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CE 442
Material and Pavement Design

Madhar Taamneh, Ph.D .

Assistant Professor
Email: [email protected]

Yarmouk University Hijjawi for

Engineering Technology

Fall 2014

Chapter I: Introduction

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Outline
Methods of Pavement Design

Types of Pavements

Flexible Pavements

Rigid Pavements

Composite Pavements

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Methods of Pavement Design

Empirical Methods

 Limiting Shear Failure Methods

Limiting Deflection Methods

Regression Methods

Mechanistic-Empirical Methods

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Methods of Pavement Design …

Empirical Methods
 Empirical design means that the relationship between design inputs
(e.g., loads, materials, layer configurations and environment) and
pavementt failure
f il were arrived
i d att through
th h experience,
i experimentation
i t ti
or a combination of both.
 Empirical design methods can range from extremely simple to quite
complex.
 The simplest approaches specify pavement structural designs based on
what has worked in the past.
 More complex approaches are usually based on empirical equations
derived from experimentation. (1993 AASHTO Guide).(pavement
thickness is related to the CBR)
CBR).
 The disadvantages of an empirical method is that it can be applied
only to a given set of environmental, material, and loading conditions.
If design input changed, the design is no longer valid and a new
method must be developed through trial and error to be conformant to
the new conditions.
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Methods of Pavement Design …

 Limiting Shear Failure Methods
 Used to determine the thickness of pavements so that
shear failures will not occur.
 Cohesion and angle of friction of pavement components
and subgrade soils need to be considered in this design
method.
method
 Terzaghi’s bearing capacity formula (1943) was applied
by Barber (1946) to determine the pavement thickness.

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Methods of Pavement Design …

 Limiting Deflection Methods
 Used to determine the thickness of pavements so that the
vertical deflection will not exceed the allowable limit.
 Boussinesq’s equation was modified and limited the
deflection of subgrade to 0.1-in. (Kansas State Highway
Commission ,1974).
1974)
 Burmister’s two-layered theory was used by U.S. Navy
(1953) to limited the surface deflection to 0.25-in.

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Methods of Pavement Design …

 Regression Methods

 Based on pavement performance or road tests.

 AASHTO method uses regression equations for pavement
design. These design equations are based on the results of
road tests.
 The design equations can be applied only to the conditions at
the road test site. However, on conditions other than those
under which the design equations were developed, extensive
modifications based on theory or experience are needed.
 Since both pavement material and construction were not well
controlled, regression equations based on pavement
performance usually experienced a large standard error.
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Methods of Pavement Design …

 Mechanistic-Empirical Methods
These methods are based on the mechanistic analysis of
the pavement.
 The pavement response (stress, strain, and deflection) is
determined using a structural models/program/software.
 Then the response values are used to predict pavement
performance or distress based on laboratory test and field
performance data.

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Types of Pavements

 Flexible Pavements

 Rigid Pavements

 Composite Pavements

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Types of Pavements…
 Flexible Pavements

Conventional Asphalt Pavement

 Full-Depth Flexible Pavement

 Contained
i d Rockk Asphalt
h l Mats (CRAM)
( )

 Perpetual Pavement

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Conventional Asphalt Pavements

Layered system with better materials on top and inferior
materials at the bottom.

Cross-section of a conventional flexible pavement Dr. Madhar M. Taamneh

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Conventional Asphalt Pavements…

 Seal Coat:
A thin asphalt surface
treatment used to:
 waterproof the surface, or
 provide skid resistance
Depending on the
purpose, seal coat may
or may not be covered
with aggregate.

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Conventional Asphalt Pavements…

Tack Coat:
 It is a very light
application of asphalt
(usually asphalt
emulsion), used to
ensure a bond between
the surface and the
binder course.

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Conventional Asphalt Pavements…

 Prime Coat:
 It is an application of
low-viscosity cutback
asphalt to an absorbent
surface.
 Used to bind the
granular base to the
g
asphalt layer

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Conventional Asphalt Pavements…

 Surface Course (wearing course):
 It is the top course of an
asphalt pavement.
 Usually dense graded HMA
 Tough to resist traffic loading
and to provide a smooth and
skid-resistant riding surface.
 Waterproof to protect the entire
pavement and subgrade from
the weakening effect of water.

