RIGID PAVEMENT

Structure layer which consist of

reinforced concrete slab and base /
subbase build on top of sub-grade.

DEFINATION
Nurhin/Chapter 4/Rigid Pavement/
 Rigid Pavement
Rigid pavements are so named because the pavement
structure deflects very little under loading due to the high
modulus of elasticity of their surface course.
A rigid pavement structure is typically composed of a
PCC surface course built on top of either (1) the sub-
grade or (2) an underlying base course.
Because of its relative rigidity, the pavement structure
distributes loads over a wide area with only one, or at
most two, structural layers

Nurhin/Chapter 4/Rigid Pavement

 Rigid Pavement Distribution Load

Nurhin/Chapter 4/Rigid Pavement

 Surface course: This is the top layer, which
consists of the Portland Cement Concrete
(PCC )slab.

Base course: This is the layer directly below

the PCC layer and generally consists of
aggregate or stabilized sub-grade.

Subbase course: This is the layer (or layers)

under the base layer. A sub-base is not
always needed and therefore may often be
omitted.

Nurhin/Chapter 4/Rigid Pavement

 Surface Course

Nurhin/Chapter 4/Rigid Pavement

 Surface Course
The surface course is the layer in contact with traffic loads and
is made of PCC.
It provides characteristics such as friction, smoothness, noise
control and drainage.

In addition, it serves as a waterproofing layer to the underlying

base, sub-base and sub-grade.

The surface course can vary in thickness but is usually between

150 mm (6 inches) (for light loading) and 300 mm (12 inches)
(for heavy loads and high traffic).

Nurhin/Chapter 4/Rigid Pavement

 Base Course

Nurhin/Chapter 4/Rigid Pavement

 Base Course
Function

(1)Additional load distribution,

(2)Contributes to drainage and frost
resistance
(3)Uniform support to the pavement
(4)A stable platform for construction
equipment

Nurhin/Chapter 4/Rigid Pavement

 Sub-base Course
Function

1) Minimize the intrusion of fines from the

subgrade into the pavement structure.
2) Improve drainage.
3) Minimize frost action damage.
4) Provide a working platform for construction.

Nurhin/Chapter 4/Rigid Pavement

 Joints

Joints are purposefully placed discontinuities in a rigid

pavement surface course.
The most common types of pavement joints, defined
by their function, are (AASHTO, 1993):

Contraction

Expansion

Isolation

Construction

Nurhin/Chapter 4/Rigid Pavement

 Contraction Joints
A contraction joint is a sawed, formed, or tooled groove in a
concrete slab that creates a weakened vertical plane.
It regulates the location of the cracking caused by dimensional
changes in the slab. Unregulated cracks can grow and result in
an unacceptably rough surface as well as water infiltration into
the base, subbase and subgrade, which can enable other types
of pavement distress.
Contraction joints are the most common type of joint in concrete
pavements, thus the generic term "joint" generally refers to a
contraction joint.

Nurhin/Chapter 4/Rigid Pavement

 Contraction Joints

Nurhin/Chapter 4/Rigid Pavement

 Contraction Joints

Nurhin/Chapter 4/Rigid Pavement

 Contraction
Joints

Nurhin/Chapter 4/Rigid Pavement

 Expansion Joints

An expansion joint is placed at a specific location to allow the

pavement to expand without damaging adjacent structures
or the pavement itself.

Expansion joint are not typically used today because their

progressive closure tends to cause contraction joints to
progressively open.

Nurhin/Chapter 4/Rigid Pavement

 Isolation Joints

An isolation joint is used to lessen compressive stresses that

develop at T- and unsymmetrical intersections, ramps, bridges,
building foundations, drainage inlets, manholes, and
anywhere differential movement between the pavement and
a structure (or another existing pavement) may take place
(ACPA, 2001).

They are typically filled with a joint filler material to prevent

water and dirt infiltration.

Nurhin/Chapter 4/Rigid Pavement

 Isolation Joints

Nurhin/Chapter 4/Rigid Pavement

 Construction Joints
A construction is a joint between slabs that results when
concrete is placed at different times.

This type of joint can be further broken down into transverse

and longitudinal construction joints .

Longitudinal construction joints also allow slab warping without

appreciable separation or cracking of the slabs.

Nurhin/Chapter 4/Rigid Pavement

 Construction Joints

Nurhin/Chapter 4/Rigid Pavement

 Longitudinal & Transverse Joints

Nurhin/Chapter 4/Rigid Pavement

 Load Transfer

Nurhin/Chapter 4/Rigid Pavement

 Load Transfer

Nurhin/Chapter 4/Rigid Pavement

 Load Transfer

Nurhin/Chapter 4/Rigid Pavement

 Aggregate Interlock

Aggregate interlock is the mechanical locking which forms

between the fractured surfaces along the crack below the
joint saw

Some low-volume and secondary road systems rely entirely on

aggregate interlock to provide load transfer although it is
generally not adequate to provide long-term load transfer for
high traffic (and especially truck) volumes.

