Chapter Six

Rigid Pavement Design

2023 - 2024
Design of Rigid Pavement
Rigid highway pavements are normally constructed of Portland
cement concrete and may or may not have a base course
between the subgrade and the concrete surface.
Thickness of highway concrete pavements normally ranges
from 6-13 inches. These pavement types usually are
constructed to carry heavy traffic loads, although they have
been used for residential and local roads.

Thickness Design of Rigid Pavement

The main objective in rigid pavement design is to
determine the thickness of the concrete slab that will be
adequate to carry the projected traffic load for the design
period.

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AASHTO Design Method
Design Considerations
The factors considered in the AASHTO procedure for the design of rigid pavements as presented in the
1993 guide are:
1. Pavement performance
2. Subgrade strength
3. Sub-base strength
4. Traffic
5. Concrete properties
6. Drainage
7. Reliability

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1. Pavement performance
Same as flexible pavement:
 The initial serviceability index (pi) value (in AASHTO) = 4.2 – 4.5
 The terminal serviceability index (pt) value (in AASHTO) = 2.5 – 3

2. Sub-base strength
The guide allows the use of either graded granular materials or suitably stabilized materials for the sub-
base layer.

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3. Subgrade strength
The strength of the subgrade is given in terms of the Westergaard modulus of subgrade reaction k,
which is defined as the load in lb/in2 on a loaded area, divided by the deformation in inches.

Values of k can be obtained by conducting a plate-bearing test in accordance with the AASHTO Test
Designation T222 using a 30 in. diameter plate.

The chart in Figure 4-13 is used to estimate the composite modulus of subgrade reaction (k∞)
assuming an infinite depth for the type of sub-base material, based on its elastic modulus, its resilient
modulus, and the thickness of the sub-base.

The factor is used to reduce the effective modulus of subgrade reaction, as shown in Figure 4-14.

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Figure 4-13: Chart for Estimating Composite Modulus of Subgrade Reaction,
K∞, Assuming a Semi-Infinite Subgrade Depth*

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Figure 4-14: Chart to Modify Modulus of Subgrade Reaction to Consider Effects
of Rigid Foundation near Surface (within 10 ft)
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Figure 4-15: Correction of Effective Modulus of Subgrade Reaction for
Potential Loss of Sub-base Support
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4. Traffic
The treatment of traffic load is similar to that presented for flexible pavements, in that the traffic load
application is given in terms of the number of 18,000 lb equivalent single-axle loads (ESALs).
Tables 4.11 through 4.13 give ESAL factors for rigid pavements with a terminal serviceability index of 2.5.

Note: Since the ESAL factor depends on the thickness of the slab, it is therefore necessary to assume the
thickness of the slab at the start of the computation. If the computed thickness is significantly different from
the assumed thickness, the accumulated ESAL should be recomputed. This procedure should be repeated
until the assumed and computed thicknesses are approximately the same.

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Table 4.11: ESAL Factors for Rigid Pavements, Single Axles, and Pt of 2.5

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Table 4.12: ESAL Factors for Rigid Pavements, Tandem Axles, and pt of 2.5
Table 4.12: ESAL Factors for Rigid Pavements, Tandem Axles, and pt of 2.5
continued

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Table 4.13: ESAL Factors for Rigid Pavements, Triple Axles, and pt of 2.5

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5. Concrete Properties
The concrete property is given in terms of its flexural strength (modulus of rupture) at 28 days.

6. Drainage
The drainage quality of the pavement is considered by introducing a factor (Cd) into the performance
equation. Table 4.14 gives AASHTO-recommended values for Cd.

