ARMY TM 5-822-13

AIR FORCE AFJMAN 32-1018

PAVEMENT DESIGN FOR

ROADS, STREETS, AND
OPEN STORAGE AREAS,
ELASTIC LAYERED METHOD

APPROVED FOR PUBLIC RELEASE: DISTRIBUTION IS UNLIMITED

DEPARTMENTS OF THE ARMY AND THE AIR FORCE

OCTOBER 1994
TM 5-822-13/AFJMAN 32-1018

REPRODUCTION AUTHORIZATION/RESTRICTIONS

This manual has been prepared by or for the Government and is public property
and not subject to copyright.

Reprint or republications of this manual should include a credit substantially as

follows: "Joint Departments of the Army and Air Force, TM 5-822-13/AFJMAN
32-1018 Pavement Design for Roads, Streets, and Open Storage Areas, Elastic
Layered Method, October 1994."
 TM 5-822-13/AFJMAN 32-1018

A
TECHNICAL MANUAL HEADQUARTERS
NO. 5-822-13 DEPARTMENT OF THE ARMY
AIR FORCE JOINT MANUAL AND THE AIR FORCE
NO. 32-1018 WASHINGTON, DC, 24 October 1994

PAVEMENT DESIGN FOR ROADS, STREETS, AND OPEN STORAGE AREAS,

ELASTIC LAYERED METHOD

Paragraph Page
CHAPTER 1. GENERAL
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 1-1
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 1-1
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 1-1
Computer Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 1-1
CHAPTER 2. BASIS OF PAVEMENT DESIGN
Design Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 2-1
Design Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 2-1
Pavement Response Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 2-1
Frost Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 2-2
CHAPTER 3. VEHICULAR TRAFFIC
Effect on Pavement Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 3-1
Vehicle Representative Configurations . . . . . . . . . . . . . . . . . . . . . . . 3-2 3-1
Traffic Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 3-1
CHAPTER 4. ELASTIC MODULI OF PAVEMENT MATERIALS
Climatic Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 4-1
Material Characterization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 4-2
Nondestructive Testing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 4-7
CHAPTER 5. DESIGN CRITERIA
Damage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 5-1
Vehicle Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2 5-1
Concrete Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 5-1
Flexible Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 5-1
CHAPTER 6. FLEXIBLE PAVEMENT DESIGN
Design Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 6-1
Determination of Pavement Thickness . . . . . . . . . . . . . . . . . . . . . . . . 6-2 6-1
Design Example for a Conventional Flexible Pavement . . . . . . . . . . . 6-3 6-2
Design Example for an All-Bituminous Concrete (ABC) Pavement . . 6-4 6-2
Design Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5 6-4
CHAPTER 7. CONCRETE PAVEMENTS
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 7-1
Design Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 7-1
Design Procedures for Stabilized Foundations . . . . . . . . . . . . . . . . . . 7-3 7-1
Reinforced Concrete Pavements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4 7-2
Design Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 7-2
Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 7-6
Design Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7 7-6

This publication with special software (app D) has a value of less than $100.00 per copy, and does not
require accountability under provision of AR 735-17 and AR 710-2-1.

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION IS UNLIMITED

i
TM 5-822-13/AFJMAN 32-1018

Paragraph Page
CHAPTER 8. OVERLAY PAVEMENTS
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 8-1
Definitions for Overlay Pavement Design . . . . . . . . . . . . . . . . . . . . . 8-2 8-1
Preparation of Existing Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3 8-1
Rigid Overlay of Existing Rigid Pavement . . . . . . . . . . . . . . . . . . . . 8-4 8-1
Rigid Overlay of Flexible and Composite Base Pavements . . . . . . . . 8-5 8-3
Flexible Overlay of Rigid Base Pavements . . . . . . . . . . . . . . . . . . . . 8-6 8-3
Flexible Overlay of Flexible Pavements . . . . . . . . . . . . . . . . . . . . . . 8-7 8-3
APPENDIX A: REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
APPENDIX B: PROCEDURE FOR DETERMINING THE MODULUS OF . . . . . . . . . . . . . . . B-1
ELASTICITY OF UNBOUND GRANULAR BASE AND
SUBBASE COURSE MATERIALS
APPENDIX C: PROCEDURES FOR DETERMINING THE FATIGUE LIFE OF . . . . . . . . . . C-1
BITUMINOUS CONCRETE
APPENDIX D: COMPUTER AIDED DESIGN FOR PAVEMENT DESIGN . . . . . . . . . . . . . . D-1
FOR ROADS, STREETS, AND OPEN STORAGE AREAS,
ELASTIC LAYERED METHODS

List of Figures

Figure 4-1. Relationships Between Design (Mean) Pavement Temperature . . . . . . . . . . . . . . 4-2

and Design Air Temperature.
4-2. Prediction of Asphalt Concrete Modulus for Bituminous Layers . . . . . . . . . . . . . 4-3
4-3. Relationship Between Equivalent Cracked Section Modulus and . . . . . . . . . . . . 4-5
Unconfined Compressive Strength.
4-4. Correlation Between Resilient Modulus of Elasticity and Static . . . . . . . . . . . . . 4-6
Modulus of Soil Reaction.
5-1. Subgrade Strain Criteria for Roads and Streets . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
7-1. Reinforced Concrete Pavement Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
8-1. Chart for Determining Cr for Concrete Overlays . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8-2. Chart for Determining Cb for Flexible Overlays . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8-3. Determination of Effective k Value on Top of Base Course . . . . . . . . . . . . . . . . 8-5
8-4. Chart for Determining F-factor for Flexible Overlays . . . . . . . . . . . . . . . . . . . . . 8-6
B-1. Relationships Between Modulus of Layer n and Modulus of . . . . . . . . . . . . . . . . B-2
Layer n + 1 for Various Thicknesses of Unbound Base Course
and Subbase Course.
C-1. Repeated Flexure Apparatus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-2
C-2. Initial Mixture Bending Strain Versus Repetitions to Fracture in . . . . . . . . . . . . C-3
Controlled Stress Tests.
C-3. Provisional Fatigue Data for Bituminous Base Course Materials . . . . . . . . . . . . . C-3
List of Tables
Table 3-1. Representative Configuration Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
4-1. Minimum Unconfined Compressive Strengths for Cement, Lime, and . . . . . . . . . 4-4
Combined Lime-Cement Flyash Stabilized Soils.
4-2. Modulus of Soil Reaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
5-1. Operations Per Coverage Ratio, Flexible Pavements . . . . . . . . . . . . . . . . . . . . . . 5-2
5-2. Operations Per Coverage Ratio, Rigid Pavements . . . . . . . . . . . . . . . . . . . . . . . 5-3
6-1. Strain Values and Damage for Trial Thicknesses . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6-2. Bituminous Concrete Moduli for Each Month for ABC Pavement Design . . . . . 6-4
Based on Bituminous Concrete Strain.
6-3. Bituminous Concrete Moduli for Each Month for ABC Pavement Design . . . . . 6-5
Based on Subgrade Strain.

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 TM 5-822-13/AFJMAN 32-1018

List of Tables (Continued)

Paragraph Page

Table 6-4. Strain Values and Damage for ABC Pavement, 32-kip Tandem-Axle . . . . . . . . . 6-6
Dual Wheels.
7-1. Computed Design Coverages for Example 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7-2. Computations of Cumulative Damage for Example 2 . . . . . . . . . . . . . . . . . . . . . 7-5
7-3. Cumulative Damage Computed for Ml Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7-4. Computed Design Coverages for Example 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7-5. Computations of Cumulative Damage for Example 4 . . . . . . . . . . . . . . . . . . . . . 7-8

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 TM 5-822-13/AFJMAN 32-1018

CHAPTER 1
GENERAL

1-1. Purpose 1-3. References.

This manual provides an elastic layered method for Appendix A contains a list of references used in this
the thickness design of pavements for roads, streets, manual.
walks, and open storage areas at US Army and Air
Force installations for the loadings and conditions 1-4. Computer Program.
set forth herein. A user-friendly road design computer program
LEDROAD designed to be run on IBM or IBM-
1-2. Scope. compatible personal computer has been prepared
The elastic layered procedure is used to determine and is attached in APPENDIX D. Stresses and
thickness requirements of flexible and rigid strains are calculated with the JULEA computer
pavement structures subject to vehicular traffic program within LEDROAD. Any questions
loads. This manual treats the thickness design of concerning the program should be directed to:
concrete pavements (both plain and reinforced),
conventional flexible pavements, bituminous US Army Corps of Engineers Division, Omaha
ATTN: CEMRD-ED-TT
concrete pavements, and flexible pavements with 12565 West Center Road
stabilized layers. Other aspects of design, such as Omaha, Nebraska 68144-3869
Telephone: (402) 221-7496
the preliminary investigation, mix design, material or
requirements, joints, overlays, reinforced concrete US Army Engineer Waterways Experiment Station
ATTN: CEWES-GP
pavements, and the requirements for compaction 3909 Halls Ferry Road
and frost considerations are described in TM 5-822- Vicksburg, MS 39180-6199
Telephone: (601) 634-3423
5/AFM 88-7, Chap. 3.

