CEE 427 Pavement Design

University of Nevada Reno, UNR CEE 427
CEE 427
PAVEMENT DESIGN
Spring 2011
Instructors:
Peter E. Sebaaly &
Elie Y. Hajj, Ph.D.
SEM Bldg, Room 320A

Tel: (775) 784-1180
Pavement Design
2
Pavement Design 1
Early Pavement Consideration

3
 Getting people out of the mud

 Quality HMA mixes was not a
major issue
 Mix design concepts were
simple
 Traffic levels were generally
g y
low
Definition
4
Pavement Design
Pavement Design
- Upper part of roadway, - Conceived/ developed plan

airport, or parking area for something to serve a
structure specific function
- Includes all layers resting on
the original ground
- Consists of all structural
elements or layers, including
shoulders
Pavement Design 2
Pavement Design
5
 Solvesfor thickness required

q to carryy loads
under material & environmental conditions
M t i l
Materials L d
Load
Climate D1 ?
D2 ?
D3 ?
Pavement Design Vs Other Civil Structures

6
 Most civil structures either fail immediately or last for ever.
 Pavements deteriorate gradually over many years, as a

function of materials quality, traffic loading, and
environmental influences.
 Therefore pavement design should be capable of predicting

the long term performance of the pavement: not a sudden
failure, but a slow progress toward failure.
Pavement Design 3
Pavement Types
7
I. Flexible Pavement: Asphalt Concrete (AC)

Pavements (mixture of asphalt and stones - HMA):
A. Conventional Asphalt Pavements
B. Full-Depth Asphalt Pavements
II. Rigid Pavements: Portland Cement Concrete (PCC)

Pavements (mixture of Portland cement, water, and
stones)
III. Composite Pavements: Composed of both HMA and

PCC
I. Flexible Pavement Types

8
 Flexible Pavement: Asphalt Concrete (AC)

Pavements (mixture of asphalt and stones - HMA):
B Full-Depth
B. Full Depth Asphalt Pavements
Pavement Design 4

9
Seal Coat
Tack Coat
Quality
Prime Coat
Wearing Course (1”-2”)
Binder Course (2”-4”)
Crushed Aggregate Base - CAB Base Course (4”-12”)
Gravel or lower quality of crushed

aggregate
Subbase Course (4”-12”)
Compacted Subgrade ( 6”)
Natural Subgrade

10
 Asphalt concrete
Seal coat: thin coat of liquid asphalt + spread of aggregates
Wearing course: top course of asphalt pavement - usually
dense graded HMA - resist distortion under traffic - provide
smooth & skid-resistant riding surface - waterproof to
protect pavement and SG.
Binder course: HMA too thick to be compacted in one layer,
larger size aggregates
(NDOT compact max. 2” at a time)
Pavement Design 5

11
 Tack Coat: asphalt emulsion diluted with water bond

between surface being paved and overlying course very
thin & uniformly cover entire surface.
 Prime Coat: low-viscosity cutback asphalt applied to an

absorbent
bsorbent surface.
s rf e
Prime Coat vs. Tack Coat

12
Prime coat
penetrates into underlying layer, plugs voids, and forms
watertight surface
Tack coat
does not require the penetration of asphalt into the
underlying layer
Pavement Design 6
B. Full-Depth Asphalt Pavements

13
 Cost-effective for heavy traffic

 L l materials
Local i l not available
il bl
Prime Coat
Asphalt Wearing Course
Asphalt Binder Course
Prepared Subgrade
Natural Subgrade
II. Rigid Pavement Types

14
Base course will not contribute to

PCC Slab
the structural capacity of the
Base or pavement system.
Subbase Course
Base course used to:
Subgrade o Control pumping
o Control frost action
o Drainage layer
o Control shrinkage & swelling of SG
o Construction platform.
Pavement Design 7

15
 JPCP: Jointed Plain Concrete Pavement
 JRCP: Jointed Reinforced Concrete Pavement
 CRCP: Continuously Reinforced Concrete Pavement

