Professional Documents
Culture Documents
EM 1110-3-142
April 1984
MOBILIZATION CONSTRUCTION
~
~
EM 1110-3-142
Washington, D.C.
20314
Engineer Marual
No. 1110-.3-142
9 April 1984
Colo
Chief
Corps of Engineers.
Staff
EM 1110-3-142
20314
Engineer Manual
No. 1110-3-142
9 April 1984
CHAPTER 1.
Paragraph
Page
1-1
1-2
1-3
1-1
1-1
1-1
1-4
1-5
1-6
1-5
1-5
1-7
1-7
1-8
1-8
1-9
1-9
1-10
1-11
1-9
1-10
1-14
2-1
2-2
2-3
2-4
2-1
2-1
2-1
2-20
3-1
3-2
3-1
3-1
3-3
3-4
3-5
3-6
3-4
3-6
3-7
3-10
4-1
4-1
INTRODUCTION
Purpose and scope ...
General ................. ...... .
Evaluation of foundation
support .. . . . . . . . . . . . . . . . . . . . . .
Con ere te . . . . . . . . . . . . . . . . . . . . . . .
Econocrete . ................... .
CHAPTER 2.
CHAPTER 4.
].
I[
EM 1110-.;3142
9 Apr 84
Paragraph
uses .. ........................ .
4-2
4~1
Mix proportioning
co~sid~tations ........ ~ ..
Thickness determination .....
Allowable deflection for JFC
4-3
4-1
4-4
4-2
4-"5
4-6
4-2
4-13
General ....................... .
5~1
5,-2
5-1
5-1
pa vemen t ..... ,, . . . . . . . . . . . . . . . .
Jointing ...................... .
CHAPTER 5.
Pag'e
paVement . ........
5~3
5-1
5~4
5~2
s~s
5'-4
pavement .......... , .
5~6
5-7
5-7
5-7
5~8
5-9
6-1
6-1
CHAPTER 6.
APPENDIX A.
REFERENCES
6-1
6-3
6-3
A-1
LIST OF FIGURES
Figure 1-1.
1-2.
1-3.
1.:..4.
2-1.
2-2.
2-3.
2-4.
EM 1110-3-142
9 Apr 84
Figure 2-5.
2-6.
2-7.
2-8.
2-9.
2-10.
2-11.
2-12.
2-13.
3-1.
3-2.
3-3.
3-4.
3-5.
3-6.
4-1.
4-2.
4-3.
4-4.
4-5.
4-6.
4-7
4-8.
4-9.
4-10.
5-l.
6-1.
6-2.
Table 1-1.
2-1.
2-2.
3-1.
4-1.
iii
EM 1110-3-142
9 Apr 84
CHAPTER 1
INTRODUCTION
1-1.
1-1
Table 1-1.
Class
I
'"1
III
IV
* Type B traffic areas include all runways, primary taxiways, warmup aprons, and traffic lanes across parking aprons. Type C traffic areas
include shoulders, overruns, secondary (ladder) taxiways, parking aprons except for traffic lanes, and other paved areas used by aircraft not included in Type B traffic areas. Type A and D traffic areas will not be considered for Class I, II, and III pavement loadings
under mobilization design criteria.
:s::
.....
......
coo
.I:= I
w
>
'0 .....
II
f-'
I.Ot"':l
.I:=
I\)
EM 1110-3-142
9 Apr 84
c,r,f
CBR
1-3
EM 1110-3-142
9 Apr 84
Ef
fs
hb
hd
he
h0
hE
kc
LL
PI
PL
inch, determined in
Method 104 (Note:
to denote value on
or existing flexible
td
1-4
EM 1110-3-142
9 Apr 84
t0
Subgrade.
1-5
E:M 1110-3-142
9 Apr 84
I,
JOINTED Fl BROUS
REINFORCED
CONCRETE ( JFC)
.a. hdr
NEW
RIGID
PAVEMENT, DIRECT
JRC
NEW
RIGID
PAVEMENT ON STABILIZED
BASE
FLEXIBLE PAVEMENT
OVERLAY
ALL BITUMINOUS
OVERLAY
ASPHALTIC
OVERLAY
ON EXISTING RIGID
PAVEMENT
1-6
E:M 1110-3-142
9 Apr 84
(2) Compacting cut sections. The top 6 inches of all subgrades
should be compacted to not less than 90 percent of CE maximum density
for cohesive materials and 95 percent for cohesionless materials.
1-6.
1-7
EM 1110-3-142
9 Apr 84
1-8
EM 1110-3-142
9 Apr 84
polypropylene for a distance of at least 1 foot and using asphalt
between the membranes.
1~8.
Soil stabilization or modification. The stabilization or
modification of the subgrade and/or base course materials using either
chemicals or bitumens has been found desirable in many geographic
areas. Principal benefits include the following: reduces rigid
pavement thickness requirements; provides a stable all-weather
construction platform; decreases swell potential; and reduces the
susceptibility to pumping as well as the susceptibility of strength
loss due to moisture. Normally, the decision to stabilize or modify a
soil will be based upon the time restrictions and materials
availability involved.
1-9
EM 1110-3-142
9 Apr 84
i
\
Concrete.
1-10
EM 1110-3-142
9 Apr 84
CALIFORNIA
BEARING
RATIO -
8 9 10
15
CBR
20
25
30
40
UNIFIED SOIL
CLASSIFICATION
GP
50
60 70 80 90 100
G'
GM
G(
II
sw
SM
Sl-'
S(
ML
CL
::JL
Mt1
AASHTO CLASSIFICATION
A o
I I
-
D.