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 TM 5-822-13/AFJMAN 32-1018

CHAPTER 2
BASIS OF PAVEMENT DESIGN

2-1. Design Principles. variations in the bituminous concrete properties and

a. Concrete pavements. The basic principle for subgrade strength caused by cyclic climatic
the elastic layered design procedure is to limit the conditions. The strains used for entering the criteria
tensile stresses in the portland cement concrete are computed by the use of Burmister's solution for
(PCC) to levels that are sufficiently below the multilayered elastic continua. The solution of
flexural strength of the concrete such that failure Burmister's equations for most pavement systems
occurs only after the pavement has sustained a will require the use of computer programs and the
number of load repetitions. The tensile stress is characterization of the pavement materials by the
modeled by the use of Burmister's solution for modulus of elasticity and Poisson's ratio.
elastic multilayered continua. The computed tensile
stress divided into the concrete strength is the 2-2. Design Variables.
design parameter and is referred to as the design The prime factor influencing the structural design of
factor. This parameter has been related to pavement a pavement is the load-carrying capacity required.
performance through a study of test section data. The pavement thickness necessary to provide the
Use of a cumulative damage concept determines the desired load-carrying capacity is a function of the
required concrete thickness. Correlations among following.
theory, small-scale model studies, and full-scale a. Principal variables.
accelerated traffic tests have shown that maximum (1) Vehicle wheel load or axle load.
tensile stresses in the pavement occur when the (2) Configuration of vehicle wheels or tracks.
vehicle wheels are placed at a free or unsupported (3) Volume of traffic during the design life of
edge of the pavement. Only interior stresses are pavement.
computed using the elastic layered method while b. Additional rigid pavement variables.
edge stresses can be computed with the (1) Modulus of rupture (flexural strength) of
Westergaard solution. The former is always less the concrete.
than the latter; the difference depends upon the load (2) Elastic moduli and Poisson's ratios of
configuration and pavement geometry and concrete, base course, and subgrade soils.
properties. Stresses for the condition of the vehicle c. Additional flexible pavement variables.
wheels placed at a longitudinal or transverse joint (1) Elastic moduli of each layer of the
are less severe because of the use of load-transfer pavement structure and the subgrade soils.
devices or aggregate interlock in these joints to (2) Poisson's ratios of each layer of the
transfer a portion of the load to the adjacent slab. In pavement structure and the subgrade soils.
military roads and streets, dowel bars are generally
installed in the transverse joints and tie bars in the 2-3. Pavement Response Model.
longitudinal joints. Since traffic loads travel near the The pavement system is assumed to be a multilay-
pavement (free) edges and free edge stresses govern ered continuum with each layer being elastic and
the pavement design thickness, interior stresses homogeneous. Each layer is to extend to infinity in
computed with JULEA does not simulate the edge the horizontal direction and have, except for the
stress condition. Thus the computed stress will be bottom layer; a finite thickness. The applied loads to
multiplied by a factor of 1.33. the pavement are considered as static, circular, and
b. Flexible pavements. The basic principle for the uniform over the contact area. The program chosen
design procedure is to select a pavement thickness for the analysis is JULEA computer code. The
required to limit the vertical strains in the subgrade program provides different degrees of bond
and the horizontal strains at the bottom of the bitu- between interfaces. With the program the
minous concrete induced by design vehicular traffic performance criteria for rigid pavements are
loads at select traffic levels. The purpose is to pre- developed with the assumptions that the interface
vent shear failure in the subgrade and cracking in between the PCC slab and the supporting subgrade
the bituminous surface course. Use of a cumulative is considered smooth with no bond, i.e., there is no
damage concept permits the rational handling of frictional resistance at the interface. All other

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TM 5-822-13/AFJMAN 32-1018

interfaces are considered to be completely bonded. 2-4. Frost Considerations.

With these codes the performance criteria for For the design and construction of pavements
flexible pavements are developed with the assump- placed on subgrade or base course materials subject
tions that the interfaces between each layer of the to seasonal frost action, the criteria and procedures
flexible pavement are considered completely given in TM 5-822-5/AFM 88-7, Chap. 3, are applicable.
bonded, i.e. complete frictional resistance at
interfaces.

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 TM 5-822-13/AFJMAN 32-1018

CHAPTER 3
VEHICULAR TRAFFIC

3-1. Effect on Pavement Design. operation of a tandem axle is one stress repetition in
Pavement thickness is determined from anticipated a rigid pavement and is more than one stress
traffic data which include types, distribution, and repetition in a flexible pavement. For instance, for
loadings of vehicles. Types include cars, light and one operation of a tandem-axle dual-wheel load, it
heavy trucks, tanks, and forklifts. Distribution is one stress repetition in a rigid pavement and two
covers the average daily volume of each type of stress repetitions in a flexible pavement. Relations
vehicle which, in turn, determines the total volume between load repetition and required pavement
of traffic anticipated during the design life of the thickness developed from accelerated traffic tests of
pavement. Vehicle loadings include maximum full-scale pavements have shown that, for any given
single-and tandem-axle pneumatic-tire loads and vehicle, increasing the gross weight by as little as 10
gross weight of the heaviest tracked vehicle. For percent can be equivalent to increasing the volume
most pavements, the magnitude of the axle load is of traffic by as much as ~00 to 400 percent. On this
of greater importance than the gross weight of basis, the magnitude of the vehicle loading must he
pneumatic-tired vehicles. Thus, for the case of considered as a more significant factor in the design
pneumatic-tired vehicles having equal axle loads, of pavements than the number of load repetitions.
the increased severity of loading imposed by
conventional four-or five-axle trucks as compared 3.2 Vehicle Representative Configurations.
with that imposed by two- or three-axle trucks is For determining pavement design requirements, ve-
largely a fatigue effect resulting from an increased hicles have been divided into three general groups.
number of load repetitions per vehicle operation. They are pneumatic-tired vehicles (cars, trucks,
For forklift trucks where the loading is concentrated buses, etc.) tracked vehicles, and forklift trucks
largely on a single axle, the severity of the loading (including both solid and pneumatic tires). Each
is a function of the gross weight of the vehicle and group has been divided into representative load
the frequency of loading. For tracked vehicles configurations, and table 3-1 shows data for these
where the loading is evenly divided between the two representative configurations.
tracks and nearly evenly divided among the bogies,
the severity of the track loading is a function of the 3-3. Traffic Evaluation.
gross weight of the vehicle, number of bogies, and Procedures for the evaluation of future traffic and
the frequency of loading. In pavement design, one determination of a design index are contained in TM
operation of a single axle is one stress application 5-822-2-AFM 88-7, Chap. 5.
for both flexible and rigid pavements, but one

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TM 5-822-13/AFJMAN 32-1018

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 TM 5-822-13/AFJMAN 32-1018

CHAPTER 4
ELASTIC MODULI OF PAVEMENT MATERIALS

4-1. Climatic Factors.

In the design system, two climatic factors, temperature and moisture, are considered to influence the
structural behavior of the pavement. Temperature influences the stiffness and fatigue of bituminous material
and is the major factor in frost penetration. Moisture conditions influence the stiffness and strength of the
base course, subbase course, and subgrade. Temperature does not influence the stiffness and fatigue of the
PCC, but temperature differential in the concrete can cause the slab to warp and break easily. In concrete
pavements, moisture differential can also cause the slab to warp but the effect is relatively minor.
a. Design pavement temperature Pavement is generally designed for two different failure modes. One is
for the shear failure in the subgrade and the other is for the fatigue cracking in the surface layers. The design
procedure requires the determination of one design pavement temperature for consideration of vertical com-
pressive strain at the top of the subgrade and horizontal tensile strain at the bottom of cement- or lime-stabi-
lized layers and a different design pavement temperature for consideration of the fatigue damage of the
bituminous concrete surface. In either case, a design air temperature is used to determine (figure 4-1) the
design (mean) pavement temperature. Temperature data for computing the design air temperatures are
available from the National Oceanic and Atmospheric Administration (NOAA) "Local Climatological Data
Annual Summary with Comparative Data." With respect to subgrade strain and fatigue of cement- and lime-
stabilized base or subbase courses, the design air temperature is the average of two temperatures: (1) the
average daily mean temperature and (2) the average daily maximum temperature during the traffic period.
The traffic period is normally 1 month. For consideration of the fatigue damage of bituminous materials, the
design air temperature is the average daily mean temperature. Thus, for each traffic period, two design air
temperatures are determined. For design purposes, it is best to use the long-term averages such as the 30-year
averages given in the annual summary. As an example, the determination of the design pavement
temperatures for 10-inch bituminous pavement can be demonstrated by considering the climatological data
for Jackson, Mississippi as tabulated below. For the month of August, the average daily mean temperature
is 81.5 degrees F., and the average daily maximum is 92.5 degrees F.; therefore, the design air temperature
for consideration of the subgrade strain is 87 degrees F., and the design pavement temperature determined
from figure 4-1 would be approximately 100 degrees F. For consideration of bituminous fatigue, the design
air temperature for August in Jackson, Mississippi is 81.5 degrees F., resulting in a design pavement
temperature of approximately 92 degrees F. (from fig 4-1). These design pavement temperatures are
determined for each of the traffic periods.