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Conventional Asphalt Pavements…

Binder Course (Asphalt Base Course):
 It is the asphalt layer below the
surface course.
 Two reasons to use the binder
course:
 HMA is too thick to be compacted
in one layer, therefore two layer
must be used
 Binder course does not require a
high quality materials as compared
to surface course layer. It is usually
composed of larger aggregate and
less asphalt content . Therefore ,
replacing a part of surface course
by the binder course results in a
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Conventional Asphalt Pavements…

Base Course:
 It is the layer immediately
beneath the surface course
or binder course (if used).
 It is typically composed of
granular materials, crushed
aggregates, crushed stone,
or other untreated or
stabilized materials.

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Conventional Asphalt Pavements…

Subbase Course:
 It is the layer beneath the base
course layer (granular material) .
 The subbase has normally
cheaper materials.
 Subbase with more fine can
serve as a filter between the
subgrade and the base course.

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Conventional Asphalt Pavements…

Subgrade:
 Top 6 in. (152 mm) should
be scarified and compacted
to the desired density near
the optimum moisture
content.
 This compacted subgrade
may be the in-situ soil or a
layer of selected materials.

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Full-Depth Asphalt Pavement

 It is constructed by
y pplacing
g
one or more layers of HMA Full-Depth HMA
directly on the subgrade or
improved subgrade.
 Used primarily for heavy
traffic.
 Used in areas where local Subgrade
materials are not available.

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Full-Depth Asphalt Pavement…

Advantages of Full-Depth Asphalt Pavements:
 No permeable granular layers exists, and therefore no water is
entrapped into the pavement.
 Time required for constructions is reduced.
 They provide uniformity in the pavement structure.
 They are less affected by moisture or frost (freezing and
thawing).
 According to limited studies, Subgrade under full-depth asphalt
ppavements do not have moisture built upp as in subgrade
g under
conventional asphalt pavement. Thus, there is little of no
reduction in subgrade strength.
 Full-depth pavements have extended construction seasons if
placed in a lift of 4-in or more.

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Contained Rock Asphalt Mats (CRAM)

Dense-Graded HMA

Dense-Graded Aggregate

Open-Graded Aggregate

Modified Dense-Graded HMA

Subgrade

23 Typical CRAM Cross-section Dr. Madhar M. Taamneh

Contained Rock Asphalt Mats (CRAM)…

Advantages of CRAM Pavements:

 The bottom HMA layer reduces the vertical
compressive strains on the subgrade and the horizontal
tensile stress in the overlaying granular layer.
 As a result the tensile stresses and strains in the surface
asphalt layer (top layer) are reduced.
 CRAM pavements are capable of controlling surface
water by the open-graded aggregate layer.
CRAM pavements prevent the contamination of
aggregates by the infiltration of subgrade soils.
 Resistance to fatigue cracking is improved and crack
propagation is reduced in CRAM pavements.
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Perpetual Pavement
 A Perpetual Pavement is defined as an asphalt pavement
designed and built to last longer than 50 years without
requiring major structural rehabilitation or reconstruction,
and needing only periodic surface renewal in response to
distresses confined to the top of the pavement.

 Thus, when surface distress reaches a critical level, an

economical solution is to simply remove the very top layer
and replace it to the same depth. The pavement material
that is removed can then be recycled.

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Perpetual Pavement…
The structure, designed for durability, combines a rut-resistant and
wear-resistant top layer with a rut-resistant intermediate layer and
a fatigue resistant base layer as shown in the following Figure.

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Perpetual Pavement…

 Goals of Perpetual
Pavement Design
 Design the structure such
that there are no deep
structural distresses: Top Down Cracking
 Bottom up fatigue
cracking
 Structural rutting
 All distresses can be quickly
remedied from surface.
 Result in a structure with
‘Perpetual’ or ‘Long Life’.
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Non-Structural Rutting

Types of Pavements…
 Rigid Pavements
 Jointed Plain Concrete Pavement (JPCP)
 Jointed Reinforced Concrete Pavement (JRCP).
 Continuous Reinforced Concrete Pavement (CRCP)
 P t
Prestressed
d Concrete
C t Pavement
P t (PCP)

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Rigid Pavements…
Rigid Pavements
 Constructed of Portland cement concrete
 Placed either directly on the prepared subgrade or
on a single layer of granular or stabilized materials.

