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Abstract
The primary objective of this study is to unveil the technical
know how of the Portland Cement Association (PCA) pavement
thickness design procedure. The PCA thickness design criteria are to
limit the number of load repetitions based on both fatigue analysis and
erosion analysis to prevent the first crack initiation due to critical edge
stresses as well as to prevent pavement failures such as pumping,
erosion of foundation, and joint faulting due to critical corner
deflections. The PCA design equations have been implemented in a
window-based computer program (PCAWIN) to facilitate verification
against the well-known PCAPAV program. The PCAWIN program
was designed to be highly user-friendly and thus came with many
well-organized graphical interfaces, selection menus, and command
buttons for easy use. Both English version and Chinese version of
the program are available at the web site: http://teg.ce.tku.edu.tw.
Many tentative modification alternatives including the reconsideration
of design period and traffic, axle load distributions, temperature
curling and moisture warping, modified equivalent stress calculation,
the determination of equivalent stress factors, subbase and subgrade
support, and design reliability are discussed.
been openly documented in the literature, the with axle spacing t = 50 in. and remaining gear
primary objective of this study is to unveil the configurations same as the standard single axle was
technical know of the PCA thickness design also used. If a tied concrete shoulder (WS) was
approach to provide an alternative approach for not present, the aggregate interlock factor was assumed
using the ESAL concept. Many technical insights as AGG = 25,000 psi. PCA also incorporated the
to the current on-going and future development of results of computer program MATS to account for
more refined mechanistic-empirical pavement the support provided by the subgrade extending
design procedures are discussed. beyond the slab edges for a slab with no concrete
shoulder (NS). Together with several other
2. Know How of the Portland Cement adjustment factors, the equivalent stress was
Association Thickness Design Procedure defined as follows [6,10]: (Note: 1 in. = 2.54 cm, 1
psi = 0.0689 Mpa, 1 kip = 1000 lbs = 4.45 N)
The Portland Cement Association’s thickness
6*Me
design procedure (or PCA method) is the most σ eq = * f1 * f 2 * f 3 * f 4 (1)
well-known, widely-adopted, and h2
mechanically-based procedure for the thickness ⎧= -1600 + 2525 * log(l) + 24.42 * l + 0.204 * l 2 SA/NS
design of jointed concrete pavements [14]. The ⎪
⎪ = 3029 - 2966.8 * log( l ) + 133.69 * l - 0.0632 * l 2
TA/NS
PCA method uses design tables and charts, ⎪⎪= (-970.4 + 1202.6 * log(l) + 53.587 * l) *
Me ⎨ SA/WS
implemented in the PCAPAV computer program, ⎪ (0.8742 + 0.01088 * k
0.447
)
to determine the minimum slab thickness based on ⎪= (2005.4 - 1980.9 * log(l) + 99.008 * l) *
⎪ TA/WS
the results of J-SLAB [15] finite element analysis. ⎩⎪ (0.8742 + 0.01088 * k
0.447
)
The primary design factors of the PCA method are:
⎧⎪ (24/SAL )0.06 * (SAL / 18) SA
design period, the flexural strength of concrete (or f1 = ⎨
the concrete modulus of rupture), the modulus of ⎪⎩(48/TAL )0.06 * (TAL / 36 ) TA
subbase-subgrade reaction, design traffic (including ⎧⎪0.892 + h/85.71 - h 2 / 3000 NS
load safety factor, axle load distribution), with or f2 = ⎨
⎪⎩1 WS
without doweled joints and a tied concrete shoulder
[5]. The PCA thickness design criteria are to limit f 3 = 0.894 for 6% truck at the slab edge
the number of load repetitions based on both fatigue f 4 = 1 [1.235 * (1 - CV )]
analysis and erosion analysis. Cumulative damage
Where, σeq = equivalent stress, psi; h =
concept is used for the fatigue analysis to prevent
the first crack initiation due to critical edge stresses, thickness of the slab, in.; l=(E*h3/(12*(1-µ2)*k))0.25,
whereas the principal consideration of erosion radius of relative stiffness of the slab-subgrade
analysis is to prevent pavement failures such as system, in.; k = modulus of subgrade reaction, pci;
pumping, erosion of foundation, and joint faulting f1 = adjustment factor for the effect of axle loads
due to critical corner deflections during the design and contact areas; f2 = adjustment factor for a slab
period. with no concrete shoulder based on the results of
MATS computer program; f3 = adjustment factor
2.1 Fatigue Analysis to account for the effect of truck placement on the
edge stress (PCA recommended a 6% truck
In the PCA thickness design procedure, the encroachment, f3=0.894); f4 = adjustment factor to
determination of equivalent stress is based on the account for the increase in concrete strength with
resulting maximum edge bending stress of J-SLAB age after the 28th day, along with a reduction in
F.E. analysis under a single axle (SA) load and a concrete strength by one coefficient of variation
tandem axle (TA) load for different levels of slab (CV); (PCA used CV=15%, f4=0.953); and SAL,
thickness and modulus of subgrade reaction. The TAL = actual single axle or tandem axle load, kips.