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TM 5-822-13/AFJMAN 32-1018

b. Thaw periods. The effects of temperature on subgrade materials are considered only with regard to frost
penetration. The basic requirements for frost protection are given in TM 5-822-5/AFM 88-7, Chap. 3.
c. Subgrade moisture content for material characterization. Pavement design is usually predicated on a
subgrade which is assumed to be near-saturation. The design may be based on subgrade with lower moisture
content if available field measurements indicate that the subgrade will not reach saturation. These measure-
ments must reflect the period of the year when the water table is at its highest level, and such designs must
be approached with caution.

4-2. Material characterization.

Characterization of the pavement materials requires the quantification of the material stiffness as defined by
the resilient modulus of elasticity and Poisson's ratio and, for selected pavement components, a fatigue
strength as defined by a failure criterion. The use of layered elastic design procedures does not negate the
material requirements set forth in TM 5-822-5/AFM 88-7, Chap. 3.
a. Modulus of elasticity.
(1) Bituminous mixtures. The term "bituminous mixtures" refers to a compacted mixture of bitumen
and aggregate designed in accordance with standard practice. The modulus for these materials is determined
by use of the repetitive triaxial tests. The procedure for preparation of the sample is given in TM-5-825-2-
1/AFM 88-6, Chap. 2, Section A with the procedure for the conduct of the repetitive triaxial test given in
chapter 9 of the same manual.
(a) The stiffness of the bituminous mixtures will be greatly affected by both the rate of loading and
temperature. For roads and streets design, a loading rate of 2 to 4 hertz is recommended. Specimens should
be tested at temperatures of 40, 70 and 100 degrees F. so that a modulus-temperature relationship can be

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established. If temperature data indicate greater extremes than 40 and 100 degrees F., tests should be
conducted at these extreme ranges, if possible. The modulus value to be used for each strain computation
would be the value applicable for the specific pavement temperature determined from the climatic data.
(b) An indirect method of obtaining an estimated modulus value for bituminous concrete is presented
in detail in TM 5-825-2-l/AFM 88-6, Chap. 2, Section A. Use of this method requires that the ring-and-ball
softening point and the penetration of the bitumen as well as the volume concentration of the aggregate and
percent air voids of the compacted mixture be determined. The modulus of bituminous concrete may also be
estimated from the design pavement temperature using figure 4-2.
(2) Portland cement concrete (PCC). The modulus of elasticity and flexural strength of PCC will be
determined from static flexural beam tests in accordance with ASTM C 78. When test results are not
available, a modulus value of 4,000,000 psi may be assumed for the concrete. Proportioning of the concrete
mix and control of the concrete for pavement construction will be in accordance with TM 5-822-7/AFM 88-
6, Chap. 8.
(3) Unbound granular base and subbase course materials. The terms "unbound granular base course
material" and "unbound granular subbase course material" as used herein refer to materials meeting grading
requirements and other requirements for base and subbase for roads and streets, respectively. These materials
are characterized by use of a chart in which the modulus is a function of the underlying layer and the layer
thickness. The chart and the procedure for use of the chart are given in appendix B. The modulus values of
unbound granular bases may also be determined from cyclic triaxial tests on prepared samples. The recom-
mended test procedure is outlined in TM 5-825-3-1/AFM 88-6, Chap. 3, Section A. The base course under
a rigid pavement can be unbound granular or a chemically stabilized material. Design using stabilized
materials is described in the next section.
(4) Stabilized material. The term "stabilized material" as used herein refers to soil treated with such
agents as bitumen, portland cement, slaked or hydrated lime, and flyash or a combination of such agents to
obtain a substantial increase in the strength of the material over the material's untreated natural strength.

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Stabilization with portland cement, lime, flyash, or other agent that causes a chemical cementation to occur
shall be referred to as chemical stabilization. Chemically treated soils having unconfined compressive
strengths greater than the minimum strength are considered to be stabilized materials and should be tested
in accordance with the methods specified for stabilized materials. Chemically treated soils having unconfined
compressive strengths less than the minimum strength are considered to be modified soils. Most likely this
will result in using the maximum allowable subgrade modulus. Bituminous-stabilized materials should be
characterized in the same manner as bituminous concrete. Stabilized materials other than bituminous
stabilized should be characterized using cracked section criteria, which is explained later in conjunction with
figure 4-3.
(a) Stabilized materials for the base and subbase must meet the strength and durability requirement
of TM 5-822-14/AFJMAN 32-1018. The basic strength requirements are presented in table 4-1.

(b) Lime-stabilized materials will continue to gain strength with time; therefore, if sufficient evidence
is available that indicates a lime-stabilized material will acquire adequate strength prior to traffic, then the 28-
day strength requirement may be waived.
(c) For concrete pavements having a stabilized base or subbase, the determination of elastic modulus
values becomes more complicated than for the pavement with unbound granular base. Two cases in particular
should be considered. In the first case, where the stabilized layer is considered to be continuous with cracking
due only to curing and temperature, the elastic modulus values may be determined from flexural beam tests.
In the second case, the stabilized layer is considered cracked because of load. Once the cracks have
developed extensively in the stabilized base, the layer would behave as a granular material but with a higher
modulus value. The cracked stabilized base course is represented by a reduced resilient modulus value, which
is determined from the relationship between resilient modulus and unconfined compressive strength shown
in figure 4-3. This relationship may be used for concrete pavement design for roads and streets.
(d) The general, material, and compaction requirements of base courses under a pavement are
described in TM 5-822-5/AFM 88-7, Chap. 3.
(5) Subgrade soils. The term "subgrade" as used herein refers to the natural, processed, or fill soil
foundation not meeting the requirements for a base or subbase on which a pavement structure is placed. The
modulus of the subgrade is determined through the use of the repetitive triaxial test. The procedure is
described in TM 5-825-2-1/AFM 88-6, Chap. 2, Section A. For most subgrade soils, the modulus is greatly
affected by changes in moisture content and state of stress. As a result of normal moisture migration, water
table fluctuation, and other factors, the moisture content of the subgrade soil can increase and approach
saturation with only a slight change in density. Since the strength and stiffness of fine-grained materials are
particularly affected by such an increase in moisture content, these soils should be tested in the near-
saturation state.
(a) Procedures for specimen preparation, testing, and interpretation of test results for cohesive and
granular subgrades are presented in TM 5-825-2-1/AFM 88-6, Chap. 2, Section A. For the layered elastic
theory of flexible pavement design, the maximum allowable modulus for a subgrade soil should be restricted
to 30,000 pounds per square inch (psi).
(b) In areas where the subgrade is to be subjected to freeze-thaw cycles, the subgrade modulus must
be determined during the thaw-weakened state. Testing soils subject to freeze-thaw requires specialized test
apparatus and procedures. The Cold Regions Research and Engineering Laboratories (CRREL) can assist
in characterizing subgrade soils subjected to freeze-thaw.
(c) For some design situations, estimating the resilient modulus of the subgrade (MR) based on
available information may be necessary when conducting the repetitive load triaxial tests. An estimate of the
resilient modulus can be made from the relationship of MR = 1500 C CBR, where CBR is the California
Bearing Ratio. This relationship provides a method for checking the reasonableness of the laboratory results.

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 TM 5-822-13/AFJMAN 32-1018

The relationship shown in figure 4-4 may be used to estimate the elastic modulus from the modulus of soil
reaction k. It is to be noted that the relationship shown in figure 4-4 is established based on limited data. The
modulus of soil reaction k can be determined using the plate-bearing test in the field or from table 4-2 when
field test results are not available.

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TM 5-822-13/AFJMAN 32-1018

b. Poisson's ratio. Poisson's ratio is difficult to determine and has relatively minor influence on the design
compared to other parameters. Therefore, commonly recognized values of Poisson's ratio are used. These
values are as follows:

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 TM 5-822-13/AFJMAN 32-1018

4-3. Nondestructive Testing Procedure.

