝒑𝒄𝒊
Design Traffic Load
 𝑊18 = cumulative 18-kip Estimated Single Axial
Load (ESAL )

 The procedure is to convert a mixed traffic stream

of different axle loads and axle configuration into a
designed traffic number and convert each expected
axle load into an equivalent number of 18-kip single
axle loads and to sum this over the design period.

 Computation is based on D.O. 22 series of 2011.

Design Traffic Load
 Determine the Design traffic for each vehicle
type:
(1+𝑖)𝑛 −1
◦ Design Traffic= 𝑃𝑖 365
𝑖
◦ Where:
 𝑃𝑖 = Annual Average DailyTraffic
 i = Traffic growth rate, usually assumed as 4%
 n = design life period
Design Traffic Load
 Determine the Traffic Equivalence Factor
◦ Converting all single axle load of the truck to
equivalent 8.2 tons single axle load

𝑎𝑥𝑙𝑒𝑙𝑜𝑎𝑑(𝑡𝑜𝑛𝑠) 4
◦ EF = σ
8.2
Traffic Equivalence factor
 Example
◦ In a 2-axle truck with GVW=16,880 kg

Axle 1 Axle 2

Truck Code 1-1

0.2GVW 0.8GVW
=3.38 Tons =13.5Tons

4
3.38 4 13.5
𝐸𝐹 = + = 7.38
8.2 8.2
Design Traffic Load
 Determine the directional and lane distribution
factor:
◦ 𝐷𝐷 = Directional distribution factor (100% for 1 way, 50%
for 2 way)
◦ 𝐷𝐿 = Lane Distribution factor

Number of lanes in each Percentage of 18 kips ESAL

Direction in Design Lane
1 100
2 80 – 100
3 60 – 80
4 50 - 75
Design Traffic Load
 Compute the Cumulative Single Axle Load (CESAL)
◦ CESAL = σ 𝐷𝑒𝑠𝑖𝑔𝑛 𝑇𝑟𝑎𝑓𝑓𝑖𝑐 × 𝐸𝐹 × 𝐷𝐷 × 𝐷𝐿
Asphalt concrete pavement

FLEXIBLE PAVEMENT
DESIGN
Flexible Pavement
 Generally consists of a prepared roadbed
underlying layers of subbase, base and
bituminous surface course.
 Loads are distributed in a small area whose
structural capacity is sum of multi-layers.
Typical Flexible Pavement Model
Flexible Pavement Design
 Two formulas
◦ 1) log 𝑊18 = 𝑍𝑅 × 𝑆0 + 9.36 × log(𝑆𝑁 + 1) −
∆𝑃𝑆𝐼
log
4.2−1.5
0.20 + 1094 + 2.32 × log(𝑀𝑅 ) − 8.07
0.40+
𝑆𝑁+1 5.19

◦ 2) 𝑆𝑁 = 𝑎1𝐷1 + 𝑎2𝐷2 𝑚2 + 𝑎3𝐷3𝑚3

Structural Number, SN
 An abstract number representing structural
strength required for a given combination of
soil support, design traffic, serviceability index
and environment.
Thickness Design Parameters for ACP

 For formula 1, Solve for Structural Number (SN):

◦ Resilient Modulus of Subgrade, 𝑀𝑅

◦ Design traffic load, 𝑊18
◦ Standard Normal Deviate, 𝑍𝑅 = -1.037, based on 85% reliability
◦ Design Serviceability loss, ΔPSI = PI – PT = 4.2 – 2.5 = 1.7
 PI=4.2 for flexible pavement
◦ Overall Standard Deviation, 𝑆0 = 0.45
 𝑆0 range from 0.4-0.5 for flexible pavement
Thickness Design Parameters for ACP

 For formula 2, Solve for thickness of layers

(𝐷𝑖 ):

◦ Layer Coefficient, 𝑎𝑖
◦ Drainage Coefficient, 𝑚𝑖
 1.00 for both subbase and base layer
Structural Layer Coefficient, 𝑎𝑖
 A measure of relative thickness of a given
material to function as a structural
component of a flexible pavement.
Structural Layer Coefficient, 𝑎𝑖
 Basic layers of flexible pavement:
◦ Asphaltic concrete surface course, 𝑎1 = 0.44
◦ Crushed stone base course, 𝑎2 = 0.14
◦ Sandy gravel subbase, 𝑎3 = 0.11
Structural Layer Coefficient (ai )
Pavement Component Layer Coefficient
Asphalt Concrete, good condition 0.38*
Asphalt Concrete, fair condition 0.20 – 0.30
Asphalt Concrete, bad condition 0.15

Bituminous Surface Treatment 0.20

Bituminous Macadam 0.20
Cement Concrete, good condition 0.44**
Cement Concrete, fair condition 0.35**
Cement Concrete, bad condition 0.20**
Cement Concrete, very bad condition 0.15**
Cement Treated Base (CTB) 650 psi 0.23
Cement Treated Base (400-650 psi) 0.20
Cement Treated Base 400 psi 0.17***
Crushed Gravel Base 0.15***
Broken Stone Macadam Base 0.14
Granular Sub-Base (passing specs.) 0.11
Sub-Base(poorly graded or containing clay) 0.07

Value of (a i ) of different material can also be determined from Figures 2.5,

2.6, 2.7, 2.8 and 2.9
Drainage Coefficient, 𝑚𝑖
Flexible Pavement Design
 Solve for Structural number:
◦ log 𝑊18 = 𝑍𝑅 × 𝑆0 + 9.36 × log(𝑆𝑁 + 1) −
∆𝑃𝑆𝐼
log
4.2−1.5
0.20 + 1094 + 2.32 × log(𝑀𝑅 ) − 8.07
0.40+
𝑆𝑁+1 5.19

 Assign thickness for base, subbase and AC

that will satisfy the following equation.
◦ 𝑆𝑁 = 𝑎1𝐷1 + 𝑎2𝐷2𝑚2 + 𝑎3𝐷3𝑚3
END
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