Pavement Design

Pavement Design
• The main purpose of a pavement is to provide a means of
reducing the stress due to the wheel load to a value bearable to
ground under the pavement.

High stress at
wheel contact
Road surface

pth
g de
alon
Pavement

cing
edu
ss r
Formation Stre
Reduced stress on natural ground level

Natural ground (Subgrade)

 Types of Pavement
Rigid Pavements
• Acts like beam over
any irregularities in
underlying supporting
material
Flexible Pavements
• Layered system in
contact with any
irregularities in
underlying supporting
 Pavement
Design

Structural Functional Drainage

Design Design Design
 AASHTO METHOD OF
FLEXIBLE AND RIGID
PAVEMENT DESIGN 1993
AASHTO Flexible Pavement
Design Method
Determination of Initial and
Terminal
• Design life
serviceability
Analysis period
Performance Period
Period by which pavement reaches terminal PSI
Performance Period  Analysis Period
 AASHTO Flexible Pavement
Design Factors (continued ....)
• Design Serviceability Loss
– Initial Serviceability
Index = p0=4.2
– Terminal Serviceability p0
= pt (2.5-major, 2.0-
other) PSI
Terminal Serviceability Level
– Serviceability loss pt
(PSI) = p0 - pt
– PSI may be due to both
traffic & climatic factors
– Design nomograph uses Age of Pavement
PSI due to traffic only
 Reliability
• Never compare designs at different reliabilities
• (= factor of safety)
• Another way to think about reliability is to consider that at 90% reliability,
only 10% of the pavement will have “failed” by the end of the design period.
• If you are comparing a new concrete section to a new asphalt section use the
same reliability for each. Make design evaluations at 50% reliability.
 AASHTO Design Factors -
Analysis Period
Highway Condition Analysis Period
(Years)
High Traffic - Urban Highway 30-50
High Traffic - Rural Highway 20-50
Low Traffic - Urban Highway 15-25
Low Traffic - Rural Highway 10-20
 Basic AASHTO Flexible
Pavement Design Method
1. Determine the desired terminal serviceability, pt
2. Reliability (ZR) & standard deviation (S0)
3. Traffic loading
Estimate cumulative traffic in 18-kip Equivalent Single Axle
Loads or ESAL’s (W18)
4. Effective roadbed resilient modulus (MR)
5. Tabulate the material properties
a) Determine the layer coefficients, ai
b) Determine the drainage coefficients, mi
6. Determine the structural number, SN
7. Solve layer thickness equations for individual layer
thickness
 Axle load factor NTRC

Description Code Front Rear1 Rear2 Rear3 Rear4 Rear5 Empty loaded
2-Axle 1.2 31 69 - - - - 7 16
3-Axle Single 1.2-2 21 40 39 - - - 12 32

3-Axle Tandem 1.22 21 39 40 - - - 11 32

4-Axle Rear Tandem 1.2-22 14 30 28 28 - - 17 40

5-Axle Tandem 1.22-22 12 20 20 24 24 - 23 47

6 Axle Tandem tridem 1.22+ 222 11 17 16 18 18 18 23 59

TRUCKS

TYPE

in

PAKISTAN
STEP 1: CALCULATION OF LOAD ON EACH AXLE

Total
37 tonnes
load=23
+37=60

11% of 60=6.6 tonnes

56% of 60=32.4 33% of 60=19.8 tonnes
tonnes
 CALCULATION OF LOAD ON EACH
AXLE

23+27=50 tonnes

Total
27 tonnes
load=23
+27=50

40% of 50=20 tonnes

48% of 50= 24 tonnes

12% of 50=6 tonnes

 CALCULATION OF LOAD ON EACH
AXLE

Total
13 tonnes
load=17
+13=30

(30+28)% of 30=17.4
28% of 30= 8.4 tonnes tonnes

14% of 30=4.2 tonnes

 CALCULATION OF LOAD ON EACH
AXLE

Total
30 tonnes
3 tonnes load=3+
11=14

79% of 14= 11.1 tonnes 21% of 14=2.9 tonnes

 What is ESAL?
• Number of Equivalent Single Axle Loads (ESALs)
A number which equates the cumulative damage to
a pavement produced by a mixed traffic stream
relative to that produced by a stream of 18-kip
Single Axle Loads
• The total # of passes by the standard axle load
during the design period
→ Traffic volume counts (e.g. AADT, percentage
trucks)
→ Axle load distribution by means of weigh-in-
motion (WIM) (e.g. LEF)
→ Traffic forecast (e.g. linear, compound growth)
 Equivalent Axle Load Factor EALF or (LEF)
A numeric factor relating the damage per pass caused by traffic at a
given axle load to that caused by a standard axle load (18kips/80kN).
Or