 Reasons for using base course

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1. Control pumping
 The ejection of water and subgrade soil through
joints and cracks and along the edge of pavements,
caused by downward slab movements due to heavy
axle loads.
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Rigid Pavements…
2. Control of Frost Action
 Base material could be used to insulate frost-
susceptible subgarde soil from frost penetration.
 Frost action results in frost heave, which causes the
concrete slab to break and softens the subgrade during
the frost-melt period.
3. Improvement of Drainage
 Base course can raise the pavement to a desirable
elevation above the water table when the water table is
high.

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Rigid Pavements…
4. Control of shrinkage and swelling
 when moisture changeg cause the subgrade
g to shrink
and swell, the base course can serve as a surcharge
load to reduce the amount of shrinkage and swell.

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Jointed Plain Concrete Pavement (JPCP)

Transverse Joints with or
 Closely spaced contraction joints without Dowels
(15 to 30 ft)
 Dowels or aggregate interlocks
may be used for load transfer
across the joints.
 A maximum spacing of 20 ft is
recommended for doweled joints.
15 – 30 ft 15 – 30 ft

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Jointed Reinforced Concrete Pavement (JRCP)

 Steel reinforcement in the form of wire mesh is used to allow the use of
longer joint spacing. (does not increase the load capacity)
 Joint spacing vary from 30 to 100 ft. (most economical joint spacing is 40 ft)
 Dowels are required for load transfer across the joints
joints.

Transverse Joints with Dowels

Longitudinal Joint with Tie bars

Wire fabric

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Continuous Reinforced Concrete Pavement (CRCP)

 Steel reinforcement
 No joints spacing
 Joints are the weak spots
in rigid pavement.
 By eliminating the joints
we can reduce the
thickness of CRCP by1
to 2 in.
 Cracks are held tightly by
the reinforcement.

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Continuous
ContinuousReinforcement
Reinforcement Dr. Madhar M. Taamneh

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Prestressed Concrete Pavement (PCP)

 Concrete is weak in tension but strong in compression.
 The thickness of concrete pavement is governed by its modulus of rupture,
which varies with the tensile strength.
 P
Pre-application
li ti off a compressive
i stress
t to
t the
th concrete
t greatly
tl reduces
d the
th
tensile stress and decrease the thickness of concrete required.
 Have less probability of cracking and fewer transverse joints and therefore
less maintenance and longer pavement life.
 Slab length 300 to 700 ft.

Wire Strands

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Types of Pavements…
 Composite Pavements
 A composite pavement is composed of both HMA
and PCC.
 The HMA provides smooth non reflective top
surface layer.
 The PCC provides a strong base.
 Very
Ve y eexpensive
pe s ve andd iss rarely
e y used ass a new
ew
construction.

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Composite Pavements…
Two typical cross sections for composite
pavements:
HMA directly over PCC

 HMA over thick granular materials over PCC.

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Composite Pavements…
 HMA directly over PCC
 Disadvantage of composite
pavement is the occurrence Dense-Graded HMA 1 in.
of reflection cracks on the
asphalt surface due to joints Open-Graded HMA 3 in.
and cracks in the concrete
base.
JPCP / JRCP 8 in.
 Open-Graded
O G d d HMA serves
as a buffer to reduce the Granular Base 12 in.
amount of reflection cracks.
Subgrade

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Composite Pavements…
 HMA over thick granular materials over PCC
 Placing
Pl i thick
hi k layer
l off
granular materials Dense-Graded HMA 3.5 in.
between HMA and
JPCP layers can Dry Bound Macadam 5 in.
eliminate reflection
cracks. Dense-Graded Crushed Stone 6 in.

 3.5-in.
3 5 i HMA iis JPCP 8 iin.
composed of a 1.5-in.
surface course and a 2- Crushed Stone Base 12 in.
in. binder course
Subgrade
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Thank You

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