Evaluation of Structural Behavior
of Precast Prestressed Concrete Pavement
with Finite Element Analysis
Kukjoo Kim, Mang Tia, and James Greene
A full-scale precast prestressed concrete pavement (PPCP) system was
constructed and evaluated under actual traffic load conditions to develop
the design guideline under Florida conditions. This test section showed
good load transfer efficiency and riding quality. However, information
was lacking about its structural response and potential performance.
A three-dimensional finite element model was developed for stress
analysis of PPCP under critical loading conditions. The developed
three-dimensional model was calibrated by using deflection data obtained
with a falling weight deflectometer. The model was used to perform a
parametric analysis to determine the effects of critical loading location,
concrete modulus, coefficient of thermal expansion of concrete, loss of
prestress force, and subgrade stiffness under typical Florida conditions.
Results of the parametric study indicate that the maximum stresses in the
concrete increased significantly as the concrete modulus and coefficient
thermal expansion increased. Because of the increase in flexural strength
associated with the increase in elastic modulus of the concrete, an increase
in elastic modulus of the concrete results in a decrease in the computed
stress-to-strength ratio under critical load–temperature conditions. The
PPCP system that was evaluated appeared to have a good predicted
pavement performance with a computed stress-to-strength ratio of less
than 0.5, with up to an additional loss of 20% of prestress force in the
longitudinal and transverse directions. Variations in the base and sub-
base properties were found to have a minimal effect on the maximum
induced stresses in concrete. This finding indicates that the PPCP system
is appropriate for a wide variety of subbase and subgrade conditions.
The Florida Department of Transportation (DOT) has implemented an
initiative to evaluate precast prestressed concrete pavement (PPCP)
in an effort to minimize disruption to the traveling public during
pavement construction and rehabilitation. The use of PPCP for the
replacement of deteriorated highways can give transportation agen-
cies significant advantages in improving pavement performance,
decreasing the time before opening to traffic, and minimizing user
costs (1–4). The unique feature of PPCP is the posttensioned precast
concrete slabs, which are compressed together with longitudinal and
transverse posttensioning of steel strands. Increasing the prestressing
force helps the concrete panel to act like a thicker pavement because of
K. Kim and M. Tia, Engineering School of Sustainable Infrastructure and Envi­
ronment, University of Florida, 365 Weil Hall, P.O. Box 116580, Gainesville,
FL 32611. J. Greene, Florida Department of Transportation, State Materials Office,
5007 Northeast 39th Avenue, Gainesville, FL 32609. Corresponding author:
K. Kim, klauskim@ufl.edu.
Transportation Research Record: Journal of the Transportation Research Board,
No. 2590, Transportation Research Board, Washington, D.C., 2016, pp. 84–93.
DOI: 10.3141/2590-10
84
induced compressive stresses in the slab. In addition, there are voids
under precast pavement, and the prestressing forces provide extra
capacity to the panel to withstand these inconsistencies in the sub-
grade and to control crack width by providing confinement. Panels can
be cast and cured in better conditions than those in which high-quality
concrete slabs are manufactured.
Previous research has indicated that the PPCP system provides both
improved durability and minimal traffic disruption, and contractors
have expressed satisfaction with the constructability (5). Additionally,
well-documented design and construction guidelines have been devel-
oped (6). However, an important deficiency in the current evaluation
of the PPCP system concerns the response of this material to environ-
mental and critical loading conditions. The response of PPCP under
critical loading conditions has not been well studied because of the
complicated stress states caused by prestressing forces and loads. In
addition, the main issues associated with the design and construction
