PAVEMENT DESIGN:

PAVEMENT DESIGN ANALYSIS;

PAVEMENT DESIGN TESTING REQUIREMENTS

PREPARED BY:
HABER | SARIPADA | BALINDONG | TUBO
 INTRODUCTION

• Pavement is the road or highway surface above the subgrade that

supports and provides a running surface for vehicular traffic.
• Pavement design involves determining the thickness and strength of
the pavement layers to create a stable, even, and safe surface for
traffic, ensuring the flow of vehicles in line with specified loads.
 COMPONENTS AND FUNCTIONALITY

Layered Structure: Pavements

consist of multiple layers, each made
of different materials to handle loads
and stresses effectively.
 PRIMARY FUNCTIONS OF PAVEMENT

• Smooth Riding Surface: Ensures an acceptable level of

smoothness for vehicles.
• Durability and Dust Control: Prevents dust formation, especially
on high-traffic roads.
• Road Definition: Provides clear visual guidance for drivers.
• Skid Resistance: Allows safe acceleration, braking, and cornering.
• Water Protection: Prevents water from entering the pavement
and subgrade, which could cause damage.
• Load Distribution: Transfers wheel loads from traffic to the
subgrade, reducing damage to the pavement and underlying soil.
• Structural Role: The pavement's main structural role is to
distribute loads and protect the subgrade.
TYPES OF PAVEMENT
There are three major types of
pavement present in the Philippines:
1. Flexible (or Asphalt pavement).
2. Rigid (or Concrete pavement).
3. Unbound, gravel surfaced,
unsealed or 'unpaved' roads
(usually restricted to local rural
access or temporary roads). These
are a subset of flexible pavement.
 FLEXIBLE PAVEMENTS

• Layer Structure: Flexible pavements typically

consist of three main layers:
1.Bituminous Surface Course: Divided into the
wearing and binder courses.
2.Base Course: Often divided into upper and lower
layers.
3.Sub-base Course: Can also be divided into upper
and lower layers, depending on the material used.
• Capping Layer: Added between the sub-base and
subgrade when the soil is very weak.
• Subgrade Surface: Known as the formation level,
which supports the entire pavement structure.
• Gravel-Surfaced Pavements: A type of flexible
pavement without a bound surface course.
 RIGID OR CONCRETE PAVEMENTS

• Layer Structure:
Typically consist of two layers:
a. Pavement Slab (cement concrete, either
reinforced or unreinforced)
b. Sub-base Course

• Structural Capacity:
a. Unlike flexible pavements, the structural capacity
in rigid pavements is largely supported by the concrete
base layer.
b. High rigidity and elasticity allow traffic loads to
be distributed more evenly, reducing the pressure on
the underlying layers.
Design Considerations:
• The concrete layer must have sufficient thickness and strength to resist:
⚬ Wheel load stresses
⚬ Temperature and moisture variations
⚬ Volumetric changes in the supporting material.