Table 4.6: Definition of Drainage Quality

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 Table 4.17: Recommended Values for Drainage Coefficient, Cd, for Rigid Pavements

[Link]
Reliability considerations for rigid pavement are similar to those for flexible pavement. Reliability levels, R
%, and the overall standard deviation, So, are incorporated directly in the design charts.
Table 4.8: Suggested Levels of Reliability for Various Functional Classifications
Design Procedure
The objective of the design is to determine the thickness of the concrete pavement that is adequate to
carry the projected design ESAL. The basic equation developed in the 1986 AASHTO design guide for
the pavement thickness is given as:

𝑙𝑜𝑔10 𝑊 18 = 𝑍 𝑅 𝑆𝑜 +7.35 𝑙𝑜𝑔10 ( 𝐷+ 1 ) − 0.06+

𝑙𝑜𝑔10
[ ∆ 𝑃𝑆𝐼
4.5 − 1.5 ] … … … … 4.11

[ ]
7
1.624 ∗10
1+ 8.46
( 𝐷+ 1 )

Where:
ZR= Standard normal variant corresponding to the selected level of reliability.
So= Overall standard deviation.
W18= Predicted number of 18 kip ESAL applications that can be carried by the pavement structure
after construction.
D= Thickness of concrete pavement to the nearest half-inch.
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∆PSI= Design serviceability loss =
= Initial serviceability index.
= Terminal serviceability index.
= Elastic modulus of the concrete to be used in construction (lb /in2).
= Modulus of rupture of the concrete to be used in construction (lb /in2).
J = Load transfer coefficient =3.2 (assumed).
= Drainage coefficient.

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Equation 4.11 can be solved for the thickness of the pavement (D) in inches by using the two charts in
Figures 4.17 and 4.18.

Figure 4.16: Design Chart for Rigid Pavements Based on Using Values for Each Input
Variable (Segment 1)
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Figure 4.17: Design Chart for Rigid Pavements Based on Using Mean Values for Each
Input Variable (Segment 2) 16
Example 4.4:
Designing a Rigid Pavement Using the AASHTO Method.
The use of the charts is demonstrated with the example given in Figure 4.17 and 4.18. In this case, input
values for Segment 1 of the chart (Figure 4.17) are:
Effective modulus of subgrade reaction, k = 72 lb /in3
Mean concrete modulus of rupture, S’c = 650 lb /in2
Load transfer coefficient, J = 3.2
Drainage coefficient, Cd = 1.0

These values are used to determine a value on the match line as shown in Figure 4.17 (solid line
ABCDEF). Input parameters for Segment 2 (Figure 4.18) of the chart are:
Match line value determined in segment 1 (74)
Design serviceability loss, ΔPSI = 4.5 - 2.5 = 2
Reliability, R% = 95% (ZR = 1.645)
Overall standard deviation, So = 0.29
Cumulative 18 kip ESAL (5*106) 17
Solution:
The required thickness of the concrete slab is then obtained, as shown in Figure 4.18, as 10 in. (nearest
half-inch).
Note that when the thickness obtained from solving Eq. 4.11 analytically or by use of Figures 4.17 and
4.18 is significantly different from that originally assumed to determine the effective subgrade modulus and
to select the ESAL factors; the whole procedure has to be repeated until the assumed and designed
values are approximately the same.

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Example 4.5:
Evaluating the Adequacy of a Rigid Pavement Using the AASHTO Method
Using the effective subgrade modulus 170lb /in3, determine whether the 9 in. pavement design of
Example 4.5 will be adequate on a rural expressway for a 20-year analysis period and the following
design criteria
Pi = 4.5
Pt = 2.5
ESAL on design lane during first year of operation = 0.2*106
Traffic growth rate = 4%
Concrete elastic modulus, Ec = 5 *106 lb /in2
Mean concrete modulus of rupture =700 lb /in2
Drainage conditions are such that Cd = 1.0
R = 0.95 (ZR = -1.645) (from Table 4.9)

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So = 0.30 (for rigid pavements So = 0.3 – 0.4)
Growth factor = 29.78 (from Table 4.4)
k = 170 (given)
Assume D = 9 in. (from Example 4.5)
ESAL over design period = 0.2 * 106 * 29.78 = 6 * 106

Solution:
The depth of concrete required is obtained from Figures 4.17 and 4.18, the dashed lines represent the
solution, and a depth of 9 in. is obtained. The pavement is therefore adequate.