of this type of pavement system include (a) the effects of concrete
properties, including the elastic modulus and coefficient of thermal
expansion, which are the most significant factors affecting the maxi-
mum stresses (7, 8); (b) the loss of prestressing because of some or all
of these problems: concrete creep, strand relaxation, and strand cut-
ting; and (c) the effect of preexisting pavement as a base layer for the
new PPCP pavement system. A more complete understanding of the
behavior of the PPCP system under combined action of loads and pre-
stress forces may lead to a better understanding of some of the existing
problems and provide better guidelines for the design and construction
of the PPCP system. Therefore, an improved PPCP model should be
developed so that the behavior and performance of the PPCP system
can more accurately be predicted.
In this study, a three-dimensional (3-D) finite element model
(FEM) was developed for analyzing a PPCP system. The 3-D model
was used to calculate the response of PPCP under FWD loads, and the
analytical falling weight deflectometer (FWD) deflections were com-
pared with the actual measured FWD data. The validated 3-D model
was then used to evaluate the effects of various design parameters on
the performance of PPCP.
Objectives and Scope
The analysis conducted for this study was focused on the struc-
tural response of a PPCP system under the critical loading condition
associated with the Florida DOT’s PPCP demonstration project. The
primary objectives of this study were as follows:
• Evaluate the effects of loading location on the critical stresses,
• Evaluate the effects of concrete properties on the response of
PPCP under combined environmental and traffic loading,
Kim, Tia, and Greene
• Quantify the effects of transverse prestressing and longitudinal
posttensioning forces on performance in terms of the stress-to-strength
ratio, and
• Evaluate the effect of the stiffness of the base material on the
performance of PPCP.
In this study, a 3-D FEM was developed for stress analysis of PPCP
under critical load–temperature conditions. The developed 3-D model
was calibrated with measured deflection basins from FWD tests and
then used to perform a parametric analysis to determine the effects
of loading location, concrete material properties, loss of prestress
force, and subgrade stiffness on the response of PPCP under critical
load–temperature conditions.
Experience with PPCP in Florida
The Florida PPCP pilot project was implemented on SR-600 in
Volusia County. The project consisted of 792 ft (241 m) of PPCP,
which has a 30-year design life. The test sections were part of a 6.5-mi
(10-km) rehabilitation project completed in June of 2012. Each of
the precast units was 24 ft × 12 ft 9 in. thick (7.3 m × 3.7 m × 23 cm),
and 66 panels (60 interior and six end panels) were used. The panels
were placed on top of an asphalt leveling course measuring 2 to
12 in. (5 to 30 cm) and a single-layer polyethylene sheet to reduce
friction. Each panel was pretensioned in the transverse direction and
posttensioned in the longitudinal direction.
The Volusia County PPCP test section was constructed over an
existing concrete pavement [20-ft (6-m) untied slabs] originally con-
structed in the 1940s. The westbound lanes were constructed in 1940,
and the eastbound lanes were added in the 1970s. The paved travel
shoulders were constructed in 1997. The existing pavement showed
significant distress and had had no major rehabilitation except for
localized slab replacement. The westbound lanes (Milepost 9.0 to
Milepost 10.5) were flooded during a significant storm event between
2004 and 2005. The test section was at Milepost 9.24.
The concrete mix for the slab was designed for a minimum 28-day
compressive strength of 5,500 pounds per square inch (psi) (38 MPa)
and achieved an average 28-day strength of 10,602 psi (73 MPa).
The pretensioning tendons (transverse direction) were designed to
have Grade 270, low-relaxation strands, 0.5 in. (1.3 cm) in diameter,
conforming to AASHTO M203. Theoretical values for area and
modulus of elasticity were 0.153 in2 (1 cm2) and 28,500 kips per
square inch (ksi) (197 GPa), respectively. The prestressing strands
