AASHTO 1998 Rigid Pavement Design Guide
Uploaded by
ScribdTranslationsAASHTO 1998 Rigid Pavement Design Guide
Uploaded by
ScribdTranslationsAASHTO 1998 DESIGN METHOD
The AASHTO method is one of the most widely used internationally for design.
hydraulic concrete pavements
Approximately a year after the AASHTO test was completed, it was published in 1961.
the first 'AASHTO Guide for Rigid and Flexible Pavement Design.' Later, for
In 1972, a review was conducted and published as the "AASHTO Guide for Structural Design".
"Pavement." By 1981, a review was made of Chapter III, corresponding to the Design of
Concrete Pavements with Portland Cement. In 1986, a review of the 'Guide for
the Design of Pavement Structures." In 1993 a Review of the Design was conducted.
Subflooring of pavement and, by 1998, an alternative method for design was published.
pavements, which corresponds to a 'Supplement to the structural design guide of
pavement
The formula developed by AASHTO for the design of rigid pavements is as follows:
The normal design procedure is to assume a pavement thickness and start to carry out
assessments, with the assumed thickness calculate the equivalent axes and subsequently evaluate all
the additional design factors, if equilibrium is fulfilled in the equation the assumed thickness
It is the result of the problem; otherwise, one must continue making guesses.
The design variables of a rigid pavement are:
a) Thickness.
b) Serviceability
c) Transit
d) Charge transfer
e) Properties of concrete
f) Subgrade resistance
g) Drainage
h) Reliability
Values:
∆PSI =Po - Pt
Where:
Po (Initial Serviceability) = 4.5 (Recommended value by AASHTO for
rigid pavement), however, using good construction techniques the
pavement can have a serviceability Po= 4.7 or 4.8
Pt (Final serviceability): Depending on the type of road
J (Load transmission coefficient values):
Concrete Fracture Module (MR or S'c):
It is a very important parameter as an input variable for the design of
rigid pavements, as it will control the fatigue cracking of the pavement,
originated by the repetitive loads of trucks, it is determined by the test of
tensile strength of concrete subjected to bending.
The breaking modulus can also be determined through the following
correlations:
Estimation through the compressive strength of concrete.
′ = ∗ ′ 0.5
7 < k < 12
Where:
of'c = Compressive strength of concrete in psi.
Estimation through indirect tensile strength.
′ c = 210+ 1.02 * IT
Where:
oIT = Indirect traction measured on the test samples in psi.
The rupture modulus values range from 2.8 MPa (400 psi) to 4.8 MPa (700 psi).
reaching values of 8.2 MPa (1200 psi), in concrete with high initial resistance.
The modulus of elasticity of concrete (Ec): According to ASTM C469
= 21000 ′ 1/2
Soil reaction module (K)
This factor gives us an idea of how much the subgrade settles when a load is applied.
compression effort. Numerically, it is equal to the load in pounds per inch.
square over a load area, divided by the deflection in inches for that load.
The values of k are expressed as pounds per square inch per inch.
(pci). Types of subgrade soil and approximate values of k.
It can be obtained directly from the ground through the ASTM D1195 plate test.
The D1196
Since the load test on the plate requires time and is costly, the value of k
It is generally estimated by correlation with other simple tests, such as the ratio.
California support (CBR) or the R-value tests, which are shown in the following
figure:
The ranges of the value of K are also presented in the following table:
Drainage
Drainage Quality:
Values for the Drainage Coefficient Cd:
Reliability:
The statistical factors that influence pavement behavior are the
reliability R and the standard deviation
Reliability is the probability that the pavement behaves satisfactorily.
during its useful life or design period, withstanding traffic and environmental conditions
environment within that period.
The reliability (R) of a pavement can be defined in terms of ESALs as:
(%) = 100 ( > )
Where:
Nt = Number of ESALs of 80 kN that bring the pavement to its serviceability
final.
NT = Number of ESALs of 80 kN expected to act on the pavement in
its design period (useful life).
Recommended values of the confidence level according to the type of road:
It is easy to deduce that if the number of expected ESALs is less than the number of ESALs
real, the lifespan of the pavement will be shortened. Therefore, the variability in the design,
in construction, they greatly affect the goodness of a design. That is why
necessary a variable (S0–Standard Deviation) that bounds the variability of all
these factors within permissible limits, in order to ensure that the
the pavement structure behaves adequately during its design period.
