Professional Documents
Culture Documents
July 1, 2008
(3) Base. Select, processed, and/or treated of specialty hydraulic cement concrete
aggregate material that is placed immediately mixes used for rapid strength concrete)
below the surface course. It provides over underlying layers of stabilized or
additional load distribution and contributes to unstabilized base or subbase materials.
drainage and frost resistance. Base may be These types of pavements rely on the
one or multiple layers treated with cement, substantially higher stiffness of the
asphalt or other binder material, or may concrete slab to distribute the traffic loads
consist of untreated aggregate. In some cases, over a relatively wide area of underlying
the base may include a drainage layer to drain layers and the subgrade. Some rigid
water that seeps into the base. The aggregate concrete slabs have reinforcing steel to
in base is typically a higher quality material help resist cracking due to temperature
than that used in subbase. Further discussion changes and repeated loading. Procedures
on base materials and concepts can be found for rigid pavements can be found in
in Chapter 660. Chapter 620.
(4) Surface Course. One or more layers of the (c) Composite Pavements. These are
pavement structure engineered to pavements comprised of both flexible
accommodate and distribute traffic loads, (asphalt binder mixes) and rigid (cement
provide skid resistance, minimize concrete) layers over underlying layers of
disintegrating effects of climate, reduce stabilized or unstabilized base or subbase
tire/pavement noise, improve surface drainage, materials. Currently, for purposes of the
and minimize infiltration of surface water into procedures in this manual, only pavements
the underlying base, subbase and subgrade. with a flexible layer over a rigid surface
Sometimes referred to as the surface layer, the layer are considered to be composite
surface course may be composed of a single pavements. In California, such pavements
layer, constructed in one or more lifts of the consist mostly of existing rigid pavements
same material, or multiple layers of different (typically Portland cement concrete) that
materials. have had a flexible surface course overlay
such as hot mix asphalt (HMA) (formerly
Depending on the type of base or subbase
known as asphalt concrete), open graded
layers, surface courses are used to characterize
friction course (OGFC) (formerly known
pavements into the following three categories:
as open graded asphalt concrete), or
(a) Flexible Pavements. These are pavements rubberized hot mix asphalt (RHMA)
engineered to bend or flex when loaded. (formerly known as rubberized asphalt
Flexible pavements transmit and distribute concrete). See Chapter 640 for additional
traffic loads to the underlying layers. The information on composite pavements.
highest quality layer is the surface course,
(5) Non-Structural Wearing Course. On some
which typically consists of one or more
pavements, a non-structural wearing course is
layers of asphalt binder mixes and may or
placed to protect the surface course from wear
may not incorporate underlying layers of
and tear from tire/pavement interaction, the
base and/or subbase. These types of
weather, and other environmental factors.
pavements are called "flexible" because
Examples of non-structural wearing courses
the total pavement structure bends (or
include OGFC, various types of surface seals,
flexes) to accommodate deflection
and added surface course thickness to allow
bending under traffic loads. Procedures
for chain wear or grinding. Although non-
for flexible pavements can be found in
structural wearing courses are not given a
Chapter 630.
structural value in the procedures and tables
(b) Rigid Pavements. These are pavements found in this manual, they will improve the
with a rigid surface course typically a slab service life of the pavement by protecting it
of Portland cement concrete (or a variety from traffic and environmental effects.
HIGHWAY DESIGN MANUAL 600-3
July 1, 2008
(6) Others. Depending on the type of pavement It is often not cost-effective or desirable to widen a
built and the subgrade or existing soil highway without correcting for bad ride and major
conditions encountered, additional layers may structural problems in adjacent pavements when
be included in the pavement. Some of these that work is needed. Therefore, on widening
layers include: projects such as lane/shoulders additions, auxiliary
lanes, climbing or passing lanes, etc., the existing
(a) Interlayers can be used between pavement
adjacent pavement condition should be
layers or within pavement layers to
investigated to determine if rehabilitation or
reinforce pavement and/or improve
pavement preservation is warranted. If warranted,
resistance to reflective cracking of the
combining rehabilitation or pavement preservation
pavement structure.
work with widening is strongly encouraged.
(b) Bond Breakers are used to prevent Combining widening with work on existing
bonding between two pavement layers pavement can minimize traffic delay and long-
such as rigid pavement surface course to a term costs. For example, grinding the adjoining
stabilized base. rigid pavement lane next to the proposed widening
(c) Tack Coats are used to bond a layer of can improve constructability and provide a
asphalt binder mix to underlying existing smoother pavement surface for the widening. For
pavement layers or between layers of flexible pavement projects, a minimum of 45 mm
asphalt binder mixes where multiple lifts overlay over the widening and existing pavement
are required. should be used to eliminate pavement joints which
are susceptible to water intrusion and early fatigue
(d) Prime Coats can be used on aggregate failure.
base prior to paving for better bonding and
to act as water proofing of the aggregate Additional guidance and requirements on
base. widening existing facilities, including possible
options as well as certain circumstances that may
(e) Leveling Courses are used to fill and level justify adding rehabilitation or pavement
surface irregularities and ruts before preservation work to widening, or deferring it, are
placing overlays. discussed in Index 612.3 and the Project
Development Procedures Manual (PDPM) Chapter
Topic 603 Types of Pavement 8, Section 7.