were assumed to be tensioned to 75% of the ultimate strength of
the strand [270 ksi (1.9 GPa)] and a maximum jacking force of
31.0 kips (138 kN) per strand. The only differences in the post­
tensioning tendons were the diameter, 0.6 in. (1.5 cm), and the area,
0.217 in.2 (1.4 cm2). The posttensioning strands (longitudinal direc-
tion) were designed to be tensioned to 74% of the ultimate strength
and a maximum jacking force of 43.4 kips (193 kN) per strand. In
this project, the precast panels were pretensioned during fabrica-
tion by using eight pretension strands, which were spaced evenly
above and below the posttensioning ducts to minimize any prestress
eccentricity; six posttension strands were used to provide permanent
prestress and load transfer between the panels.
As part of an evaluation of the Florida DOT PPCP demonstra-
tion project, performance monitoring was conducted after the road
was opened to traffic. For this condition survey, a distress map was
developed, indicating that 3% of the panels (two of the 66 panels)
had transverse cracks at 3 years after construction. One panel had a
85
1-in. (2.54-cm) transverse crack, and another had a 9-in. (22.86-cm)
transverse crack. The Florida DOT also conducted FWD deflection
tests every year. Deflections were measured on both the “approach”
and “leave” sides of each transverse joint. All of the load transfer
efficiency testing, as analyzed and provided by the Florida DOT,
showed very good load transfer with most load transfer efficiency
measurements at greater than 90%. (The Long-Term Pavement
Performance Program recommends 60% as the threshold for load
transfer restoration.) From the Florida DOT’s initial survey, it can
be concluded that the PPCP system shows good initial performance
and better performance is anticipated for the long term.
Use of FEM
FEM of the PPCP System
The ADINA (Version 9.0) finite element program was used to model
the PPCP system. The eight-node isoparametric solid brick element
was chosen for modeling the concrete slabs. The prestressing tendons
were modeled as embedded beam elements. A perfect bond between
concrete and tendons was assumed. The PPCP implemented on
the test section consisted of 66 individual panels. However, only
22 panels were modeled in this study. Each panel had a dimension
of 12 ft (3.7 m) in the longitudinal direction and 24 ft (7.3 m) in the
transverse direction with a 9-in. (23-cm) thickness. The thickness
of the leveling asphalt layer was 2 in. (5 cm). The leveling course
was placed over a 9-in (23-cm) existing concrete pavement. The
subgrade was modeled as a layer with a thickness of 100 in. (254 cm).
It was found that increasing the thickness of the subgrade layer to
more than 100 in. (254 cm) had no significant effect on the computed
stresses in the concrete slabs. The existing concrete, asphalt concrete
(AC) and subgrade materials were modeled as isotropic and linearly
elastic characterized by their modulus of elasticity and Poisson’s
ratio. The contraction and expansion aspects of concrete behavior
that are attributable to temperature effects were also considered and
were characterized by the concrete’s coefficient of thermal expansion.
Modeling of Prestress
The prestress tendons were modeled as beam elements, which were
elements 3 in. (7.6 cm) long, so the length of the elements in the tendon
would be consistent with the position of the nodes in the concrete slab
elements. The prestress forces in the concrete in the longitudinal and
transverse directions were induced by the initial strains in the beam
elements. The contact interface between the tendons and the concrete
was assumed to be full bonding, and there was no relative bond slip.
When the initial strain was applied to the tendon elements, the
tension stresses in the tendons were transferred as compression
stresses in the concrete elements. The initial strain (ε) in the tendon
was calculated as follows:
σ
ε= (1)
E
where σ is the prestress in the tendon and E is the elastic modulus
of the tendon.
The modulus of elasticity of the tendons was 28,500 ksi (197 GPa).
Therefore, the theoretical strain can be obtained if the applied stress
is known. The applied stress in the tendon decided by the designer
86 Transportation Research Record 2590

