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Spring 2013

Facebook Group:

www.facebook.com/ce414

Pavement Types
Pavements

Flexible

Rigid

Composite

Flexible Pavement
Surface Course Base Course

Subbase Course Subgrade

Rigid Pavement

Rigid Pavement
Concret Pavement Contraction Design (CPCD)

Rigid Pavement
Jointed Reinforced Concrete Pavement (JRCP)

Rigid Pavement
Continuously Reinforced Concrete Pavement

Rigid Pavement
Post-tensioned Concrete Pavements
Post-tensioned concrete pavements remain in the experimental stage and their design is primarily based on experience and engineering judgment. Post-tensioned concrete has been used more frequently for airport pavements than for highway pavements because the difference in thickness results in greater savings for airport pavements than for highway pavements.

Composite Pavement
A composite pavement is composed of both hot mix asphalt (HMA) and hydraulic cement concrete. Typically, composite pavements are asphalt overlays on top of concrete pavements. The HMA overlay may have been placed as the final stage of initial construction, or as part of a rehabilitation or safety treatment. Composite pavement behavior under traffic loading is essentially the same as rigid pavement.

Rigid and Flexible Pavement Characteristics

The primary structural difference between a rigid and flexible pavement is the manner in which each type of pavement distributes traffic loads over the subgrade. A rigid pavement has a very high stiffness and distributes loads over a relatively wide area of subgrade a major portion of the structural capacity is contributed by the slab itself. The load carrying capacity of a true flexible pavement is derived from the load-distributing characteristics of a layered system

Pavement Type Selection

Selecting a pavement type is an important decision. Like other aspects of pavement design, The selection of pavement type is not an exact science but one in which the highway engineer must make a judgment on many varying factors. .

Project Selection

Life-cycle Cost Analysis (LCCA)

LCCA is an engineering economic analysis that allows engineers to quantify the differential costs of alternative investment options for a given project. LCCA can be used to compare alternate pavement types (flexible versus rigid) on new construction projects and rehabilitation projects.

Life-cycle Cost Analysis (LCCA)

LCCA considers all agency expenditures and user costs throughout the life of the facility, not just the initial investment, and allows for cost comparison of options with varying design lives to be compared on an equivalent basis.
LCCA offers methods to determine and demonstrate the economic merits of the selected alternative in an analytical and fact-based manner.

Life-cycle Cost Analysis (LCCA)

LCCA helps engineers answer questions like: 1. Which design alternative results in the lowest total cost to the agency over the life of the project? 2. To what level of detail have the alternatives been investigated?

3. What are the user-cost impacts of alternative strategies?

Questions ?

CE 414 Lecture 2
Serviceability (PSI)

Design Factors
p0 - pt

Design Factors
1. Traffic and Loading 2. Environment 3. Materials 4. Failure Criteria 5. Reliability 6. Pavement Management Systems (PMS)

1. Traffic and Loading

Axle loads, load repetitions, tire-contact areas , vehicle speeds Passenger

Axle Loads

o Single axle with single tires o Single axle with dual tires o Tandem axles with dual tires

Number of Repetitions

Number of repetitions for each axle load (SPECTRA) Dividing axle loads into groups (PCA, AI& AASHTO) Equivalent axle (80 KN)

Contact Area

Axle load Tire load Tire pressure Contact pressure Contact area

Generally contact pressure is assumed to be equal to tire pressure

Contact Area Ac
0.3L 0.6L Area = 0.5227 L2

0.6 L

L Actual Area

0.8712 L Equivalent Area

= (0.3)2 +(0.4L)(0.6L) = 0.5227L =

.

Draw the most realistic contact area for an 18-Kip (80 KN) singleaxle load with a tire pressure of 80 psi (552 kPa). What are the other configurations of contact area that have been used for pavement design?

Example

P=18-Kip (80 kN) single-axle load p= 80 psi (552 kPa).

Single axle load is applied on 4 tires , Tire load =18,000/4=4500 lb or 80/4 =20 kN The contact area of each tire is Ac =4500/80 = 56.25 in2 (3.6X104 mm2)

Solution

. .

= 10.37 in. (263 mm)

Width of tire is 0.6L = 0.6X10.37 =6.22 in. (158 mm).

79 mm 158 mm

Area = 3.6x104 mm2

158 mm

263 mm Actual Area

229.13mm Equivalent Area

Solution

(a) Most realistic contact area (rectangle + 2 cemicircles) (b) Rectangular contact area for use in finite element analysis (c) Two circles of radius 4.23 in. (107 mm), used by AI (d) Single circle with contact radius of 5.98 in. (152 mm), FHWA

Visco-elastic theory

Speed is directly related to the duration of loading

Elastic theory

Resilient modulus of paving material is selected for vehicle speed (the greater the speed is the larger the modulus)

Vehicle speed

 Temperature Precipitation Both affecting the moduli of the various layers

Environment

General Properties (for both flexible and rigid pavements) : 1. Linear elastic E & 2. Elastic modulus varied with time - Resilient modulus selected with load durations 3. Non-linear elastic constitutive equation should be provided

Material

Flexible pavements: 1. For HMA-creep compliance (1/E) and temperaturetime shift factor 2. Fatigue properties of asphalt mix 3. Permanent deformation for each layer 4. Asphalt stiffness Rigid pavements: 1. Modulus of subgrade reaction 2. Coefficient of thermal expansion 3. Modulus of rupture and fatigue properties 4. Dowel properties (diam. & spacing)

Material

 mechanistic-empirical methods, distress criteria AASHTO method, PSI Flexible Pavements: 1. Fatigue cracking 2. Rutting 3. Thermal cracking

Rigid pavements: 1. Fatigue cracking 2. Pumping or erosion 3. Other criteria

Failure criteria

In view of the fact that the predicted distress at the end of a design period varies a great deal, depending on the variability of predicted traffic and the quality control on materials and construction, it is more reasonable to use a probabilistic approach based on the reliability concept . If PSI is used as a failure criterion, the reliability of the design, or the probability that the PSI is greater than the terminal serviceability index , can be determined by assuming the PSI at the end of a design period to be a normal distribution with a mean and a standard deviation . Conversely, given the required reliability and terminal serviceability index, the acceptable PSI at the end of the design period can be computed.

5. Reliability

Pavement design is a part of the total pavement management process, which includes: planning, design, construction, maintenance, 6. Pavement Management System evaluation, PMS rehabilitation .

With the use of a computer, a pavement management system (PMS) can be developed to assist decision makers in finding optimum strategies for providing, evaluating, and maintaining pavements in a serviceable condition over a given period of time. Pavement management can be divided into two generalized 6. Pavement Management System levels: network PMS project .

1. At the network level, the pavement management system provides information on the development of an overall program of new construction , maintenance, or rehabilitation that will optimize the use of available resources . 2. At the project level, consideration is given to alternative design, construction, maintenance, or rehabilitation 6. Pavement Management System activities for a particular project within the overall PMS program.