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Example 4.6:
A rigid pavement is to be designed to provide a service life of 20 years and has an initial PSI of 4.4 and a
TSI of 2.5. The modulus of subgrade reaction is determined to be 300 lb/[Link] design, the daily car, pickup
truck, and light van traffic is 20,000; and daily truck traffic consists of 200 passes of single-unit trucks with
single axles, and 410 passes of tractor semi-trailer trucks with single, tandem, and triple axles. The axle
weights are:
Cars, pickups, light vans = two 2000-lb (8.9-KN) single axles
Single-unit truck = 10,000-lb (44.5-KN) steering, single axles
= 22,000-lb (97.9-KN) drive, single axles
Tractor semi-trailer truck = 12,000-lb (53.4-KN) steering, single axles
= 18,000-lb (80.1-KN) drive, tandem axles
= 50,000-lb (222.4-KN) trailer, triple axles

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Reliability is 95%, the overall standard deviation is 0.45, the concrete’s modulus of elasticity is 4.5 million
lb/in2, the concrete’s modulus of rupture is 900 lb/in2, the load transfer coefficient is 3.2, and the drainage
coefficient is 1.0. Determine the required slab thickness.
Assume D = 10 in
2-kip single-axle equivalent = 0.0002 = 2 * 0.0002 = 0.0004 (Table 4.11)
Single-axle truck:
10-kip Single-unit truck = 0.082 (Table 4.11)
22-kip Single-unit truck = 2.34 (Table 4.11)
Total = 0.386

Tractor semi-trailer truck:

12-kip steering, single axles = 0.175 (Table 4.11)
18-kip drive, tandem axles = 0.132 (Table 4.12) 22
Total 18-kip ESAL daily traffic on highway = 0.0004 * 20000 + 0.386 * 200 + 3.327 * 410 = 1449.27
Traffic over the 20-year design period =1449.27*365*20=10,579,671 18-kip ESAL
∆PSI = 4.4 - 2.5 = 1.9
𝑓𝑜𝑟 𝑟𝑒𝑙𝑖𝑎𝑏𝑖𝑙𝑖𝑡𝑦 95 % 𝑍 𝑅 =−1.645 (Table 4.9)
From Equation 4.11, Find D = 9.21 in

𝑙𝑜𝑔10 10,579,671=− 1.645∗ 0.45 +7.35 𝑙𝑜𝑔10 ( 𝐷 +1 ) − 0.06+

𝑙𝑜𝑔 10
[ 1.9
4.5 −1.5 ]
[ ]
7
1.624 ∗10
1+ 8.46
( 𝐷+1 )
Assume D = 9 in
Recomputing the axle load equivalency factors with D = 9 in.
2-kip single-axle equivalent = 0.0002 = 2 * 0.0002 = 0.0004 (Table 4.11)
Single-axle truck:
10-kip Single-unit truck = 0.082 (Table 4.11)
22-kip Single-unit truck = 0.308 (Table 4.11)
Total = 0.39
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Tractor semi-trailer truck:
12-kip steering, single axles = 0.176 (Table 4.11)
18-kip drive, tandem axles = 0.133 (Table 4.12)
50-kip trailer, triple axles = 2.940 (Table 4.13)
Total = 3.249
Total 18-kip ESAL daily traffic on highway = 0.0004 * 20000 + 0.39 * 200 + 3.249 * 410 = 1418.09
Traffic over the 20-year design period = 1418.09 * 365 * 20 = 10,352,057 18-kip ESAL
From Equation 4.11, Find D = 9.17 in
D = 9.50 in

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Homework 2:
A rigid pavement on a northbound section of interstate highway was designed with a 12 in PCC slab, an
Ec of 6*106 lb/in2, a concrete modulus of rupture 0f 800 lb/in2, a load transfer coefficient of 3.0, an initial
PSI of 4.5, and a terminal serviceability index of 2.5. The overall standard deviation was 0.45, the
modulus of subgrade reaction was 10 lb/in2, and a reliability of 95% was used along with a drainage
coefficient of 1.0.
The pavement was designed for a 20-year life, and traffic was assumed of tractor semi-trailer trucks with
one 16-kip single axle, one 20-kip single axle, and one 35-kip tandem axle. The interstate has four
northbound lanes and was conservatively designed. How many tractor semi-trailer trucks per day, were
assumed to be traveling in the northbound direction?

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Any Questions
THANK YOU