ACI 330R-08 Concrete Parking Lot Design

George A. Madrid, P.E. President, Principal Engineer

GEOMAT Inc. 915 Malta Avenue Farmington, NM 87401

This presentation has been prepared solely for information purposes. It is intended solely for the use of professional personnel, competent to evaluate the significance and limitations of its content, and who will accept full responsibility for the application of the material it contains. GEOMAT Inc. and any other organizations cooperating in the preparation of this presentation strive for accuracy but disclaim any and all responsibility for application of the stated principles or for the accuracy of the content or sources and shall not be liable for any loss or damage arising from reliance on or use of any content or principles contained in this presentation. Reproduction, modification or retransmission in any form is prohibited without the prior written permission of GEOMAT Inc.

History of ACI 330

- 1980s -Complete and Concise for Design and Construction -Written by Industry Experts - Most Recent Version 2008 Following a Prior Release in 2001

Why Use It?

-Economical 20 Year Design
-Addresses All Aspects of Concrete Parking Lots -Based on Sound Engineering - Only Document Created Just for Concrete Parking Lots -THE INDUSTRY STANDARD!!

What do designers currently use for concrete parking lots? Usually follow DOT
Nothing No concrete design; Only design in asphalt AASHTO Design Guide 72, 86, 93 DOT guidelines for roadway design usually one of the AASHTO guides What weve always used ACI 330!

FOLLOWING ACI 330 GUIDELINES RESULTS IN COMPARABLE, SUPERIOR PERFORMING CONCRETE DESIGNS
ACI has developed recommended design procedure specifically for parking lots
Determines:

Given:
Soil Strength Concrete Strength Traffic Demand

Thickness
Jointing Reinforcing (opt.)

Subbase (opt.)

Recognizes construction integrity of rigid pavement materials. Recommends reduction or elimination of granular base: Potential Savings = 25-35% of total cost.

ACI 330 recognizes parking lots are different than a street/roadway. Load is in the Interior Primary purpose is to store & move vehicles Lot may be a water collector May need to accommodate lighting, islands, landscaping

Overview of the Document:

-Pavement Design CH 3 -Materials CH 4 -Construction CH 5 -Inspection and Testing CH 6 -Maintenance and Repairs CH 7
Specifying and requiring the contents of ACI 330 R08 gives a designer confidence that many aspects of a concrete parking lot are addressed.

Based on the PCA thickness design method

Theoretical, based on calculated pavement stress as % of MOR Traffic input via ADTT (Average Daily Truck Traffic)
Direct input of data Assumed traffic mixes

Basis of ACPA Street Pave and thickness tables in ACI 330R

Designing with ACI 330:

Key Terminology: k modulus of subgrade or CBR California Bearing Ratio ADTT average daily truck traffic MOR modulus of rupture

Geotechnical Investigation
A geotechnical investigation should include the identification and the properties of in-place soils and their suitability for use as a subgrade. The soil should be classified according to one of the standardized systems such as the Unified or AASHTO systems. Soil properties, such as liquid and plastic limits, moisture-density relationships, expansion characteristics, susceptibility to pumping, and susceptibility to frost action should be determined by standard ASTM or AASHTO tests. The relative bearing capacity expressed in terms of modulus of subgrade reaction k, CBR resistance value R, or SSV should be determined.
American Concrete Institute 330R-08, section 3.4

Designing with ACI 330:

ACI 330R-08 Guidelines Table 3.4

k = 500 psi/in. (CBR = 50, R = 86) k = 400 psi/in. (CBR = 38, R = 80) k = 300 psi/in. (CBR = 26, R = 67)

MOR, psi: Traffic Category A (ADTT =1)

650 4.0

600 4.0

550 4.0

500 4.0

650 4.0

600 4.0

550 4.0

500 4.0

650 4.0

600 4.0

550 4.0

500 4.5

A (ADTT = 10)
B (ADTT = 25) B (ADTT = 300) C (ADTT = 100) C (ADTT = 300)

4.0
4.0 5.0 5.0 5.0

4.0
4.5 5.0 5.0 5.5

4.0
4.5 5.5 5.5 5.5

4.5
5.0 5.5 5.5 6.0

4.0
4.5 5.0 5.0 5.5

4.0
4.5 5.0 5.5 5.5

4.5
5.0 5.5 5.5 6.0

4.5
5.5 5.5 6.0 6.0

4.0
4.5 5.0 5.5 5.5

4.5
4.5 5.5 5.5 6.0

4.5
5.0 5.5 6.0 6.0

4.5
5.5 6.0 6.0 6.5

C (ADTT = 700)
D (ADTT = 700)

5.5
6.5

5.5
6.5

6.0
6.5

6.0
6.5

5.5
6.5

5.5
6.5

6.0
6.5

6.5
6.5

5.5
6.5

6.0
6.5

6.5
6.5

6.5
6.5

k = 200 psi/in. (CBR = 10, R = 48)

k = 100 psi/in. (CBR = 3, R = 18)

k = 50 psi/in. (CBR = 2, R = 5)

