CEE 250

CEE 250
Introduction to Transportation
Engineering
Instructor: Prof. Dr. Javed Bari
Module #5
Pavement Analysis & Design
(Ref. Textbook by Huang: Chapters 2, 6, 11 & 12)
Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 2
Types of Pavements
Main Types:
1. Flexible Pavement
Pavement Structure 2. Rigid Pavement
Other types:
• Semi-Rigid Pavement: partially rigid and flexible
• Composite Pavement: combination of flexible & rigid
Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 3 Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 4
Structure of Flexible Pavement
• Four main layers: surface (+ binder), aggregate base,
subbase & subgrade
• Subbase course may be absent in some pavements
1. Surface course (Asphalt Surface & Asphalt
Base/Binder):
 upper layer of pavement that withstand tire pressure,
 resistant to abrasive forces of traffic,
 provide skid-resistant driving surface,
 prevent penetration of surface water
 dense graded crushed stone (not round gravels) are
Typical Section of Flexible Pavement
hot-mixed with asphalt to provide strong inter-locking
 a thin seal coat provides friction and water-proofing.
Structure Flexible Pavement (cont’d) Properties of Flexible Pavement

2. Base course (granular/aggregate base): • Multi-layered system
 above the sub base and below surface course,
• All layers are structural layers
 granular materials such as crushed stone,
• Low flexural strength of
 usually crushed or uncrushed slag, gravel, and sand
layers
used
3. Sub-base course (granular/aggregate subbase): • Load is laterally distributed to
 above the sub-grade, subgrade with depth
 superior to sub-grade course & inferior to base course • Better quality materials on
4. Sub-grade course (roadbed): top (where intensity of stress
 compacted natural material from traffic loads is high) &
 serves as the foundation of the pavement structure lower quality bottom
 top 2 to 3 feet may also be imported superior soil materials
Rigid Pavement
Advantages of Flexible Pavement: (PCCP: Portland Cement Concrete Pavement)
 Easily repaired in a short period of time Typical Locations:
 Additional thickness added any time • High volume truck-traffic lanes
 Quieter and smoother • Water submersible road locations
 Tolerates a greater range of temperatures • Freeway to freeway connections
Disadvantages of Flexible Pavement:

 Loses some flexibility and cohesion with time
 Needs resurfacing sooner than PC concrete
 Not normally chosen where water is expected.
Typical Section of a Rigid Pavement
Types of PCCP
• JPCP (Jointed Plain Concrete Pavement)

• JRCP (Jointed Reinforced Concrete Pavement)
• CRCP (Continuously Reinforced Concrete Pavement)
• PCP (Prestressed Concrete Pavement)
Properties of Rigid Pavement
• Based on much higher flexural Advantages of Rigid Pavement:
strength or beam strength  Good durability
(modulus of elasticity) of  Long service life
concrete slab.  Withstand repeated flooding and subsurface water
• The slab bridges over without deterioration
minor/localized imperfection in
base and subgrade.
Disadvantages of Rigid Pavement:
• Role of base & subbase is less
 May lose non-skid surface with time
important – they work more as
 May fault at transverse joints
drainage layers and uniform
beds, and also resist pumping  Requires frequent joint maintenance
in jointed pavements.
Tie and Dowel Bars in PCCP JPCP (Jointed Plain Concrete Pavement)
• Tie bar is a deformed bar provided in transverse

direction, which restricts separation of adjacent slabs.
• Dowel is a “load transfer” device, made with round bar

provided in longitudinal direction, which allows length-
change of pavement slab, but restricts their relative
vertical movements.
CRCP (Continuously Reinforced Concrete Pavement)
Pavement Distresses
Distresses of Flexible Pavement Distresses of Rigid Pavement

