Highway Pavement Structural Design required over each layer, the maximum allowable thickness of any given layer can be computed. For ‘example, the maximum allowable structural number for the subbase material would be equal to the struc- tural number required over the subbase subtracted from the structural number required over the roadbed soil, In a like manner, the structural numbers of the other layers may be computed. The thicknesses for the respective layers may then be determined as indicated oon Figure 3.2. Tet should be recognized that this procedure should not be applied to determine the SN required above subbase or base materials having a modulus greater than 40,000 psi. For such cases, layer thicknesses of materials above the “high” modulus layer should be established based on cost effectiveness and minimum, practical thickness considerations. 3.2. RIGID PAVEMENT DESIGN ‘This section describes the design for portland ‘cement concrete pavements, including plain jointed CP), jointed reinforced (RCP), and continuously reinforced (CRCP). As in the design for flexible pave- ments, itis assumed that these pavements will carry traffic levels in excess of 50,000 18-kip ESAL over the performance period. An example of the application of this rigid pavement design procedure is presented in Appendix L. ‘The AASHTO design procedure is based on the ‘AASHO Road ‘Test pavement performance algorithm. Inherent in the use of the procedure is the use of dow lsat transverse joints. Hence, joint faulting was nota stress manifestation at the Road Test. Ifthe designer ‘wishes to consider nondowelled joints, he may de- velop an appropriate J-factor (See Section 2.4.2, “Load Transfer") or check his design with another agency's procedure, such as the PCA procedure (9). 3.2.1 Develop Effective Modulus of Subgrade Reaction Before the design chart for determining design slab thickness can be applied, it is necessary to estimate the possible levels of slab support that can be pro- vided. This is accomplished using Table 3.2 and Fig- ures 3.3, 3.4, 3.5, and 3.6 to develop an effective ‘modulus of subgrade reaction, k. An example of this Process is demonstrated in ‘Table 3.3. ‘Since the effective k-value is dependent upon sev- ral different factors besides the roadbed soil resilient m3 rmoddulus, the first step isto identify the combinations (or levels) that ae to be considered and enter them in the heading of Tabie 3.2. (1) Subbase types—Different types of subbase have different strengths or modulus values. ‘The consideration of a subbase type in estimat- ing an effective k-value provides a basis for evaluating its cost-effectiveness as part of the design process. (2) Subbase thicknesses (inches)—Potential de- sign thicknesses for each subbase type should also be identified, so that its cost-effectiveness may be considered. @) _ Loss of support, LS—This factor, quantified in Section 2.4.3, is used to correct the effective k-value based on potential erosion of the sub- base material @) Depth to rigid foundation (feet)—If bedrock lies within 10 feet of the surface of the sub- grade for any significant length along the pro- ject, its effect on the overall K-value and the ) SH serviceability loss, APSL = Pi ~ Pt (Goetion 2.2.1), (6) concrete elastic modulus, Be (Section 2.3.3), {6) concrete modulus of ruptare, Sz (Section scribed as part of Volume 2, Appendix HH. "The fifth step is to develop a K-value which ip- cludes the effect ofa rigid foundation near the surface. : 2.3.4), ae nl te reac ithe depth gk j i Ts sep shone ie scapes 3 nate efi, 1 (Section 2.4.2) ; ue iungeion rns an Dem eed) ge cote, Cs (eton 2.4.0 evalve for each season. It considers roadbed soil re= Ghent modulus and composite modulus of subgrade venation, as well asthe depth to te rigid foundation. : ‘The values for each modified k-value should subse- 3.2.3 Stage Construction Guently be recorded in Coluson 5 of Table 3.2. a perience in some states has shown tat there my “The sinh sep the process is SAT the ea praetcal maximum performance period (Section io he slab tac wl be required, and then 2,11) associated wit a gven i EEE whieh is ticks errmine te vlave daa, Uy subjected to some signin I! Oe trafic. To use gee cer tm in Coton 6 of h- conser analysis petods whlch 2 as than his ble 3.2 corer expested performance period Of 10 MOT 3.2. can aep sto a athe uvaes Column sigorouly consider the ESIC cof rigid pve’ | 6 and divide the foal by the numberof seasonal i> NP ‘designs which are initially thinner, it is neces) | © aie es 12 oF 24) to determine the average relative SO SSasider the stage construction (planned ° & t og) : ~ eereA| sveorste aa’ yy : sunst & |__| “sor, Pazero-ze-m) + ——_______ + 99°0 - (ran eotysee + Coats = To Téor Zz ferrt ceo 4% ot= #9 ote, s asi146 Design of Pavement Structures Design Slob Thickness, 0 (ines) Wel f f ¥ 5 ‘Watch Line Estimates Toto! I8- kip Equivalent Single ale, ood (ESA) Applications, Wg ritions) NOTE Appicalion of refi Sei thet requres the use of mean vase IBF ein pul veris. jased on Using Mean Values for Figure 3.7, Continued—Design Chart for Rigid Pavements Bi ach Input Variable (Segment 2)Highway Pavement Structural Design rehabilitation. That part not only provides a procedure for designing overlays, but also provides criteria for the application of other rehabilitation methods that may be used to improve the serviceability and extend the load-carrying capacity of the pavement. The de- sign example in Appendix I provides an illustration of the application of the stage construction approach using a planned future overlay. 