AASHTO Rigid pavement-

In this session we will focus on the rigid pavement principles as per AASHTO 1993 guidelines. As per
AASHTO typically we need to design three layers for a rigid pavement – roadbed or subgrade, subbase
which will also serve as drainage layer and concrete slab. One of the properties of concrete slab is that
expands & contracts under the influence of temperature & moisture. So a lot of stress & tension is
generated within the slab. Because of this if you construct a concrete pavement continuously for 1km
random cracks will be generated throughout. You can consider each crack as a weak zone. Initially they
will be fine hairline cracks and then crack width will keep on increasing till eventually the pavement will
fail. So one of the key things that we try to do in a rigid pavement is to reduce this uncontrolled cracking
by different methods. That is why we have got different types of rigid pavement. No. 1 JPCP – Jointed
Plain cement concrete pavement. JPCP has transverse & longitudinal joints at fixed intervals. Joints are
like planned cracks within the concrete slabs. Spacing of joints are fixed such that temperature and
moisture stresses do not produce intermediate cracking between joints. In this picture you can see this
steel reinforcement placed at the joints. Reinf. At transverse joints are called dowel bars which helps in
load transfer between the joints & also prevents the joint width from increasing. Reinf at longitudinal
joints are called tie bars which are typically used to hold the two concrete slabs together. The 2nd type of
rigid pavement CRCP – Continuously reinf concrete pavement. In this type of pavement joints are not
created. Instead long. Reinforcement is placed continouosly like you can see in this picture. Since joints
are not created random cracks will be generated on the conc. Slab. This reinf. Makes sure that the width
of the generated cracks do not increase. Sometimes transverse reinf is also used. It depends on the design.
The 3rd type of rigid pavement is JRCP which has got joints & reinfs. Since reinforcing steel is used joint
spacing can be increased as compared to JPCP.
In this session we will focus on the design of Jointed Plain cement concrete pavement as given in
AASHTO 1993 guidelines. For rigid pavement design we use equations and many nomographs similar to
flexible pavement design. This is the basic equation that helps us to determine the thickness of rigid
pavement. All the factors that we need to consider are given here.
These are your input factors that you need to design a pavement as per AASHTO method. We will discuss
about each of the factors in this equation. Some of the factors you are already familiar with.
The first factor that we will discuss about is effective modulus of subgrade reaction. Here it is represented
by k. This factor estimates the support that the concrete slab receives from the layers below it. As per
AASHTO design methodology usually two layers are provided below concrete slab – subbase &
subgrade. To calculate this effective modulus of subgrade reaction the first step subgrade or roadbed
resilient modulus. That is done similar to flexible pavement design. This same equation is used. After that
we need to decide the type of subbase that we will use. The strength of the layer and estimated design
thickness will depend on that. In Table 2.7 list of different materials along with their modulus values are
given. Ideally the modulus value should be determined experimentally but if we cannot do that, we select
recommended values from here. Then we can select trial subbase thicknesses. For example, if we are
opting for unbound material we can go for a thk of 250mm or if we choose bound layer then we can go
for 150mm thk. Then we will use this nomograph to determine effective modulus of subgrade reaction.
Then we have to modify this k-value if rocky strata or bedrock is present within 10 feet of the subgrade.
AASHTO considers the bedrock layer will also give some support to the concrete slab. To estimate that
we will use another nomograph. Here, we have roadbed resilient modulus on one axis, then Dsg is the
distance between subgrade depth & bedrock. Next step is determining this relative damage factor.
Then we need to fill out this table. This roadbed modulus will vary throughout the year because the
moisture content in soil will vary. AASHTO recommends we determine all these values for each month.
Calculate average relative damage. Then we have to use same nomograph to determine effective k value
corresponding to this average relative damage. Then we have to determine the final effective k value
considering loss of support to the concrete slab from the underlying layers because of erosion or voiding.
Table 2.7 recommends loss of support values depending on the type of material used. We will use this
value in this nomograph to determine our final effective k value.
Cd is the drainage coefficient. Table 2.5 gives the value of the drainage coefficient depending on how
much time of the year the layers would be saturated because of rain and the quality of drainage layers.
Next is the load transfer coefficient. It is used to account for the ability of concrete slabs to transfer load
across joints & cracks with the help of dowel bars, reinforcement mesh & aggregate interlock. Table 2.6
gives us the recommended load transfer coeffcients for different cases.
Ec is the elastic modulus of the concrete slab. It is determined using this formula & is dependent upon the
28 day compressive strength of concrete.
Sc – modulus of rupture of concrete. It indicates the tensile strength of concrete under bending action.
Typically it is between 600 to 800 psi as given in AASHTO.
You are already familiar with the remaining factors in this equation. So and Zr are statistical parameters
similar to what you saw in flexible pavement design. W18 is traffic in terms of msa or million std axle.
Std axle load is 80kN and configuration is single axle with dual wheels. Here 18 signifies the load of the
std axle in terms of kip or kilo-pounds. If you convert this into kN, you will get 80kN. Pt is terminal
serviceability index & pi is initial serviceability index. As given in AASHTO initial serviceability index
for rigid pavements 4.5. For major highways pt is taken as 2.5 & for minor roads it is taken 2.
Now you know about all the factors in this equation. While designing the rigid pavement, we assume trial
thicknesses of subbase & concrete slab, fix the parameters & use this equation to calculate W18 which is
the amount of traffic that this pavement can withstand. We have to repeat this process & continue to
adjust the considerations & assumptions till our calculated traffic becomes equal to our design traffic.
Lastly we have to design the joints and reinforcement for the rigid slab. We have to fix the spacing of
long. Joints & transverse joints. Long. Joints usually coincide with the lane edge. Say if this lane width is
3.65m then long. Joints are placed at every 3.65m. There is a general rule that ratio of slab width to length
should not exceed 1.25. So 4.56m is the max spacing of transverse joints. You can round it upto 4.5m.
AASHTO recommends dowel diameter = slab thk * 1/8 inch. The dowel spacing and length are normally
12 inches and 18 inches, respectively.
Tie bar design is done using Fig. these two nomographs.
Friction factor represents frictional resistance between bottom of concrete slab and top of underlying
layer which can be subbase or subgrade. Recommended values are given in Table 2.8.
Steel working stress – refers to amount of stress that the steel can endure. It depends on grade of steel.
Standardised value that you will get from manufacturer.
Slab length -