Determine number of vehicle passes for a given axle configuration that will
cause the same damage as one pass of a “standard” axle
Key Points about LEF Factors affecting the determination of EALF
(AASHTO)
• Load Magnitude
• Pavement type
• Load Configuration • Axle load type (single, tandem, tridem)
Critical • Axle load
• Load Repetitions • Thickness or structural capacity (SN=1-6)
•Truck weight is less critical • Terminal condition or criteria for failure (PSI)

Because each pavement structure responds differently to any

given axle load, each pavement type or structure will have
different load equivalency factors
 Background
• Approximate Load Equivalency Factor (LEF) AASHTO ’93; also known

as relative damage factor

k
 Load 
LEF    1
 
 18   

Where k = 3.8 – 4.2 Take average as 4.0

α = 1.00, 1.83, and 2.66 for single, tandem and tridem respectively

2
ESAL  LEF calculated in 1 X 
X= conversion factor from LEF of given axle type to 18 kip

Single axle as follows , SA to SA=1.0, Tandem to SA=0.857,

Tridem to SA=1.033
Return
 Load Quantification
• Equivalent Single Axle Load (ESAL)
– Converts wheel loads of various magnitudes and repetitions ("mixed
traffic") to an equivalent number of "standard" or "equivalent" loads
– Based on the amount of damage they do to the pavement
– Commonly used standard load is the 18,000 lb. equivalent single
axle load
 Traffic Characterization Estimation Process
2. Determine Growth Factor
Factor considered:
•Normal traffic growth
•Attracted or diverted traffic
• Generated / Development traffic due to land use changes
• Usually assumed constant yearly
• Total growth factor (considers traffic over entire design period)

Gr  G Y 
1 r 
Y
1
r
Return
 Growth table
Annual Growth Rate,%
Design Period
Zero 2 4 5 6 7 8 10
1 1.0 1.00 1.00 1.00 1.00 1.00 1.00 1.00
2 2.0 2.02 2.04 2.05 2.06 2.07 2.08 2.10
3 3.0 3.06 3.12 3.15 3.18 3.21 3.25 3.31
4 4.0 4.12 4.25 4.31 4.37 4.44 4.51 4.64
5 5.0 5.20 5.42 5.53 5.64 5.75 5.87 6.11
6 6.0 6.31 6.63 6.80 6.98 7.15 7.34 7.72
7 7.0 7.43 7.90 8.14 8.39 8.65 8.92 9.49
8 8.0 8.59 8.60 8.60 9.90 10.26 10.64 11.44
9 9.0 9.75 10.58 11.03 11.49 11.98 12.49 13.58
10 10.0 10.95 12.01 12.58 13.18 13.82 14.50 15.94
11 11.0 12.17 13.49 14.21 14.97 15.78 16.65 18.53
12 12.0 13.41 15.03 15.92 16.87 17.89 18.98 21.38
13 13.0 14.68 16.63 17.71 18.88 20.14 21.50 24.52
14 14.0 15.97 18.29 16.03 21.01 22.55 24.21 27.97
15 15.0 17.29 20.02 21.58 23.28 25.13 27.15 31.77
16 16.0 18.64 21.82 23.66 25.67 27.89 30.32 35.95
17 17.0 20.01 23.70 25.84 28.21 30.84 33.75 40.55
18 18.0 21.41 25.65 28.13 30.91 34.00 37.45 45.60
19 19.0 22.84 27.67 30.54 33.76 37.38 41.45 51.18
20 20.0 24.30 29.78 33.07 36.79 41.00 45.76 57.28
25 25.0 32.03 41.65 47.73 54.86 63.25 73.11 98.35
30 30.0 40.57 56.08 66.44 79.06 94.46 113.28 104.49
35 35.0 49.99 73.65 90.32 111.43 138.24 172.32 271.02
 Equivalent Single-Axle Load (ESAL)
• The equivalent number of 80 kN ESALs for a specific
combination of pavement type (flexible or rigid), terminal
serviceability, axle type, and axle weight.