16
 JPCP: Jointed Plain Concrete Pavement
Pavement Design 8

17
 JRCP: Jointed Reinforced Concrete Pavement

18
 CRCP: Continuously Reinforced Concrete Pavement
Pavement Design 9
Rigid Pavements – Tie Bars

19
Rigid Pavements – Dowel Bars

20
• Coated with stainless steel or epoxy

p y in order to pprevent corrosion.
• Usually inserted at mid-slab depth and coated with a bond-
breaking substance to prevent bonding to the PCC.
• Dowels help transfer load but allow adjacent slabs to expand and
contract independent of one another.
Pavement Design 10
How Do Asphalt Pavement Fails

21
22
Occurs at High Temperature
Pavement Design 11
23
24
Occurs at Intermediate Temperature
Pavement Design 12
25
FATIGUE CRACKING
26
LOW TEMPERATURE CRACKING
Pavement Design 13
How Do Rigid Pavement Fails

27
28 Transverse Cracking
Pavement Design 14
29
Longitudinal
Cracking
30 Pumping
Pavement Design 15
31 Joint Faulting
32 Corner Break
Pavement Design 16
33
Joint Spalling
Pavement Design Methods

34
 AASHTO Design  Asphalt Institute (AI)

Procedure (1993) Pavement Design
(American Association of Procedure.
State Highway and
Transportation Officials).
Pavement Design 17
AASHTO 1993 Pavement Design Guide

Input parameters
35
Pavement Performance - Serviceability

36
 Serviceability index that range from 0 – 5 describes

pavement condition
p
 pi = initial serviceability  condition of the pavement
immediately after construction (pi = 4.2)
 pt = terminal serviceability  condition of the pavement at
the end of performance life
F ti l classification
Functional l ifi ti T
Terminal
i l serviceability
i bilit pt
Interstate 3.0
Principal arterials 2.5
Collectors/locals 2.0
Pavement Design 18
Pavement Performance – Serviceability (cont’d)

37
 Serviceability Loss:
psi = pi – pt
= difference between initial serviceability index
and terminal serviceability index
Ex: for Principal Arterials

psi = pi – pt = 4.2 – 2.5 = 1.7

38
Pavement Design 19
Traffic Characterization
39
 Most important factor in pavement design
 Traffic consideration include:

- Loading magnitude and configuration
- Number of load repetitions
Axle Configuration
40
Single axle single tire Single axle dual tires
Tandem axles single tires Tandem axles dual tires
Pavement Design 20
FHWA Vehicle Classification
41
1) Motor cycles
2) Passenger Cars
3) Other 2-axle, 4 tire single unit veh.
4) Buses
5) 2-axle single tire, single unit truck
6) 3-axle single unit trucks
7)  4 single axle single unit trucks
8)  4 axle single trailer trucks
9) 5-axle single trailer trucks
10)  6 axle single trailer trucks
11)  5 axle multi-trailer trucks
12) 6-axle multi trailer trucks
13)  7 axle multi-trailer trucks
Traffic Load
42
FHWA Class 8
(4 or less axle
single trailer trucks)
FHWA Class 10 (6 or more axle

single trailer trucks)
Pavement Design 21
Traffic Load
43
FHWA Class 11
(5 or less axle
multi-trailer trucks) FHWA Class 13
(7 or more axle multi-trailer trucks)
Traffic Load
44
Tractor Semi-trailer
18-wheeler truck
Pavement Design 22
45
 Design thickness: number of repetitions of a standard

single axle load (18 kip = 80 kN).
kN)
 Any axle/wheel configuration (axle not 18 kip or

consists of tandem or tridem axles) is converted to
equivalent single axle load (18 kip) by multiplying the
number of repetitions
p of each configuration
g byy its
equivalent axle load factor (EALF).
 Obtain the equivalent effect based on 18-kip (80 kN)

single-axle load – equivalent single axle loads (ESAL)
46
 ESAL for Design Lane
ESAL  ADT 0 T Tf G D L 365Y 
ADT = Average Daily Traffic