Pavement Slab
Pavement slabs may be constructed with or without reinforcement. They may
be designed as continuous structural elements or jointed structural elements where
relatively shorter slab lengths are joined together in a systematic way to maintain
good ride quality.
Sub-base Course
• While its structural support is minimal in rigid pavements, the sub-
base course is provided to:
a. Create a stable working platform for construction equipment.
b. Ensure a uniform bearing surface under the pavement.
c. Reduce deflection at joints.
d. Control shrink and swell in high-volume subgrade soils.
e. Prevent pumping at joints and slab edges.
Gravel pavements
• Gravel pavements are designed to have a layer thick enough to
distribute heavy loads, ensuring the subgrade (the foundation beneath
the road) isn’t overstressed, which could cause noticeable rutting
(depressions or grooves).
• The thickness needed depends on the subgrade strength (usually
measured by California Bearing Ratio or CBR), the weight of the loads,
and how often the loads pass over the road.
Failure of Existing Pavements
Understanding the causes of pavement failure is crucial for designing new or reconstructed pavements.
Common causes of failure include:
1.Inadequate Structural Strength:
⚬ Poor compaction of embankments leading to inadequate subgrade support, settlement, and pavement
cracking.
2.Substandard Materials:
⚬ Insufficient quality of base course materials, often involving uncrushed pit-run gravel.
⚬ Open-graded gravel placed on soft subgrades (clay and silt), leading to contamination and reduced
bearing capacity.
3.Design and Construction Issues:
⚬ Cement concrete placed directly on fine-grained soils without a base, causing deformation and cracking.
⚬ Poor construction practices, including low concrete strength due to inadequate curing and poorly
constructed joints, resulting in uncontrolled cracking.
⚬ Use of wooden forms leads to poor ride quality on new pavements.
4.Early Traffic Exposure:
⚬ Early exposure to high traffic loads beyond the pavement's design capacity.
5.Insufficient Sub-base:
⚬ Absence or poor quality of the sub-base layer beneath flexible pavements.
Designing New Road Pavements
The main factors which influence the performance of a pavement are:
1. Traffic:
• Volume and loading characteristics.
2. Subgrade Support:
• Strength and stiffness of subgrade soils.
3. Water:
• Effects on pavement materials.
4. Pavement Material Performance:
• Quality and characteristics of selected materials.
5. Quality of Construction:
• Adherence to construction standards and practices.
There are three main steps to be followed in designing a new road pavement:
1.Traffic Assessment:
⚬ Estimate the traffic volume, axle loading, and load distribution over the pavement's design life.
2.Subgrade Support Evaluation:
⚬ Measure the strength of the subgrade soils to ensure adequate support for the pavement structure.
3.Structure Design:
⚬ Select the most economical combination of pavement materials and layer thickness to ensure
satisfactory service with only routine maintenance throughout the design life.
Design
Considerations for
Flexible Pavements
This guide outlines key factors in designing flexible pavement structures.
It's based on AASHTO Road Test data and other research. The process
involves evaluating several parameters to determine the optimal
pavement design.
Soil Support and Regional Factor
Soil Support Regional Factor

Soil support values range from 1.00 to 10.00. They account This factor adjusts for climatic and environmental
for soil density and moisture variations during construction. conditions different from the AASHTO Road Test site.
Structural Number and
Layer Coefficients

1 Structural Number (SN)

Expresses pavement strength as a combination of soil support,
axle loads, serviceability, and regional factor.

2 Layer Coefficients
Used to convert SN to actual thickness of surfacing, base, and
sub-base.
Rigid Pavement Design
Considerations

1 Pavement Slab
Consists of Portland cement, reinforced steel, and joint sealing
materials.

2 Sub-base
Provides uniform support and prevents pumping of fine-grained
soils.

3 Joints
Include expansion, contraction, and longitudinal joints for crack
control.
Materials for Rigid Pavements

Portland Cement
Minimum cement factor determined by laboratory tests and prior experience.

Reinforcing Steel
Various grades available based on strength and flexural property requirements.

Joint-Sealing Materials
Include liquid sealants and preformed elastomeric seals.
Modulus of Subgrade
Reaction
Definition
Represents load divided by deflection of the loaded area.

Measurement
Obtained through plate loading tests or estimated from previous
experience.

Application
Used in design charts to represent various soil types.
Load Transfer Devices

Simple Design Stress Distribution Stability

Practical to install and allow complete Properly distribute load stresses Mechanically stable under prevailing
concrete encasement. without overstressing concrete. wheel loads and frequencies.
Pavement Slab Thickness
Determination

1 Chart Selection
Choose based on desired terminal serviceability index.

2 Load and Stress

Draw line from axle loads through concrete working stress to
pivot line.