TABLE 1   Prestress Force and Applied Initial Strain Calibration of FEM and Determination
in Each Tendon of Model Parameters
Strand Pretension Posttension For the 3-D FEM to accurately analyze the behavior of PPCP sys-
Diameter (in.) 0.5 0.6 tem, the correct properties of the pavement materials are needed.
Area (in.2) 0.153 0.217
The elastic moduli of the concrete were initially estimated from the
results of laboratory tests in the design phase. The other material
Ultimate load (lbf) 41,300 58,600
properties were adjusted by the backcalculation method referred to
75% of ultimate load (lbf) 30,950 43,950
as “deflection-based calibration.”
Fjacking (kip) 31.0 43.4
FWD tests were performed on the PPCP test section to estimate
σjacking (ksi) 202.5 200.0
the elastic moduli of the other pavement materials. Pavement sur-
εcalculated 0.00710 0.00702 face deflection basins caused by an 11-kip (49-kN) and 19-kip
Note: lbf = poundforce; F = force; ksi = kips per square inch.
(85-kN) FWD load were used to estimate the elastic moduli of
the pavement layers. The deflection basin predicted by FEM on
the surface of the PPCP slab was compared with the FWD test
results. The loading area of the FWD, which was a circular plat with
was 70% to 80% of the ultimate strength ( fpu) of the steel. Table 1 a diameter of 12 in. (30.5 cm), was modeled with a 12- by 12-in.
presents the prestress force in each tendon and the applied initial loading area.
strain used in the FEM. Figure 3 shows an example of a matched deflection basin from the
backcalculation process for estimating elastic moduli of the asphalt,
existing pavement, and subgrade materials. By using the estimated
Modeling of the Concrete–AC Interface parameters, an appropriate match between the measured and the
calculated deflection basin was achieved with the right properties
The PPCP slab contact with the AC leveling layer was maintained by for the pavement system. Table 2 presents material properties used
applying the concrete self-weight; there were no external constraints. in the FEM.
In addition, a polyethylene membrane was used to minimize prestress The possibility for the concrete to crack at the various conditions
loss at the concrete panel–AC layer interface; as a result, there was was evaluated by calculating the stress-to-strength ratio by dividing
less interface friction. The friction factor of the PPCP panel–AC the maximum computed tensile stresses by the flexural strength
layer interface may range from 0.5 to 1.5 (6), while the AASHTO of concrete. In this study, the flexural strength of concrete was not
1993 Guide for Design of Pavement Structures recommends a range
available, and it was first estimated from the compressive strength
of concrete-base friction of 0.9 to 2.2 (9). In this study, the sliding
of the concrete with the following equation (10):
interface with frictional contact between the concrete panel and
the AC layer was assumed (µ = 0.68). The double symmetry of the
geometry about the x- and y-axes was selected to reduce computation MR = 7.5 × f 0.5
c (2)
time. The subgrade layer was fixed in the z-direction. Figure 1 shows
a model of the pavement structure. Figure 2 shows the 3-D FEM where MR is the flexural strength and fc is the compressive strength,
developed for the analysis of the PPCP system. both in psi.