T = truck percentage
Tf = truck factor (ESALs/truck)
G = growth factor
D = directional distribution factor (usually 0.5)
L = lane distribution factor (varies with volume of traffic & # of lanes)
Y = design period in years
Pavement Design 23
Truck Factor Tf
47
 single Tf can be applied to all trucks or separate Tf can be used

for different truck classes (applicable if different truck growth
factors)
 Use same growth factor for all trucks & a single Tf
 Tf could be found from:
o Traffic data: # axles for each load group & #of trucks weighed
Tf = (ESALs
( for all trucks weighed)/(No.
g ) ( trucks weighed)
g )
o NDOT Vehicle Classification report

(www.nevadadot.com/reports_pubs/Traffic_Report/)
o Distribution of truck factors for different classes of highways and

vehicles in the US.
Truck Factor Tf
48
 AASHTO Equivalent Factors – Example: 18-wheeler truck
30 kips/axle 34 kips/axle 14 kips/axle
0.79 ESAL + 1.15 ESAL + 0.47 ESAL
Total equivalent damage by this

truck is (pt = 3.0, SN = 3): 2.41 ESALs/Truck
Pavement Design 24
49
 Lane distribution factor (L)
No. of lanes/direction % of 18-kip ESAL in design lane

1 100
2 80 – 100
3 60 – 80
4 50 – 75
 Total growth factor = (G)(Y) = [(1+r)Y – 1]/r

r = annual growth rate
50
 Use total ESAL over analysis period if pavement

d
designedd ffor analysis
l periodd without
h any
rehabilitation or resurfacing.
 Use ESAL during any period for stage construction,

rehabilitation,, resurfacingg
Pavement Design 25

51
Material Characterization
52
 Soil (subgrade) strength measured using MR
 Layer coefficients for HMA, Base, and Subbase
 Drainage coefficients
Pavement Design 26
Subgrade
53
 Lab resilient modulus tests – AASHTO T307

 Performed
f d on representative samples in stress
and moisture conditions simulating those of
the primary moisture seasons.
Specimen size
depends on the σd
σc = confining pressure
σc
particle size σd = cyclic deviator stress
6” σ3 = σc
σc σc σ1 = σd + σc
12”
σd = σ1 – σ3
CAB / SG
Compressed air
Subgrade
54
Mr = resilient modulus, psi

Pa = normalizing stress (atmospheric pressure)
 = bulk stress; sum of principle stresses
oct = octahedral shear stress = 1  1   2 2   1   3 2   2   3 2
3
Pavement Design 27
Subgrade – California Bearing Ratio (CBR)
55
 Simple strength test that compares the

b rin capacity
bearing p it off a mmaterial
t ri l with
ith th
thatt
of a well-graded crushed stone
(AASHTO T193)
 high quality crushed stone material

should have CBR  100%
 Developed by CA Division of Highways

(1930) and was subsequently adopted by
numerous states, counties, U.S. federal
agencies and internationally.
56
 Applying load to a small penetration piston at a rate of

0 05”/min & rrecording
0.05”/min rdin th
the ttotal
t l lload
d att penetrations
p n tr ti n rranging
n in
from 0.025 in. up to 0.300 in.
 x
CBR (%)  100 
 y
 x = unit load on piston for 0.1” or 0.2” of penetration

 y = standard unit load for well-graded crushed stone
- for 0.1" pen = 6.9 MPa (1000 psi)
- for 0.2" pen= 10.3 MPa (1500 psi)
Pavement Design 28
57
General Soil Type USC Soil Type CBR Range
GW 40 - 80
GP 30 - 60
GM 20 - 60
GC 20 - 40
Coarse-grained soils
SW 20 - 40
SP 10 - 40
SM 10 - 40
SC 5 - 20
ML 15 or less
CL LL < 50% 15 or less
OL 5 or less
Fine-grained soils
MH 10 or less
CH LL > 50% 15 or less
OH 5 or less
Subgrade – Resistance Value (R-value)
58
 Measure of the material's resistance to plastic flow.
 Lab prepared samples fabricated to a moisture & density

condition representative of worst possible in-situ condition of a
compacted SG.
 R-value calculated from ratio of applied vertical pressure to

p lateral p
developed pressure.
 testing apparatus: Stabilometer
Pavement Design 29
Subgrade – Resistance Value (R-value)
59
100
R  100 
2.5 / D 2 Pv / Ph  1  1
 Pv = vertical pressure = 160 psi