• Cracking: • Cracking:
 Alligator cracking on wheel paths (load initiated),  D cracking, Linear cracking
Block crack (age related), Longitudinal cracking (load
• Joint deficiencies:
or temperature initiated), Transverse cracking
(Temperature cracking)  Faulting (load initiated), Spalling, Blow-ups and
Buckling
• Surface deformations:
 Rutting (load initiated, often mix related), corrugation • Surface defects:
(mix related)  Polished aggregate, ASR (Alkali-Silica Reactivity)
• Surface defects: • Corner break
 Patching, potholes, raveling • Pumping
• Utility cuts: from sewerage or cable cuts
Ride Quality
• Measured by IRI (International Roughness Index)
• Higher IRI indicates higher roughness, i.e. higher
amount of distresses and inferior ride quality.
• IRI is calculated from longitudinal profile measured
with a road profiler in both wheelpaths.
Distresses of Flexible Pavement
• The average IRI of the two wheelpaths is reported as
the roughness of the pavement section. (Images)
• Unit is inch/mile or m/km.
• New road has low IRI (< 40 in/mi or <6m/km) and old
or distressed road has high IRI (>100 in/mi or
>13m/km).
Transverse Cracks Longitudinal Cracks
Transverse Crack Longitudinal Crack
Longitudinal Cracks Block Cracks
Alligator Crack Block Crack
Edge Cracking Rutting
Edge Crack Rutting
Corrugations Raveling
Corrugation Raveling
Potholes Bleeding (Flushing)
Pothole Bleeding (Flushing)
Transverse Crack
Distresses of Rigid Pavement

(Images)
Pumping
Longitudinal Crack Pumping
Faulting Transverse Joint Spalling
Faulting Transverse Joint Spalling
Wear & Polishing Scaling
Wear and Polishing Scaling
Shallow Reinforcing D-Cracking
Shallow Reinforcement D-Cracking
Corner Cracking Blowups
Corner Break Blowup
Present Serviceability Index (PSI)
• Serviceability: Present Serviceability Rating Form
 The ability of a specific section of pavement to serve
high-speed, high-volume mixed traffic in its existing
condition
• Present Serviceability Index (PSI):
 A mathematical combination of values used to
describe present serviceability by using a scale from
1 to 5 (5 being excellent condition).
• Pavement Condition Index (PCI):
 A numerical index between 0 and 100.
 Used to indicate the general condition of components
as well as the whole pavement structure.
Typical PSI vs. Time Preservation of Distressed Pavement
P0 = initial serviceability (pavement is new or just been rehabilitated)

Pt = terminal serviceability (pavement is at the end of service life)
Costs of Preservation vs. Reactive Maintenance
Common Pavement Design Approaches

1. Methods based on experience (i.e. standard sections)
2. Methods based on simple strength tests or soil formula
3. Methods based on statistical evaluation of pavement
Pavement Analysis and Design performance (1993 AASHTO Pavement Design Guide)
– mostly used
4. Methods based on structural analysis of layered
systems (M-E method) – newly developed AASHTO
guide known as MEPDG (Mechanistic-Empirical
Pavement Design Guide) and its use is gradually
increasing

The Continuum of Development New AASHTO MEPDG 1993 AASHTO Guide
State-of-Practice State-of-the-Art
Empirical Mechanistic-
Mechanistic
Empirical
Actual Current
Practice
Mechanical Properties of Pavement
Pavement is viewed as a multi-layered elastic structure

IRI
Fatigue

Cracking
t
Longitudina
c
Thermal l Cracking Rutting
Cracking
Types of Axles & Axle Sets Vehicular & Traffic Effects
Three procedures are common:
1. Fixed traffic – not used now-a-days
2. Fixed vehicle – a standard vehicle or axle load is
used in thickness design. Usually 18-kip (80-kN)
equivalent single axle load (ESAL) is used.
Commonly used in empirical pavement design
process (1993 Guide).
3. Variable traffic & vehicle – both traffic and vehicle are
considered individually. Commonly used in
mechanistic or M-E (mechanistic-empirical) design
process. This is used in the new AASHTO MEPDG.
BRTA Vehicle Classification