3
Factor  i 1 Fi ni 
m
Truck
m = # of load groups
ni = # of passes of the ith axle load grp.
Fi = LEF for the ith axle load group
ESAL Factors
Equivalent Single Axle Load is a unit that is used to
quantify various types of axle loadings into a single design
number for pavement design. It is defined as one 18,000-
pound, four-tire dual-axle load.
 Subgrade

Subgrade is defined as the soil prepared

and compacted to support a pavement
Slab
system. Subgrade with adequate
properties provides uniform support to
the pavement and a stable platform for
Base and Subbase
construction equipments.

Subgrade
 Subgrade
Although a pavement's wearing course is most
prominent, the success or failure of a pavement
is more often than not dependent upon the
underlying subgrade, the material upon which
the pavement structure is built. Subgrades be
composed of a wide range of materials although
some are much better than others.
Soil Tests for Pavement Design

• California Bearing Ratio (CBR) Test

• Elastic (Resilient) Modulus Test

 California Bearing Ratio (CBR)
The California Bearing Ratio (CBR) test is a simple
strength test that compares the bearing capacity of a
material with that of a well-graded crushed stone (thus,
a high quality crushed stone material should have a
CBR @ 100%). It is primarily intended for, but not
limited to, evaluating the strength of cohesive materials
having maximum particle sizes less than 19 mm (0.75
in.).
California Bearing Ratio (CBR)
• Load a piston (area = 3 in2) at a
constant rate (0.05 in/min)
• Record Load every 0.1 in
penetration
• Total penetration not to exceed
0.5 in.
• Draw Load-Penetration Curve.
 CBR Test Equipment

Piston

Surcharge
Weights

•Surcharge weights are added

during testing and soaking to:
• Simulate the weight of
pavement.
•Prevent heaving up Soaking Samples for 4 days
around the piston.
Typical Testing Machine measure swelling and CBR
 CBR Calculation
 Load or Stress of Soil 
CBR  100 
 Load or Stress of Standard Rocks 
Loads and Stresses Corresponding to 0.1 and 0.2
inches Penetration for the Standard Rocks
Penetration 0.1” (2.5 mm) 0.2” (5.0 mm)
Load of Standard Rocks (Ib) 3000 4500

Load of Standard Rocks (kN) 13.24 19.96

Stress of Standard Rocks 6895 10342

(KPa)
Stress of Standard Rocks 1000 1500
(psi)
Calculate CBR at 0.1 in (25 mm) and 0.2 in (50 mm)
deformation then use the Maximum value as the design
CBR.
 General Ratings of Soil Quality

Relative CBR Highway Unified soil

Quality soil classification
classification
High ≥ 70 A-1 GW, SW, GP, GM
quality
Good 20–70 A-2, A-3 SW, SP, SM, SC

Weak 5 – 20 A-4, A-5 ML, OL, MH

Very poor ≤5 A-6, A-7 OH, CH, CL

 Resilient Modulus (MR)
• Measures “stiffness” of the material under repeated
load.
1
Deviator stress 1   3
MR  
Recoverabl e strain r 3 3
• Determines the load carrying capacity of the
material. 2
• Used for HMA as well as unbound materials
• Uses a repeated load triaxial test.
• Used in most modern methods of pavement design. 1
 Resilient Modulus
r = L/L

ASU Advanced Pavement

http://classes.engr.oregonstate.edu/cce/spring2014/ce492/Mo Laboratory
dules/04_design_parameters/04-2_body.htm
 Subgrade Strength/Stiffness
Correlation Equations
Equation Origin Limitations