When computer programs are used to compute the stresses and strains in a pavement, the input needed is the
elastic moduli of the pavement layers. The modulus values may be determined using the nondestructive
testing (NDT) procedure presented in TM 5-826-5/AFP 88-24, Chap. 5. The NDT procedure used in this
manual is the falling weight deflectometer (FWD). With the FWD the deflection basins of the pavement can
be measured. Based on the measured deflection basins, the elastic modulus of the pavement material in each
layer can be backcalculated by a computer program WESDEF available at US Army Engineer Waterways
Experiment Station (WES) (TM 5-826-5/AFP 88-24, Chap. 5).

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 TM 5-822-13/AFJMAN 32-1018

CHAPTER 5
DESIGN CRITERIA

5-1. Damage Factor.

The damage factor is defined as DF = n/N where n is the number of effective stress or strain repetitions and
N is the number of allowable stress or strain repetitions. The cumulative damage factor is the sum of the
damage factors for all vehicles. The value of n is determined from the number of vehicle operations, and the
value of N is determined from the computed stress or strain and the appropriate criteria. The pavement
thickness is determined when the cumulative damage factor equals one.

5-2. Vehicle Operations.

When vehicle operations (passes) are given, an operation-per-coverage ratio is needed for the particular
design vehicle to convert operations to coverages. The operation-per-coverage ratios for the representative
configurations are shown in tables 5-1 and 5-2 for rigid and flexible pavements, respectively. In LEDROAD
computer program, the operations-per-coverage ratio is computed based on the standard deviations listed
in the tables. The computations are based on the assumption that the wheels wander in a normal distribution
across the traffic lane. The operations-per-coverage ratio computed in LEDROAD will be different from
those listed in the tables and consequently the values computed using LEDROAD may be slightly different
from those presented in this manual.

5-3. Concrete Pavement.

The limiting stress (fatigue) criteria are the basis for the design of concrete pavements. The thickness of the
portland cement concrete slab is selected so that the maximum tensile stress at the bottom of the slab does
not exceed the preselected value. The criteria are presented as a relationship between design factor and
allowable coverages by the equation:
N = 10x (eq 5-1)
where
N = allowable coverages
(R/F & A)
X '
B
A = 0.2967 + 0.002267 (SCI)
B = 0.3881 + 0.000039 (SCI)
R = flexural strength, psi
F = 1.33 times the maximum tensile stress at bottom of the slab computed with elastic layered
method
SCI = Structural condition index. SCI = 80 for the first-crack condition, and SCI = 50 for the shattered
slab condition

5-4. Flexible Pavement.

Basically, there are two criteria for determining the allowable stress (or strain) repetitions N. The first is the
allowable number of operations as a function of the vertical strain at the top of the subgrade. The second is
the allowable number of operations as a function of the horizontal strain at the bottom of the asphalt layer.
There is no strain criteria for unbound base. In developing the procedure, it was assumed that unbound base
and subbase that meet CE guide specification for quality will perform satisfactorily.
a. Asphalt strain criteria.
(1) The primary means recommended for determining the limiting horizontal tensile strain for
bituminous concrete is the use of the repetitive load flexural beam test on laboratory-prepared specimens.
Procedures for the test are presented in detail in appendix C. Several tests are run at different stress levels
and different sample temperatures such that the number of load repetitions to fracture can be represented as

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TM 5-822-13/AFJMAN 32-1018

a function of temperature and initial stress. The initial stress is converted to initial strain in order to yield
criteria based on the tensile strain of the bituminous concrete.
(2) An alternate method for determining values of limiting tensile strain for bituminous concrete is the
use of the provisional laboratory fatigue data employed by Heukelom and Klomp (1964). These data are pre-
sented in appendix C in the form of a relationship between stress, strain, load repetitions, and elastic moduli
of bituminous concrete. The data may be approximated by the following equation
Allowable coverge = 10-X (eq 5-2)
where
X = 5 log SA + 2.665 log10 (E/14.22) + 0.392
SA= tensile strain of asphalt (in./in.)
E = elastic modulus of the bituminous concrete (psi)
The equation used to determine the allowable tensile strain at the bottom of the asphalt layer is:
Allowable Strain 0AC=10-A (eq 5-3)

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 TM 5-822-13/AFJMAN 32-1018

where
N % 2.665 log10 (E/14.22) % 0.392
A '
5
N = 1og10 (coverage)
E = elastic modulus of the bituminous concrete (psi)
b. Subgrade strain criteria. Failure criteria (fig 5-1) for roads and streets are approximated by the equation
Allowable strain 0SUBG = 10-A (eq 5-4)
where
A = 0.1408 log10 (coverage) + 2.408
Equation 5-5 can also be written as
Allowable coverage = 10-A (eq 5-5)
where
A = (2.408 + 1og10 (,SUBG))/0.1408

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TM 5-822-13/AFJMAN 32-1018

5-4
 TM 5-822-13/AFJMAN 32-1018

CHAPTER 6
FLEXIBLE PAVEMENT DESIGN

6-1. Design Requirements. (c) An initial pavement section is

Flexible pavement designs will provide the determined using the minimum thickness
following: requirements from TM 5-822-5/AFM 88-7, Chap.
a. Adequate thickness above the subgrade and 3 or by estimation. The resilient modulus of the base
above each layer together with adequate quality of and of the subbase is determined from figure B-1
the select material, subbase, and base courses to and the initial thickness.
prevent detrimental shear deformation under traffic (d) The vertical strain at the top of the
and, when frost conditions are a factor, to control subgrade is computed using JULEA for each axle
or reduce to acceptable limits effects of frost heave load being considered in the design.
or permafrost degradation. (e) The number of allowable coverages for
b. Sufficient compaction of the subgrade and of each computed strain is determined from the
each layer to prevent objectionable settlement under subgrade strain criteria using equation 5-5.
traffic. (f) The value of n/N is computed for each
c. Adequate drainage of base course to provide axle load and summed to obtain the cumulative
for drainage of base course during spring thaw. damage.
d. A stable, weather-resistant, wear-resistant, (g) The initial thicknesses are adjusted to
waterproof, nonslippery pavement. make the value of the cumulative damage approach
1. This may be accomplished by first making the
6-2. Determination of Pavement Thickness. computations for three or four thicknesses and
a. Bituminous concrete. When the computed developing a plot of thickness versus damage. From
thickness of the bituminous concrete is a fractional this plot the thickness that gives a damage of 1 may
value, it will be rounded to the nearest full or half be selected.
inch thickness. Values falling midway between the (2) Frost conditions. Where frost conditions
full and half inch values will be rounded upward. exist and the design thickness is less than the thick-
b. Conventional flexible pavements. ness required for complete frost protection, the
(1) General. Conventional flexible pavements design must be based on weakened subgrade condi-
for roads, streets, and open storage areas consist of tion. In some cases, it may be possible to replace
relatively thick aggregate layers with a thin (3- to 5- part of the subgrade with material not affected by
inch) wearing course of bituminous concrete. In this cycles of freeze-thaw but which will not meet the
type of pavement, the bituminous concrete layer is specifications for a base or subbase. In this case, the
a minor structural element of the pavement, and material must be treated as a subgrade and
thus, the temperature effects on the stiffness characterized by the procedures given for subgrade
properties of the bituminous concrete may be characterization. For information on designing for
neglected. Also, it must be assumed that if the frost conditions, see TM 5-822-5/AFM 88-7, Chap. 3.
minimum thickness of bituminous concrete is used c. All-bituminous concrete pavements. The all-
as specified in TM 5-822-5/AFM 88-7, Chap. 3, bituminous concrete pavement differs from the con-
then fatigue cracking will not be considered. Thus, ventional flexible pavement in that the bituminous
for a conventional pavement, the design problem is concrete is sufficiently thick (greater than 5 inches)
one of determining the thickness of pavement to contribute significantly to the strength of the
required to protect the subgrade from shear pavement. In this case, the variation in the stiffness
deformation. The steps for determining the required of the bituminous concrete caused by yearly climatic
thickness for nonfrost areas are: variations must be taken into account by dividing
(a) Since summer temperature condition is the traffic into increments during which variation of
considered most severe for subgrade shear failure, the resilient modulus of the bituminous concrete is
i.e., largest subgrade vertical strain under load, a at a minimum. One procedure is to determine the
modulus value of 200,000 psi (considered to be resilient modulus of the bituminous concrete for
small for bituminous concrete) is used for the each month, then group the months when the
bituminous concrete. bituminous concrete has a similar resilient moduli.
(b) The traffic data determine the design Since the bituminous concrete is a major structural
loadings and coverages. element, the failure of this element due to fatigue
cracking must be checked.