3 Subgrade Reaction
Draw line from pivot to subgrade reaction value for slab
thickness.
Pavement Jointing
Design for Concrete
Roads

Joints are essential elements in concrete pavements, controlling cracking and

facilitating construction. They divide the pavement into practical increments,
delineate traffic lanes, and accommodate slab movements. The three main types
are contraction joints, construction joints, and isolation (expansion) joints. Proper
joint spacing and design are crucial for effective crack control and long-term
pavement performance.
Types of Joints and Their Functions

Contraction Joints Construction Joints Isolation Joints

Control cracking due to restrained Allow for interruptions during Allow relative movement between
shrinkage and placement or occur at planned adjacent structures or pavements.
temperature/moisture locations between adjacent lanes. Used sparingly at fixed objects or
differentials. Spacing depends on Can be butt-type or keyed. asymmetrical intersections.
pavement thickness, concrete
strength, aggregate type, and
climate.
Slab Length and Design Factors

Pavement thickness, base stiffness, and climate affect the maximum joint spacing. The ratio of
slab length (L) to radius of relative stiffness (ℓ) should not exceed 4.44 to prevent transverse
cracking. Slab length (in feet) is typically 2 to 2.5 times the slab thickness in inches, with a
maximum of 5 m (15 ft).

1 Determine Thickness
Calculate pavement thickness based on traffic load and subgrade conditions.

2 Calculate L/ℓ Ratio

Use the radius of relative stiffness formula to determine maximum joint spacing.

3 Set Joint Spacing

Establish joint intervals based on calculated L/ℓ ratio and practical
considerations.
Load Transfer Mechanisms

Load transfer across joints is crucial for pavement performance. It can be achieved through
aggregate interlock, stabilized subgrades/subbases, or mechanical devices like dowel bars.
Aggregate interlock depends on joint spacing and crack width. Dowels are recommended
for pavements 200 mm (8 in.) or thicker, especially under heavy truck traffic.

1 Aggregate Interlock
Effective for lighter traffic and closely spaced joints. Depends on crack width and
aggregate properties.

2 Stabilized Layers
Improve joint performance by reducing deflections. Require proper drainage
considerations.

3 Dowel Bars
Transfer shear loads across joints. Sized according to pavement thickness and
spaced at 300 mm (12 in.) intervals.
Transverse Joint Design
Transverse joints control cracking caused by restrained drying shrinkage and thermal movements. They are typically spaced according to
pavement thickness and subgrade characteristics. Contraction joints can be created by sawcutting, using grooving tools, or inserting premolded
filler strips. Construction joints are used at planned locations or for necessary work stoppages.

Sawcutting Construction Joint

Common method for creating contraction joints. Timing is crucial for Used at planned locations or work stoppages. May require dowels for
proper crack control. load transfer.
Longitudinal Joint Design

Longitudinal joints control irregular cracking and often serve as lane

delineators. They are typically spaced 4 to 5 m (12 to 15 ft) apart. Tie
bars are used to maintain aggregate interlock and structural
integrity. Longitudinal joints can be sawed contraction joints or
keyed construction joints, depending on construction methods.

Slab Thickness Tie Bar Size × Spacing (mm)

(mm) Length (mm)

130-200 13 × 600 760

230-310 16 × 760 900

Isolation and Expansion Joints

Isolation joints allow differential movement between pavements and fixed structures. They use
full-depth joint filler material and are typically 19 to 25 mm (0.75 to 1.0 in.) wide. Expansion
joints are rarely needed except at bridges. Both types require careful design and sealing to
prevent infiltration of incompressible materials.

Joint Filler Installation

Insert premolded filler material to full depth of slab.

Sealant Application
Install compatible sealant on top of filler, recessed 6 mm below surface.

Edge Thickening
For vehicular traffic, thicken pavement edge by 20% and taper over 6-10 times
slab thickness.
Special Considerations for Low-Volume
Roads
For most low-volume concrete pavements, distributed steel reinforcement is unnecessary
if joint spacing is kept short. However, reinforcement may be considered for odd-shaped
panels or areas with poor soil support. Irregular panels, such as those with length-to-width
ratios exceeding 1.70:1 or non-rectangular shapes, may benefit from steel reinforcement to
minimize deterioration of any cracking over time.