A-2-4
--
-~
A-4
A-2-
I
I
-_[
I
A-t>
A-
A-7-~
-6
FEDERAL AVIATION
ADMINISTRATION
...
F~
1:.-Z
SOIL CLASSIFICATT
E-~
I I-
E-6
.~
F-4
1:.-ll
1:..F-12
'
MODULUS OF SOIL REACTION- k (pci)
I
I
I
I
I
I
I
150
100
200
250
300
'
CALIFORNIA
400
500 600
700
II
8 9 10
15
20
25
30
40
50
60 70 80 90 100
PCA Soil Primer (EB007. 068), lJith Permission of the Portland Cement
Association, Skokie, IL.
FIGURE 1-2.
1-11
EM 1110-3-142
9 Apr 84
J/1--t--t----+---
10
30
20
THICKNESS
30
20
10
THICKNESS
OF BASE
OR
40
SUBBASE 1 in.
50
40
1-12
< 8)
---1
50
EM 1110-3-142
9 Apr 84
0
0
(II
~
0
0
0
~
0
FIGURE 1-4.
1-13
Ul
0
0
0
0
EM 1110-3-142
9 Apr 84
considered independently, the overall effect of these cyclic stresses
has been considered in the thickness criteria presented herein.
b. Mix proportioning and control. Proportioning of the concrete
mix and control of the concrete for pavement construction will be in
accordance with EM 1110-3-135. Normally, a design flexural strength at
90-day age will be used for pavement thickness determination. Should
it be necessary to use the pavements at an earlier age, consideration
should be given to the use of a design flexural strength at the earlier
age or to the use of high early-strength cement, whichever is most
feasible.
c. Testing. The flexural strength and modulus of elasticity in
flexure of the concrete (and Econocrete) will be determined in
accordance with ASTM C 78. The test specimen will be a 6- by 6~inch
section long enough to permit testing over a span of 18 inches. When
aggregate larger than the 2-inch nominal size is used in the concrete,
the mix will be wet-screened over a 2-inch-square mesh sieve before it
is used for casting the beam specimen.
1-11. Econocrete. Econocrete is a name given to concrete utilizing
locally available crusher-run or natural aggregates. Econocrete may be
used as a base course for rigid pavement and may be considered for
shoulders or overrun pavements providing the Econocrete can be
demonstrated to have the required durability. The mix proportioning,
control, and testing of Econocrete will be the same as for concrete
(para 1-10). Since Econocrete is designed specifically to provide
economy in pavement construction, emphasis must be placed on economy
when arriving at the design mix proportioning. Admixtures can be used
in Econocrete to increase workability, strength, and durability in the
same manner as they are used for concrete. Cement contents in the 225
to 375 pounds per cubic yard range yield economical mixes with good
workability. When used as a base course for rigid pavement, the
Econocrete will be considered as a stabilized layer and must exhibit
the required strength and durability of a stabili?.ed layer. The
evaluation of the foundation support provided by the Econocrete will
be accomplished in accordance with paragraph 1-8.
1-14
EM 1110-3-142
9 Apr 84
CHAPTER 2
JOINTED CONCRETE (JC) PAVEMENT DESIGN
2-1. Uses. JC pavement, meeting the requirements contained herein,
can be used for any pavement facility. The only restriction to the use
of JC pavement pertains to unusual conditions that may require minimal
reinforcement of the pavement as outlined in chapter 3.
2-2. Thickness design curves. Figures 2-1 through 2-3 are design
curves for design Classes I, II, and III defined in table 1-1. Figure
2-4 is a design curve for shoulder pavements applicable to all design
classes. (Curves for Air Force light, medium, heavy loads, and short
field, figures 2-5 through 2-8, are included for reference.)
a. JC pavements on nonstabilized or modified soil foundations. For
JC pavements that will be placed directly on nonstabilized or modified
base courses or subgrade, the thickness requirement hdc will be
determined from the appropriate design curve using the design
parameters of concrete flexural strength R, modulus of soil reaction k,
gross weight of aircraft, aircraft pass level, and pavement traffic
area type (except the shoulder design). When the thickness from the
design curve indicates a fractional value, it will be rounded to the
nearest full-or half-inch thickness. Values falling exactly on 0.25 or
0.75 inch will be rounded upward. Pavement thickness may be modified
within narrow limits by the use of higher flexural strengths,
stabilized layers (b below) to increase the foundation supporting
value, or by the addition of reinforcing steel. When it is necessary
to change from one thickness to another within a pavement facility,
such as from one type traffic area to another, the transition will be
accomplished in one full paving lane width or slab length.
b. JC pavements on stabilized base and/or subbase. Stabilized base
and/or subgrade layers meeting the strength requirements of paragraph
l-8a and Econocrete will be treated as low-strength base pavements, and
the JC pavement thickness will be determined using the following
modified, partially bonded rigid overlay pavement design equation:
1.4
(0.0063~ hb)
1.4
2-1
EM 1110-3-142
9 Apr 84
>.
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9 Apr 84
CD
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EM 1110-3-142
9 Apr 84
EM 1110-3-142
9 Apr 84
NOTE:
Minimum thickness of
shoulder pavement 'should
be 6-inches .
0. 700 ~~~~~~~----------------------------------------~
.,;
~
(!)