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TM 5-822-13/AFJMAN 32-1018
d. Pavements with a chemically stabilized base base and subbase layers are determined from the
course. For a pavement having a chemically chart in figure B-1 of appendix B. The strains
stabilized base course and an aggregate subbase calculated using JULEA are tabulated in table 6-1.
course, damage must be accumulated for subgrade Based on the strain values, the allowable coverages
strain and for horizontal tensile strain at the bottom (Ni) are determined from figure 5-1. The
of the asphalt surface layer. Normally in this type of corresponding damage for each thickness under
pavement, the base course resilient modulus is each axle load is computed as ni/Ni and is tabulated
sufficiently high ($ 100,000 psi) to prevent fatigue in the last column of table 6-1. The total damage for
cracking of the bituminous concrete surface course each thickness is the sum of the damage of each
(where the bituminous concrete surface course has axle load. A plot of the damage against the
a thickness equal to or greater than the minimum thickness indicates that the required thickness is 22
required for the base course given in TM 5-825-2), inches for a damage of one, which is the same thick-
and thus, this mode of failure is only a minor ness derived using the design index method in TM
consideration. For most cases, a very conservative 5-822-5/AFM 88-7, Chap. 3. The subbase is
approach can be taken in checking for this mode of therefore 12.0 inches. Table 6-1 shows that the
failure; i.e., all the traffic can be grouped into the damage caused by the passenger cars is so small
most critical time period and the computed that their inclusion in the damage computation
bituminous concrete strain compared with the could actually be neglected.
allowable strain. If the conservative approach 6-4. Design Example for an All-Bituminous
indicates that the surface course is unsatisfactory, Concrete (ABC) Pavement.
then the damage should be accumulated for Design an ABC pavement for the same condition
different traffic periods. For the pavement having a shown in previous example. For computation of the
stabilized base or subbase, the stabilized layer is fatigue damage and subgrade damage, monthly tem-
considered cracked for the purpose of design. The perature variations are considered; the corres-
cracked stabilized base course is represented by a ponding variations of bituminous concrete modulus
reduced resilient modulus value, which is are shown in tables 6-2 and 6-3, respectively. Three
determined from the relationship between resilient pavement thicknesses of 8, 10, and 12 inches are
modulus and unconfined compressive strength used for damage computation. Normally for ABC
shown in figure 4-3. When the cracked base design the subgrade damage will be the controlling
concept is used, the subgrade criteria generally criteria and thus the thickness for satisfying the
control the design. The section obtained should not subgrade criteria is first determined. The design is
differ greatly from the section obtained by use of carried out in the following steps:
the equivalency factors presented in TM 5-822- a. Subgrade failure.
5/AFM 88-7, Chap. 3. (1) The subgrade strains are computed for
6-3. Design Example for a Conventional Flexible each thickness under each axle load for each month
Pavement. using JULEA computer program. The bituminous
Design a conventional flexible pavement to support concrete moduli for each month are shown in the
the following traffic: last column of table 6-3. Because the effect of
Passenger car 2,000 operations per day passenger cars on damage computation was proven
3-ax1e trucks 200 operations per day to be negligible in the previous example, damage
As stated in TM 5-822-8/AFM 88-7, Chap. 3, this computation for passenger cars was not done.
traffic results in a design index of 6 and the required (2) The allowable coverages Ni for each
pavement thickness is determined to be 22 inches pavement are computed from the failure criteria
for a subgrade CBR of 4. shown in figure 5-1.
a. Assume each axle of the passenger car carries (3) The damage increments for each month
1,500 pounds and the front axle of the truck (single- are computed. The strains, allowable coverages, and
axle, single wheel) carries 9,000 pounds and the the cumulative damage for the 32-kip tandem-axle,
rear axle of the truck (dual-axle, dual wheels) dual-wheels loads are tabulated in table 6-4.
carries 32,000 pounds. The total number of Cumulative damage for the 9-kip load is negligible.
operations and their corresponding coverages (ni) It is seen that nearly all the subgrade damage in the
for each axle load are tabulated in table 6-1. The flexible pavement is done during the warmer
design using the layered elastic method is discussed months, i.e., May, June, July, August, and
in the following paragraph. September.
b. Three pavement thicknesses (16, 20, and 24 (4) Similar computations are made for 9-kip
inches) are assumed for the design. The bituminous single-axle, single-wheel loads. A plot of the
concrete surface and base layers are 4 and 6 inches, cumulative damage for both 32-kip and 9-kip loads
respectively. The subgrade strains are computed for and pavement thickness indicates that for a damage
each thickness under each axle load using the of one, the required ABC thickness is 10.05 inches.
layered elastic method. The modulus values of the For design purpose 10-inches are used.

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6-3
TM 5-822-13/AFJMAN 32-1018

b. Fatigue failure in the bituminous concrete. To thickness of 10-inches meets both the subgrade
check if the 10-inch thick ABC pavement would fail criteria and the asphalt fatigue criteria.
by fatigue cracking, the cumulative damage in the
bituminous concrete layer is computed for each 6-5. Design Details.
month. The monthly modulus values of the Typical details for the design and construction of
bituminous concrete used in computations are from shoulders, curbs, and gutters of flexible pavements
table 6-2. The results of the analysis indicate that for military roads and streets are contained in TM
the fatigue damage factor, i.e., Eni/Ni, is 0.36 which 5-822-5/AFM 88-7, Chap. 3.
is considerably less than 1; thus a pavement

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TM 5-822-13/AFJMAN 32-1018

6-5
TM 5-822-13/AFJMAN 32-1018

6-6
 TM 5-822-13/AFJMAN 32-1018

CHAPTER 7
CONCRETE PAVEMENTS

7-1. Application.
In general, all concrete pavements for roads, streets, and open storage areas on military installations will be
plain concrete unless otherwise approved by Headquarters, Department of the Army (CE MP-ET),
Washington, DC 20314-1000, or the appropriate Air Force Major Command. Roller-compacted concrete
pavements (RCCP) are plain concrete pavements constructed using a zero-slump PCC mixture that is placed
with an asphalt concrete paving machine and compacted with vibratory and rubber-tired rollers. Most of the
engineering and material properties of RCCP are similar to those of conventional concrete. Pavements
constructed using RCCP have been approved for use in parking and storage areas and for road and street
classes where vehicle speed does not exceed 45 miles per hour.

7-2. Design Procedure.

The design of a concrete pavement for mixed vehicular loads and traffic levels is based on Minor's hypothesis.
It involves selecting a thickness of the PCC slab in which the maximum tensile stress does not exceed a
certain value. This tensile stress is calculated using the JULEA computer program, and the limiting stress
criteria are based on equations 5-1 and 5-2. Since traffic loads travel near the pavement (free) edges, load
transfer is not considered in the design for roads and streets but is considered for parking and storage areas.
a. Select several concrete slab thicknesses and compute the maximum tensile stresses under each design
axle load using the layered elastic method. The concrete thickness required using the conventional design
procedure may be used as a starting point. The computed maximum stresses should be multiplied by 1.33 for
roads and streets.
b. Based on the computed stresses, determine the allowable coverages N using equation 5-1 for each
thickness.
c. Compute the damage which is equal to the sum of the ratios of the design coverage ni to the allowable
coverage N,i where i varies to account for each design axle load. For instance, if there are three different axle
loads involved in the design, I varies from 1 to 3.
d. Select the thickness at a damage of 1.
e. Select the slab thickness for the damage value of 1 from the relationship between the damage and slab
thickness.
f. The selection of an unbound granular base or a stabilized base under the concrete slab is a matter of
engineering judgment depending on many factors such as cost, material availability, frost protection require-
ment, pumping, and subgrade swell potential. Subgrade soil may be stabilized to gain strength or modified
to increase its workability and reduce swell potential.
g. All plain concrete pavements will be uniform in cross-sectional thickness. The minimum thickness of con-
crete will be 6 inches. The computed thickness will be rounded to the next full or half-inch thickness.

7-3. Design Procedures for Stabilized Foundations.

a. Soil stabilization or modification. Soils that have been treated with additives such as cement, lime,
flyash, or bitumen are considered to be either stabilized or modified. A stabilized soil is one that shows
improvement in load-carrying capability and durability characteristics. A modified soil is one that shows
improvement in its construction characteristics but which does not show an increase in the strength of the
soil sufficient to qualify as a stabilized soil. The principal benefits of soil modification or stabilization include
a stable all-weather construction platform, a reduction of concrete pavement thickness requirements, and
when applicable, a reduction of swell potential and susceptibility to pumping and strength loss due to
moisture.
b. Requirements. The design of the stabilized or modified layers will follow TM 5-822-4/AFM 88-7, Chap.
4, and TM 5-822-5/AFM 88-7, Chap. 3. To qualify as a stabilized layer; the stabilized material must meet
the unconfined compressive strength and durability requirements in TM 5-822-14/AFJMAN 32-1019;
otherwise, the layer is considered to be modified.