MR = Heukelom & Only for fine-grained non-

(1500)(CBR) Klomp (1962) expansive soils with a soaked
CBR of 10 or less
MR = 1,000 1993 AASHTO Only for fine-grained non-
+ (555)(R- Guide expansive soils with R-values
value) of 20 or less.
R-value = Only for fine-grained non-
[1500(CBR) - HDOT expansive soils with a soaked
1155]/555 CBR of 8 or less.
MR = 2555 x AASHTO 2002 A fair conversion over a wide
CBR0.64 Design Guide range of values.
 Definitions

-Layer coefficients, ai; Represents the

relative strength of the construction
materials in that layer. Calibrated to
deflection not performance
- Drainage coefficients, mi; It is the
coefficient that represents the fraction
of runoff (water drained off surface) to
rainfall (water poured on the surface)
 MATERIAL PROPERTIES
For Pakistan
Layer Name Elastic Layer coefficients, Drainage
Properties(Ksi) ai coefficients, mi

Asphalt Surface 350 From Figure Not considered

Range from but assumes 1 for
calculation
0.35-.44) purposes
Crushed aggregate 30 for CBR 80 From Equation 1 0.8-1.0
base course material
Fair to Poor
Granular subbase 15 for CBR 30 From Equation 2 0.8-1.0
course material
Fair to Poor
Subgrade In terms of MR Not required Not required
MR = 2555 x
CBR0.64
a2 , a3 layer coefficient for base
and subbase

a2  0.249(log10 E BS )  0.977 _________________ Eq(1)

and
a3  0.227(log10 ESB )  0.839 _________________ Eq (2)

a2 = layer coefficient for base

a3 = layer coefficient for subbase
EBS = elastic (resilient) modulus of the base
ESB = elastic (resilient) modulus of the subbase
Layer coefficients, ai for Surface
Course
 Structural Number, SN

• An index providing an indication of the strength of

the
• pavement layers and of the total pavement
structure.
• The Structural Number determines the total number
of ESALs that a particular pavement can support.
This is evident in the flexible pavement design
equation presented in this section.
• It combines the characteristics of all pavement
layers in to a single measure
 Determine the structural number, SN
 Structural Number is related to the actual thickness of the various layers
by
n
SN   a D m ____________________ Eq(3)
i 1
i i i

SN = surface structure number

ai = layer coefficient for layer i
Di = layer thickness (inches) for layer i
mi = drainage coefficient for layer i

 For three layers Eq(3) can be written as

SN  a1D1  a2 D2 m2  a3 D3m3
Surface Layer D1

Base Layer D2

Subbase Layer D3
Subgrade Layer
STEP 6- Determination of
Layer Thicknesses
 The minimum thickness of each layer may be calculated as
SN D1* is round up to the nearest 0.5 in. and a design value of the surface
D  1
*
1 structure number SN1* is calculated from D1* by
a1

SN1*  a1D1*
Design thicknesses and design structure numbers for the base and subbase layers are
calculated by

SN 2  SN 1*
D*2 
a2 m2
SN 2*  D2*a2 m2
SN 3  SN *2 and
D3 
*

a3m3
SN3*  D3*a3m3
The design criterion is satisfied if

SN  SN1*  SN 2*  SN3*
 Example Problem
A four lane pavement is expected to carry the traffic as shown in Table
1. The pavement structure is to consist of asphalt concrete with an
elastic modulus of 400,000 psi, a granular base with an elastic
modulus of 26,000 psi, and a granular subbase with an elastic modulus
of 12,000 psi. The CBR of subgrade = 8. It is estimated that it will
take a week for water to drain from the pavement and that the
pavement will be saturated about 15 percent of the time. Assume that a
reliability level of about 90 percent is required and that initial
serviceability index is 4.2 and the final serviceability index is 2.5.
Use the nomograph to determine the structural numbers for the various
layers.
Table 1-Traffic count for Problem
Growth
Traffic Type Loads AADT
Rate
Tandem Tridem 37 93 4
Tandem Tandem 27 30 3
Tandem single 13 28 2
Single tandem 3 10 0
 Basic AASHTO Flexible
Pavement Design Method
1. Determine the desired terminal serviceability, pt
2. Reliability (ZR) & standard deviation (S0)
3. Traffic loading
Estimate cumulative traffic in 18-kip Equivalent Single Axle
Loads or ESAL’s (W18)
4. Effective roadbed resilient modulus (MR)
5. Tabulate the material properties
a) Determine the layer coefficients, ai
b) Determine the drainage coefficients, mi
6. Determine the structural number, SN
7. Solve layer thickness equations for individual layer
thickness
 Solution Steps
1. Determine the desired terminal serviceability, pt
The given values are 2.5 for Pt and Po=4.2, therefore
Serviceability loss (PSI) = P0 – Pt=1.7