"'~650
a::
~~--~~--~+---------------------------------------~
..J
~
"'
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~600 ~--~--~--~~~------------------------------------~
2-5
EM 1110-3-142
9 Apr 84
0
0
V~
0
0
..,~
0
0
0
0
C1)
0
,....
0
0
10
2-6
EM 1110-3-142
9 Apr 84
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g
!Sd 'Hl9N3!:1.LS 1"!:1nX31:.!
2-7
EM 1110-3-142
9 Apr 84
en
0
0
co
FIGURE 2-7.
2-8
EM 1110-3-142
9 Apr 84
c:
0
0
0
0
10
~~
0
0
2-9
EM 1110-3-142
9 Apr 84
2-10
EM 1110-3-142
9 Apr 84
TABLE I
CONTRACTION
JOINT
SPACING ft.
<20
20-25
>25-50
>50-100
TABLE I)
SEALANT
NOTE 2)
SEE NOTE I
"MIN-W MAX
DIMENSIONS, ln.
SAWED
PREFORMED
NOTE 1:
2:
3:
.. .. .
..~; -~
\~-~
"0
.c:
).
2-11
EM 1110-3-142
9 Apr 84
KEYED LONGITUDINAL
I
1/2" 1/16"
JOINT SEALANT
(SEE NOTES I AND 2)
JOINT SEALANT
(SEE NOTES I AND' 2)
:....IN
:.~::,.-
...,""
11
1"1/16
~::.r:
"':..P .t.:
.:<(;, .
NOTE:
DOWELED TRANSVERSE
OR LONGITUDINAL
JOINT SEALANT
(SEE NOTES I AND 2)
.,.
.. (:~.
'II(
I.
~=~:
. ~.-:--,;.
"~ ~..
ROT!:
:S' MIN
JOINT SEALANT
(SEE NOTES I AND 2)
I" :l:l/16"
..,..
.....
.;
.....
EXISTING
PAVEMENT ,2
:_.y. :..
~
... ~.
"'"'
"'-
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NOTE:
1.
2.
2-12
:W: ~~
.......
EM 1110-3-142
9 Apr 84
:.
... :.
e:.:;,...P."
. . . ".A.-: .4:...
.:
PREFOMEDL
NONEXTRUpiNG
JOINT FIL~ER
I
NOTES:
TRANSVERSE
3/4"! 1/16"
lA
A'.
PREFORMED
NONEXTRUDING
JOINT FILLER
FIGURE 2-11.
2-13
,'1(1,
.P,
...
...
. ,
....
EM 1110-3-142
9 Apr 84
5/8-IN.-DIAM. DEFORMED TIE
BARS OUTSIDE LONGITUDINAL
CONTRACTION JOINTS
DOWELS OR THICKENED
EDGE IN OUTSIDE LANES
WHERE PAVEMENT
EXTENSION IS
FEASIBLE.----
LONGITUDINAL CONSTRUCTION
JOINTS --------1-::::::=rt----t
DOWELS, KEYWAY OR
THICKENED EDGE IN
OUTSIDE LANES WHERE
PAVEMENT EXTENSION~~--'---'---'---'---'---L---'----'---'----1
IS FEASIBLE.--~
Note:
DOWELS, KEYWAY OR
THICKENED EDGE IN
OUTSIDE LANES WHERE
PAVEMENT EXTENSION
IS FEASIBLE
Note:
TYPICAL JOINTING
2-14
EM 1110-3-142
9 Apr 84
Spacing, feet
Less than 9
9 to 12
Over 12
12-1/2 to 15
15 to 20
20 to 25
2-15
EM 1110..;3-142
9 Apr 84
Tabl~
Pavement
Thickness,
inches
Maximum
Dowel
Spacing,
inches
Less than 8
16
12
3/4-inch bar
8 to and
16
12
l-inch bar
12 to and
including
15.5
20
15
16 to and
including
20.5
20
18
1- to 1-1/2-in:ch bar, or 1- to
1-1/2-inch extra-strength pipe
21 to and
including
25.5
24
18
Over 26
30
18
including
ll. 5
(
\
2-16
EM 1110-3-142
9 Apr 84
2-17
EM 1110-3-142
9 Apr 84
2-18
EM 1110-3-142
9 Apr 84
2-19
EM 1110-3-142
9 Apr 84
2-20
.c:
FLEXIBLE
PAVEMENT
DESIGN
Ul
~
0
trf
en
t-0
10'
BURIED PCC SLAB
i"
EXPANSION
>-j
::<:!
'1:::1
f-'
RIGID PAVEMENT
DESIGN
GJ
10
MODIFIED FLEXIBLE
PAVEMENT DESIGN
>
'Tj
H
JUNCTURE
1
1-t)
ttl
:::;
(1q
1-'
t::)
:::;
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(I)
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I
N
1-'
BASE OR FILTER
en
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'Tj
::<:!
GJ
H
COMPACTED SUBGRADE
t::)
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'Tj
r-'
L!GDD TO TIIICDISS
trf
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NOTES:
1.
t:d
r-'
trf
'l:J
:>
<!
trf
trf
z~
c..,
z
0
2.
3.
::<:!
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h -
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+ tl + 1,;.:
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EM 1110-3-142
9 Apr 84
between the rigid pavements when the rigid pavement is 1,600 feet in
length or longer; install the second expansion joint in the last joint
of the rigid pavement. When joining a new rigid pavement to an
existing flexible pavement, cut the existing flexible pavement back to
the dimension for "buried PCC slab" only. The portion labeled
''modified flexible pavement design" will not be incorporated because of
the possibility of destroying the existing density of the base course
materials. When the juncture is installed during the construction of a
new flexible pavement joining an existing rigid pavement, the existing
rigid pavement will be drilled and doweled for the expansion joint.