 Ph = horizontal pressure at Pv of 160 psi
 D2 = displacement of stabilometer fluid
necessary to increase horizontal pressure from
5 to 100 psi
CA Division of Highways
D4” x H 4.5” sample
Subgrade Strength
60
 MR can be estimated
 if R-value is known
MR = 145 × 10(0.0147R+1.23), psi
Typical R-values:
- well-graded (dense gradation) crushed stone base course: 80+
- MH silts: 15-30
 or CBR value is known

MR = 2555×(CBR)0.64, psi
Pavement Design 30
Material Characterization –
Layer Coefficients ai
61
 A measure of relative ability of a unit thickness of a

given layer to function as structural component of the
pavement.
 Determined from correlations with material properties:

ai = f(MR)
 NDOT: aPlantmix Surface = 0.35

aRoadbed Modification = 0.18
aAggregate Base = 0.10 (E2 = 21200 psi)
aBorrow = 0.07
Drainage Coefficients mi
62
 Account for loss of strength of pavement layers under

moisture effects
effects.
 Drainage coefficients m2 and m3 applied to granular
bases and subbases to modify the layer coefficients.
 depends on:
 Quality of drainage (time required to remove most of
the water)
 % of time pavement is exposed to moisture levels
approaching saturation
Pavement Design 31
63
 Quality of drainage rated by the time of standing

water
t or saturated
t t d conditions
diti
64
 Recommended m-values for untreated bases and

subbases.
bb
 Ex: pavement designed with fair drainage (moisture drains within a week) and 2
months/year are likely to be saturated conditions:
m2 = m3 = 0.8 - 1.0
Pavement Design 32

65
Reliability
66
 Probabilistic: Each design factor assigned a mean and a

variance.
variance
 Reliability: defined as the probability that the design will

perform its intended function over its design life.
 Incorporates some degree of certainty into the design

process to ensure that the various design alternatives will
last the analysis period.
Pavement Design 33
Reliability
67
 Overall standard deviation (S0): Takes into account error due to

variabilityy in estimatingg traffic,, material strength
g & construction
practice (0.3 – 0.5).
 S0 typically about 0.45 for flexible pavement.
 ZR – probability that the serviceability will be maintained over

the design life of the pavement. Or probability that pavement
will
ill perform
f at or above
b pt during
d i theh ddesign
i period
i d (i
(inverse off
the standard normal cumulative distribution).
 S0, ZR – used together to ensure the likelihood that the

pavement performs at the expected level of R.
Reliability
68
 Suggested Levels of Reliability (R) for Various Road

F
Functional
i l Classifications
Cl ifi i
Recommended Level of Reliability

Functional Classification Urban Rural
Interstate and Other Freeways 85-99.9 80-99.9
Principal Arterials 80-99 75-95
Collectors 80-95 75-95
Local 50-80 50-80
NOTE: Results based on a survey of the AASHTO Pavement Design Task Force
Pavement Design 34

69
AASHTO DESIGN PROCEDURE

70
 All design factors linked together in one design equation

 PSI 
log10 
 2.7 
log10 (W18 )  Z R S o  9.36 log10 ( SN  1)  0.20  1094
0.4 
( SN 1)5.19
 2.32 log10 ( M R )  8.07
 Used to estimate the SN

 Solved from a nomograph
 MR is for SG if SN considered for entire pavement structure,
otherwise it is the MR of the supporting layer
Pavement Design 35