9 in.

2 in.
9 in.

100 in.

144 in. z

x y
288 in.

FIGURE 1   Model of pavement structure.

Kim, Tia, and Greene 87

0.5 in. transverse tendons Z

(8 each at top and bottom)
X Y

24 ft  12 ft PPCP

0.6 in. longitudinal tendons

(6 each at center)

Le
ve
lin )
gA in.
C (9 n.)
(2 P (9i
in.
) PPC CP
gP
tin
Ex
is n.)
0i
Symmetry Plane 10
e(
rad
bg
Su

FIGURE 2   FEM developed (6 each at center 5 6 tendons in the center of slab’s thickness; 8 each at top and bottom 5 4 tendons at
¼ depth of slab and 4 tendons at ¾ depth of slab).

FIGURE 3   Matching of deflection basin in the longitudinal direction caused by a 19-kip
(85-kN) FWD load applied to the center of a PPCP lane.
88 Transportation Research Record 2590

TABLE 2   Material Properties Used in the FEM Other possible critical loading conditions were sought by per-
forming an analysis for the following load–temperature conditions:
Modulus of (a) a 22-kip (98-kN) axle load applied to the inner middle of the
Material Elasticity (psi) Poisson’s Ratio CTE
slab with a temperature differential of ±20°F (±11.1°C), (b) a 22-kip
PPCP 4,300,000 0.20 5.5 × 10−6°F (98-kN) axle load applied to the inner corner of the lane with a
AC layer 630,000 0.35 temperature differential of ±20°F (±11.1°C), (c) two 22-kip (98-kN)
Existing concrete 4,800,000 0.20 6.0 × 10−6°F axle loads applied to the center of the slab with a temperature differ-
Subgrade 30,000 0.40
ential of ±20°F (±11.1°C), and (d) two 22-kip (98-kN) axle loads
applied to the joint of a center slab with a temperature differential
Note: CTE = coefficient of thermal expansion; AC = asphalt concrete. of ±20°F (±11.1°C), as shown in Figure 4.
Table 3 shows the maximum tensile stresses in the longitudinal and
transverse directions. The most-critical loading condition was at the
Results of Parametric Analysis middle edge of the slab with a +20°F (+11.1°C) temperature differen-
tial; this is the same critical loading condition as that of conventional
Effects of Loading Location on Critical Stresses concrete pavements. However, the transverse tensile stress was high-
est when the axial load was applied at the inner corner of the lane with
The critical loading condition has not been previously studied for a temperature differential of +20°F (+11.1°C). The maximum tensile
the PPCP system. A critical stress analysis was performed to deter- stresses when two single axles were placed simultaneously at the center
mine the maximum tensile stresses in the slabs if they were subject of a slab or at the joint of a center slab were lower than the maximum
to critical load and temperature conditions. A 22-kip (98-kN) axle stresses when one single-axle load was placed at the middle edge.
load, which represents the maximum legal load limit for single-
axle loads in Florida, was used as the applied load in the analysis.
Analysis for the following two critical load–temperature conditions Effects of Concrete Modulus
was performed: (a) a 22-kip (98-kN) axle load applied to the middle
edge of the pavement slab with a temperature differential of ±20°F The effects of elastic modulus of concrete on the maximum induced
(±11.1°C) and (b) a 22-kip (98-kN) axle load applied to the cor- stresses were analyzed. The maximum longitudinal stresses in the
ner of the pavement slab with a temperature differential of ±20°F slab caused by a 22-kip (98-kN) single-axle load at the middle edge
(±11.1°C). with a temperature differential of +20°F (+11.1°C) were computed.

(a) (b)

(c) (d)

FIGURE 4   Critical loading conditions at (a) corner and middle edge of slab, (b) inner corner and inner middle of slab, (c) center of
slab with two-axle load, and (d) joint of center slab with two-axle load.
Kim, Tia, and Greene 89

TABLE 3   Computed Maximum Stresses in the PPCP System Caused by a 22-kip (98-kN) Axle Load

Computed Maximum Tensile Stress (psi)

Inner Middle Inner Corner Inner Middle Edge

Possible Critical Loading Condition Corner Middle Edge Inner Corner Edge (2-axle) (2-axle)

Temperature Differential of +20°F (+11.1°C) Between Top and Bottom

Maximum longitudinal stress (σxx)  94.42 340.44  86.30 275.03  47.88 290.26
Maximum transverse stress (σyy) 132.34 130.76 314.79 154.44 274.40 134.67
Temperature Differential of −20°F (−11.1°C) Between Top and Bottom
Maximum longitudinal stress (σxx) 264.95  90.13 168.21  80.45 203.32  49.34
Maximum transverse stress (σyy) 187.61  34.41 146.41  29.97 149.21  32.90

Note: 1 psi = 6.89 kPa, 1°F = 0.56°C.

Figure 5 shows the maximum tensile stresses as a function of the elas-
tic modulus of concrete. The calculated maximum stress increased
by approximately 40% when the elastic modulus increased from
3,800 to 6,000 ksi (26 to 41 GPa).
However, an increase in the elastic modulus of the concrete is
usually related to an increase in its flexural strength when the same
aggregate is used. The flexural strength of the concrete can be related
to its elastic modulus and unit weight by the following equation (10):
0.227 E
MR = (3)
w1.5
where E and MR are both expressed in psi and the unit weight (w)
is expressed in pounds per cubic foot (pcf).
This equation and a unit weight of 140 pcf (2,243 kg/m3) were used
to calculate the concrete flexural strengths at various values of elastic
modulus, and the stress-to-strength ratios were also plotted against the
concrete elastic modulus in Figure 5. The maximum stress-to-strength
ratio decreased as the concrete modulus increased.
Effects of Coefficient of Thermal Expansion
The effect of the coefficient of thermal expansion of the pavement
concrete ranging from 4.0 × 10−6 to 6.0 × 10−6 in./in./°F (7.2 × 10−6 to
10.8 × 10−6 m/m/°C) on the maximum induced stresses were analyzed.
Using the different values of the coefficient of thermal expansion, the
maximum stresses in PPCP under the critical loading conditions were
calculated and are presented in Figure 6. The calculated maximum
tensile stresses increased by approximately 40% when the coefficient
of thermal expansion increased from 4.0 × 10−6 to 6.5 × 10−6 in./in./°F
(7.2 × 10−6 to 10.8 × 10−6 m/m/°C).