The dowels will be bonded in the existing rigid pavement with epoxy
grout.
b. Slip-type joints. At the juncture of two pavement facilities,
such as a taxiway and runway, expansion and contraction of the concrete
may result in movements that occur in different directions. Such
movements may create detrimental stresses within the concrete unless a
provision is made to allow the movements to occur. At such junctures,
a thickened-edge slip joint should be used to permit the horizontal
slippage to occur. The design of the thickened-edge slip joint will be
similar to the thickened-edge construction joint (fig 2-10). The
bond-breaking medium will be either a heavy coating of bituminous
material not less than 1/16 inch in thickness when joints match or a
normal nonextruding-type expansion joint material not less than 1/4
inch in thickness when joints do not match. The 1/16-inch bituminous
coating may be either a low penetration (60-70 grade asphalt) or a
clay-type asphalt-base emulsion similar to that used for roof coating
and will be applied to the face of the joint by hand brushing or
spraying.
c. Special JOlnt between new and existing pavements. A special
thickened-edge joint design (fig 2-10) will be used at the juncture of
new and existing pavements for the following conditions:
- When load-transfer devices (keyways or dowels) or a thickened
edge was not provided at the free edge of the existing pavement.
- When load-transfer devices or a thickened edge was provided at
the free edge of the existing pavement but neither met the design
requirements for the new pavement.
- For transverse contraction joints, when removtng and replacing
slabs in an existing pavement.
- For longitudinal construction joints, when removing and replacing
slabs in an existing pavement if the existing load-transfer
devices are damaged during the pavement removal.
- Any other location where it 1s necessary to provide load transfer
for the existing pavements.
2-22
EM 1110-3-142
9 Apr 84
The special joint design may not be required if a new pavement joins an
existing pavement that is grossly inadequate to carry the design load
of the new pavement or if the existing pavement is in poor structural
condition. If the existing pavement can carry a load that is 75
percent or less of the new pavement design load, special efforts to
provide edge support for the existing pavement may be omitted; however,
if omitted, accelerated failures in the existing pavement may be
experienced. Any load-transfer devices in the existing pavement should
be used at the juncture to provide as much support as possible to the
existing pavement. The new pavement will simply be designed with a
thickened edge at the juncture. Drilling and grouting dowels in the
existing pavement for edge support may be considered as an alternative
to the special joint; however, a thickened-edge design will be used for
the new pavement at the juncture.
2-23
EM 1110-3-142
9 Apr 84
CHAPTER 3
JOINTED REINFORCED CONCRETE (JRC) PAVEMENT DESIGN
3-1. Uses. JRC pavement may be used as slabs on grade or as overlay
pavement for any traffic area of the airfield. Reinforcement may be
used to reduce the required thickness and permit greater spacing
between joints. Its selection should be based upon the materials
available and time element involved. In certain instances,
reinforcement will be required to control cracking that may occur in
the JC pavements without any reduction in thickness requirements.
3-2. Reduced thickness design. The thickness of JRC pavement can be
less than the thickness of JC pavements. The design procedure
presented herein yields the thickness of JRC pavement and the
percentage of steel reinforcement S required to provide the same
performance as a predetermined thickness of JC pavement contructed on
the same foundation condition. The greatest use of reinforcement to
reduce the required JC pavement thickness will probably be to provide a
uniform thickness for the various traffic areas and to meet surface
grade requirements. This is especially true for rigid overlays where
it is necessary to provide different thicknesses for the various types
of traffic areas or different structural conditions of the base
pavement. Since these changes in thickness cannot be made at the
surface, reinforcement can be used to reduce the required thickness and
thereby obviate the necessity for removal and replacement of pavements
or overdesigns. There are other instances in which reinforcement to
reduce the pavement thickness may be warranted and must be regarded.
The design procedure consists of determining the percentage of steel
required, the thickness of the JRC pavement, and the maximum allowable
length of slabs.
a. Determination of required percent steel and required thickness
of JRC pavement. It is first necessary to determine the required
thickness hdc of JC pavement using the design loading and physical
properties of the pavement and foundation (chap 2). When the JRC
pavement is to be used on nonstabilized bases or subgrades, the
procedure outlined in paragraph 2-2a will be used to determine hdc;
whereas, when the JRC pavement is to be used on stabilized layers of
material, the procedure outlined in 2-3b will be used. The thickness,
hdc or hdoc is then used to enter the nomograph (fig 3-1) to determine
the required percent steel, S, and required thickness hdr or hdor of
JRC pavement. Since the thickness hdr and S are interrelated, it will
be necessary to establish a desired value of one and determine the
other. The resulting values of hdr and S will represent a JRC pavement
that will provide the same performance as the required thickness of
concrete pavement, hdc or hdoc In all cases, when the required
thickness hdc is reduced by the addition of reinforcing steel, the
design percentage of steel will be placed in each of two directions
(transverse and longitudinal) in the slab. For construction purposes,
3-1
EM 1110-3-142
9 Apr 84
As = Cross-sectional area of
steel in square inch per
foot of pavement
L
THICKNESS OF
:IRC PAVEMENT
IN., heir
30
29
28
27
26
2~
24
2!