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TM 5-822-13/AFJMAN 32-1018

c. Thickness design. The thickness requirements for a plain concrete pavement on a modified soil
foundation will be designed as if the layer is unbound using the k value measured on top of the modified soil
layer. For stabilized soil layers, the treated layer will be considered to be a low-strength base pavement and
the thickness determined using the following modified partially bonded overlay pavement design equation:

where
ho = thickness of plain concrete pavement overlay required over the stabilized layer; inches
hd = design thickness of equivalent single slab placed directly on foundation determined from layered
elastic method
Ec = modulus of elasticity of concrete, usually taken as 4 x 106 psi
Ef= flexural modulus of elasticity of the stabilized soil. The modulus value for bituminous stabilized
soils will be determined according to the procedures in appendix B of TM 5-822-5/AFM 88-7,
Chap. 3.
The modulus value for lime and cement stabilized soils will be determined using equations in
appendix B of TM 5-822-5/AFM 88-7, Chap. 3
hs = thickness of stabilized layer; inches
7-4. Reinforced Concrete Pavements.
Figure 7-1 is a design chart for determining the thickness of reinforced concrete pavement based on the thick-
ness of the plain concrete pavement and the amount of steel to be used in the pavement. Figure 7-1 also
shows the maximum allowable length of reinforced concrete slab.
7-5. Design Examples.
a. The input information needed for the design are as listed in paragraph 2-2. Based on the trial pavement
sections, the critical stresses and strains are computed using the elastic layered computer codes. Damage from
each vehicle group is summed and the design thickness is determined when the cumulative damage is equal
to one.
b. In the computation, the following values are used.
(1) The interface between the concrete slab and the subgrade soil is assumed to be frictionless and the
parameter equal to 10,000 is used in the computation.
(2) The moduli and Poisson's ratio of the PCC and the subgrade are 4,000,000 psi, 0.2, 10,000 psi, 0.4,
respectively.
(3) The tire contact pressure is assumed to be 70 psi. In tracked vehicle, the track width is constant and
the contact pressure varies with the gross load.
c. Example No.1. This example is to show the procedures for determining the elastic modulus values of
unbound granular base and subbase courses from figure B-1.
(1) Assume a concrete pavement having a base course thickness of 4 inches and a subbase course thick-
ness of 8 inches over a subgrade having a modulus of 10,000 psi. Initially, the subgrade is assumed to be layer
n + 1 and the subbase course to be layer n. Entering figure B-I with a modulus of layer n + 1 of 10,000 psi
and using the 8-inch subbase course curve, the modulus of the subbase (layer n) is found to be 18,500 psi.
In order to determine the modulus value of the base course, the subbase course is now assumed to be layer
(n + 1). Entering figure B-I with a modulus of layer n + 1 of 18,500 psi and using the 4-inch base course
curve, the modulus of the base course is found to be 36,000 psi.
(2) If, in this example, the design thickness of the subbase course had been 12 inches, it would have
been necessary to divide this layer into two 6-inch-thick sublayers. Then, using the procedure above, the
modulus values determined for the lower and upper sublayers of the subbase course and for the base course
are 17,500, 25,500, and 44,000 psi, respectively.
d. Example No. 2.
(1) As an example of the application of the design procedures given for nonstabilized foundations,
determine thickness requirements for a plain concrete road to carry the following traffic:
Passenger cars 2,000 per lane per day
Panel and pickup trucks 1,300 per lane per day
Trucks, 2-axle 150 per lane per day
Trucks, 3-axle 50 per lane per day
For each type of vehicle, the operations per coverage ratios are obtained from table 5-1 and used to convert
operations to coverages according to axle configurations. The computed coverages for each axle type are
tabulated in table 7-1.

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 TM 5-822-13/AFJMAN 32-1018

(2) The required concrete thickness is first determined using the current design procedure presented
in TM 5-822-5/AFM 88-7, Chap. 3 as a starting point. Assuming an E value of 10,000 psi for the subgrade
soil, four concrete thicknesses were selected as shown in table 7-2, and the maximum stresses were computed
using JULEA computer program for all the axle configurations. The stresses are tabulated in column 4 of
table 7-2. Since load transfer is not considered in roads and streets for concrete pavements as wheel and track
loads travel along the concrete slab edges, stresses computed with codes such as JULEA (interior stresses)
do not simulate the edge stress condition and thus the computed stresses will be multiplied by a factor of
1.33. The modified stresses are shown in column 5 of the table. Assuming a 28-day flexural strength R for
the concrete of 675 psi and a SCI of 80, the allowable coverages were computed using equation 5-1. The
damage is computed as the ratio of design coverage n~ to the allowable coverage N~, and is presented in
column 8 of the table; the cumulative damage for design thicknesses of 6, 7, 8, and 10 inches is 58.6, 3.8, 0.2,
and 0.0, respectively. A plot of these values indicates a required concrete thickness of 7.2 inches for a damage
factor of one. This thickness value would be rounded off to 7.5 inches for design.

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TM 5-822-13/AFJMAN 32-1018

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TM 5-822-13/AFJMAN 32-1018

7-5
TM 5-822-13/AFJMAN 32-1018

e. Example No.3.
(1) To illustrate the design procedure for tracked vehicles, it is assumed that a concrete pavement is
to be designed for an average of 10 Ml tanks per lane per day. The Ml tank has the following characteristics:
Gross weight 120 kips
track spacing (c to c) 112 inches
Truck width 25 inches
'track contact width 18.75 inches (=0.75 x 25)
track length 180 inches
Number of bogies per track 7.0
Operations per coverage ratio 0.33 (from table 5-1)
(2) To use computer codes such as the JULEA computer program, the track load will be converted into
eight uniformly distributed circular loads. Each circle has a diameter of 17.25 inches (the width of the track)
and a load of 7,500 pounds. The distance between bogies is 20.4 inches center to center. The computed
maximum stresses for several concrete thicknesses are tabulated in column 2 of table 7-3. The maximum
stress in this case occurs under the center load. In other cases, the location of the maximum stress needs to
be determined. This is done by computing stresses in many locations and selecting the maximum stress.
Following the procedures in example 2, a plot of concrete thickness (column 1) against damage (column 6)
shows that the design concrete thickness is 13.7 inches. This thickness value would be rounded off to 14.0
inches for design.

f. Example No.4. To illustrate the procedure for conventional traffic plus forklift trucks and tracked ve-
hicles, design a concrete pavement road for the following traffic:
Passenger cars 300 per lane per day
Panel and pickup trucks 200 per lane per day
trucks, 2-axle 100 per lane per day
Trucks, 3-axle 40 per lane per day
Truck-laying vehicles, 120,000 pounds (Ml tank) 2 per lane per day
Forklift trucks, 25,000 pounds (Pneumatic tires) 20 per lane per day
Table 7-4 shows the design coverages for each wheel or track configuration, and table 7-5 shows the
computed maximum stresses and damage. The cumulative damage for concrete thicknesses of 8, 10 and 12
inches is 34.2, 3.4 and 0.3, respectively. A plot of these values indicates a required concrete thickness of 11.2
inches for a damage of one. This thickness value would be rounded off to 11 inches for design.

7-6. Joints.
The design and construction of joints for plain and roller-compacted concrete, the design and installation of
dowel bars, special provisions for slipform paving, and joint sealing are presented in TM 5-822-5/AFM 88-7,
Chap. 3.

7-7. Design Details.

Typical details for the design and construction of plain concrete pavements are contained in TM 5-822-
5/AFM 88-7, Chap. 3.

7-6
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CHAPTER 8
OVERLAY PAVEMENTS

8-1. General.
Normally, overlays of existing pavements are used to increase the load-carrying capacity of an existing pave-
ment, or to correct a defective surface condition on the existing pavement. Of these reasons, the first requires
a structural design procedure for determining the thickness of overlay, whereas the second requires only a
thickness of overlay sufficient to correct the surface condition, and no increase in load-carrying capacity is
considered. The design method for overlays included in this chapter determines the thickness required to
increase load-carrying capacity. These methods have been developed from a series of full-scale accelerated
traffic tests on various types of overlays and is therefore empirical. These methods determine the required
thickness of overlay that, when placed on the existing pavement, will be equivalent in performance to the
required design thickness of a new plain concrete pavement placed on subgrade.

8-2. Definitions for Overlay Pavement Design.

The following terms and symbols apply to the design of overlay pavements and are defined for the purpose
of clarity.
a. Rigid base pavement. An existing rigid pavement on which an overlay is to be placed.
b. Flexible base pavement. Existing pavement to be overlaid is composed of bituminous concrete, base,
and subbase courses.
c. Composite pavement Existing pavement to be overlaid with rigid pavement is composed of an all-
bituminous or flexible overlay on a rigid base pavement.
d. Overlay pavement. A pavement constructed on an existing base pavement to increase load-carrying
capacity.
e. Rigid overlay. A rigid pavement used to strengthen an existing flexible or rigid pavement.
f. Flexible overlay. A flexible pavement (either all-bituminous or bituminous with base course) used to
strengthen an existing rigid or flexible pavement.