Maximum Stress-to-Strength Ra
o
Maximum Stress (psi)

Concrete Modulus (ksi)

FIGURE 5   Effects of concrete modulus on maximum stress and stress-to-strength ratio in PPCP.
90 Transportation Research Record 2590

Maximum Stress (psi)

Coefficient of Thermal Expansion (10–6 in./in./F)

FIGURE 6   Effects of coefficient of thermal expansion on maximum stress in PPCP.

Effects of Prestress Force on Critical Stresses
The 3-D FEM was also used to evaluate the effects of loss of transverse
and longitudinal prestress force in terms of the stress-to-strength ratio
under critical loading conditions. For these computations, the flexural
strength was calculated by Equation 2, as presented earlier, and was
equal to 772 psi (5.3 MPa) for this analysis. For long-term service
life, losses of approximately 40% to 50% of the applied prestress force
were expected for a well-constructed PPCP (6). The maximum com-
puted stresses in the concrete slabs were computed by using the fol-
lowing two critical loading conditions: (a) a 22-kip (98-kN) axle load
applied to the middle edge of the slab with a temperature differential
of +20°F (+11.1°C), which represents a typical severe condition in
the daytime, and (b) a 22-kip (98-kN) axle load applied to the corner
of the slab with a temperature differential of −20°F (−11.1°C), which
represents a typical severe condition at night.
Tables 4 and 5 present the maximum stresses and stress-to-
strength ratios as a function of the prestress force level. The maximum

TABLE 4   Effects of Prestress on Maximum Stresses at a Temperature Gradient

of 1208F (111.18C)

Computed Stress Stress-to-Strength

Prestress Force (kip) (psi) Ratio

Parameter Flongitudinal Ftransverse σxx σyy σxx/MR σyy /MR

Transverse pretension + 43.4 31.0 340.44 314.79 0.44 0.41

  longitudinal posttension 34.7 24.8 372.29 349.97 0.48 0.45
26.0 18.6 404.15 385.16 0.52 0.50
17.4 12.4 436.01 420.35 0.56 0.54
8.7 6.2 467.86 455.54 0.61 0.59
0 0 499.72 490.73 0.65 0.64
Transverse pretension 43.4 24.8 347.67 363.40 0.45 0.47
43.4 18.6 354.91 412.01 0.46 0.53
43.4 12.4 362.14 460.62 0.47 0.60
43.4 6.2 368.05 509.23 0.48 0.66
43.4 0 376.61 557.83 0.49 0.72
Longitudinal posttension 34.7 31.0 365.06 301.36 0.47 0.39
26.0 31.0 389.68 287.94 0.50 0.37
17.4 31.0 414.30 274.52 0.54 0.36
8.7 31.0 438.92 261.10 0.57 0.34
0 31.0 463.54 247.68 0.60 0.32

Note: MR = flexural strength.

Kim, Tia, and Greene 91

TABLE 5   Effects of Prestress on Maximum Stresses at a 2208F (211.18C)

Temperature Gradient

Computed Stress
Prestress Force (kip) (psi) Stress Ratio

Parameter Flongitudinal Ftransverse σxx σyy σxx/MR σyy /MR

Transverse pretension + 43.4 31.0 264.95 187.61 0.34 0.24

  longitudinal posttension 34.7 24.8 280.69 221.42 0.36 0.29
26.0 18.6 301.04 256.01 0.39 0.33
17.4 12.4 321.36 290.60 0.42 0.38
8.7 6.2 341.71 325.19 0.44 0.42
0 0 362.06 359.78 0.47 0.47
Transverse pretension 43.4 24.8 260.14 231.78 0.34 0.30
43.4 18.6 259.93 276.73 0.34 0.36
43.4 12.4 259.72 321.68 0.34 0.42
43.4 6.2 259.51 366.63 0.34 0.47
43.4 0 259.30 411.59 0.34 0.53
Longitudinal posttension 34.7 31.0 280.90 176.47 0.36 0.23
26.0 31.0 301.46 166.11 0.39 0.22
17.4 31.0 322.00 155.75 0.42 0.20
8.7 31.0 342.56 145.39 0.44 0.19
0 31.0 363.12 135.03 0.47 0.17