71
 PSI 
log10 
 2.7 
log10 (W18 )  Z R S o  9.36 log10 ( SN  1)  0.20  1094
0.4 
( SN 1)5.19
 2.32 log10 ( M R )  8.07
 W18 = predicted traffic load in ESAL (18 kips loads)

 ZR = standard normal deviate for specified reliability R
 S0 = combined standard error of the traffic prediction and
performance prediction (0.45 for flexible pavements)
 PSI = pi – pt = difference between initial and terminal serviceability
index
 MR = resilient modulus (psi)
72
 PSI 
log10 
 2.7 
log10 (W18 )  Z R S o  9.36 log10 ( SN  1)  0.20  1,094
0.4 
( SN 1)5.19
 2.32 log10 ( M R )  8.07
Pavement Design 36

73
 Strength of pavement represented by a Structural

Number (SN) function of layer thickness
thickness, layer
coefficient, & drainage coefficient.
 Total pavement structural number:

SN = aiDimj
ai = layer coefficient – pavement relative quality as a structural unit –

related to MR
mi = drainage coefficient
SN = solved from equation or nomograph

74
 Select a set of thicknesses so that provided

SN = a1D1 + a2D2m2 + a3D3m3 > required SN (nomograph)
a1, a2, & a3 = layer coefficient for the surface, base, & subbase,
respectively
D1, D2, & D3 = thickness of surface, base, & subbase, respectively
E1 a1
E2 a2 m2
E3 a3 m3
MR
Pavement Design 37

75
Procedure
1. Using E2 as MR determine
d SN1 requiredd to protect the
h bbase
(nomograph)
SN1
D1* 
a1
D1* is rounded up to nearest 0.5 in. and a design value of

the surface structure number SN1* is calculated from D1*
by
SN1*  a1 D1*

76
Procedure
2 Using
2. U i E3 as MR determine
d t r i SN2 required
r ir d tto pr
protect
t t th
the
subbase (nomograph)
SN 2  SN 1*
D2 
*
a2 m2
D2* is
i rounded
d d up tto nearestt 0.5
0 5 in.
i and
d a ddesign
i value
l off
by
SN 2*  D2*a2 m2
Pavement Design 38

77
Procedure
3 Based on roadbed MR determine the total SN3 required
3.
(nomograph)
SN 3  SN *2
D3 
*
a3 m3
D3* is
i rounded
d d upp tto nearestt 0.5
0 5 in.
i and
d a ddesign
i value
l off
by
SN 3*  D3*a3m3
AASHTO DESIGN EXAMPLE

78
o Design a pavement for a 6-lane (both direction) urban principal

arterial
o Pavement structure: asphalt concrete and granular base.
o Subgrade R-value = 36
o Design years, Y = 20
o Two-Way Traffic ADT = 19,000
o Annual growth rate (r) = 3%
o Truck percentage, T = 4%
o Truck factor, Tf = 0.745 ESAL/Truck
o It is estimated it will take a day for water to drain from the pavement
& that the pavement will be saturated about 15% of the time
Pavement Design 39
Solution
79
 Initial serviceability index pi = 4.2

 Final serviceability index pt = 2.5
 psi = pi – pt = 4.2 – 2.5 = 1.7
Functional classification Terminal serviceability pt
Interstate 30
3.0
Principal arterials 2.5
Collectors/locals 2.0
Solution
80
 Directional Distribution D = 0.5

 Lane Distribution L = 0.70
No. of lanes in each Percentage of 18-kip

direction ESAL in design lane
1 100
2 80 – 100
3 60 – 80 L = 70 %
4 50 – 75
Pavement Design 40
Solution
81
 Total growth factor = (G)(Y) = [(1+r)Y – 1]/r

[(1+0 03)20 – 1]/0.03
= [(1+0.03) 1]/0 03
= 26.87
 ESAL for Design Lane

ESAL  ADT 0 T Tf G D L 365Y 
ESAL = (19000)(0.04)(0.745)(0.50)(0.70)(26.87)(365)
= 1,943,589  2  106
Solution
82
 Subgrade MR = 145  10(0.0147R+1.23)