3.2.4 Roadbed Swelling and Frost Heave ‘The approach to considering the effects of swelling and frost heave in rigid pavement design is almost identical to that for flexible pavements (Section 3.1.3), Ths, some of the discussion is repeated here. Roadbed swelling and frost heave are both impor- tant environmental considerations because of their potential effect on the rate of serviceability loss. ‘Swelling refers to the localized volume changes that ‘occur in expansive roadbed soils as they absorb moi ture, A drainage system can be effective in minimizing roadbed swelling if it seduces the availability of moisture for absorption. Frost heave, as its weated here, refers tothe local- ized volume changes that occur in the roadbed as moisture collects, freezes into ice lenses, and pro- duces distortions onthe pavement surface. Like swell- ing, the effects of frost heave can be decreased by providing some type of drainage system. Perhaps nore effective measure is to provide a layer of non- frost-susceptible material thick enough to insulate the roadbed sol from frost penetration. This not only pro tects against frost heave, but also significantly reduces or even eliminates the thav-weakening that may occur in the roadbed soil during early spring. [feither swelling or frost heave isto be considered in terms oftheir effects on serviceability loss and the need for future overlays, then the following provedure should be applied. Tt requires the plot of serviceability Joss versus time developed in Section 2.1.4 “The procedure for considering environmental serv- iceability oss is similar tothe treatment of stage con- struction strategies because ofthe planned future need for rehabilitation. Inthe stage construction approach, an initial PCC slab thickness is selected and the cor- responding performance period (service litt) deter- mined, An overlay (or series of overlays) which will ‘extend the combined performance periods past the de- siced analysis period is then identified. The difference in the stage construction approach when swelling andlor frost heave are considered is that an iterative process is required to determine the length ofthe per- nar formance period for each stage of the strategy. The ‘objective ofthis iterative process isto determine when the combined serviceability loss due 10 traffic and environment reaches the terminal level. This is de- scribed with the aid of Table 3.4 Step 1. Select an appropriate slab thickness for the initial pavement. Because of the relatively small effet slab thickness has on ing swelling and fost heave, the maximum initial thickness recom- mended is that derived for conditions assuming no ‘swelling or frost heave. Referring tothe example prob- Jem presented in Figure 3.7, the maximum feasl slab thickness is 9.5 inches. Any practical slab thick- ress less than this value may be appropriate for swell- ing of frost heave conditions, s0 long as it does not violate the minimum performance period (Section 2.1.1). Tis important to note here that for this example, an overall reliability of 90 percent is desired. Since it is expected that one overlay will be required to reach the 20-year analysis period, the individual reliability that ‘ust be used for the design of both the initial pave- rent and the overlay is 0.901/2 or 95 percent, Step 2, Select a trial performance period that might be expected under the swelling/frost heave conditions anticipated and enter in Column 2. This number should be less than the maximum possible performance period corresponding to the selected {initial slab thickness. In general, the greater the en- ‘vironmental loss, the smaller the performance period will be. ‘Step 3. Using the graph of cumulative environ- mental serviceability loss versus time developed in Section 2.1.4 (Figure 2.2 is used as an example), estimate the corresponding total environmental serviceability loss due to swelling and frost heave (APSTcwzsx) that can be expected for the trial period from Step 2 and enter in Column 3. ‘Step 4. Subtract this environmental serviceability loss (Step 3) from the desired total serviceability loss G2 — 2.5 = 1,7 used in the example) to establish the corresponding traffic serviceability loss. Enter in Column 4. APSIgx = APSI — APSiswiex ‘Step 5, Use Figure 3.7 to estimate the allowable cumulative 18-kip ESAL traffic corresponding to the