8-3. Preparation of Existing Pavement.

Existing pavement is prepared according to procedures in TM 5-822-5/AFM 88-7, Chap. 3.

8-4. Rigid Overlay of Existing Rigid Pavement.

The concrete overlay thickness for roads and streets can be determined using overlay equations 8-1 to 8-3.
The conditions for the use of the equations are described in TM 5-822-5/AFM 88-7, Chap. 3.

where
ho = required thickness of concrete overlay, inches
hE = thickness of existing concrete slab, or equivalent thickness of plain concrete pavement having
the same load-carrying capacity as the existing pavement, inches

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TM 5-822-13/AFJMAN 32-1018

hd = required single slab thickness above existing subgrade determined using the elastic layered
method with the design flexural strength of the overlay, inches
he = required single slab thickness above existing subgrade determined using the elastic layered
method with the measured flexural strength of the existing rigid pavement, inches
Cr = condition factor for plain concrete pavement and reinforced concrete pavement For plain
concrete pavement, Cr is assigned according to the following conditions:
Cr = 1.00 — Pavements are in good condition with little or no structural cracking due to load.
Cr = 0.75 — Pavements exhibit initial cracking due to load but no progressive cracking or faulting
of joints or cracks.
Cr = 0.35 — Pavements exhibit progressive cracking due to load accompanied by spalling, raveling,
or faulting of cracks and joints.
For reinforced concrete pavement, C is assigned according to the following conditions:
Cr = 1.00 — Pavements are in good condition with little or no short-spaced transverse (1- to 2-foot)
cracks, no longitudinal cracking, and little spalling or raveling along cracks.
Cr= 0.75 — Pavements exhibit short-spaced transverse cracking but little or no interconnecting
longitudinal cracking due to load and only moderate spalling or raveling along cracks.
Cr = 0.35 — Pavements exhibit severe short-spaced transverse cracking and interconnecting
longitudinal cracking due to load, severe spalling along cracks, and initial punchout type
failures.
An estimate of condition factor Cr may also be made using the structural condition index (SCI) of the existing
rigid pavement. The SCI is that part of the pavement condition index (PCI) related to structural distress types
or deduct values. The relationship is shown in TM 5-623. If PCI condition survey data are available, Cr can
be obtained from figure 8-1 using the structural PCI (PCI computed using only load related distresses).

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 TM 5-822-13/AFJMAN 32-1018

8-5. Rigid Overlay of Flexible and Composite Base Pavements.

This type of design includes rigid overlay of either flexible or composite base pavements. The design
procedure for these types of overlays are contained in TM 5-822-5/AFM 88-7, Chap. 3.

8-6. Flexible Overlay of Rigid Base Pavements.

The flexible overlay thickness for roads and streets can be determined using equation 8-4.
to = 3.0 (Fhd - CbhE) (eq 8-4)
where
to = required flexible overlay thickness, inches
F = a factor that projects the cracking expected to occur in the base pavement during the design
life of the overlay
hE, hd = defined in equation 8-1 to 8-3
Cb = condition factor
Condition factors for existing plain concrete pavements are assigned based on the following conditions:
Cb = 1.00 — Pavements are in good condition with some cracking due to load but little or no
progressive-type cracking.
Cb = 0.75 — Pavements exhibit progressive cracking due to load and spalling, raveling, and minor
faulting at joints and cracks.
Cb = 0.50 — Pavements exhibit multiple cracking along with raveling, spalling, and faulting at joints
and cracks.
Condition factors for existing reinforced concrete pavement are assigned based on the following conditions:
Cb = 1.00 — Pavements are in good condition but exhibit some closely spaced load-induced
transverse cracking, initial interconnecting longitudinal cracks, and moderate spalling or
raveling of joints and cracks.
Cb = 0.75 — Pavements in trafficked areas exhibit numerous closely spaced load-induced transverse
and longitudinal cracks, rather severe spalling or raveling, or initial evidence of punchout
failures.
The estimate of condition factor C for plain concrete pavement may be made from the SCI of the existing
rigid pavement. The SCI is that part of the PCI related to structural distress types or deduct values. The
relationship is shown in TM 5-825-3-1/AFM 88-6, Chap. 3, Section A. However, when determining Cb, the
only distresses considered are those associated with structural loading. These include:
a. Longitudinal, transverse, and diagonal cracks of medium to high severity.
b. Corner breaks of any severity.
c. All large patches of load associated failures.
d. Pumping.
e. Settlement or faulting of any severity.
f. Shattered slabs of any severity.
g. Certain types of joint spalls believed to be load-associated.
If the PCI is calculated using only these structural distresses (SCI), Cb can be obtained from figure 8-2.
(1) The F-factor is a function of the foundation k value and design traffic, an is determined as follows.
(2) The modulus of subgrade reaction k may be estimated using the following relationship between
subgrade modulus and static modulus of soil reaction or from table 4-2:
k = 10X (eq 8-5)
where
log10E& 1.415
X '
1.284
k = modulus of subgrade reaction, pci
E = subgrade modulus, psi
(2) If a base or subbase is present above the subgrade, an effective k is determined from figure 8-3.
(3) The F-factor is then obtained from figure 8-4.
8-7. Flexible Overlay of Flexible Pavements.
The flexible overlay thickness above a flexible pavement is the difference between the existing pavement
thickness and a new pavement thickness determined using the layered elastic procedure and the modulus
value of the existing subgrade. For instance, if the existing flexible pavement is 16 inches (i.e., 4-inch
bituminous concrete, 6-inch base, and 6-inch subbase) and the new pavement thickness is determined by the
layered elastic method to be 19 inches, the flexible overlay thickness will be 3 inches.

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8-6
 TM 5-822-13/AFJMAN 32-1018

APPENDIX A
REFERENCES

Government Publications
Departments of the Army and Air Force
TM 5-623 Pavement Maintenance Management
TM 5-822-2/AFM 88-7, Chap. 5 General Provisions and Geometric Design for Roads, Streets, Walks
and Open Storage Areas
TM 5-822-5/AFM 88-7, Chap. 3 Pavement Design for Roads, Streets, Walks, and Open Storage Areas
TM 5-822-7/AFM 88-6, Chap. 8 Standard Practice for Concrete Pavements
TM 5-822-14/AFJMAN 32-1018 Soil Stabilization for Pavements
TM 5-825-2-1/AFM 88-6, Chap. 2, Flexible Pavement Design for Airfields, Elastic Layered Method
Section A
TM 5-825-3-1/AFM 88-6, Chap. 3, Rigid Pavement Design for Airfields, Elastic Layered Method
Section A
TM 5-826-5/AFP 88-24, Chap. 5 Nondestructive Procedures for Airfield Pavement Evaluation

Nongovernment Publications
American Society for Testing and Materials (ASTM) Specifications: 1961 Race Street, Philadelphia, PA
19103

D 3202-83 Recommended Practice for Preparation of Bituminous Mixture Beam

Specimens by Means of the California Kneading Compaction
C 78-84 Flexural Strength of Concrete (Using Single Beam with Third-Point
Loading)

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 TM 5-822-13/AFJMAN 32-1018

APPENDIX B
PROCEDURE FOR DETERMINING THE MODULUS OF ELASTICITY OF UNBOUND
GRANULAR BASE AND SUBBASE COURSE MATERIALS

B-1. Procedure.
a. The procedure is based on relationships developed for the resilient modulus of unbound granular layers
as a function of the thickness of the layer and type of material. The modulus relationships are shown in figure
B-1. Modulus values for layer n (the upper layer) are indicated on the ordinate, and those for layer n + 1 (the
lower layer) are indicated on the abscissa. Essentially linear relationships are indicated for various thicknesses
of base and subbase course materials. For subbase courses, relationships are shown for thicknesses of 4, 5,
6, 7, and 8 inches. For subbase courses having a design thickness of 8 inches or less, the applicable curve or
appropriate interpolation can be used directly. For a design subbase course thickness in excess of 8 inches,
the layer should be divided into sublayers of approximately equal thickness and the modulus of each sublayer
determined individually. For base courses, relationships are shown for thicknesses of 4, 6, and 10 inches.
These relationships can be used directly or by interpolation for design base course thicknesses up to 10
inches. For design thicknesses in excess of 10 inches, the layer should also be divided into sublayers of
approximately equal thickness and the modulus of each sublayer determined individually.
b. To determine modulus values from this procedure, figure B-1 is entered along the abscissa using
modulus values of the subgrade or underlying layer (modulus of layer n + 1). At the intersection with the
curve applicable to this value with the appropriate thickness relationship, the value of the modulus of the
overlying layer is read from the ordinate (modulus of layer n). This procedure is repeated using the modulus
value just determined as the modulus of layer n + 1 to determine the modulus value of the next overlying
layer.