computed stresses were divided by the flexural strength of the con-
crete panel to obtain the stress-to-strength ratios. According to fatigue
theory, the number of load repetitions to failure of concrete increases
as the stress-to-strength ratio decreases (11). Thus, a lower computed
stress-to-strength ratio would indicate a higher allowable number of
load repetitions to failure and a better expected-performance in ser-
vice. When the stress-to-strength ratio is less than 0.5, the concrete can
withstand an infinite number of stress cycles without fatigue failure.
The analysis results indicate that the maximum stresses increased as
prestress force decreased. This result shows the benefits of prestress
force in PPCP. Additionally, the evaluated PPCP system appears to
have a good predicted pavement performance up to loss of 20% of
prestress force in the longitudinal and transverse directions with a
stress-to-strength ratio of less than 0.5.
Effects of Subgrade Stiffness
[12 × 15 ft (3.7 × 4.6 m)] in Florida, the maximum tensile stress
increased as the subgrade stiffness increased because the supporting
area of the slab with the temperature differential varies depending
on the stiffness of the base layer. A higher subgrade stiffness may
result in a smaller supporting area and a higher tensile stress, while a
softer base may offer more uniform slab support than a rigid base, and,
as a result, tensile stresses in the concrete slab will be lower.
Conclusions
A 3-D FEM was developed to study the structural response of PPCP
under typical Florida conditions. The model was calibrated by using
the measured FWD deflection data from the PPCP test section. The
model was then used to perform a parametric analysis to determine
the effects of a few important pavement parameters on the maximum
induced stresses in PPCP. The main findings are as follows:

The effects of subgrade stiffness on maximum tensile stresses in
PPCP were analyzed. The maximum computed stresses in the PPCP
slabs were computed by using these two critical loading conditions:
(a) a 22-kip (98-kN) axle load applied to the middle edge of the slab
with a temperature differential of +20°F (+11.1°C) and (b) a 22-kip
(98-kN) axle load applied to the corner of the slab with a temperature
differential of −20°F (−11.1°C). The Winkler foundation was used
in the FEM to study the effects of subgrade stiffness on maximum
induced stresses. The subgrade stiffness was varied from 0.3 kip/in.3
to 1.1 kip/in.3 (81 MPa/m to 299 MPa/m).
Figures 7 and 8 show the plots of maximum tensile stresses in con-
crete as a function of subgrade stiffness. Maximum stress decreased
as subgrade stiffness increased. This result may be attributable to
the transverse dimension of the PPCP system used in the finite
element analysis, which was longer than the conventional size. This
larger dimension may have caused the settlement of the midportion
of the slab and provided more uniform support. This finding is in
agreement with previous findings that maximum stress decreases as
subgrade modulus increases for slabs larger than conventional slabs
(12). Conversely, for concrete pavements of the conventional size
• The critical loading condition was at the middle edge of the slab
with a +20°F (+11.1°C) temperature differential for the longitudinal
tensile stress. However, for the transverse tensile stress, the maximum
tensile stress was highest when the load was applied at the inner corner
of the lane with a temperature differential of +20°F (+11.1°C).
• Results from the parametric analysis indicate that the maximum
stresses in the concrete slab increased significantly as the concrete
modulus increased. However, the stress-to-strength ratio decreased
because of an increase of flexural strength as the concrete modulus
increased.
• The maximum stresses in the concrete slab increased as the
coefficient thermal expansion increased.
• On the basis of the finding that a lower stress-to-strength ratio
was related to better observed pavement performance, the evaluated
PPCP system appears to have a good predicted cracking performance
with a computed stress-to-strength ratio of less than 0.5 up to a loss
of 20% of prestress force in the longitudinal and transverse directions.
• The maximum stresses decreased with an increase of subgrade
stiffness. However, the effects of the subgrade stiffness were relatively
small.
92 Transportation Research Record 2590