22
21
20
19
f = Yield strength of
s
reinforcing steel in psi
0.45
0.40
SQ IN./FT
1.00
0.90
30
29
28
27
26
25
l.,FT
o.eo
0.
0.70
24
23
0.60
17
22
0.50
I~
14
I!
20
19
----;r
0.
0.30
owr
. ..
--
0.40
It)
0.25
100
-------------
0.30
17
16
0.2f'
15
12
0.35
c;;in
21
0.50
As
THICKNESS OF
jc PAVEMENT
IN., hcJc
18
16
s,"
S = Percent of reinforcing
steel
14
80
0.14
0.20
70
II
13
0.15
12
0.13
0.12
0.11
10
II
0.20
0.19
0.18
0.17
0.16
0.15
0.10
0.10
10
9
0.09
0.08
0.075
0.07
0.06
0.05
'
EM 1110-3-142
9 Apr 84
the required thickness hdr must be rounded to the nearest full- or
half-inch increment. When the indicated thickness is midway between
full- and half-inch or half and full increments, the thickness will be
rounded upward.
b. Determination of maximum JRC pavement slab size. The max1mum
length or width of JRC pavement slab is dependent largely upon the
resistance to movement of the slab on the underlying material and the
yield strength of the reinforcing steel. The latter factor can be
easily determined; however, very little reliable information is
available regarding the sliding resistance of concrete on the various
foundation materials. For this design procedure, the sliding
resistance has been assumed to be constant for a JRC pavement cast
either directly on the subgrade, on a stabilized or nonstabilized base
course, or on an existing flexible pavement. The maximum allowable
width W or length L of JRC pavement slab will be determined from the
following equation:
The formula above has been expressed on the nomograph (fig 3-1) for
steel yield strengths fs of 56,000 and 60,000 psi and the maximum W or
L can be obtained from the intersection of a straight line drawn
between the values of hdr and S that will be used for the JRC pavement.
The width of JRC pavement will generally be controlled by the concrete
paving equipment and will normally be 25 feet, unless smaller widths
are necessary to meet dimensional requirements.
c. Limitations to JRC pavement design procedure. The design
procedure for JRC pavements presented herein has been developed from a
limited amqunt of investigational and performance data. Consequently,
the following limitations are imposed:
(1) No reduction in the required thickness of JC pavement will
be allowed for percentages of steel reinforcement less than 0.05.
3-3
EM 1110-3-142
9 Apr 84
3-3. Reinforcement to control pavement cracking. Reinforcement is
mandatory in certain areas of JC pavements to control or minimize the
effects of cracking. The reinforcing steel holds cracks tightly
closed, thereby preventing spalling at the edges of the cracks and
progression of the cracks into adjacent slabs. For each of the
following conditions, the slabs or portions of the slabs will be
reinforced with 0.05 percent steel in two directions normal to each
other unless otherwise specified.
a. Odd-shaped slabs. It is often necessary in the design of
pavement facilities to resort to odd-shaped slabs. Unless reinforced,
these odd-shaped slabs often crack and eventually spall along the
cracks, producing debris that is objectionable from operational and
maintenance viewpoints. In addition, the cracks may migrate across
joints into adjacent slabs. In general, a slab is considered to be
odd-shaped if the longer dimension exceeds the shorter one by more than
25 percent or if the joint pattern does not result in essentially a
square or rectangular slab. Figure 3-2 presents typical examples of
odd-shaped slabs requiring reinforcement.
b. Mismatched joints. Steel reinforcement in the slabs is
mandatory to prevent migration of cracks into adjacent pavements for
the following two conditions of mismatched joints:
(1) Where joint patterns of abutting pavement facilities do not
match, a partial reinforcement of slabs may be necessary. In such a
condition, the mismatch of joints can cause a crack to form in the
adjacent pavement unless there is a sufficient width of bond-breaking
medium installed in the joint. The determination relative to utilizing
reinforcement at mismatched. joints in such junctures is based upon the
type joint between the two pavement sections. A partial reinforcement
of the slab, as described below, is required when the joint between the
abutting pavement is one of the following: doweled construction joint,
keyed construction joint, thickened~edge butt joint without a
bond-breaking medium, doweled expansion joint, and thickened-edge slip
joint with less than 1/4-inch bond-breaking medium. Reinforcement is
no~ required if the joint between the abutting pavement facilities is
either a thickened-edge expansion joint or a thickened-edge slip joint
with 1/4 inch or more of bond-breaking medium, except for a mismatch of
joints in the center 75-foot width of runway where reinforcement of the
slabs of mismatched joints will be required regardless of the type of
joint between the facilities. When reinforcement at mismatched joints
is required, the slab in the pavem.ent facility directly opposite the
mismatched joint will be reinforced with the minimum 0.05 percent
steel. The reinforcing steel will be placed in two rectangular
directions for a distance 3 feet back from the juncture and for the
full width or length of the slab in a direction normal to the
mismatched joint. When a new pavement is being constructed abutting an
existing pavement, the new slab opposite mismatched joints will be
reinforced in the manner described above. When two abutting facilities
3-4
EM 1110-3-142
9 Apr 84
>-
LEGEND
:)
Construction Joint
Jz
a:
-----
Contraction Joint
>4(
Expansion Joint
I
I
I
I
ct
1-
Reinforced Mismatched
Joints
EXISTING PAVEMENT
I.
