1.2 PAVEMENT TYPES 1.

2 PAVEMENT TYPES
1.2.1 Flexible Pavements
• Flexible pavements are usually surfaced with Asphalt Materials. These pavements are
called flexible because the pavement structures can flex or bend under a traffic
loading.

• A flexible pavement structure requires several layers of materials because these layers
are not stiff enough to distribute the wheel load to a large area (Figure 1.2).

• Beneath the asphalt layer, a crushed aggregate base layer is commonly seen. Below
the base layer, a subbase layer is also used based on the subgrade strength.

• The natural subgrade soil can be improved by compaction or mixing of some

Figure 1.1.a Composite Pavement improved soil, asphalt millings, low-quality aggregate based on the availability of
these materials, and degree of improvement required.

1.2 PAVEMENT TYPES (FLEXIBLE AC)

Flexible
Conventional Full Depth

Tack Coat
Prime Coat Wearing Course (1”-3”)
Asphalt Wearing Course
Binder Course (2”-4”)
Asphalt Binder/Base Course
Crushed Aggregate Base - CAB Base Course (4”-12”)

Gravel or Lower Quality of Subbase Course (4”-12”) Prepared Subgrade

Crushed Aggregate
Compacted Subgrade ( 6”)
Natural Subgrade
Natural Subgrade
 1.2 Pavement Types (Flexible AC) 1.2 Pavement Types (Flexible AC)
Full-Depth Asphalt Tack Coat
– Asphalt emulsion diluted with water
– Bond between surface being paved & overlying course
– Very thin & uniformly cover entire surface

1.2 Pavement Types (Flexible AC) 1.2 PAVEMENT TYPES

Prime Coat
1.2.1 Flexible Pavements
– Low-viscosity cutback asphalt applied to an absorbent surface to bond unbound
Granular layers with asphaltic layers.

Flexible Pavement: Load transfer in

granular structure
Flexible pavements transmit wheel load stresses to the lower layers Rigid pavements have sufficient flexural strength to transmit the
by grain-to-grain transfer through the points of contact in the wheel load stresses to a wider area below.
granular structure.
 1.2 Pavement Types (Rigid) Portland Cement
1.2 PAVEMENT TYPES Concrete (PCC)
1.2.2 Rigid Pavements • Pavement structure deflects very little under loading.
• Rigid pavements are composed of reinforced or non-reinforced Portland cement concrete (PCC) • High PCC Modulus of Elasticity.
surface course.
• Rigid pavement structure is typically composed of:
• Such pavements are stiffer than flexible pavements due to the high modulus of elasticity – PCC surface course built on top of either:
[typically 3000–4000 Ksi (21–28 GPa) for PCC and 500–1000 Ksi (3.4–6.9 GPa) for asphalt layer]
of the PCC material. (1) the subgrade or (2) an underlying base course.
• These pavements can have reinforcing steel to reduce thermal cracking or eliminate joints.
The rigid pavement structure distributes loads over a wide area with only one, or at
most two, structural layers.
• The concrete slab itself supplies most of a rigid pavement’s structural capacity.

1.2 PAVEMENT TYPES 1.2 PAVEMENT TYPES

1.2.2 Rigid Pavements
• Compared to flexible pavements, rigid pavements are placed either directly over the prepared subgrade or over a single 1.2.2 Rigid Pavements
layer of granular or stabilized material called base course.
Rigid pavements can be classified into four
types:
• In rigid pavements, the load is distributed by the slab action, in which the pavement behaves like an elastic plate resting
on an elastic medium. 1. Jointed Plain Concrete Pavement
(JPCP)
• Rigid pavements should be analyzed by the “plate theory” instead of the “layer theory”, assuming an elastic plate 2. Jointed Reinforced Concrete Pavement
resting on an elastic foundation. (JRCP)
3. Continuously Reinforced Concrete
• The “plate theory” assumes the concrete slab as a medium thick plate that is plane before loading and remains plane
Pavement (CRCP)
4. Prestressed Concrete Pavement (PCP)
after loading.
1.2 PAVEMENT TYPES 1.2 PAVEMENT TYPES
1.2.2.1 Jointed Plain Concrete Pavement (JPCP)
• Jointed plain concrete pavement (Figure 1.3) uses plain concrete slabs without any reinforcement and it has
transverse and longitudinal joints between slabs.

• Dowel Bars are typically used at transverse joints to assist in load transfer.

• Transverse Joint spacing is selected such that temperature and moisture stresses do not produce intermediate
cracking between joints.

• JPCP is commonly no longer than about 20 feet (6 m).

• Tie Bars are typically used at longitudinal joints or between an edge joint and a curb or shoulder

• Tie Bars are not load transferring device, but they transfer some loads.

• Tie Bars are about 0.5 in. (12.5 mm) in diameter and between 24 and 40 in. (0.6 and 1.0 m) long.

