PAVEMENT DESIGN AND

CONSTRUCTION

INTRODUCTION
Key Words: Pavement, Analysis & Design
 Pavement
 Layered structure to protect the existing foundation/prepared
subgrade from repeated vehicular loading and to move
vehicles from one point to another safely, smoothly and in a
most economical manner
 Analysis
 Determination of response (stresses, strains and/or deflections)
 Estimation of pavement distresses (rutting, thermal and load
associated cracking, etc.)
 Design
 Determination of number and thickness of pavement layers to
support design traffic for the desired performance
 Determination of steel requirements for PCC pavements.
Purpose of Pavement Design
 Load support
 Paving materials are generally stiffer than the material upon
which it is placed, thus it assists the in situ material (subgrade/
foundation) in resisting loads without excessive deformation
or cracking.
 Smoothness
 Pavement layers helps improve ride comfort and reduce
vehicle operating costs.
 Drainage
 Pavement material and geometric design can provide efficient
drainage thus eliminating water problems for driving vehicles.

To Protect the Existing Subgrade (Foundation)

Pavement Layered System

Surface Layer: AC/PCC

Base
Subbase
Compacted/Prepared Subgrade
Natural Subgrade
Bedrock
Material Definitions

 Hot mix asphalt (HMA)

 Combination of aggregate and asphalt binder mixed
together at elevated temperatures that forms a hard, strong
construction material when cooled to ambient temperatures.
Also known as "asphalt concrete" (AC or ACP), "asphalt",
"blacktop" or "bitumin".
 Portland cement concrete (PCC)
 Combination of aggregate, water and Portland cement to
form a hard, strong construction material when set.
Pavement Classification by Facility
 Airport pavement (taxiway, apron and runway)
 Low volume loading terminals (sea/dry ports)
 Bus terminals
 Parking areas
 Highways
 Major roads and highways
 Low volume roads / Farm to market roads
 Service roads / Intersections / Ramps
Classification by Surface Type
 Un-surfaced roads (earth and gravel)
 Surfaced (bitumen and concrete)
 Non-conventional
 Block pavements (pavers)
 Brick pavements
 Stone pavements
Pavement Design (Why Complicated ?)
 All other CE structures (Dams, Bridges etc.)
 Design against failure (usually catastrophic)
 Use large factor of safety
 Pavements
 Designed to fail at a predefined time
 Failure is difficult to define (not catastrophic)
 Failure is caused by a variety of distress conditions (difficult
to develop performance models)
 Complex loading
 Complex material behavior
Course Objectives
 Principles related to the analysis and design of rational
highway pavement systems.
 Pavement design parameters
 Traffic volumes and loading
 Material characterization
 Environmental Effects
 Review of existing rigid and flexible design methods.
 Empirical methodologies
 Mechanistic approaches
 Pavement performance (functional and structural)
 Roughness / Rutting / Cracking (load related and thermal)
PAVEMENT TYPE
Pavement Types

 Flexible pavements: called "flexible" since the

total pavement structure bends (or flexes) to
accommodate traffic loads. The surface layer is
generally asphalt layer.
 Rigid pavements: PCC has a high modulus of
elasticity, rigid pavements do not flex appreciably
to accommodate traffic loads. The surface layer is
generally Portland cement concrete.
 Composite pavement: Composite pavements are
combination HMA and PCC pavements.  They are
usually result of pavement rehabilitation (e.g.,
HMA overlay of PCC pavement).  Modeling these
Load Distribution
Strong Pavement Weak Pavement

Load Load

Surface

Base

Subgrade
Flexible Pavement System
Flexible Pavement Basics
 Total pavement structure deflects or flex under load.
 Material layers are usually arranged in order of
descending load bearing capacity.
 Load distribution between layers.
Surface Courses

 Surface course is top layers of the pavement

system
 Wearing course
 Layer in contact with traffic loads and normally contains
the highest quality materials.
 Provides Friction, smoothness, noise control, rut and
shoving resistance and drainage
 It serves to prevent the entrance of excessive quantities of
surface water into the underlying base, subbase and
subgrade.
 Also used as replaceable layer before damage transfer to
lower layers.
Binder Course