Reinforced Odd-Shaped
Slabs
I
I
I I
I
I
I
I
NEW PAVEMENT
I
I
I
I
I
I
I
FIGURE 3-2.
3-5
EM 1110-3-142
9 Apr 84
3-6
EM 1110-3-142
9 Apr 84
Reinforcement steel.
3-7
Table 3-1.
Size
No.
Nominal Diameter,
inch.es
w 31
w 30
w 28
w 26
w 24
w 22
w 20
w 18
w 16
w 14
w 12
w 10
w8
w7
w6
w 5.5
w5
w 4.5
w4
w 3.5
w3
w 2.5
w2
w 1.5
w 1.2
w1
w 0.5
u. s.
0.628
0 .. 618
0.597
0.575
0.553
0.529
0.505
0.479
0.451
0.422
0.391
0.357
0.319
o. 299
0.276
0.265
0.252
0.239
0.226
0.211
0.195
0.178
0.160
0.138
0.124
0.113
0.080
3-8
Nominal Area,
square inches
0.310
0.300
0.280
0.260
0.240
0.220
0.200
0,180
0.160
0.140
0.120
0.100
0.080
0.070
0.060
0.055
0.050
0.045
0.040
0.035
0.030
0. 0.25
0.020
0.015
0.012
0.010
0.005
EM 1110-3-142
9 Apr 84
MAX PROJECTION
OR BAR SPACING
. CONST JOINT
~2 WIRE
'
Jld1C)
yi&J
<i
I&J'/l
C)
ol ~
~Q:
I&J
rr:
(I)
i~
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1&.
oil:
g~
::z: og
5
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~Q:
zCI:
em
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311:
~
9
_liP.
~RANSV
DETAIL OF WIRE
fABRIC OR BAR MAT
DETAIL OF SLAB
REINFORCEMENT
FIGURE 3-3.
3-9
Q.
EM 1110-3-142
9 Apr 84
Jointing.
(
\
3-10
EM 1110-3-142
9 Apr 84
:
TABLE I
TABLE I)
SEALANT
NOTE 2)
SEE NOTE I
MIN-W MAX
CONTRACTION
JOINT
SPACING ft.
DIMENSIONS, ln.
<20
20-25
>25-50
>5o-IOO
D
~,....1011\IT
I 1/16
1/2 l/l6
PREFORMED
FILLER MATERIAL
(SEE NOTE 3)
,,:a-wV/.I'Wt;.. 'f4" MIN-W MAX
SAWED
PREFORMED
NOTE: l.
2.
3.
LONGITUDINAL
'II
,4, . .
. '
"
" .. ,,
3-11
SEALANT
NOTE 2)
EM 1110-3-142
9 Apr 84
DOWELED TRANSVERSE (1)
NO GROOVE oR .JOINT
SEAL WILL BE PROVIDED
REINFORCING STEEL IS
CARRIED THROUGH .JOINT
NOTE:
1.
~OTE:
~d
MQ'rl:
4.
REINFORCING
STEEL
NOTE:
INCHES
D
INCHES
UP TO !50
1/2 1/8
1/2
1/8
!51 TO 100
3/4
3/4
1/8
1/8
2.
NOTE:
3.
EM 1110-3-142
9 Apr 84
LONGITUDINAL
REINFORCING STEEL IS
NOT CARRIED THROUGH JOINT
~:!
I
l/l 6 "
I"! 1/16
11
.. -o..o
~(}>'
5' MIN
NOTE: l.
2.
3.
. .
..
()
...
.. . . . . . .
.,
ONEXTRUDING
JOINT FILLER
3-13
'
o.:.-;..
. .:," '..,: '
EM 1110-3-142
9 Apr 84
CHAPTER 4
JOINTED FIBROUS CONCRETE (JFC) PAVEMENT DESIGN
4-1. Basis of design. The design of JFC pavement is based upon
limiting the ratio of the concrete flexural strength and the maximum
tensile stress at the joint, with the load either parallel or normal to
the edge of the slab, to a value found to give satisfactory performance
in full-scale accelerated test tracks. Because of the increased
flexural strength and tenacity at cracks that develop in the fibrous
concrete, the thickness can be significantly reduced; however, this
results in a more flexible structure, which causes an increase in
vertical deflections as well as in the potential for densification
and/or shear failures in the foundations, pumping of the subgrade
material, and joint deterioration. To protect against these latter
factors, a limiting vertical deflection criterion has been applied to
the thickness developed from the tensile stress criteria.
4-2. Uses. Although several types of fiber have been studied for
concrete reinforcement, most of the experience has been with steel
fibers, and the design criteria presented herein are limited to steel
fibrous concrete. Fibrous concrete is a relatively new material for
pavement construction and lacks a long-time performance history. The
major uses to date have been for thin resurfacing or strengthening
overlays where grade problems restrict the thickness of overlay that
can be used. The use of JFC pavement should be based upon the time
saved and the availability of the materials involved.
