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Fall
2017
CE 414 Pavement Analysis and Design
CE 414 Pavement Analysis and Design

COURSE OBJECTIVES:
 This course has been developed to provide
students with the needed knowledge to
analyze and design flexible and rigid
pavements.
 CE 414 Pavement Analysis and Design

Upon successful completion of this course, the student will have

gained knowledge in the following areas:
 Pavement Performance: Explain the difference between structural

performance of a pavement and functional performance. Identify

distress types common to flexible and rigid pavements. List several
means for evaluating the functional performance of pavements.

 Traffic Analysis: List the types and axle configurations of typical

highway trucks and their corresponding standard loads. List the
various types of aircraft gears, wheel load magnitudes, and wheel
and axle spacing. Convert mixed traffic into an equivalent single axle
load for flexible and rigid pavement systems.

 Pavement Design: Design new flexible pavements using the

AASHTO method, and design new rigid pavements using the PCA
method.
 POLICES AND PROCEDURES:
 The course outline will serve as a general guide for the
order of the class work. However, it is subject to change
at the discretion of the instructor at any time during the
semester.
 Class attendance is expected and participation is
encouraged. Good attendance will lead to better
understanding of course materials, better grades.
 The important course information will be discussed in
class; however, the student should be cognizant of the
complementary material in the reading assignments.
Students are encouraged to ask questions in class.
 POLICES AND PROCEDURES:
 Homework assignments should be presented in a
professional way so that the grader can easily follow
your steps to the solution. Whenever possible, students
should use word-processor; excel graphs, etc. to present
their solutions. Please box or underline your final answers.
 Each homework assignment will be given approximately
one week to complete. If you cannot turn your
assignment in on time and feel you have a valid excuse,
please see the TA about making alternate arrangements
for submitting your assignment.
 On the cover page, write the course number and
semester, homework title and number, your name, and
the date.
POLICES AND PROCEDURES:

 There will be one-term exam and a final exam. The

final examination will be comprehensive.
 Grades are distributed as follows:
 Final Exam: 50%
 Midterm Exam: 30%
 Homework: 10%
 Interview/quiz: 5%
 Attendance: 5%
 Course Contents
1. Introduction
2. Stresses and strains in flexible pavements
3. Stresses and deflections in rigid pavements
4. Traffic loading
5. Material characterization
6. Pavement performance
7. Flexible pavement design
8. Rigid pavement design
 Course Material
Textbook: Pavement analysis and design
By: Y. H. Huang
Course Material

Course Group:
https://www.facebook.com/groups/ce414f017

 Lectures
 Homeworks
 Announcements
 Discussions
Lecture 1
1. Introduction
• Pavement types
• Road tests
• Design factors
• Highway pavement Vs Airport pavement
 Pavement Types

Pavements

Flexible Rigid Composite

Flexible Pavement
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
• Road tests
• Road tests
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
Area = 0.5227 L2 0.6 L
0.6L

L 0.8712 L

Actual Area Equivalent Area

𝐴𝑐 = 𝜋(0.3𝐿)2 +(0.4L)(0.6L) = 0.5227L2

𝑨𝒄
𝑳= 𝟎.𝟓𝟐𝟐𝟕
 Example

 Draw the most realistic contact area for an 18-Kip (80 KN)
single-axle 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?
Solution
P=80 kN single-axle load (ESAL, Single axle – dual tires)
p= 552 kPa
 Single axle load is applied on 4 tires ,

 Tire load =80/4 =20 kN

 The contact area of each tire is

 Ac =20/522 = 3.6X104 mm2

𝑳= 3.6X104 = 263 mm
0.5227
 Width of tire is 0.6L = 0.6X263 =158 mm
 Solution

79 mm
Area = 3.6x104 mm2 158 mm
158 mm

263 mm 229.13mm

Actual Area Equivalent Area

 Area = 3.6x104 mm2

343 mm

158 mm

263 mm 229.36 mm

(a) Most realistic contact area (rectangle + 2 cemicircles)

(b) Rectangular contact area for use in finite element analysis
(c) 107 mm, used by AI
(d) Single circle with contact radius of 152 mm, FHWA
Vehicle speed
 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)
Environment
• Temperature
• Precipitation
 Both affecting the moduli of the various layers
Material

General Properties (for both flexible and rigid pavements) :

1. Linear elastic – E & μ
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 temperature-
time 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)
Failure criteria
• 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
 5. Reliability
 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.
6. Pavement Management System PMS

 Pavement design is a part of the total pavement

management process, which includes:
 planning,
 design,
 construction,
 maintenance,
 evaluation,
 rehabilitation .
 6. Pavement Management System PMS

 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 levels:
 network
 project .
 6. Pavement Management System PMS

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
activities for a particular project within the overall
program.
 Serviceability Index
Serviceability is a concept derived during the AASHO Road Test.
A scale ranging from 0 to 5 is used to evaluate a pavement’s
present serviceability index (PSI);
pavement with a rating of zero is impassible and a rating of 5.0
would be perfectly smooth.

PSI
Initial Serviceability, Pi Serviceability Index
Very
5.0 after overlay
Good
4.0
Good
3.0
Fair
2.5
2.0
Minimum Serviceability level
1.0 (Terminal Serviceability), Pt
Poor

5 10 15 20 years
Serviceability Index
All pavements, when newly constructed or rehabilitated,
are expected to begin at a high level of serviceability with
a decrease in serviceability over time and traffic loading as
the pavement becomes more distressed and rough.

Typically, the initial serviceability of a pavement will be

about 4.0 or higher (5.0 is a lofty, but, inaccessible goal
and levels below 2.0 are not considered acceptable).
Pavement managers strive to keep the terminal
serviceability index at a level that will not be indicative of a
public safety hazard or discomfort or be excessively costly
in rehabilitative effort.

The change in serviceability over time is also known as

“performance”.
 What is the difference between highway pavement
and airport pavement?

# Description Highway Runway

1 Width 5-7 m 45-150 m
2 X-slope crowned at the always
center and elevated crowned
at the edges in case
of super elevation
3 Traffic Load 8170 kg/cm2 10-20000 tones

4 Load Application Close to edge Close to C.L.

Questions ?