= 145  10(0.014736+1.23)
(0 014736+1 23) = 8329 psii
 aPlantmix Surface = 0.35

 aAggregate Base = 0.10 equivalent to E2 = 21200 psi
 Drainage
g coefficient:
Time to drain is 1 day – characterized as Good.
Pavement expected to be saturated about 15% of the
time: m2= 1.0
Pavement Design 41
Solution –
83
 Quality of drainage rated by the time of standing

water
t or saturated
t t d conditions
diti
Solution –
84
 Recommended m-values for untreated bases and

subbases.
bb
Pavement Design 42
Solution
Reliability
85
 R = 90%
 S0 = 0.45
0 45 (typical for flexible pavements)
Recommended Level of Reliability

Functional Classification Urban Rural
Interstate and Other Freeways 85-99.9 80-99.9
Principal Arterials 80-99 75-95
Collectors 80-95 75-95
Local 50-80 50-80
86
SN1 =?? 2.6

R = 90%
So = 0.45
W18 = 2  106
PSI = 1.7
MR = 21,200 psi (E2 of Base)
Pavement Design 43
Solution
87
 SN1 = 2.6
D1= SN1/a1 = 2.6/0.35 = 7.43 in.

(Round up to the next 1/2 in.)
D1* = 7.5
7 5 in.
in
SN1* = a1D1* = 0.35  7.5 = 2.625
88
SN2 =?? 3.7

R = 90%
So = 0.45
W18 = 2  106
PSI = 1.7
MR = 8,329 psi (Roadbed)
Pavement Design 44
Solution
89
 SN2 = 3.7
D2= (SN2 – SN1*)/(a2m2)

= (3.7 – 2.625)/(0.10  1.0) = 10.75
((Round up
p to nearest 1/2 in.)) D2* = 11 in.
SN2* = SN1* + a2m2D2*

= 2.625 + 0.10  1.0  11 = 3.725  3.7 OK
Solution
90
 The Pavement will consist of 7.5 inch of asphalt

concrete
t surface
f andd 11.0
11 0 inch
i h off granular
l bbase.
Asphalt Concrete 7.5 inch
Crushed Aggregate Base - CAB 11.0 inch
Subgrade
Pavement Design 45
Solution
91
 Instead of 7.5 inch of asphalt concrete surface a 5.0 inch of

AC will be used
used. What is the new granular base thickness
needed to maintain the required total SN?
 SN2 = 3.7 = a1D1’ + a2m2D2’ = 0.355 + 0.101.0D2’
D2’ = (3.7
(3 7 – 0.355)/(0.101.0)
0 355)/(0 101 0) = 19.5
19 5 inch
However you need to be careful when reducing

the AC layer thickness
Meadowood Mall Way

92
Pavement Design 46
Meadowood Mall Way

93
 Ground water was encountered at depths ranging

between 33.5-45
33 5 45 ft below existing
e isting grade at the
time of exploration in Dec 1998.
 At the time of exploration in August 2007, ground

water was encountered at depths ranging between
14-21 ft below existing grade on the west side of
the Meadowood Mall Way bridge site, and 27 ft
on the east side.
Meadowood Mall Way

94
 Ground water elevations will vary depending

on:
 the time of year of construction,
 winter precipitation levels prior to construction, and
 irrigation practices of upslope areas.
Pavement Design 47
Meadowood Mall Way

95
 Changes in water level  changes in moisture

content  Native
Nati e cla
clay soils will exhibit
e hibit considerable
shrink-swell potential.
 In most explorations, clays were generally moist to

wet  if overlaying soils were removed the clay
soils would tend to shrink if allowed to dry.
Meadowood Mall Way

96
 A non-woven geotextile can be placed below

aggregate base layer.
layer
 Function of geotextile:
 Separation, Reinforcement, Flirtation/drainage
 Some Benefits
 Reduce stresses on SG and prevent penetration of fines
i b
into base aggregate.
 Reduce disturbance of sensitive SG
 Reduce thickness of granular base
Pavement Design 48
Meadowood Mall Way