Projects 603.3 Pavement Preservation
Figure 602.1
termperatures); replacing joint seals; crack studies. CAPM projects include all
sealing; grinding or grooving rigid pavement appropriate items of work necessary to
surface to improve friction; grinding rigid construct and address impacts from the
pavement to eliminate rutting from chain pavement. Limited drainage and traffic
wear; seal coats; slurry seals; and operational work can also be included when
microsurfacing. Traffic safety and other appropriate, but they do not include major
operational improvements, geometric facility upgrades like widening, geometric
upgrades, or widening are normally not upgrades, or roadside upgrades. Further
included in preventive maintenance projects. information on CAPM strategies, including
Strategies and guidelines on preventive appropriate drainage/operational work and
maintenance treatments currently used by the other guidance for CAPM projects, can be
Department are available in the Maintenance found in Design Information Bulletin 81,
Technical Advisory Guide (MTAG). Note Capital Preventive Maintenance Guidelines.
that such strategies are periodically updated.
Examples of CAPM projects include:
(2) Capital Preventive Maintenance (CAPM).
Surface course overlays less than or
Capital preventive Maintenance (CAPM) is a
equal to 60 mm (75 mm if International
program of short term (<10 years) repair
Roughness Index >2.68 m/km).
projects agreed to between the Department and
FHWA in 1994. Detailed information Removal and replacement of surface
regarding the CAPM program can be found in course (not to exceed the depth of the
the CAPM Guidelines available on the surface course overlay).
Department Pavement website, and in Isolated digouts of flexible pavements
Chapters 620, 630 and 640 of this manual. (up to 20 percent of total project cost).
The primary purpose of the CAPM program is Individual rigid pavement slab
to repair pavement exhibiting minor surface replacements or punchout repairs.
distress and/or triggered ride (International
Roughness Index (IRI) greater than Diamond grinding of rigid pavements to
2.68 m/km) as determined by the Pavement eliminate faulting or restore ride quality
Condition Survey (PCS) and the Pavement to an acceptable level.
Management System (PMS). Ride Dowel bar retrofit.
improvement and preservation of the
serviceability are key elements of this Items that are not considered CAPM include:
program. Timely application of CAPM Crack, seat, and overlay of rigid
treatments will postpone the need for major pavements.
roadway rehabilitation and is generally more
cost effective than having to rehabilitate Surface course overlays greater than
pavements exhibiting major distress. CAPM 75 mm.
gives the districts the flexibility to make the Removal and replacement of more than
most effective use of all funds available in the 75 mm of the surface course (unless the
biennial State Highway Operation and work is incidental to maintaining an
Protection Plan (SHOPP). existing vertical clearance or to conform
Since the CAPM program is a part of to existing bridges or pavements).
pavement preservation, CAPM projects are Lane/shoulder replacements (including
more closely related to preventive pulverization and other base
maintenance (Major Maintenance) projects restoration/recycling projects).
than to roadway rehabilitation projects.
CAPM projects involve non-structural Projects that require these types of treatments
overlays and repairs, which do not require are roadway rehabilitation projects and should
Traffic Index calculations or deflection meet those standards, see Index 603.4.
600-6 HIGHWAY DESIGN MANUAL
July 1, 2008
repair (i.e., catastrophic) also are not considered The PE coordinates with the Structures
reconstruction projects. District Liaison Engineer and Division of
Engineering Services (DES) staff for the
Pavement reconstruction projects are to follow the
proper selection and engineering of any
same standards as new construction found in this
structure approach system including the
manual unless noted otherwise.
adequacy of all drainage ties between the
structure approach drainage features and
603.6 Temporary Pavements and Detours
other new or existing drainage facilities. The
Temporary pavements and detours are constructed PE should contact the Structures District
to temporarily carry traffic anticipated during Liaison Engineer as early as possible in the
construction. These types of pavements should be project development process to facilitate
engineered using the standards and procedures for timely review and project scheduling.
new construction except where noted otherwise.
(3) District Materials Engineer (DME). The
DME is responsible for materials information
Topic 604 - Roles and for pavement projects in the district. The
Responsibilities District Materials Unit is responsible for
conducting or reviewing the findings of a
preliminary soils and other materials
604.1 Roles and Responsibilities for investigation to evaluate the quality of the
Pavement Engineering materials available for constructing the
The roles and responsibilities listed below apply project. The DME prepares or reviews the
only to pavement engineering. Materials Report for each project; provides
recommendations to and in continuous
(1) Pavement Engineer. The pavement engineer consultation with the Project Engineer
is the engineer who performs pavement throughout planning and design, and with the
calculations, develops pavement structure PE and Resident Engineer during
recommendations, details, or plans. The construction; and coordinates Materials
pavement engineer can be the Project information with the Department functional
Engineer, District Materials Engineer, units, Material Engineering and Testing
District Maintenance Engineer, consultant, or Services (METS), Headquarters functional
other staff engineer responsible for this task. units, local agencies, industry, and
(2) Project Engineer (PE). The PE is the consultants.
registered civil engineer in responsible (4) District Pavement Advisor (DPA). The DPA
charge of appropriate project development manages and coordinates overall pavement
documents (i.e., Project Study Report, strategies for the District. They are primarily
Project Report, and PS&E) and coordinates involved in pavement management such as
all aspects of project development. The PE identifying future pavement preservation,
is responsible for project technical decisions, rehabilitation, and reconstruction needs, and
engineering quality (quality control), and prioritizing pavement projects to meet those
estimates. This includes collaborating with needs. The DPA establishes pavement
the District Materials Engineer, District projects and reviews planning documents
Pavement Advisor and other subject matter prepared by the PE for consistency with
experts regarding pavement details and overall District and statewide goals for
selecting pavement strategy for new and pavements. The District Pavement Advisor
rehabilitation projects. The PE clearly is typically either the District Maintenance
conveys pavement related decisions and Engineer or another individual within
information on the project plans and District Maintenance.
specifications for a Contractor to bid and
build the project.
600-8 HIGHWAY DESIGN MANUAL
July 1, 2008