basic input parameters were assumed as: slab (Note: 1 in. = 2.54 cm, 1 psi = 0.0689 Mpa, 1 pci =
modulus E = 4 Mpsi, Poisson's ratio µ = 0.15, finite 0.027 kPa/mm, 1 kip = 1000 lbs = 4.45 N)
slab length L = 180 in., finite slab width W = 144 in. PCA's fatigue analysis concept was to avoid
A standard 18-kip single axle load (dual wheels) pavement failures (or first initiation of crack) by
with each wheel load equal to 4,500 lbs, wheel fatigue of concrete due to critical stress repetitions.
contact area = 7*10 in.2 (or an equivalent load Based on Miner’s cumulative fatigue damage
radius a = 4.72 in.), wheel spacing s = 12 in., axle assumption, the PCA thickness design procedure
width (distance between the center of dual wheels) first lets the users select a trial slab thickness,
D = 72 in. was used for the analysis, whereas a calculate the ratio of equivalent stress versus
standard 36-kip tandem axle load (dual wheels) concrete modulus of rupture (stress ratio, σeq/Sc) for
PCAWIN Program for Jointed Concrete Pavement Design 295
each axle load and axle type, then determine the ⎧0.95 ND/NS
maximum allowable load repetitions (Nf) based on ⎪⎪ ⎛ k ⎞
2
f 6 = ⎨1.001 - ⎜ 0.26363 - ⎟ ND/WS
the following σeq/Sc - Nf relationship: ⎝ 3034.5 ⎠
⎪
⎧log N f = 11.737 - 12.077 * (σ eq / S c ) σ eq / S c ≥ 0.55 ⎪⎩1 WD
⎪ 3.268
⎪ ⎛ 4.2577 ⎞ ⎧0.896 NS
⎨ N f = ⎜⎜ ⎟
⎟
0.45 < σ eq / S c < 0.55 f7 = ⎨
⎪ ⎝ σ eq / S C − 0.4325 ⎠ ⎩1 WS
⎪ N f = Unlimited σ eq / S c ≤ 0.45
⎩
In which, δeq = equivalent corner deflection, in.;
(2)
pc = pressure at slab-foundation interface, psi; f5 =
The PCA thickness design procedure then uses
adjustment factor for the effect of axle loads. f6 =
the expected number of load repetitions dividing by
adjustment factor for a slab with no doweled joints
Nf to calculate the percentage of fatigue damage for
and no tied concrete shoulder based on the results of
each axle load and axle type. The total cumulative
MATS computer program; f7 = adjustment factor
fatigue damage has to be within the specified 100%
to account for the effect of truck placement on the
limiting design criterion, or a different trial slab
thickness has to be used and repeat previous corner deflection; and SAL, l, k, = same definitions
calculations again. as previously described. (Note: 1 in. = 2.54 cm, 1
psi = 0.0689 Mpa)
2.2 Erosion Analysis Since satisfactory correlations between corner
deflections and the performance of the AASHO
The principal mode of failure in the AASHO Road Test pavement sections could not be obtained,
Road test was pumping or erosion of the granular a better correlation was obtained by relating the
subbase. Thus, PCA's erosion analysis concept is to performance to the rate of work or power (P) which
avoid pavement failures due to pumping, erosion of is defined as the product of corner deflection (δeq)
foundation, and joint faulting, which are closely and pressure at the slab-foundation interface (pc)
related to pavement deflection. The most critical divided by a measure of the length of deflection
pavement deflection occurs at the slab corner when basin or the radius of relative stiffness (l). The
an axle load is placed at the joint near to the corner. concept is that for a unit area a thinner pavement
Likewise, based on unpublished manuscripts, with its shorter deflection basin received a faster
equivalent corner deflection (δeq) equations were punch than a thicker slab did. As shown elsewhere
developed as the following for slabs with no in the literature [5,7,13], the rate of work or power
concrete shoulder (NS) or a tied concrete shoulder (P) was derived as:
(WS) and with aggregate interlock joints (ND) or
⎛ pc2 ⎞ ⎛ k 1.27 * δ eq 2 ⎞
doweled joints (WD) under a single axle (SA) load P = 268.7⎜ ⎟ = 268.7⎜ ⎟ (4)
or a tandem axle (TA) load: ⎜ h * k 0.73 ⎟ ⎜ h ⎟
⎝ ⎠ ⎝ ⎠
pc
δ eq = * f5 * f6 * f7 (3) Where pc is the pressure on the foundation
k under the slab corner, which is equal to the product
⎧ 46.127 4372.7 22886
⎪1.571 + l + - SA/NS/ND of corner deflection (δeq) and modulus of subgrade
⎪ l2 l3 reaction (k) by definition.