MOR, psi:

650

600

550

500

650

600

550

500

650

600

550

500

Traffic Category

A (ADTT =1)
A (ADTT = 10) B (ADTT = 25) B (ADTT = 300) C (ADTT = 100)

4.0
4.5 5.0 5.5

4.0
4.5 5.0 5.5

4.0
5.0 5.5 6.0

4.5
5.0 6.0 6.5

4.0
4.5 5.5 6.0

4.5
5.0 5.5 6.0

4.5 5.0
6.0 6.5

4.5

5.0
5.5 6.0 7.0

4.5
5.0 6.0 6.5

5.0
5.5 6.0 7.0

5.0
5.5 6.5 7.0 7.5 7.5 8.0 9.0

5.5
6.0 7.0 7.5 7.5 8.0 8.5 9.0

5.5 6.0 6.0 6.5 6.0 6.5 6.5 7.0 6.5 7.0 Thickness criteria based on soil support C (ADTT = 300) 6.0 6.0 6.5 6.5 6.5 6.5 7.0 7.5 7.0 7.5 C (ADTT = 700) 6.0 6.5 6.5 7.0 6.5 7.0 7.0 7.5 7.0 7.5 and Average Daily Truck Traffic (ADTT) 7.0 7.0 7.0 7.0 8.0 8.0 8.0 8.0 9.0 9.0

D (ADTT = 700)

Keeping thickness in perspective

Rules of thumb work fine for many small projects. Actual fatigue failures are rare. Most thickness design is conservative for assumed loads. More critical issues:
Subgrade / subbase uniformity Drainage & maintenance

Common Design Questions?

Do I Need to Include a Subbase? What About Fibers? Should I Include WWM? How Important is Jointing?

Concrete vs. Asphalt Loads

Terminology &

Subgrade stresses differ considerably.

Concrete
increasing stress

Asphalt

subgrade
subgrade subbase layer base layers

The load-carrying structure for concrete pavement is primarily thickness.

Is a subbase layer needed?

Subbase is a layer of imported or improved material between the natural site material (subgrade) and the concrete May warrant consideration if: Construction platform is needed Subgrade is very poor quality Heavy truck traffic & load transfer concerns Pumping of subgrade is likely Can result in higher k value for design and slightly thinner section Table 3.2 in ACI 330

Adjusted k for subbase (ACI 330R-08)

Table 3.2 Modulus of subgrade reaction k*
4 in. Subgrade k value, psi/in.

Subbase thickness 6 in. 9 in.

Granular aggregate subbase 75 85 140 160 230 270 330 370 Cement-treated subbase 230 310 400 520 640 830 Other treated subbase 115 170 210 270 315 360 385 420

12 in.

50 100 200 300

50 100 200 50 100 200 300

65 130 220 320

170 280 470 85 175 280 350

110 190 320 430

390 640 215 325 400 490

Where is the Industry Headed?

Lowes Recent Changes:

- Standard duty concrete on compacted subgrade. - Subbase requirements have to be justified. - Heavy duty concrete possible 4 base depending on soil. - Concrete specification required on all jobs (not an alternate). - ACI 330 R-08 required for concrete parking lot design

What about Fibers and WWM?

Whats their purpose?
Steel and Macro Fibers (0.008-0.03); WWM Secondary Reinforcement Tight Cracks! Micro Fibers (<0.004) Plastic Shrinkage Crack Control
Micro Fibers

Macro Fibers

Use of reinforcing steel in concrete has its place!

Steel Reinforcement
When used, the purpose of secondary steel reinforcement is to keep cracks from opening. To do this, it must be located above the midthickness.

Steel Reinforcement
It is almost impossible to place rolled wire mesh in the upper thickness where it can function. Rebar on chairs or welded rigid mats perform better if steel is called for. Secondary steel reinforcement is often misunderstood and can rarely be justified in flatwork that is properly jointed.

If steel is used, it should generally be cut at all joints!

Objectives of jointing
Control the location, width, and appearance of expected cracks Facilitate construction Accommodate normal slab movements Provide load transfer where needed Minimize performance implications of any random (unexpected) cracks

Spacing of joints based on cracking tendency

The extent of cracking due to key influences is somewhat predictable; joints can be spaced accordingly.

RECOMMENDED SPACING of JOINTS FOR CRACK CONTROL

THICKNESS, IN. 4 5 6 7 8+ SPACING, FT. 8-10 10-12 12-15 14-15 15

Exception: good design may call for even closer joint spacings due to load transfer considerations.

3.7.3: ISOLATION JOINTS

Isolation joints
are sometimes called expansion joints but should generally not be used to provide for expansion. They provide no load transfer and should not be used as regularly spaced joints in a joint layout. Their proper use is to isolate fixed objects, providing for slight differential settlement without damaging the pavement.