 Intermediate/Binder Course
 This layer provides the bulk of the HMA structure. 
 Main purpose is to distribute load.
Base Course
 Immediately beneath the surface course.
 Provides additional load distribution and contributes to
drainage. and frost resistance.
 Base courses are usually constructed out of:
 Aggregates can be either stabilized or unstabilized.
 Durable aggregates that will not be damaged by moisture or
frost action.
 Stabilized HMA or CTB (cement treated base) base course
provide higher stiffness (required for heavy traffic areas and
weak subgrade).
Subbase Course

 Main functions are:

 Minimize the intrusion of fines from the subgrade
 Improve drainage and Minimize frost action damage
 Provide a working platform for construction. 
 The subbase generally consists of lower quality
materials than the base course
 Pavement constructed over a high quality, stiff
subgrade may not need subbase course.
 For poor subgrade, subbase course may consist of
high quality fill used to replace poor quality
subgrade.
Subgrade

 Existing soil or natural ground level.

 Mostly cohesive material having low permeability.
 Pavement layered structure is provided to protect
the subgrade from excessive deformations that
result in pavement distress (mainly rutting).
 Top 12-15 inches (30-45 cm) are usually compacted
to specifications to provide a working platform for
the pavement structure.
Flexible Pavement Types

 Types of flexible pavements based upon structure

 Conventional flexible pavements
 Full depth asphalts pavements
 Contained rock asphalt mats
 Types of flexible pavement based upon surface mix
 Dense-graded HMA
 Stone matrix asphalt (SMA)
 Open-graded HMA
 Bituminous surface treatments (BST)
Conventional Flexible Pavements

 Layered system with high quality material on

the top
 Intensity of stress higher close to surface and
decreases as we go deeper
Seal Coat
Surface Course 1-2 in.
Tack Coat Binder Course 2-4 in.

Prime Coat Base Course 4-12

in.

Subbase Course 4-12

in.
Compacted Subgrade 6-12
in.
Natural Subgrade
Full Depth Asphalt

 HMA placed on the subgrade or improved

subgrade.
 Most cost effective and dependable for heavy
traffic
 Popular where local material is not available
 Tack coat must be applied between asphalt layers
Asphalt Surface 2 to 4 in.
 No permeable granular to entrap water and
impair performance Asphalt Base 2 to 20 in.

 Time required for Prepared Subgrade

construction is reduced
 Less effected by
Contained Rock Asphalt Mats (CRAM)

 Usually composed of four layers

 The bottom HMA significantly reduces vertical
compressive strain on subgrade
 Controlling surface water via open graded
aggregate
 Preventing the contamination ofSurface
Asphalt aggregates by1.5 to 4 in.
Dense-Graded Aggregate
infiltration of subgrade Open-Graded Aggregate
4 to 8 in.
4 to 8 in.
 Improving fatigues Dense Graded HMA 2 to 6 in.

resistance of bottom Compacted Subgrade 6 in.

asphalt layer by using Natural Subgrade

softer asphalt
Rigid Pavement System
Rigid Pavements

 Rigid pavements constructed of Portland cement

concrete
 Interior of the slab both theories (EL, Slab)
applicable
 Edge only plate theory is applicable (< 2 ft.)
 Rigid slab placed directly over the compacted
subgrade or Portland
on a single granular or stabilized
Cement Concrete 6-12 in.

layer Base or Subbse Course May or May Not be Used 4-12 in.