Description Type of Vehicle
Agricultural Vehicle Power tiller/Tractor
Auto Rickshaw Auto Rickshaw
Auto Tempo (private/public) Auto Tempo
Delivery Vehicle (upto 2.5 ton) Delivery van/Mini truck/3wheel van/ 3 wheel truck
Diplomatic Vehicle Any diplomatic vehicle
Dual Purpose Vehicle Pick up single/double cabin/ passenger van etc.
Health Service Vehicle Ambulance/Mobile dispensary
Heavy goods (over 7.5 to 22 ton) Cargo truck (closed/open)/ cargo van etc.
Light goods (Upto 3.5 ton
Medium goods (over 3.5 to 7.5 ton)
Baby Taxi (2/3 seats) Taxi cab (3 Wheel)
Motor Car (Small/ Medium/ Large/ Extra Large) Car
Motor Cycle (Small/ Medium/ Large/ Extra Large) Motor Cycle
Articulated Vehicle Articulated truck (tractor/ prime mover etc.)
Passenger Microbus Microbus
Passenger Jeep/Station Wagon Hard jeep/soft jeep/station wagon
Microbus Microbus/Human Hauler/School Bus
Mini bus Minibus/ Human luxury coach/School Bus etc.
Tank Lorry Tanker/ Articulated tanker (heavy/light)
Trailer Caravan/Semi trailer/Drawbar trailer etc.
Privileged Person (Any vehicle) As applicable to a passenger/goods vehicle
Special Purpose Vehicle Concrete mixer/ Earth digger/ Fork lift etc.
Taxi Service Taxi Cab
Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 59 UN VehicleDistresses,
Pavement (Any Vehicle)
Analysis and Design As applicable
Prof. Dr. Javed Bari to a passenger/ goods Vehicle 60
Standard Truck Loadings
[All loads are axle load in lb (kg)]
Standard
Truck
Loadings
(in kips)
Basic Steps of AASHTO 1993 Flexible

Pavement Design
Flexible Pavement Design • Fix reliability based on importance of the road/project
• Determine overall standard deviation
(AASHTO 1993 Pavement Design Guide Method)
• Determine the desired terminal serviceability, pt
• Convert traffic volumes to cumulative number of
equivalent 18-kip single axle loads (ESAL) for the
design life
• Find resilient modulus (MR) of pavement layers
(surface, base & subbase)
Basic Steps of AASHTO 1993 Flexible Basic Flexible Pavement
Pavement Design (cont’d) Design Equation (1993 Guide)
• Determine serviceability loss Log10 (W18 )  ZR  SO  9.36  log10 (SN  1) - 0.20
• Determine the structural number, SN
 PSI 
log10 
• Determine the layer coefficients, ai
  4.2 - 1.5   2.32  log (M ) - 8.07
10 R
• Solve layer thickness equations for individual layer 1094
0.40 
thickness (SN  1)5.19
• Consider freeze / thaw and swelling
• Conduct life-cycle cost analysis (LCCA) – usually
optional
Log10 (W18 )  ZR  SO  9.36  log10 (SN  1) - 0.20