4-3. Mix proportioning considerations. The design mix proportioning
of fibrous concrete will be determined by field testing when time is
available. Otherwise, preliminary estimates must be made. The
following are offered as guides and establish limits where necessary
for the use of the design criteria included herein.
a. The criteria contained herein are based upon fibrous concrete
containing 1 to 2 percent by volume (100 to 250 pounds) of steel fibers
per cubic yard of concrete, and fiber contents within this range are
recommended.
b. Most experience to date has been with fibers 1 to 1-1/2 inches
long, and for use of the criteria herein, fiber lengths within this
range are recommended.
c. For proper mixing, the maximum aspect ratio (length to diameter
or equivalent diameter) of the fibers should be about 100.
d. The large surface area to volume ratio of the steel fibers
requires an increase in the paste necessary to insure that the fibers
and aggregates are coated. To accomplish this, cement contents of 750
to 900 pounds per cubic yard of concrete are recommended. The cement
4-1
EM 1110-3-142
9 Apr 84
4-2
i\
EM 1110-3-142
9 Apr 84
8
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9 Apr 84
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EM 1110-3-142
9 Apr 84
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FIBROUS CONCRETE PAVEMENT DESIGN CURVES FOR ARMY CLASS III PAVEMENTS
4-5
EM 1110-3-142
9 Apr 84
en
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9 Apr 84
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9 Apr 84
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EM 1110-3-142
9 Apr 84
4-9
EM 1110-3-142
9 Apr 84
16
0.06
15
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4-10
EM 1110-3-142
9 Apr 84
16
0.12
15
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4-11
EM 1110-3-142
9 Apr 84
i\
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4-12
EM 1110-3-142
9 Apr 84
Table 4-1.
Traffic
Passes
200
1,000
5,000
25,000
50,000
75,000
100,000
500,000
1,000,000
4-6. Jointing. The joint types and designs discussed in paragraph 2-3
generally apply to JFC pavement. The tenacity of the fibrous concrete
does afford some variations in allowable joint spacings, and the
maximum joint spacing becomes a function of the load-transfer
mechanism. For the mix proportionings discussed in paragraph 4-3, the
maximum spacing of joints (transverse and/or longitudinal) will be as
follows:
Thickness, inches
4 to 6
Greater than 6
50
25
100
50
4-13
EM 1110-3-142
9 Apr 84
CHAPTER 5
OVERLAY PAVEMENT DESIGN
5-l General. Two general types of overlay pavement are considered:
rigid and nonrigid. The procedures described will use rigid overlays
to strengthen existing rigid or flexible pavements and nonrigid
overlays to strengthen existing rigid pavements. Procedures are
presented for the design of jointed concrete (JC), jointed reinforced
concrete (JRC), fibrous concrete (FC), and nonrigid overlays. Nonrigid
overlays include both flexible (nonstabilized base and bituminous
concrete wearing course) and all-bituminous concrete for strengthening
existing JC or JRC pavements. Flexible overlays will be used only when
the nonstabilized aggregate base course can be positively drained.
Resurfacing of rigid pavements with thin, bonded rigid overlays (less
than 4 inches) are not to be considered for strengthening of existing
pavements.
5-2. Site investigations. Explorations and tests of the existing
pavement will be made to determine the structur~l condition of the
existing pavement prior to overlay, assess the required physical
properties of the existing pavement and foundation materials, and
locate and analyze all existing areas of defective pavement and
subgrade that will require special treatment. The determination of the
structural condition and required physical properties of the existing
pavement will depend upon the type of overlay used as described in
subsequent paragraphs. An investigation will be conducted to determine
whether there are any voids under the existing rigid pavement. This
investigation is especially important if there has been, or is, any
evidence of pumping or bleeding of water at cracks, joints, or edges of
the existing rigid pavement. If voids are found under the existing
rigid pavements, they will be grouted before the overlay is placed.
The results of the investigation, especially the nondestructive tests,
may show rather large variations in the strength of the existing
pavement and may lead to more extensive testing to determine the cause
of the variation. It will then be necessary to determine the
feasibilty and economics of using a variable thickness overlay, basing
the design on the lower strength pavement section, or removing and
replacing the low-strength pavement areas.
5-3. Preparation of existing pavement. The preparation of the
existing pavement prior to overlay will depend upon the type of
overlay, as follows:
a. Rigid overlay. Overlay thickness criteria are presented for two
conditions of bond between the rigid overlay and existing rigid
pavement: partially and nonbonded. The partially bonded condition is
obtained when concrete is cast directly on concrete with no special
efforts to achieve or destroy bond. The nonbonded condition is
obtained when the bond is prevented by an intervening layer of
5-l
EM 1110-3-142
9 Apr 84
Rigid overlay.
(1)
= 1.00-
5-2
EM 1110-3-142
9 Apr 84
(2)
b.
= 0.75-
= 0.35
= 1.00
= 0.75-
= 0.35
Nonrigid overlay.
(1)
(2)
= 1.00-
= 0.75-
= 0.50
= 1.00
5-3
EM 1110-3-142
9 Apr 84
5-5. Rigid overlay of existing rigid pavement. There are two basic
equations for the design of rigid overlays which depend upon the degree
of bond that develops between the overlay and existing pavement:
partially bonded and nonbonded. The partially bonded equation will be
used when the rigid overlay is to be placed directly on the existing
pavement. It requires the lesser thickness of overlay and will be used
when possible. A bond-breaking medium and nonbonded equation will be
used when a JC overlay is used to overlay an existing JRC pavement,
when a JC overlay is being used to overlay an existing JC pavement that
has a condition factor C < 0.35, and when matching joints in a JC
overlay with those in the-existing JC pavement causes undue
construction difficulties or results in odd-shaped slabs.
a.
JC overlay.