Compacted/Natural Subgrade
Rigid Pavement Basics
 Structure deflects very little because of High Modulus of
Elasticity
 Composed of PCC layer with or without base layer
 Load is distributed over a wide area with one or two
structural layers
 Basic structural elements:
 Surface course: PCC top layer
 Base course: directly below the PCC (consists of aggregate or
stabilized material)
 Subbase course: layer under the base layer (not always
needed)
PCC – Surface Course
 Layer in contact with traffic loads and is made of PCC
 Provides characteristics such as friction, smoothness,
noise control and drainage
 Serves as a waterproofing layer to the underlying base,
subbase and subgrade
 Vary in thickness but is usually between 6 inches for light
loading and 12 inches for heavy loads and high traffic
PCC – Base Course

 Layer immediately beneath the surface course

 It provides:
 Additional load distribution (not a major structural
component)
 Contributes to drainage and frost resistance
 Uniform support to the pavement and for construction
 Help prevent subgrade soil movement due to slab pumping
 Constructed out of:
 Aggregate base
 Stabilized aggregate/soil or dense-graded HMA
 Permeable HMA (high base stiffness and excellent
drainage)
PCC – Subbase Course

 Subbase course is the portion of the pavement

structure between the base course and the
subgrade
 It functions primarily as structural support but it
can also:
 Minimize the intrusion of fines from the subgrade into the
pavement structure
 Improve drainage and Minimize frost action damage
 Provide a working platform for construction. 
 Generally consists of lower quality materials
 Not always needed or used
Rigid Pavement Types

 Jointed plain concrete pavement (JPCP)

 Most common type of rigid pavement.
 Controls cracks by dividing the pavement up into slabs
separated by contraction joints.
 Slabs are typically one lane wide and between 12 ft. and 20
ft.
 Does not use any reinforcing steel but does use dowel bars
and tie bars.
Rigid Pavement Types

 Jointed reinforced concrete pavement (JRCP)

 Slabs are much longer (as long as 50 ft.) than JPCP slabs.
 Uses reinforcing steel control cracking.
 Continuously reinforced concrete pavement
(CRCP)
 Uses reinforcing steel for crack control (no contraction
joints)
 Cracks typically appear ever 3.5 - 8 ft. are held tightly
together by the underlying reinforcing steel.
Jointed Plain Concrete Pavement (JPCP)
Jointed Reinforced Concrete Pavement
(JRCP)
Continuously Reinforced Concrete
Pavement (CRCP)
Prestressed Concrete Pavement

 Concrete weak in tension and strong in

compression.
 Thickness of concrete governed by modulus of
rupture
 Pre-application of compressive stress reduces the
tensile stress by traffic loads
 Post tension in wire steel strands is imposed after
concrete
Typical Slab Length
has gained strength to withstand applied
Tie Bar

load
300 to 700 ft.

 Longitudinal pre-stressing Wire Strands varies from 200 to 330

psi.
GENERAL CONSIDERATION
FOR PAVEMENT DESIGN
Design Parameters
 Subgrade
 Cut or fill (embankment) and Soil type
 Water table and drainage
 Traffic
 Number and vehicle type (loading)
 Speed of vehicle (main road, intersection, parking)
 Environment
 Temperatures (daily variation/seasonal variation)
 Rainfall
Design Parameters, Cont’d
 Pavement type
 Number of layers
 Layer thickness
 Layer materials
 Joint spacing and reinforcement design (PCC pavement)
 Performance
 Distress (rutting, cracking, etc)
 Roughness
Pavement Performance
 Functional performance
 Users perception about road quality
 Roughness (longitudinal or transverse profile)
 Safety (skidding properties)
 Structural performance
 Structural strength of pavement
 Measured in terms of:
• Rutting
• Cracking (load and thermal)
• Faulting
• Pumping
Rutting or Permanent Deformation
Fatigue Cracking
Low Temperature Cracking
Design Methodologies
 Empirical
 Based on experience
 Related to some index property such as CBR
 Cannot be extrapolated beyond test variables
 Mechanistic
 Based upon principles of mechanics (stress/strain/deflection)
 Response of pavement related to pavement service life or
development of distresses
 Mechanistic-Empirical
 Response from theory (stress/strain/deflection)
 Relationship between response and distress is based on
observed performance (experience) – empirical
 Can be extrapolated and handle new materials
Questions ???