 PSI  1. Reliability
log10 
  4.2 - 1.5   2.32  log (M ) - 8.07 Chance that pavement will last for the design period
10 R
1094
0.40  without failure (usually a 20-yr design for new roads)
(SN  1) 5.19
W 18 = Predicted number of 18-kip equiv. single axle load Incorporates a degree of certainty into design process
Ensures various design alternatives will last the
ZR = Standard Normal Deviate
analysis period
SO = Combined Std Error (traffic & performance prediction)
Functional
Classification Urban Rural
∆PSI= PO - Pt
PO & Pt = Initial (Design) & Final (Terminal) Serviceability Index Interstate/Freeway 85-99.9 80-99.9
MR = Resilient Modulus (psi) Principal Arterials 80-99 75-95
Collectors 80-95 75-95
SN = Structural Number of the required pavement section Table 11.14, 50-80
Locals p 508 50-80
3. Cumulative Equivalent Single Axle Load
2. Overall Standard Deviation (So) (ESAL)
• Takes into consideration the variability of all design • Traffic of the design (or truck) lane is usually used.
data. • Compute cumulative ESAL (W 18) during the design life
• Ranges between 0.35 and 0.5. in design lane
• A value of 0.35 is most common. ESALY = (AADT)0 (D) (L) (T) (Tf) (365) (G)(Y)
 ADT0 = avg. daily traffic at the start of design period
 T = % of trucks in ADT
 G = growth factor
 D & L = directional & lane distribution factors
 Y = design year
 pi = % of total repetitions for ith load group
 Fi = equiv. axle load factor (EALF) for ith load group
 A = average number of axles per truck
Truck Factor
Example 1 Given:
the previous equivalency Table.
Find Calculate Find Calculate
Example 2
A 4-lane major rural highway has an two-way AADT of
10,760 during the first year of traffic, 25% trucks, 4%
annual growth rate. The directional distribution of AADT
is 50% and truck factor is 0.38. Compute the design
ESAL for a design period of 20 years.
Solution:
Design ESAL = (AADT)0 (D) (L) (T) (Tf) (365) (GY)
= (10,760) (0.5)(0.9)(0.25)(0.38)(365)(29.78)
= 5,000,000
= 5 Million ESAL
Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 79 80 Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari
4. Effective Roadbed Resilient Modulus CBR (California Bearing Ratio)
• CBR test was developed by Caltrans (California Dept. of
• Used for SN calculation and usually obtained from:
Transportation), USA.
Lab testing (AASHTO T-292 test method), or
• It measures mechanical strength of subgrade soil.
Predicted from correlations with non-destructive
deflection measurements • It is the ratio of force per unit area required to penetrate
Predicted from empirical correlations with California a soil mass with a standard circular piston (i.e. hammer)
Bearing Ratio (CBR) and Soil Resistance Value (R): at the rate of 1.25 mm/min. to that required for the
corresponding penetration of a standard material.
• The actual ratio is multiplied by 100 to get CBR.
• Soil with CBR = 5 would be soft & muddy (like jelly)
• Soil with CBR = 80 would be excellent for subgrade.
Design Nomograph
5. Resilient Moduli of Structural Layers
(Surface, Base & Subbase)
• Used for layer coefficients and usually obtained from:
Lab testing, or
Predicted from empirical correlations
6. Loss of Serviceability
Example:
PSI = Po - Pt W 18 = 5 x 106 ESAL
R = 90%
7. Structural Numbers S0 = 0.35
Roadbed Mr = 6,000 psi
• Use design nomograph three times to determine the Po = 4.5, Pt = 2.6
required SN above subgrade, subbase, and base Solution: SN = 5.0
Design Nomograph (example)
Structural Layer Coefficients (a1, a2 & a3)
Drainage Coefficients (m2 and m3) Quality of Drainage
Percent of Time Pavement Structure is Exposed Quality of Water Removed
Quality of to Moisture Levels Approaching Saturation Drainage Within
Drainage
< 1% 1-5% 5-25% > 25% Excellent 2 hours
Excellent 1.40-1.35 1.35-1.30 1.30-1.20 1.20 Good 1 day
Good 1.35-1.25 1.25-1.15 1.15-1.00 1.00
Fair 1.25-1.15 1.15-1.05 1.00-0.80 0.80 Fair 1 week
Poor 1.15-1.05 1.05-0.80 0.80-0.60 0.60
Very Poor 1.05-0.95 0.95-0.75 0.75-0.40 0.40 Poor 1 month
Very Poor Water will not drain
10. Layer Thickness

SN = SN1 + SN2 + SN3 = a1D1 + a2m2D2 + a3m3D3
Many solutions exist; but consider:

logical thicknesses (consider
compaction ability + adjacent layer
thickness), and
material cost and availability.
Solution:
Given: SN = 5, a1 = 0.44, a2 = 0.13, m2 = 1, Min. D1 = 3 ″,
Min. D2 = 6 ″, Max. D2 = 25 ″
Trial-1: Use Min. D1 = 3″,
 SN = a1D1 + a2m2D2  5 = 0.44x3 + 0.13x1x D2
 D2 = 28.3″ > 25″  NOT OK
Trial-2: Use D1 = 4″,
 SN = a1D1 + a2m2D2  5 = 0.44x4 + 0.13x1x D2
 D2 = 24.9″ < 25 ″  OK
Considering other factors, you may also use D1 = 5″,
 SN = a1D1 + a2m2D2  5 = 0.44x5 + 0.13x1x D2
 D2 = 21.5″ < 25 ″  OK
Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 93 94 Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari
11. Freeze / Thaw & Swelling