2. Reliability (ZR) & standard deviation (S0)

For 90% reliability, standard deviation (S0)=0.45
3. Estimated cumulative traffic in 18-kip Equivalent
Single Axle Loads or ESAL’s (W18)
STEP 3: CALCULATION OF TRAFFIC FOR
PAVEMENT
 Summary of Load Calculations
Traffic type Loads Distribution
Front Middle Rear
Tandem Tridem 60 6.6 19.8 33.6
Tandem Tandem 50 6 20 24
Tandem single 30 4.2 17.4 8.4
Single tandem 14 2.9 11.1
 Calculation of ESALS
• Single to single axle
4
 load 
   1  relative damage factor
 8 (tonnes). 

• Tandem to single axle

4

 load 
   0.857  relative damage factor
 14.2 (tonnes). 

• Tridem to single axle

4

 load 
  1.033  relative damage factor
 21.34 (tonnes). 
Summary of Load and EALF
Calculations for the problem
Traffic type Loads Distribution LEF
Front Middle Rear Front Middle Rear
Tandem Tridem 60 6.6 19.8 33.6 0.463 3.240 6.361
Tandem Tandem 50 6 20 24 0.316 3.372 6.993
Tandem single 30 4.2 17.4 8.4 0.076 1.932 1.216
Single tandem 14 2.9 11.1 0.017 0.32 -
 Calculation of truck factor for
Problem
Traffic type LEF
ni Front Middle Rear Fi Fini
Tandem Tridem 93 0.463 3.240 6.361 10.06 935.89

Tandem Tandem 30 0.316 3.372 6.993 10.68 320.46

Tandem single 28 0.076 1.932 1.216 3.22 90.26

Single tandem 10 0.017 0.32 - 0.34 3.37
Factor  i 1 Fi ni 917.26
m
Truck
Calculation of Projection factor
for Problem
Traffic type Fini Growth rate Gr=Gx Y
Tandem Tridem 935.89 4 30
Tandem Tandem 320.46 3 27
Tandem single 90.26 2 24
Single tandem 0.87 0 20
 Calculation of Cuumulative Equivalent
Single Axle Loads for Pavements (CESAL)
1. Use following relation to calculate ESAL for design life.

CESAL  Fi ni (Gr )( D)( L)(365)

Where D=Direction and L=Lane distribution
• Directional distribution factor
– Default set @ 0.55
• Lane distribution factor
– 1 lane = 1.0
– 2 lanes = 0.9
– 3 lanes = 0.6
– 4 lanes or more = 0.4
 Calculation of CESALS for
Problem
LEF
Fini Gr D L 365 ESALS
Tandem Tridem 30 0.55 0.6 365
935.89 3,356,832.98
Tandem Tandem 320.46 27 0.55 0.6 365
1,037,181.89
Tandem single 90.26 24 0.55 0.6 365
264,155.00
Single tandem 3.34 20 0.55 0.6 365
2,092.14
4.66E+06=47
CESAL in 18 kip per direction per lane for 20 year design life
million
STEP 4- SOIL SUBGRADE
Effective roadbed resilient
modulus (MR)
 Effective roadbed resilient
modulus (MR) FOR
PROBLEM
For CBR=8, MR = 2555 CBR 0.64
0.64
=2555( 8) =9669 psi
Step 5- Tabulate the material
properties

-Determine the layer

coefficients, ai
- Determine the drainage
coefficients, mi
 Solution Steps
5. Tabulate the material properties
a) Determine the layer coefficients, ai
b) Determine the drainage coefficients, mi