⎪1.847 + 213.68 - 1260.8 + 22989 TA/NS/ND
⎪ l l2 l3
The development of the erosion criteria was
pc = ⎨
⎪0.5874 +
65.108 1130.9 5245.8
+ - SA/WS/ND
generally related to joint faulting studies of the
⎪ l l2 l3 pavements in Wisconsin, Minnesota, North Dakota,
⎪ 102.2 1072 14451 Georgia, and California to include a wider range of
⎪1.47 + - 2 + 3 TA/WS/ND
⎩ l l l pavement design features such as mixed and higher
⎧ 128.85 1105.8 3269.1 truck traffic loadings, undoweled pavements, and
⎪- 0.3019 + l + + SA/NS/WD
⎪ l2 l3 stabilized subbases, which could not be found at the
⎪1.258 + 97.491 1484.1 180
+ - 3 TA/NS/WD AASHO Road Test. From unpublished
⎪ l l2 l
pc = ⎨ manuscripts, the determination of the well-known
72.99 323.1 1620
⎪0.018 + + 2 + 3 SA/WS/WD
⎪ l l l erosion factor (EF) in the PCA thickness design
⎪ 146.25 2385.6 23848 procedure was defined by:
⎪0.0345 + - + TA/WS/WD
⎩ l l2 l3 ⎡11111 * (0.896 * P )2 * C1 ⎤
⎧ SAL / 18 SA EF = log ⎢ ⎥ (5)
f5 = ⎨ ⎣⎢ h * k 0.73 ⎦⎥
⎩TAL / 36 TA 2
⎛ k 4⎞
C1 = 1 - ⎜ * ⎟
⎝ 2000 h ⎠
296 Ying-Haur Lee and Samuel H. Carpenter
In which, C1 is an adjustment factor which has a were reanalyzed using both PCAWIN program and
value close to 1.0 for untreated subbases and decreases PCAPAV program. By comparing each element of
to approximately 0.90 for stabilized subbases. In the outputs from both programs, almost identical
addition, the following equations were developed to results were obtained. The only minor difference is
compute the allowable number of repetitions (Ne) believed due to truncation error of the computation
based on PCA’s erosion criteria [5,7]: alone.
⎧log N e = 14.524 - 6.777 * (C1 * P - 9) 0.103
⎪ C1 * P > 9 (6)
⎨ − log C2
⎪ N = Unlimited C1 * P ≤ 9
⎩ e
⎧0.06 for NS
C2 = ⎨
⎩0.94 for WS
Where the constant C2=0.06 is an adjustment
factor for pavements without concrete shoulders.
With a concrete shoulder, the corner deflection is not
significantly affected by truck load placement, so a
large value of C2=0.94 should be used. Note that the –
log C2 term of equation (6) is needed to account for the
adjustment made to the allowable load repetitions in
the PCA design methodology.
The thickness design procedure then uses the Figure 1. Sample input screens of PCAWIN program
expected number of load repetitions dividing by Ne to
calculate the percentage of erosion damage for each
axle load and axle type. The total cumulative erosion
damage has to be within the specified 100% limiting
design criterion as well, or a different trial slab
thickness has to be used and repeat previous
calculations again.
4.3 Modified Equivalent Stress Calculation following R4 prediction model was proposed by
Lee, et al. (1) to account for the stress reduction
PCA’s equivalent stress was determined based
due to the width of a widened outer lane (D0):
on the assumptions of a fixed slab modulus, a fixed
slab length and width, a constant contact area, R4 = 0.61711+0.15373Φ1+0.02504Φ2
wheel spacing, axle spacing, and aggregate ⎧⎪ 0.693+1.279(A1 )+0.369(A1 )2+0.037(A1 )3 A1 ≤ -2.5
Φ1 = ⎨
interlock factor, which may influence the stress ⎪⎩ 2.839+8.234(A1 )+8.158(A1 ) +3.608(A1 ) +0.576(A1 ) A1 > -2.5
2 3 4
consecutively, a value of f3=0.893 (very close to load repetitions at the slab edge is given in Table 1
0.894 used by the PCA method) was obtained. (Note: 1 in. = 2.54 cm, 1 psi = 0.0689 Mpa, 1 pci =
The f3 factor versus the standard deviation (sd) or 0.027 kPa/mm, 1 kip = 4.45 N)
the corresponding percentage of total number of
sd, in. 10 12 14 16 18 20 22 24
% Edge Truck 0.82 2.3 4.3 6.7 9.1 11.5 13.8 15.9
f3 0.778 0.860 0.854 0.890 0.918 0.905 0.925 0.917
Note: 1 in. = 2.54 cm
4.5 Subbase and Subgrade Support design approach should be cautioned and further
investigated.