Standard Deviation
The standard deviation is the deviation of the population of values obtained by
AASHTO that involves the inherent variability of materials and their process
constructive. The following table shows values for the standard deviation:
The standard deviation (So) related to reliability (R) is shown at
continuation:
EXAMPLES
1. Design of a pavement based on the following data:
Soil reaction modulus (K)=10Kg/cm^3=360.65PSI
Compression resistance of concrete F’C=300kg/cm^3
Modulus of elasticity of concrete Ec=5x10^6 PSI
Break module MR or S'c = 650psi
Load transmission coefficient J = 2.5
Drainage coefficient Cd = 1.20
It corresponds to a good quality drainage and 1% of the time percentage in which
the structure is exposed to levels close to saturation.
Standard deviation So = 0.30
Initial serviceability index Po = 4.5
Final serviceability index PT = 2.5
The traffic is as follows:
Type of
Vehicle No/Day
Vehicle
Cars 58
Station Wagon 205
[Link] Up 10
Combi 204
Micro 100
B2 30
C2 120
T3S2 104
A design period of 20 years and a growth rate of 3% is considered.
Solution
a) Calculation of equivalent axes:
Type of No. Number of Factor of Factor No EALS
Vehicle Vehicle/Day Vehicles Growth Truck
on the lane per year
of design
Cars 58 21170 26.87 0.00058124 330.635949
Station
Wagon 205 74825 26.87 0.00058124 1168.62706
[Link] Up 10 3650 26.87 0.00357282 350.410931
Combi 204 74460 26.87 0.05252638 105093.101
Micro 100 36500 26.87 0.27234348 267105.953
B2 30 10950 26.87 0.81205286 238930.802
C2 120 43800 26.87 0.81205286 955723.207
T3S2 104 37960 26.87 4.548 4638957.34
6207660
The following table concentrates the calculated data of the different variables in order to
enter the nomogram and obtain the thickness of the slab.
NAME OF THE VARIABLE VARIABLE VALUE OF THE
(UNITS) VARIABLE
Soil reaction module K = PSI 360.65
Modulus of elasticity of concrete PSI 5 million
Break module S’c = PSI 650
Transfer coefficient of J = Dimension. 2.5
load
Drainage coefficient Cd = Adim. 1.20
Loss of serviceability ΔPSI = Adim. 2.0
Reliability R=% 90
Standard deviation SO= Step. 0.30
Equivalent load ESAL's = kips 10^6 6207660
J = 2. 5
1.20
K = 360.65PCI
Ec = 5 × 106psi
S'c = 650 psi
ΔPSI = 2.0
W18= 6207660
S00.30
R = 90%
The thickness of the pavement obtained is 7 inches (17.78cm)
2. Design of a pavement based on the following data:
Soil reaction module (K)=10Kg/cm^3=360.65PCI
Compressive strength of concrete F’C=300kg/cm^3
Concrete elasticity modulus Ec=5x10^6 PSI
Breakdown module MR or S´c = 650psi
Load transmission coefficient J = 2.5
Drainage coefficient Cd = 1.20
It corresponds to a good quality drainage and 1% of the time percentage in which
the structure is exposed to levels close to saturation.
Standard deviation So = 0.30
Initial serviceability index Po = 4.5
Final serviceability index PT = 2.5
The traffic is as follows:
Type of
Vehicle No/Day
Vehicle
Cars 47
Station Wagon 2
[Link] Up 42
Combi 29
Micro 27
B2 1
C2 7
T3S2 2
A design period of 20 years and a growth rate of 3% is considered.
Solution
b) Calculation of Equivalent Axes:
Type of No. N° of Factor of Factor No. EALS
Vehicle Vehicle/Day Vehicle Growth Truck
on the track per year
of design
Cars 120 43800 26.87 0.00058124 684.074377
Station
Wagon 200 73000 26.87 0.00058124 1140.12396
[Link] Up 28 10220 26.87 0.00357282 981.150607
Combi 130 47450 26.87 0.05252638 66971.094
Micro 25 9125 26.87 0.27234348 66776.4881
B2 200 73000 26.87 0.81205286 1592872.01
C2 23 8395 26.87 0.81205286 183180.281
T3S2 52 18980 26.87 4.548 2319478.67
4232084
The following table consolidates the calculated data of the different variables in order to
enter the nomogram and obtain the thickness of the slab.