Layer Name Elastic Layer coefficients, ai Drainage

Properties(Ksi) coefficients, mi
Asphalt Surface 400 1
Crushed aggregate 26 a2=0.249[log10(26,000)]
base course – 0.977 = 0.12
Granular subbase 12 a3=0.227[log10(12,000)]
course – 0.839 = 0.09
Subgrade 9.668 Not required Not required
 Solution Steps
5. Tabulate the material properties
a) Determine the layer coefficients, ai
b) Determine the drainage coefficients, mi

Layer Name Elastic Layer coefficients, ai Drainage

Properties(Ksi) coefficients, mi
Asphalt Surface 400 From Figure=0.44 1
Crushed aggregate 26 a2=0.249[log10(26,000)] 0.9
base course – 0.977 = 0.12
Granular subbase 12 a3=0.227[log10(12,000)] 0.9
course – 0.839 = 0.09
Subgrade 9.668 Not required Not required
 7. Determine the structural number, SN

SN1 = ? SN2 = ? SN3 = ?

R = 90% R = 90% R = 90%
So = 0.45 So = 0.45 So = 0.45
W18 = 39 x 106 W18 = 39 x 106 W18 = 39 x 106
PSI = 4.2 -2.5 = 1.7 PSI = 1.7 PSI = 1.7
MR = 26,000 MR = 12,000 MR = 9668
MR depends on the layer. For SN1, the structural number of the asphalt
surface, it is the elastic modulus of the base, which is next lowest layer;
for SN2, it is the elastic modulus of the subbase, etc. Thus for SN1, MR=
26,000 psi, for SN2, MR= 12,000 psi, and for SN3, MR= 8,000 psi.
From the nomograph,
SN1 = 4.5; SN2 = 5.5; SN3 =6.0
Solve for layer thicknesses:
D1= SN1/a1 = 4.5/0.44 = 10.3 in.
Round to 10.5 in; SN1* = a1D1*= (0.44)(10.5 in) = 4.62
D2= (SN2- SN1*)/(a2m2) = (5.5 – 4.62)/(0.12 x 0.90) = 8.14 in
Round to 8.5 in
SN2*= SN1*+ a2m2D2* = 4.62 + (0.12)(0.90)(8.5) = 5.54 in
D3= (SN3- SN2*)/(a3m3) = (6.0 – 5.54)/(0.09 x 0.90) = 5.70 in
take 6 inches
SN3*= SN2*+ a3m3D3* = 5.54 + (0.09)(0.90)(6) = 6.03
O.K.
The Pavement will consist of 10.5 in of asphalt concrete surface, 8.5
in. of granular base, and 6 in of granular subbase.
 Median barrier

Outer Inner Inner outer

shoulder shoulder shoulder shoulder
2 lane 2 lane
6ft 5.25ft 5.25ft 6 ft
12ft each 12ft each

2% 2%
4% 4%
3
1

Sub grade

10.5’’ thick concrete pavement

8.5’’ thick treated base course
6’’ thick untreated sub base
Embankment fill

TYPICAL X- SECTION PAVEMENT

 AASHTO method of
Rigid pavement design
 Rigid Pavement

• Structure
– Concrete slab
– Base course
(Optional)
– Subbase course
(Optional)
– Subgrade
 AASHTO Rigid pavement design
Consideration

 Pavement performance
 Traffic
 Roadbed soil
 Slab characteristics
 Environment
 Reliability
 D (Slab depth) instead of SN
 Terms – Rigid
• D (slab depth)
– Abstract number expressing structural strength
• S’c (PCC modulus of rupture)
– A measure of PCC flexural strength
– Usually between 600 and 850 psi

• Cd (drainage coefficient)
– Relative loss of strength due to drainage characteristics and the total time it
is exposed to near-saturated conditions
– Usually taken as 1.0J (load transfer coefficient)

• Load transfer coefficient

– Accounts for load transfer efficiency
– Lower J-factors = better load transfer
– Between 3.8 (undoweled JPCP) and 2.3 (CRCP with tied shoulders)

• Ec (PCC elastic modulus)

– 4,000,000 psi is a good estimate

• k (modulus of subgrade reaction)