The subgrade k value was originally
To account for input variability, Timm, et al.
developed for characterizing the support of natural
[16] incorporated reliability analysis into the
soils with fairly low shear strength. Substantially
mechanistic-empirical flexible pavement design
higher k values were obtained based on plate tests
procedure (ROADENT program) for Minnesota
on top granular and stabilized base layers. The
using Monte Carlo simulation. Monte Carlo
current PCA design procedure as well as the 1986
simulation is essentially a process of randomly
AASHTO Guide both adopt the concept of a
combining each of the input parameters according
composite “top-of-the-base” k-value for the design
to their respective distributions and obtaining an
of concrete pavements, though many researchers
output distribution. The proposed design
have indicated the inadequacy of this concept in
framework may be incorporated into the future
earlier literature. In the NCHRP Project 1-26 [12],
version of PCAWIN program to eliminate such
however, the effect of a second bonded or
deficiency.
unbonded subbase layer is accounted for in the
critical edge stress calculation and subsequently in
the fatigue damage calculation based on the
5. Conclusions and Recommendations
transformed section concept. Calibrated The technical know how of the Portland
mechanistic structural analysis procedures for Cement Association (PCA) thickness design
pavement are incorporated in the ILLI-CON procedure was first unveiled. The PCA thickness
program. “It is recommended that k values be design criteria are to limit the number of load
selected for natural soil materials, and that base repetitions based on both fatigue analysis and
layers be considered in concrete pavement design erosion analysis. Cumulative damage concept is
in terms of their effect on the slab response, rather used for the fatigue analysis to prevent the first
than their supposed effect on k value” [3,4]. crack initiation due to critical edge stresses,
Improved guidelines for k-value selection from a whereas the principal consideration of erosion
variety of methods are provided in the 1998 analysis is to prevent pavement failures such as
Supplement Guide [1] for the design of concrete pumping, erosion of foundation, and joint faulting
pavement structures accordingly. due to critical corner deflections during the design
period. The PCA design equations have been
4.6 Design Reliability implemented in a window-based computer program
Due to that the variations in concrete flexural (PCAWIN) to facilitate verification against the
strength have far greater effects on thickness design well-known PCAPAV program. The PCAWIN
than the usual variations in other material properties, program was designed to be highly user-friendly
the design reliability of the PCA approach is and thus came with many well-organized graphical
achieved by reducing the modulus of rupture by one interfaces, selection menus, and command buttons
coefficient of variation (CV) and by using a load for easy use. Both English version and Chinese
safety factor (LSF), ranging from 1.0 to 1.3. The version of the program are available at the
deficiency of not considering the variability of following web site: http://teg.ce.tku.edu.tw.
many other factors such as slab thickness, Many tentative modification alternatives
foundation support, slab modulus, etc. and the including the reconsideration of design period and
associated inherent biases in determining fatigue traffic, axle load distributions, the effect of
damage and erosion damage in the present PCA temperature curling and moisture warping,
300 Ying-Haur Lee and Samuel H. Carpenter
modified equivalent stress calculation, the [7] Jiang, Y. J., Tayabji, S. D. and Wu, C. L.,
determination of equivalent stress factors, subbase “Mechanistic Evaluation of Test Data from
and subgrade support, and design reliability are LTPP Jointed Concrete Pavement Test
discussed as well. Sections” Final Report, FHWA-RD-98-094,
Federal Highway Administration (1998).
Acknowledgments [8] Kim, J. R., Titus-Glover, L., Darter, M. I. and
Kumapley, R. K., “Axle Load Distribution
The original work of this study was sponsored
Characterization for Mechanistic Pavement
by the National Science Council, Taiwan, the
Design,” Transportation Research Record 1629,
Republic of China under a study abroad program at
TRB, National Research Council, Washington,
the University of Illinois at Urbana-Champaign
D. C., U. S. A., pp. 13-23 (1998).
during September 1999 to March 2000. The
[9] Lee, Y. H., “TKUPAV: Stress analysis and
completion of this study will not be possible
thickness design program for rigid
without the assistance and valuable technical
pavements,” Journal of Transportation
insight provided by Dr. Chung-Lung Wu of the
Engineering, Vol. 125, No. 4, ASCE, pp.
Construction Technology Laboratory, Skokie,
338-346 (1999).
Illinois, and Professor Emeritus Ernest J. Barenberg
[10] Lee, Y. H., Bair, J. H., Lee, C. T., Yen, S. T.
of the University of Illinois.
and Lee, Y. M., Modified Portland Cement
Association Stress Analysis and Thickness
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