Improper use of isolation joints

If isolation joints are used as routine joints:
Slabs crawl as isolation joints compress Adjacent control joints open and fill with debris No load transfer
Failure of sealants Water intrusion

Common issue in construction practice

Details for isolation of fixtures

Square
Isolation joint

Diagonal

Circular
Inlet

Reinforcing bars recommended to hold cracks tight

Isolation joint

Isolation joint

Isolation joint

Square with Fillets

None

Telescoping Manhole
Inlet - Round

Isolation joint

Isolation joint around perimeter

No boxout or isolation joint necessary

Isolation joint

Examples - isolation of fixtures

Overview of the Document:

-Pavement Design CH 3 - Materials CH 4 -Construction CH 5 -Inspection and Testing CH 6 -Maintenance and Repairs CH 7

Materials
- Flexural Strength key property - Freeze/Thaw Air Entrainment Necessary? - Well-graded Aggregates/SCM - Workability - Material Specifications

Overview of the Document:

Pavement Design CH 3 Materials CH 4 Construction CH 5 Inspection and Testing CH 6 Maintenance and Repairs CH 7

Construction
ACI Certified Finishers Subgrade Paving Equipment Placing, Finishing and Texturing Curing and Protection Jointing Parking Lot Geometry

Overview of the Document:

Pavement Design CH 3 Materials CH 4 Construction CH 5 Inspection and Testing CH 6 Maintenance and Repairs CH 7

Inspection and Testing

Inspection of Subgrade/Subbase NRMCA Plant Certification Plastic Properties Compressive/Flexural Strength Construction Checks

Overview of the Document:

Pavement Design CH 3 Materials CH 4 Construction CH 5 Inspection and Testing CH 6 Maintenance and Repairs CH 7

Maintenance and Repairs

Sealing Full Depth Repair Undersealing and Leveling Overlays Over Asphalt and Existing Concrete - Cleaning

ACI 330R-08 The Gold Standard

ACI 330 is preferred because:

AASHTO 93 for roads and highways NOT parking lots AASHTO 93 outdated methodology (1950s) AASHTO 93 doesnt offer construction methodology standards for concrete parking lots AASHTO 93 doesnt allow for cost competitive designs for concrete

 Private sector and public sector see job costs savings when concrete is specified along with asphalt (assuming equivalent designs). Pricing of concrete is more competitive than ever. Reference to ACI 330 R-08 is an insurance policy covers all aspects of concrete parking lots. By always specifying concrete designed per ACI 330 R-08 you are guaranteed best pricing and best product opportunities!

Always Specify Concrete

Pavement Design and Construction: The recommended flexible pavement section for the parking and automobile/light truck drive areas on the site is 3.0 inches of asphalt concrete on 6.0 inches of aggregate base course. Alternatively, a rigid pavement could be used for the parking and automobile/light truck drive areas. The recommended rigid pavement section is 4.0 inches of Portland cement concrete placed directly on the existing subgrade. The subgrade should be proof-rolled prior to paving and any soft or pumping areas should be repaired by removing and replacing the soft material with suitable fill.

A pavement section of 6.0 inches of Portland cement concrete on the existing subgrade is recommended for areas that will be subjected to heavy, sustained, concentrated loads, such as dumpster and truck loading areas.
Concrete used for pavement sections should have a minimum 28-day compressive strength of 4,000 pounds per square inch (psi). Contraction joints should be provided to control the extent and location of cracking due to tensile stresses. The maximum recommended joint spacing is 10 feet. Reinforcing steel is not required or recommended for rigid pavement sections.

McDonalds Farmington, NM
Date Constructed: 2012

Concrete Thickness:
4

Subbase Thickness:
3

OReilly Auto Parts Farmington, NM

Date Constructed:
2011 Concrete Thickness: 6 Subbase Thickness: 0

Tractor Supply Co. Farmington, NM

Date Constructed: 2012

NAPI Region 1 Grain Silos

10 Concrete Pavement 4 Base Course #4 @ 10 T&B, E.W.

Nizhoni Elementary School Shiprock, NM

Date Constructed: 2003

Asphalt vs. Concrete

(YOU DECIDE)

Benefits of Concrete Parking Lots

Because of the relatively high stiffness of concrete pavements, loads are spread over larger areas of the subgrade compared with asphaltic pavements. As a result, thinner concrete pavements can be used for the same subgrade material. Additional benefits of using concrete to construct parking lots include:

Concrete surfaces resist deformation from maneuvering vehicles

Concrete surfaces drain well with only a minimal slope

Concrete has relatively simple maintenance requirements

Traffic lane and parking stall markings can be incorporated into joining pattern

Concrete is minimally affected by leaking petroleum products

The light-reflective surface of concrete can be efficiently illuminated with minimal energy requirements Concrete parking lots reduce the impacts of the urban heat island effect relative to those of asphalt by producing lower surface temperatures; providing a cooler urban environment, and reducing ozone production Concrete parking lots typically have service lives of 30 years or more
American Concrete Institute 330R-08, section 1.1

THANK YOU!
George A. Madrid, P.E. President, Principal Engineer
GEOMAT Inc. 915 Malta Avenue Farmington, NM 87401
email: george.madrid@geomatengineering.com

Phone: (505)327-7928