– Estimates the support of the PCC slab by the underlying layers
– Usually between 50 and 1000 psi/inch
 Advantages and Disadvantages of
Rigid Pavement
Advantages of Rigid Pavement
• Good durability
• Long service life
• Withstand repeated flooding and subsurface water without deterioration
Disadvantages of Rigid Pavement
• May lose non-skid surface with time
• Needs even sub-grade with uniform settling
• May fault at transverse joints
Variables included in Nomographs

1. Reliability, R
Incorporates a degree of certainty into design process
Ensures various design alternatives will last the analysis period
2. Effective Modulus of Sub-Grade Reaction, k
• Considers:
1. Sub-base type
2. Sub-base thickness
3. Loss of support
4. Depth to rigid foundation
3. Drainage Coefficient, Cd
• Use in layer thickness determination
• Applies only to base and sub-base
Modulus of Subgrade Reaction
(k)
• Modulus of subgrade reaction is the
reaction pressure sustained by the soil
sample under a rigid plate of standard
diameter per unit settlement measured at a
specified pressure or settlement.
• IRC specifies that the K value be
measured at 1.25 mm settlement
 Plate Loading Test

Reaction

Pressure
Hydraulic
Gauge
Jack

12″ f Plate 3 Deflection

18″ f Plate Dials
24″ f Plate
Reaction
30″ f Plate for Dial

Tested Layer
Plate Loading Test Schematic Plate Loading Test
IF NOT DETERMINE CAN BE EXTRAPOLATED USING THE AASHTO RELATIONS
 Calculation
• K = P/0.00125 kN/m2/m or kN/m3

OR
Modified k values after provision
of base
Subgrade Subbase k value, pci
k value, pci 4 in. 6 in. 9 in. 12 in.
50 65 75 85 110
100 130 140 160 190
200 230 230 270 320
300 320 330 370 430
 Table 2 Recommended Values of Cd for
Rigid Pavement Design
Drainage Drainage
Description of Conditions
Coefficient Condition
Drainable base and a very good roadway
1.1 Very Good drainage system, water will drain from pavement
structure within a few days.
Good roadway drainage system, water will drain
l.0 Average
from pavement structure within one week.
Embankment material with poor drainage
characteristics, roadway drainage limited, water
0.9 Poor
within pavement structure takes up to a month to
drain.
Characterized by embankments of impervious
0.8 Very poor soils, poor roadway Drainage, water within
pavement structure not expected to drain.
 Modulus of Rupture, S’c
Modulus of Rupture, S’c

The modulus of rupture (flexural strength) of portland cement

concrete to be used in the design will be Sc = 650 psi. This is an

average value of constructed pavements.

Modulus of Elasticity, Ec

Although the modulus of elasticity (Ec) can be evaluated (ASTM Test

Method C 469), in practice this is rarely done. The range of values for

EC that is reasonable depends largely on the strength of the concrete.

Typical values are from 2 to 6 million psi. 𝐸𝐶 = 57,000 𝑓𝑐

 Load Transfer Coefficient (J)
Tied Non-Tied
Shoulder Shoulder
Doweled 2.8 3.6
Non- 3.6 4.2
doweled

• All PCCPs that have design ESAL’S 1 million will

require dowels for transverse joints.
• Most pavements should be dowelled.
• If the pavement has shoulders, the shoulders must be
portland cement concrete and tied to the travel lanes.
• One major advantage of using tied portland cement
concrete shoulders is the reduction of slab stress and
increased service life they provide.
 Design Considerations
Table 1- Rigid Pavement Thickness Design Factors
Factor Source
18k ESAL Calculated From Traffic data
Terminal Serviceability, Pt Between 2.0-3.0

Modulus of Rupture, S'c Use 650 psi

Modulus of Elasticity, Ec Use 3,400,000 psi

Modulus of Subgrade Reaction, k

Reliability Level (%) 80-99.9%

Overall Standard Deviation, So 0.34

Load Transfer Coefficient, J 3.2

Drainage Coefficient, Cd 1.0

Standard Normal Deviate, Zr Table

Loss of Support, LS Table

Initial Serviceability Pi Normally taken as 4.5

 Example Problem
A four lane pavement is expected to carry the traffic as shown in Table
1. The pavement structure is to consist of PCC concrete with an elastic
modulus of 4000,000 psi,The CBR of subgrade = 15. It is estimated
that it has average drain condition. Assume that a reliability level of
about 95 percent is required and that initial serviceability index is 4.5
and the final serviceability index is 2.5. Use the nomograph to
determine the thickness of the surface layers.
Table 1-Traffic count for Problem