1.2 PAVEMENT TYPES Pumping

• In JPCP pavements, if no Dowel Bars are provided or if inadequate amount of dowel bars are
provided, then load transfer across the joint causes substantially higher stresses and deflections
due to joint loading than those due to interior loading (Figure 1.4).
➢ Creation of voids spaces where water
• A dowel bar transfers a portion of the applied wheel load from the loaded slab across the joint can accumulate
to the adjacent unloaded slab.
➢ Under repeated loads the slab
• Load transfer through dowel bars significantly reduces stresses and deflections due to joint deflects and the soil of subgrade
loading and minimizes faulting and pumping. become suspension with water and
• Faulting is a difference in elevation across the joint of two slabs, while pumping is defined as
go out causing large voids spaces
the expulsion of subgrade material through joints and along the edges of the pavement. under slab and additional cracks
occur.
 1.2 Pavement Types (Rigid) Portland Cement
Factors Affecting Pumping Concrete (PCC)
➢ Heavy loads
➢ Free water in subgrade
➢ Fine-grained subgrade (P.I > 6 and %ge passing No. 200 sieve > 45
pumping occurs) • 100% Load Transfer Efficiency

Pumping Prevention
➢ Provide granular subbase 4-6 inches.
➢ Increase distance between joints (especially expansion joints)
➢ Joints must be filled with joints sealants (silicone) or rubberized
bitumen fillers (accommodating movement and preventing water • Zero Load Transfer
infiltration).
➢ Provide good drainage system so that water can not be
accumulated in subgrade.

1.2 Pavement Types (Rigid) Portland Cement 1.2 PAVEMENT TYPES

Concrete (PCC)
1.2.2.2 Jointed Reinforced Concrete Pavement (JRCP)
• Jointed reinforced concrete pavement is similar to the JPCP with the exception that
• JPCP (most common), JRCP & CRCP some reinforced is used in the concrete slabs to control cracking with contraction
joints.

• Using reinforced slabs, transverse joint spacing can be provided longer than that for
JPCP and ranges from about 25 feet (7.5 m) to 50 feet (15 m).

• Temperature and moisture stresses are expected to cause cracking between joints.

• Reinforcing steel or a steel mesh is used to avoid these cracks or hold these cracks
tightly together.
Transverse Joints Spacing:
JPCP: 12 to 20 ft. • Dowel bars are typically used at transverse joints to assist in load transfer.
JRCP: as long as 50 ft.
 1.2 Pavement Types (Rigid) Portland Cement
1.2 PAVEMENT TYPES Concrete (PCC)
1.2.2.3 Continuous Reinforced Concrete Pavement (CRCP)
• Continuous reinforced concrete pavement completely eliminates the transverse joints,
except as required at end-of-day construction and at bridge approaches and
transitions to other pavement structures, by providing continuous reinforcement as
shown in Figure 1.5.

1.2 PAVEMENT TYPES 1.2 PAVEMENT TYPES

1.2.2.4 Prestressed Concrete Pavement (PCP)

• Prestressed concrete pavement is built using precast concrete pavement slabs that are
fabricated at manufacturers’ plant and transported to and installed at the project site.

• PCP is very applicable in busy areas where high traffic volume requires stronger
pavement and construction time is very challenging considering traffic controls.

• Panels (Figure 1.6) are manufactured in sizes to match the width of one, two, or three
lanes of the pavement permitting one or multiple lanes of an existing pavement to be
reconstructed at one time.
1.2 PAVEMENT TYPES 1.2 PAVEMENT TYPES
Joints in Concrete Pavements Contraction Joints
➢ Longitudinal Joints Contraction joints provide for an orderly arrangement
➢ Transverse Joints (Expansion and Contraction Joints) of the cracking that occurs when concrete undergoes
curing. If the joints are properly designed and spaced,
➢ Construction Joints a minimum of cracking outside the joints can be
Load Transfer Devices expected.

Contraction joints may be sawed in the hardened

concrete, formed by plastic inserts, or tooled into the
concrete at placement time. Depth of joint should be
about one-quarter the thickness of the pavement
slab. The design of the joint should be related to the
expected joint opening and the elongation of the joint
filler used. Adequate load transfer through
mechanical means or aggregate interlock should be
provided at all joints.

1.2 PAVEMENT TYPES

Expansion Joints
The primary functions of an expansion joint are preventing
development of damaging compressive stresses caused by
volume changes in the pavement slab and preventing excessive
pressures from being transmitted to adjacent structures.

Frequent expansion joints are not necessary for rigid

pavements. At these locations, expansion joints should be
protected with satisfactory load-transfer devices or suitable
joint fillers. A 3/4 to 1-in width of joint is generally used. Joint
widths of 4 to 5 ft are used for relieving stresses in some
locations, such as at bridges and other structures.