Short Joint Spacing

Eliminates need for distributed reinforcement in most cases.

Odd-Shaped Panels
May require steel reinforcement to control cracking.

Poor Soil Conditions

Reinforcement can help mitigate effects of settlement or frost heave.
Pavement Design
Guidelines
This document outlines material properties and design procedures for
flexible and rigid pavements. It covers specifications for various
pavement materials, structural design methods, and provides detailed
examples for both flexible and rigid pavement design using the
AASHTO method. The guidelines aim to ensure proper pavement
construction and longevity for road infrastructure projects.
Material Properties for Flexible Pavements
Flexible pavement materials include sub-base, basecourse, and asphalt surface course. Their
properties and structural layer coefficients are crucial for design. Additional specifications are
provided in DPWH Department Orders for various materials like Portland cement concrete using
coralline aggregates, Instapave slurry seal system, lahar as fine aggregates in asphalt, and stone
mastic asphalt.

1 Coralline Aggregates
Used in Portland cement concrete pavement as per DPWH Order No. 66 (2007)

2 Slurry Seal
Instapave system for road surface treatment specified in Order No. 05 (2008)

3 Lahar Aggregates
Fine aggregates for hot rolled asphalt and asphaltic concrete as per Order No. 30 (2010)

4 Stone Mastic Asphalt

Generic specification provided in Order No. 13 (2013)
Material Properties for Rigid Pavements
Rigid pavement materials are specified in various DPWH Orders. These include the use of fly ash in concrete mix (Order No. 34, 1991), specifications for concrete
joint sealants (Order No. 11, 2006), and Portland cement concrete pavement with wire mesh (Order No. 18, 2006). These specifications ensure the proper
composition and performance of rigid pavement structures.

1991 1
DPWH Order No. 34 specifies the use of fly ash in concrete mix for
rigid pavements
2006 (February)
2
Order No. 11 provides specifications for concrete joint sealants,
including hot-poured elastic and cold-applied types
2006 (February)
3
Order No. 18 outlines specifications for Portland cement concrete
pavement with wire mesh
Flexible Pavement Design Procedure
The AASHTO method is used for flexible pavement design, involving two main steps: 1)
Determining the Structural Number (SN) using the AASHTO Road Test Equation or Design
Chart, and 2) Calculating the thickness of pavement layers. The process considers factors such
as predicted traffic loads, standard deviation, serviceability index, resilient modulus, and layer
coefficients.

Step 1
Calculate Structural Number (SN) using AASHTO equation

Step 2
Determine layer thicknesses based on SN and material properties

Step 3
Verify and adjust layer thicknesses to meet design requirements
Flexible Pavement Design Example
A detailed example is provided for designing a single-lane entrance ramp. The
process involves calculating equivalent single axle loads (ESAL), determining design
parameters, and solving for layer thicknesses. The example uses a 10-year analysis
period, specific traffic data, and material properties. Through iterative calculations,
the final design recommends 100mm AC, 200mm CAB, and 450mm ASB layers.

Layer Material Thickness

Surface Asphalt Concrete (AC) 100 mm

Base Crushed Aggregate 200 mm

Base (CAB)

Sub-base Aggregate Sub-base 450 mm

(ASB)
Rigid Pavement Design Procedure
The rigid pavement design procedure uses the AASHTO method and involves two main steps: 1) Determining the
modulus of subgrade reaction (k) using AASHTO charts, and 2) Calculating the thickness of the Portland cement
concrete pavement (PCCP) slab using the AASHTO Road Test Equation. The process considers factors such as
predicted traffic loads, concrete strength properties, load transfer characteristics, and drainage conditions.