Growth
Traffic Type Loads AADT
Rate
Tandem Tridem 37 93 4
Tandem Tandem 27 30 3
Tandem single 13 28 2
Single tandem 3 10 0
 Solution Steps
1. Determine the desired terminal serviceability, pt
The given values are 2.5 for Pt and Pi=4.5, therefore
Serviceability loss (PSI) = P0 – Pt=2.0
2. Reliability (ZR) & standard deviation (S0)
For 95% reliability, standard deviation (S0)=0.35
3. Estimated cumulative traffic in 18-kip Equivalent
Single Axle Loads or ESAL’s (W18)
The values were estimated in PREVIOUSLY and was
found to be 47 Million ESALS
 Solution Steps
•

Description Properties

PCC Surface Elastic Properties(Ksi)=4000

Drainage coefficients, cd 1.0

Load transfer 3.2

coefficients, J
Modulus of rupture, Sc 650 psi
 Use of Nomograph
The basis of the Design Nomograph for rigid pavement has been included
in Figures with the AASHTO equation.
The nomograph provided in Figures are used following the steps below:
Step 1. Enter the nomograph (Figure 1) with the modulus of subgrade
reaction k (psi) and project a line through the appropriate concrete elastic
modulus, Ec, and modulus of rupture to the turning line.
Step 2. From the turning line, a line is then taken through the appropriate
load transfer coefficient, J. This line is extended to the next turning line.
Step 3. From this turn line, intercept the appropriate drainage coefficient,
Cd, and extend the line to the match line of Figure 1.The same point on
the match line in Figure 1 is carried over to the match line on Figure 2
Step 4. From the match line on Figure 2, the line is extended through the
appropriate .PSI value to the design thickness chart.
Step 5. A horizontal line is then plotted through the design slab
thickness chart.
Step 6. Enter the nomograph with the selected Reliability value, and
proceed through the overall standard deviation value (0.34) and
intercept the turning line.
Step 7. From the turning line, intercept the appropriate 18k ESAL
value and extend the line to the design slab thickness chart.
Step 8. Extend a vertical line upward and intercept the horizontal line
previously
established.
Step 9. The intercept of the two lines with the slab thickness line
provides the required design thickness. Design thickness will be
rounded up to the next ¼ inch increment.
 Design thickness and cross section
The Thickness from Nomograph was found to be 13.5” BUT CONSIDERED 14” TO HAVE FACTOR
OF SAFETY
Median barrier

Outer Inner Inner outer

shoulder shoulder shoulder shoulder
2 lane 2 lane
6ft 5.25ft 5.25ft 6 ft
12ft each 12ft each

2% 2%
4% 4%
3
1

Sub grade

14’’ thick concrete pavement

4’’ thick treated base course

Embankment fill

TYPICAL X- SECTION PAVEMENT

 Concrete Pavement Minimum Thickness
Table 5 shows the minimum required thicknesses for a new or
reconstructed rigid pavement structure.
Table 5 Minimum Thicknesses for Highway and Bicycle Path
Portland Cement
Traffic, 18k ESALS
Concrete Pavement
Greater than 1,000,000 8.0”
Less than or equal to 1,000,000
or Driveway, Sidewalk, Bicycle Path, and 6.0”
Maintenance Pavement

The minimum thickness requirement may be changed on a project-

to-project basis depending upon traffic, soil conditions, bases, etc.
 HOME ASSIGNMENT
Due date: 06 September 2014
Design is required for a new pavement to be constructed in 2016. The
annual average daily traffic for commercial vehicles on the opening day
will be 1500.
Commercial Vehicle details
1.22: 15%
1.2-222: 2%
Buses: 5%
1.22-22: 10%

• Growth rate = 4%
• Subgrade CBR = 3%
• Design life = 20 years
Design both Rigid and Flexible pavement using AASHTO method by
assuming all other data