• If freeze and thaw or swelling exists, other steps are
required.
Rigid Pavement Design
12. Life-Cycle Cost Analysis (LCCA)
(AASHTO 1993 Pavement Design Guide
• Usually not done for small projects
• Softwares available for LCCA. Methodology)
1. Basic Rigid Pavement
AASHTO 1993 Rigid Pavement Design Steps Design Equation (1993 AASHTO Guide)
• Select terminal serviceability
• Determine number of ESALs
• Determine the modulus of sub-grade reaction
• Consideration for swelling and frost heave
• Determine the slab thickness.
2. Design Variables
Basic Rigid Pavement Effective Modulus of Subgrade Reaction (k)
Design Equation (1993 Guide), cont’d • It is based on sub-base type, sub-base thickness, loss
of support and depth to rigid foundation.
• The “k” value is determined from Plate Bearing test,
which is time-consuming test, and so correlations from
subgrade properties like MR or CBR are used.
• Use, k = MR/19.4
• Use Table 77.1 if CBR value is available.
• Use composite “k” value if subbase and/or subgrade is
provided (see Tables 77.6 and 77.7).
Plate Bearing Test
(for determining
subgrade reaction, k)
Elastic Modulus of Concrete Modulus of Rupture (Sc):
Ec  57,000 f c
' • The final flexural strength of concrete beam.
where: f’c = Compressive strength (psi), • Equal to the moment of bending in the fracture divided
[usually 4,000 to 5,000 psi] by the area of the beam section.
Testing for Compressive Strength, fc
'
S c  S c  z ( SDs )
= estimated mean value [usually, 690 psi]
Sc  9fc , SDs = std. dev.
z = std. normal variate (probability factor)
Dowel and Load Transfer Coefficient (J)

• Accounts for load distribution across joints and cracks
Concrete Standard Deviation:
0.25-0.35 [usually, 0.25]
Concrete Reliability in Stage Construction:

• Typically, dowel bar dia  D/8 (round to nearest
Compound reliability = multiply individual reliabilities bar size), length = 18 , spacing = 12
Drainage Coefficient (Cd)
• A function of drainage quality and presence of moisture
• Used in layer thickness determination
• Applies only to base and sub-base
• Range from Poor (0.70) to Excellent (1.25) [Usually 1.0]
Design Nomograph, cont’d
3. Design Nomograph
Example (Thickness Design of Rigid Pavement):
Find out the required thickness of a jointed reinforced
concrete pavement with slabs doweled and tied. The
shoulders are made of doweled asphalt concrete. Assume
the pavement is placed in a wet location with poor
drainage. The subgrade is very week clay with CBR = 3.
Design reliability is 90%. The concrete’s 28-day
compressive strength = 4,000 lbf/in2 and modulus of
rupture = 650 lbf/in2. The traffic on the design lane is
projected to be 20x106 ESALs. A 8 in. thick cement-treated
sub-base will be used.

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Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 2

Pavement Structure 2. Rigid Pavement

Structure Flexible Pavement (cont’d) Properties of Flexible Pavement

Disadvantages of Flexible Pavement:

• JPCP (Jointed Plain Concrete Pavement)

• Tie bar is a deformed bar provided in transverse

• Dowel is a “load transfer” device, made with round bar

Distresses of Flexible Pavement Distresses of Rigid Pavement

Transverse Cracks Longitudinal Cracks

Transverse Crack Longitudinal Crack

Alligator Crack Block Crack

Edge Cracking Rutting

Edge Crack Rutting

Potholes Bleeding (Flushing)

Pothole Bleeding (Flushing)

Distresses of Rigid Pavement

Longitudinal Crack Pumping

Faulting Transverse Joint Spalling

Wear & Polishing Scaling

Wear and Polishing Scaling

Shallow Reinforcement D-Cracking

Corner Cracking Blowups

Corner Break Blowup

Typical PSI vs. Time Preservation of Distressed Pavement

P0 = initial serviceability (pavement is new or just been rehabilitated)

Common Pavement Design Approaches

Pavement Distresses, Analysis and Design Prof. Dr. Javed Bari 52

Mechanical Properties of Pavement

Pavement is viewed as a multi-layered elastic structure

BRTA Vehicle Classification

Basic Steps of AASHTO 1993 Flexible

Log10 (W18 )  ZR  SO  9.36  log10 (SN  1) - 0.20

the previous equivalency Table.

10. Layer Thickness

Many solutions exist; but consider:

11. Freeze / Thaw & Swelling

Dowel and Load Transfer Coefficient (J)

Concrete Reliability in Stage Construction:

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