Aggregate interlock is ineffective in cracks wider than about

0.9 mm (0.035 inches).

Nurhin/Chapter 4/Rigid Pavement

 Aggregate Interlock

Nurhin/Chapter 4/Rigid Pavement

 Dowel Bars

Dowel bars are short steel bars that provide a mechanical

connection between slabs without restricting horizontal joint
movement.

They increase load transfer efficiency by allowing the leave

slab to assume some of the load before the load is actually
over it.

This reduces joint deflection and stress in the approach and

leave slabs.

Nurhin/Chapter 4/Rigid Pavement

 Dowel Bars

Nurhin/Chapter 4/Rigid Pavement

 Dowel Bars

Nurhin/Chapter 4/Rigid Pavement

 Tie Bars

Tie bars are either deformed steel bars or connectors used to

hold the faces of abutting slabs in contact (AASHTO, 1993).

Tie bars are typically used at longitudinal joints or between an

edge joint and a curb or shoulder.

Typically, tie bars are about 12.5 mm (0.5 inches) in diameter

and between 0.6 and 1.0 m (24 and 40 inches long)

Nurhin/Chapter 4/Rigid Pavement

 Prestressed Concrete Pavement s

PCP is a versatile approach that can be used in the

rehabilitation of roadways, toll plazas, intersections, freeway
ramps, bridge approach slabs, and tunnels in addition to
new roadway construction projects
Prestressed concrete pavements are designed and produced
to be prestressed to bear tensile forces caused by external
loads by various live objects such as vehicles on the roads or
aircraft in the airports.
Prestressed concrete pavements well achieve the due
performance in their relatively thinner thickness design
 Joint Plain Concrete Pavement
(JPCP)
Jointed plain concrete pavement uses contraction joints to
control cracking and does not use any reinforcing steel.

Transverse joint spacing is selected such that temperature and

moisture stresses do not produce intermediate cracking
between joints.

Dowel bars are typically used at transverse joints to assist in

load transfer. Tie bars are typically used at longitudinal joints.
 Joint Plain Concrete Pavement
(JPCP)
Crack Control: Contraction joints, both transverse and longitudinal
Joint Spacing: Typically between 3.7 m (12 ft.) and 6.1 m (20 ft.). Due
to the nature of concrete, slabs longer than about 6.1 m (20 ft.) will
usually crack in the middle. Depending upon environment and
materials slabs shorter than this may also crack in the middle.
Reinforcing Steel: None.
Load Transfer: Aggregate interlock and dowel bars. For low-volume
roads aggregate interlock is often adequate. However, high-volume
roads generally require dowel bars in each transverse joint to prevent
excessive faulting.
Joint Plain Concrete Pavement
(JPCP)
Joint Reinforced Concrete
Pavement

Jointed reinforced concrete uses contraction joints

and reinforcing steel to control cracking.

Transverse joint spacing is longer than that for JPCP and

typically ranges from about 7.6 m (25 ft.) to 15.2 m (50 ft.).

Dowel bars are typically used at transverse joints to assist in

load transfer while the reinforcing steel/wire mesh assists in
load transfer across cracks.
 Joint Reinforced Concrete Pavement
(JRCP)
Crack Control: Contraction joints as well as reinforcing steel. Joint
Spacing: Longer than JPCP and up to a maximum of about 15 m (50
ft.). Due to the nature of concrete, the longer slabs associated with
JRCP will crack.
Reinforcing Steel: A minimal amount is included mid-slab to hold
cracks tightly together. This can be in the form of deformed
reinforcing bars or a thick wire mesh.
Load Transfer: Dowel bars and reinforcing steel. Dowel bars assist in
load transfer across transverse joints while reinforcing steel assists in
load transfer across mid-panel cracks.

Nurhin/Chapter 4/Rigid Pavement

 Joint Reinforced Concrete Pavement
(JRCP)

Nurhin/Chapter 4/Rigid Pavement

 Continuous Reinforced Concrete
Pavement
(CRCP)
Continuously reinforced concrete pavement does not require
any contraction joints.
Transverse cracks are allowed to form but are held tightly
together with continuous reinforcing steel.

Cracks typically form at intervals of 1.1 - 2.4 m (3.5 - 8

ft.). Reinforcing steel usually constitutes about 0.6 - 0.7 percent of
the cross-sectional pavement area and is located near mid-
depth in the slab.

Nurhin/Chapter 4/Rigid Pavement

 Continuous Reinforced Concrete
Pavement
(CRCP)
Crack Control: Reinforcing steel

Joint Spacing: Not applicable. No transverse contraction joints are

used.

Reinforcing Steel: Typically about 0.6 - 0.7 percent by cross-

sectional area (ACPA, 2001).

Load Transfer: Reinforcing steel, typically No. 5 or 6 bars, grade 60.

Nurhin/Chapter 4/Rigid Pavement

Continuous Reinforced Concrete
Pavement
(CRCP)