B-2. Examples.
a. Assume a pavement having a base course thickness of 4 inches and a subbase course thickness of 8
inches over a subgrade having a modulus of 10,000 psi. Initially, the subgrade is assumed to be layer n + 1
and the subbase course to be layer n. Entering figure B-1 with a modulus of layer n + 1 of 10,000 psi and
using the 8-inch subbase course curve, the modulus of the subbase (layer n) is found to be 18,500 psi. In
order to determine the modulus value of the base course, the subbase course is now assumed to be layer n
+ 1 and the base course to be layer n. Entering figure B-1 with a modulus value of layer n + 1 of 18,500 psi
and using the 4-inch base course relationship, the modulus of the base course is found to be 36,000 psi.
b. If, in the first example, the design thickness of the subbase course had been 12 inches, it would have been
necessary to divide this layer into two 6-inch-thick sublayers. Then, using the procedure described above for
the second example, the modulus values determined for the lower and upper sublayers of the subbase course
and for the base course are 17,500, 25,500, and 44,000 psi, respectively.
c. The relationships indicated in figure B-1 can be expressed as follows for base course materials:
En = En+1 (1 + 10.52 log t - 2.10 log En+1 log t)
where
n = a layer in the pavement system
En = resilient modulus (in psi) of layer n
En+1 = the resilient modulus (in psi) of the layer beneath
t = the thickness (in psi) of layer n
The relationship can be expressed as follows for subbase course materials:
En = En+1 (1 + 7.18 log t - 1.56 log En+1 log t)

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TM 5-822-13/AFJMAN 32-1018

B-2
 TM 5-822-13/AFJMAN 32-1018

APPENDIX C
PROCEDURES FOR DETERMINING THE FATIGUE LIFE OF BITUMINOUS CONCRETE

C-1. Laboratory Test Method.

a. General. A laboratory procedure for determining the fatigue life of bituminous concrete paving mixtures
containing aggregate with maximum sizes up to 1½ inches is described in this appendix. The fatigue life of
a simply supported beam specimen subjected to third-point loadings applied during controlled stress-mode
flexural fatigue tests is determined.
b. Definitions. The following symbols are used in the description of this procedure:
(1) , = initial extreme fiber strain (tensile and compressive), inches per inch.
(2) Nf = fatigue life of specimen, number of load repetitions to fracture.
Extreme fiber strain of simply supported beam specimens subjected to third-point loadings, which produces
uniaxial bending stresses, is calculated from
12td
, '
(3L 2 &4a 2)
where
t = specimen depth, inches
d = dynamic deflection of beam center, inches
L = reaction span length, inches
a = L/3, inches
c. Test equipment.
(1) The repeated flexure apparatus is shown in figure C-l. It accommodates beam specimens 15 inches
long with widths and depths not exceeding 3 inches. A 3,000-pound-capacity electrohydraulic testing machine
capable of applying repeated tension-compression loads in the form of haversine waves for 0.1-second
durations with 0.4-second rest periods is used for flexural fatigue tests. Any dynamic testing machine or
pneumatic pressure system with similar loading capabilities is also suitable. Third-point loading, i.e., loads
applied at distances of L/3 from the reaction points, produces an approximately constant bending moment
over the center 4 inches of a 15-inch-long beam specimen with widths and depths not exceeding 3 inches.
A sufficient load, approximately 10 percent of the load deflecting the beam upward, is applied in the opposite
direction, forcing the beam to return to its original horizontal position and holding it at that position during
the rest period. Adjustable stop nuts installed on the flexure apparatus loading rod present the beam from
bending below the initial horizontal position during the rest period.
(2) The dynamic deflection of the beam's center is measured with a Linear Variable Differential Trans-
former (LVDT). An LVDT that has been found suitable for this purpose is the Sheavitz type 100 M-L. The
LVDT core is attached to a nut bonded with epoxy cement to the center of the specimen. Outputs of the
LVDT and the electrohydraulic testing machine's load cell, through which loads are applied and controlled,
can be fed to any suitable recorder. The repeated flexure apparatus is enclosed in a controlled-temperature
cabinet capable of controlling temperatures within ±1/2 degree F. A Missimer's model 100 x 500 carbon
dioxide plug-in temperature conditioner has been found to provide suitable temperature control.
d. Specimen preparation. Beam specimens 15 inches long with 3½-inch depths and 3¼-inch widths are pre-
pared according to ASTM D 3202. If there is undue movement of the mixture under the compactor foot
during beam compaction, the temperature, foot pressure, and number of tamping blows should be reduced.
Similar modifications to compaction procedures should be made if specimens with less density are desired.
A diamond-blade masonry saw is used to cut 3-inch or slightly less deep by 3-inch or slightly less wide test
specimens from the 15-inch-long beams. Specimens with suitable dimensions can also be cut from pavement
samples. The widths and depths of the specimens are measured to the nearest 0.01 inch at the center and at
2 inches from both sides of the center. Mean values are determined and used for subsequent calculations.
e. Test procedures.
(1) Repeated flexure apparatus loading clamps are adjusted to the same level as the reaction clamps.
The specimen is clamped in the fixture using a jig to position the centers of the two loading clamps 2 inches

C-1
TM 5-822-13/AFJMAN 32-1018

from the beam center and to position the centers of the two reactions clamps 6½ inches from the beam center.
Double layers of Teflon sheets are placed between the specimen and the loading clamps to reduce friction
and longitudinal restraint caused by the clamps.
(2) After the beam has reached the desired test temperature, repeated loads are applied. Duration of
a load repetition is 0.1 second with 0.4-second rest periods between loads. The applied load should be that
which produces an extreme fiber stress level suitable for flexural fatigue tests. For fatigue tests on typical
bituminous concrete paving mixtures, the following ranges of extreme fiber stress levels are suggested:
Temperature, degrees F. Stress Level Range, psi
55 150 to 450
70 75 to 300
85 35 to 200
The beam center point deflection and applied dynamic load are measured immediately after 200 load
repetitions for calculation of extreme fiber strain ,. The test is continued at the constant stress level until the
specimen fractures. The apparatus and procedures described have been found suitable for flexural fatigue
tests at temperatures ranging from 40 to 100 degrees F. and for extreme fiber stress levels up to 450 psi.
Extreme fiber stress levels for flexural fatigue tests at any temperature should not exceed that which causes
specimen fracture before at least 1,000 load repetitions are applied.
(3) A set of 8 to 12 fatigue tests should be run for each temperature to adequately describe the relation-
ship between extreme fiber strain and the number of load repetitions to fracture. The extreme fiber stress
should be varied such that the resulting number of load repetitions to fracture ranges from 1,000 to
1,000,000.
f. Report and presentation of results. The report of flexural fatigue test results should include the
following:
(1) Density of test specimens.
(2) Number of load repetitions to fracture, Nf.
(3) Specimen temperature.
(4) Extreme fiber stress, F.
The flexural fatigue relationship is plotted in figure C-2.

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TM 5-822-13/AFJMAN 32-1018

C-3
TM 5-822-13/AFJMAN 32-1018

C-2. Provisional Fatigue Data for Bituminous Concrete.

Use of the graph shown in figure C-3 to determine a limiting strain value for bituminous concrete involves
first determining a value for the elastic modulus of the bituminous concrete. Using this value and the design
pavement service life in terms of load repetitions, the limiting tensile strain in the bituminous concrete can
be read from the ordinate of the graph.

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 TM 5-822-13/AFJMAN 32-1018

APPENDIX D
COMPUTER AIDED DESIGN FOR PAVEMENT DESIGN FOR ROADS, STREETS, AND
OPEN STORAGE AREAS, ELASTIC LAYERED METHODS

Floppy disk in pocket of cover contains computer aided programs for Pavement Design for Roads, Streets and
Open Storage Areas, Elastic Layered Methods, LEDROADS Version 1.0.

D-1
 The proponent agency of this publication is the Office of the Chief of Engineers,
United States Army. Users are invited to send comments and suggested
improvements on DA Form 2028 (Recommended Changes to Publications and
Blank Forms) to HQUSACE (CEMP-ET), WASH, DC 20314-1000.

By Order of the Secretaries of the Army and the Air Force:

GORDON R. SULLIVAN
General, United States Army
Chief of Staff
Official:

MILTON H. HAMILTON
Administrative Assistant to
The Secretary of the Army

OFFICIAL JAMES E. McCARTHY, Maj General, USAF

The Civil Engineer

Distribution:
Army: To be distributed in accordance with DA Form 12-34-E, block 4559
requirements for TM 5-822-13.
Air Force: F
PIN: 072930-000