97
 Design of geotextile
 Nott responsible
N ibl ffor geotextile
t til design.
d i
 Recommend non-woven geotextile on top
of SG for the designed pavement section.
Materials Information
98
 Dense-Graded Plantmix Unit Weight: 1.957 ton/yd3
 Aggregate Base Unit Weight (Includes 8% Moisture:

138.5 lb/ft3
 Liquid Asphalt, Type MC-70NV Prime Coat: 0.28 gal/yd2
 Emulsified Asphalt, Type SS-1h (Diluted) Tack Coat: 0.06

l/ d2
gal/yd
Pavement Design 49
Typical Nevada Construction Costs

99
Material Units Cost
Type 1 Class B Aggregate Base Ton $15.00
Asphalt Concrete Surface Course Ton $75.00
Emulsified Asphalt – Type SS-1h (Tack Coat) Ton $350.00
Liquid Asphalt – MC-70NV (Prime Coat) Ton $500.00
Non-woven Geotextile Yard2 $5.00
Pavement Design 50

CEE 427 Pavement Design

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CEE 427 Pavement Design

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University of Nevada Reno, UNR CEE 427

SEM Bldg, Room 320A

Early Pavement Consideration

 Getting people out of the mud

- Upper part of roadway, - Conceived/ developed plan

 Solvesfor thickness required

Pavement Design Vs Other Civil Structures

 Most civil structures either fail immediately or last for ever.

 Pavements deteriorate gradually over many years, as a

 Therefore pavement design should be capable of predicting

I. Flexible Pavement: Asphalt Concrete (AC)

II. Rigid Pavements: Portland Cement Concrete (PCC)

III. Composite Pavements: Composed of both HMA and

I. Flexible Pavement Types

 Flexible Pavement: Asphalt Concrete (AC)

A. Conventional Asphalt Pavements

A. Conventional Asphalt Pavements

Crushed Aggregate Base - CAB Base Course (4”-12”)

Gravel or lower quality of crushed

Compacted Subgrade ( 6”)

A. Conventional Asphalt Pavements

(NDOT compact max. 2” at a time)

A. Conventional Asphalt Pavements

 Tack Coat: asphalt emulsion diluted with water bond

 Prime Coat: low-viscosity cutback asphalt applied to an

Prime Coat vs. Tack Coat

B. Full-Depth Asphalt Pavements

 Cost-effective for heavy traffic

Asphalt Wearing Course

Asphalt Binder Course

II. Rigid Pavement Types

Base course will not contribute to

II. Rigid Pavement Types

 JPCP: Jointed Plain Concrete Pavement

 JRCP: Jointed Reinforced Concrete Pavement

 CRCP: Continuously Reinforced Concrete Pavement

II. Rigid Pavement Types

 JPCP: Jointed Plain Concrete Pavement

II. Rigid Pavement Types

 JRCP: Jointed Reinforced Concrete Pavement

II. Rigid Pavement Types

 CRCP: Continuously Reinforced Concrete Pavement

Rigid Pavements – Tie Bars

Rigid Pavements – Dowel Bars

• Coated with stainless steel or epoxy

How Do Asphalt Pavement Fails

Occurs at High Temperature

Occurs at Intermediate Temperature

LOW TEMPERATURE CRACKING

How Do Rigid Pavement Fails

Pavement Design Methods

 AASHTO Design  Asphalt Institute (AI)

AASHTO 1993 Pavement Design Guide

Pavement Performance - Serviceability

 Serviceability index that range from 0 – 5 describes

Pavement Performance – Serviceability (cont’d)

Ex: for Principal Arterials

AASHTO 1993 Pavement Design Guide

 Most important factor in pavement design

 Traffic consideration include:

Single axle single tire Single axle dual tires

Tandem axles single tires Tandem axles dual tires