Step 1: Determine k Step 2: Calculate Slab Key Factors

Thickness
Use AASHTO charts to find the Consider traffic loads, concrete
modulus of subgrade reaction Apply the AASHTO Road Test strength, load transfer, drainage,
based on subbase thickness and Equation for Rigid Pavement to and subgrade conditions in the
material properties determine the required PCCP slab design process
thickness
Rigid Pavement Design Example
A comprehensive example is provided for designing a two-lane toll plaza pavement. The process involves calculating equivalent single axle loads
(ESAL), determining design parameters, and iteratively solving for slab thickness. The example uses a 20-year analysis period, specific traffic
data, and material properties. After multiple iterations and practical considerations, the final design recommends a 180mm aggregate subbase
layer and a 300mm Portland cement concrete pavement slab.

Design Period Subbase Thickness

20 years 180 mm

PCCP Slab Thickness Concrete Strength

300 mm f'c = 4000 psi
Rigid Pavement
Reinforcement Design

Rigid pavement reinforcement is crucial for maintaining structural

integrity in cement concrete pavements. It prevents excessive cracking
and preserves load-carrying capacity. This presentation explores key
aspects of reinforcement design for jointed and continuously reinforced
concrete pavements.
Purpose of Steel
Reinforcement
1 Crack Control
Steel reinforcement holds cracks tightly closed, preserving the
pavement's load-carrying capacity.

2 Stress Distribution
It helps distribute tensile stresses caused by temperature and
moisture changes.

3 Structural Integrity
Reinforcement maintains pavement integrity without
preventing crack formation entirely.
Jointed Reinforced Concrete Pavement
(JRCP)
1 Joint Spacing
Proper joint spacing prevents intermediate cracks by controlling tensile stress
development.

2 Slab Length
Optimum slab length balances joint performance, cost, and ride quality.

3 Steel Working Stress

Allowable working stress is typically 75% of steel yield strength.

4 Friction Factor
Sub-base material affects the friction factor, influencing stress development.
Continuously Reinforced Concrete Pavement
(CRCP)
Continuous Reinforcement Crack Induction Crack Width Control
Reinforcement
Reinforcement induces planned Steel ties cracks together, limiting
CRCP features continuous transverse cracking by restraining their width within acceptable
longitudinal reinforcement concrete shrinkage. limits.
throughout the slab length.
CRCP Design Considerations

Concrete Strength
Both flexural and tensile strength at 28 days are crucial for design.

Concrete Shrinkage
28-day shrinkage value is used for design purposes.

Thermal Coefficient
Aggregate type significantly influences the concrete's thermal coefficient.

Steel Properties
Bar diameter, spacing, and thermal coefficient are key design factors.
Design Temperature and
Friction

Factor Consideration

Design Temperature Drop Average curing temp -

design minimum temp

Friction Factor Same as jointed pavements

Data Source National weather records

Limiting Criteria for CRCP
Crack Spacing Crack Width Steel Stress Limit
AASHTO recommends 1-2.4m Should not exceed 1mm. Maximum 75% of ultimate
spacing to minimize punch-outs Adjustable with steel tensile strength to prevent
and spalling. percentage or bar size. fracture.
Reinforcement Design Procedures

Input Parameters
Gather concrete properties, environmental factors, and design requirements.

Calculate Steel Area

Use specific formulas for JRCP and CRCP to determine required steel.

Verify Limiting Criteria

Ensure design meets crack spacing, width, and stress limits.

Finalize Design
Specify reinforcement details including bar size, spacing, and layout.
Pavement Overlay
Design
Considerations
Pavement overlay design requires careful consideration of various
factors to ensure optimal performance and longevity. This guide
explores key aspects of overlay design, including pre-overlay
repair, reflection crack control, and traffic loading calculations.
Pre-Overlay Repair and
Reflection Crack Control
1 Pre-Overlay Repair
Assess visible and hidden damage. Consider cost-effectiveness
of repairs versus overlay options.

2 Reflection Crack Control

Critical for overlay longevity. Implement additional measures
beyond AASHTO thickness design.

3 Sub-Surface Drainage
Evaluate and improve drainage conditions before overlay
application to enhance performance.
Traffic Loading and
Material Considerations
Existing Overlay Type Equivalency
Pavement Factors

Flexible AC Flexible

Jointed PCC AC or PCC Rigid

Flexible PCC Rigid

Use appropriate equivalency factors for ESAL calculations.