Nonbonded:
5-4
EM 1110-3-142
9 Apr 84
5-5
EM 1110-3-142
9 Apr 84
0.75
Nonbonded:
hdof
= 0.75
~~c
5-6
EM 1110-3-142
9 Apr 84
5-7
EM 1110-3-142
9 Apr 84
1.0
r------.,-----..,..-----r-----..,
\
\
\
0.6~---------+--~------4-----------+---------~
'
'
'
0.5r---------~----------~~------~--------~
0.4
'\
'--------L------"------.._
____
0
100
200
300
......J
400
LEGEND
-LOAD
Heavy
TRAFFIC AREA:S
A,B, and C
A,B, and C
Medium
B and C
Light
A
Sh:cDrt fields
Heavy and Medium. D(and overruns
for all !~ads)
i
NOTE:
5-8
EM 1110-3-142
9 Apr 84
5-9
EM 1110-3-142
9 Apr 84
CHAPTER 6
RIGID PAVEMENT INLAY DESIGN
6-1.
EM 1110-3-142
9 Apr 84
~
REM OYAL OF EXIST. PAVE
EXISTING A.C. TO
BE REMOVED AFTER
INLAY HAS BEEN
CONSTRUCTED-......::::::-::
7':!:
81.0 I:!:
40.5':!:
75.0'
tO' MIN.
NEW RIGID PAVEMENT
INLAY SECTION
LONG. CONSTR. JT.
(SEE PARA 2-3b)
)\\
PROVIDE KEYWAY AT
EDGES OF INLAY SECT.
LEGEND
hd Design thickness or rigid pavement
t0
tb
t5
NOTE:
EM 1110-3-142
9 Apr 84
requirements in EM 1110-3-137 for pavement thickness reduction, no
structural credit will be given to the stabilized material in the
design of the rigid pavement inlay. If the strength of the stabilized
layer meets the minimum strength requirement for pavement thickness
reduction in EM 1110-3-137, the rigid pavement inlay will be designed
in accordance with applicable sections of chapters 2 through 4
pertaining to the use of stabilized soil layers.
e. If the existing pavement is not composed of a depth of
nonfrost-susceptible materials sufficient to eliminate substantial
frost penetration into an underlying frost-susceptible material, an
appropriate reduction in the k value will be made in accordance with EM
1110-3-138. In these cases, the inlay will be designed as a JRC
pavement (chap 3) using a minimum of 0.15 percent steel. The pavement
thickness may be reduced and longer slabs may be used as applicable to
the design of JRC pavements.
f. After the construction of the rigid pavement inlay, the working
areas used for forming or slipforming the sides of the concrete will be
backfilled to within 4 inches of the pavement surface with either
lean-mix (Econocrete) or normal paving concrete.
g. The existing bituminous concrete will be sawed parallel to and
at a distance of 10 feet from each edge of the inlay. The bituminous
concrete surface and binder courses and, if necessary, the base course
will be removed to provide a depth of 4 inches. The exposed surface of
the base course will be recompacted, and a 10-foot-wide paving lane of
bituminous concrete, 4 inches thick, will be used to fill in the gap
(fig 6-1).
h. In cases where the 10-foot width of new bituminous concrete at
either side of the inlay section does not permit a reasonably smooth
transition from the inlay to the existing pavement, additional leveling
work outside of the 10-foot lane will be accomplished by removal and
replacement, planer operation, or both.
6-3. Rigid inlays in existing rigid pavement. Figure 6-2 shows a
section of a typical rigid pavement inlay in an existing rigid
pavement.
a. The existing rigid pavement will be removed to the nearest
longitudinal joints that will provide the design width of the rigid
pavement inlay. Care will be exercised in the removal of the existing
rigid pavement to preserve the load-transfer device (key, keyway, or
dowel) in the longitudinal joint at the edge of the new inlay pavement.
If the existing load-transfer devices can be kept intact, they will be
used to provide load transfer between the rigid pavement inlay and the
existing pavement. If the load transfer devices are damaged or
destroyed, the undercut joint shown in figure 2-10 or 3-5 should be
used to protect against edge loading of the existing pavement. In
6-3
EM 1110-3-142
9 Apr 84
UMITS OF EXIST. PAVEMENT REMOVAL TO THE NEAREST
JOINTS IN EXIST. PAVEMENT THAT WILL PROVIDE Tt
DESIGN WIDTH OF THE RIGID PAVEMENT INLAY
<i.
I
--- ---
I
--j_REMOVE EXIST.
~~ PAVEMENT
s::."' - - - '
---- --
,}-REMOVE EXIST.
I ~~~78~~~~~RADE
STABILIZE EXIST.
SUBBASE OR SUBGRADE
4"MIN
hd
he
LEGEND
Design thickness of rigid pavement for inlay
thickness of existing pavement
6-4
EM 1110-3-142
9 Apr 84
addition to the removal of the existing pavement, the existing base
and/or subgrade will be removed to the depth required to the design
thickness of the rigid pavement inlay.
b. Paragraphs 6-2b through 6-2e also pertain to rigid pavement
inlays in existing rigid pavements.
c. The design of the rigid pavement inlay, including joint types
and spacing, will be in accordance with the chapter pertaining to the
type of rigid pavement selected.
6-5
EM 1110-3-142
9 Apr 84
APPENDIX A
REFERENCES
Government Publications.
Department of Defense.
MIL-STD-619B
MIL-STD-621A
Notices 1, 2
EM 1110-3-136
EM 1110-3-137
EM 1110-3-138
EM 1110-3-141
Nongovernment Publications.
American Society for Testing and Materials (ASTM), 1916 Race
Street, Philadelphia, PA 19103
78-75
(R 1982)
E 11-81
A-1