Maximum Stress (psi)

Subgrade S ffness (ksi)

FIGURE 7   Effect of subgrade stiffness on maximum stress at a 1208F (111.18C)
temperature gradient.
Maximum Stress (psi)

Subgrade S ffness (ksi)

FIGURE 8   Effect of subgrade stiffness on maximum stress at a 2208F (211.18C)

temperature gradient.
Kim, Tia, and Greene
This study evaluated the effects of the concrete properties and
design parameters on the behavior and performance of a PPCP system
under Florida conditions. In the design of a PPCP, correct values of
concrete properties and design parameters should be employed in
an appropriate analytical model to evaluate the response of a PPCP.
The 3-D FEM presented in this paper can be used to evaluate the
structural behavior of a PPCP.
Acknowledgments
The authors gratefully acknowledge the Florida DOT for providing
the financial support that made this study possible. The authors also
acknowledge the staff of Florida DOT’s State Materials Office, Pave-
ment Materials Section, for assistance with data collection, materials
testing, and technical advice.
References
  1. Merritt, D., R. Rogers, and R. Rasmussen. Construction of a Precast
Prestressed Concrete Pavement Demonstration Project on Interstate 57
Near Sikeston, Missouri. FHWA-HIF-08-009. FHWA, U.S. Department
of Transportation, 2008.
  2. Merritt, D. K., B. F. McCullough, and N. H. Burns. Construction and
Preliminary Monitoring of the Georgetown, Texas Precast Prestressed
Concrete Pavement. FHWA/TX-03-1517-01-IMP-1. FHWA, U.S. Depart-
ment of Transportation, 2002.
  3. Merritt, D. K., and S. Tayabji. Precast Prestressed Concrete Pavement
for Reconstruction and Rehabilitation of Existing Pavements. Concrete
93
Pavement Technology Program TechBrief. FHWA, U.S. Department of
Transportation, 2009.
  4. Ye, D., and S. Tayabji. Evaluation of Behavior and Performance of
Precast Concrete Pavements. Presented at 91st Annual Meeting of the
Transportation Research Board, Washington, D.C., 2012.
  5. Merritt, D., B. McCullough, and N. Burns. Feasibility of Using Precast
Concrete Panels to Expedite Construction of Portland Cement Concrete
Pavements. In Transportation Research Record: Journal of the Trans-
portation Research Board, No. 1761, TRB, National Research Council,
Washington, D.C., 2001, pp. 3–9.
  6. Tayabji, S., D. Ye, and N. Buch. SHRP 2 Report S2-R05-RR-1: Precast
Concrete Pavement Technology. Transportation Research Board of the
National Academies, Washington, D.C., 2013.
  7. Mallela, J., A. Abbas, T. Harman, C. Rao, R. Liu, and M. Darter. Mea-
surement and Significance of the Coefficient of Thermal Expansion of
Concrete in Rigid Pavement Design. In Transportation Research Record:
Journal of the Transportation Research Board, No. 1919, Transportation
Research Board of the National Academies, Washington, D.C., 2005,
pp. 38–46.
  8. Tia, M., D. Bloomquist, G. Alungbe, and D. Richardson. Coefficient of
Thermal Expansion of Concrete Used in Florida. Final report. University
of Florida, Gainesville, 1991.
 9. Guide for Design of Pavement Structures. AASHTO, Washington, D.C.,
1993.
10. American Concrete Institute. Building Code Requirements for Structural
Concrete and Commentary. American Concrete Institute, Farmington
Hills, Mich., 2002.
11. Thickness Design for Concrete Highway and Street Pavements. Publication
No. EB109.01P. Portland Cement Association, Skokie, Ill., 1984.
12. Wu, C., M. Tia, and T. Larsen. Analysis of Structural Response of Concrete
Pavements Under Critical Thermal-Loading Conditions. In Fifth Inter­
national Conference on Concrete Pavement Design and Rehabilitation,
No. 1, 1993, pp. 317–340.
The Standing Committee on Rigid Pavement Design peer-reviewed this paper.