Consider overlay material selection based on loading, climate, and
underlying pavement deficiencies.
Design Approaches and Reliability
Uniform Section Approach Point-by-Point Approach Reliability and Standard
Deviation
Divide project into uniform Calculate thickness at specific
sections. Design based on average intervals. Suitable for varying Incorporate suitable reliability
conditions for each section. pavement conditions along project level. Consider additional
length. uncertainties in overlay design.
Functional Problem
Solutions
Surface Friction and Hydroplaning
Apply thin correctional overlay to reinstate surface texture for
adequate traffic levels.

Surface Roughness (AC)

Use full-depth repair and thicker AC overlay with reflection
crack control treatment.

Surface Roughness (PCC)

Implement full or partial depth repairs using rigid materials
for joint issues.
PCC Overlay
Design and
Construction
Guidelines
This guide outlines key considerations for developing and
constructing Portland Cement Concrete (PCC) overlays. It covers
design principles, construction techniques, and best practices for
successful implementation.
Overlay Design
Considerations
1 Pavement Assessment
Evaluate existing layers' depth and condition. Consider
removal of ACC if debonding or delamination is present.

2 Depth Determination
Base overlay depth on coring, deflection testing, and traffic
volume. Account for milling and reduced composite section.

3 Surface Preparation
Mill ACC surface to restore crown and remove high spots.
Create thickened ends at termini.
Joint Design and Fiber
Usage
1 Joint Patterns
Relate to underlying PCC slab width. Create nearly square
segments. Avoid wheel path joints.

2 Spacing Guidelines
Joint spacing (feet) should not exceed twice the depth
(inches), unless using fibers.

3 Fiber Benefits
Recommended for overlays less than 4 inches. Helps hold
cracks tight and bond layers.
Construction Techniques
Scheduling Paving Methods Traffic Control

Close roads only during paving. Use one-lane or two-lane Similar to other overlay projects.
Perform other tasks under traffic. techniques. Employ maturity Hold public meetings to address
Consider subdrain location and testing for strength gain. Maintain potential conflicts with businesses.
timing. good surface profile.
Concrete Placement and Curing

Surface Preparation Fiber Introduction Curing and Texturing

Ensure clean surface. Monitor and Demonstrate proper mixing methods Keep operations close to paving. Use
control temperature. Use water to prevent balling. Consider agitating multiple maturity locations. Employ
cooling if necessary. haul units or blowing techniques. early entry saws for joints.
Shoulder Design
Purpose Traffic Consideration Design Process
Accommodate stopped vehicles, Design for 10% of heaviest lane Follow AASHTO 1993 Guide for
provide lateral support, and traffic. Adjust based on actual Design of Pavement Structures,
offer emergency parking space. usage and congestion. Chapter 1.9.
References
AASHTO (1993), Guide for Design of Pavement Structures. American Association of
State Highway and Transportation Officials, Washington DC, 1993.

Austroads (2003). Guide to the Selection of Road Surfacings Revised Edition. Part 2
Properties of Road Surfacings. Austroads publication AP-G63/03, Austroads Sydney
2003.

Criteria and Standards: Volume 4- Highway Design Austroads (2008), Guide to

Pavement Technology, Part 2: Pavement Structural Design. Austroads Sydney, 2008.
Croney, D. & Croney P. (1998).

Design and Performance of Road Pavements. Chapter 17, The AASHO and WASHO
road tests. McGraw-Hill, New York 1998.

FHWA (2013) 'Geotechnical Aspects of Pavements Reference Manual. Chapter 5:

Geotechnical Inputs for Pavement Design.

(on-line site at fhwa.dot.gov/engineering/geotech/pubs/05c.cfm) Huang, Y. H.

(1993). Pavement Analysis and Design (Chapter 1 Introduction pavement types,
Chapter 13 Design of overlays). Prentice-Hall, New Jersey.
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