VARIABLE NAME VARIABLE VALUE OF THE
(UNITS) VARIABLE
Soil reaction module K = PCI 360.65
Elasticity module of concrete PSI 5 million
Break module S’c = PSI 650
Transfer coefficient of J = Dimension. 2.5
load
Drainage coefficient Cd = Adim. 1.20
Loss of serviceability ΔPSI = Adim. 2.0
Reliability R=% 90
Standard deviation SO= Step. 0.30
Equivalent load ESAL's = kip 10^6 4232084
J = 2.5
1.20
K = 360.65PCI
Ec = 5 × 106psi
S'c = 650 psi
ΔPSI = 2.0
W18= 4232084
S0= 0.30
R = 90%
The thickness of the pavement obtained is 6.5 inches (16.51 cm)
Common questions
Powered by AIA high standard deviation (So) value in the AASHTO pavement design method suggests considerable variability in the material properties and construction quality. This can lead to unpredictable pavement performance and necessitate a more conservative design approach, potentially increasing pavement thickness to ensure reliability and longevity despite variability .
The AASHTO formula for determining the thickness of rigid pavements includes several factors: the initial and final serviceability indices (Po and Pt), the load transmission coefficient (J), the concrete fracture modulus (MR or S'c), the soil reaction modulus (K), drainage coefficients, and the overall reliability of the pavement design .
The modulus of elasticity of concrete (Ec) is fundamental in the design of rigid pavements as it indicates the concrete's deformation characteristics under load. Higher Ec values suggest stiffer pavements, contributing to the pavement's ability to resist deflections and bending stresses, impacting the overall thickness and durability of the pavement .
The AASHTO 1998 Design Method incorporates the variability in materials through the use of the standard deviation (So), which accounts for the inherent variability of materials and construction processes. This statistical measure helps ensure that the pavement structure will perform adequately over its design period, despite variability in materials such as the modulus of elasticity and compressive strength of concrete .
In the AASHTO method, the load transmission coefficient (J) adjusts for the ability of a pavement to transfer loads across joints and cracks. This value influences the determination of pavement thickness by modifying the calculated pavement stresses to account for potential load transfer inefficiencies at joints, typically affecting the pavement's resistance to cracking .
The soil reaction modulus (K) is crucial in determining how much the subgrade settles when a load is applied. In the AASHTO design method, it is used to assess the pavement's support characteristics, as it gives an idea of the subgrade's compressibility. The value of K is employed in calculating the thickness of pavements by reflecting the stiffness of the subgrade; a higher K value indicates more support .
Calculating Equivalent Single Axle Loads (ESALs) is vital in the AASHTO pavement design method as it standardizes the impact of various vehicle loads into a common measure. This allows for the assessment of cumulative damage various vehicle types will impose on the pavement over its design period. Accurate ESAL calculations ensure the pavement is designed to withstand anticipated traffic loads, thus prolonging its lifespan .
The initial serviceability index (Po) represents the pavement's condition at the start of its lifespan, with typical values recommended by AASHTO for rigid pavements being around 4.5. Final serviceability index (Pt) reflects the minimum acceptable condition at the end of the pavement's design life. The drop from Po to Pt indicates the pavement's degradation over time due to factors such as traffic loading .
The drainage coefficient (Cd) accounts for the quality of drainage affecting the pavement's performance. A good quality drainage system reduces the time the structure is exposed to levels close to saturation, which is significant in maintaining pavement strength and durability. The coefficient adjusts the calculated pavement thickness to reflect the impact of drainage on its longevity .
Reliability in the AASHTO pavement design method is gauged by calculating the probability that the pavement will perform satisfactorily throughout its design life under expected traffic and environmental conditions. It is defined as the percentage of time the pavement is expected to meet serviceability criteria, expressed as a function of the ratio of actual ESALs experienced to expected ESALs during the design period .