Precast - Pavement - Final - Design - Methodology CALTRANS PDF

FUGRO CONSULTANTS, INC.
FINAL REPORT
PROPOSED PROCESS FOR DESIGN OF
PRECAST CONCRETE PAVEMENTS
SACRAMENTO, CALIFORNIA
TASK ORDER NO. 56A0315-003
Report Prepared for:
STATE OF CALIFORNIA
DEPARTMENT OF TRANSPORTATION
Report Prepared By:

Fugro Consultants, Inc.
700 South Flower Street, Suite 2116
Los Angeles, California 90017
December 31, 2012
Fugro Job No. 04.62120011.03

700 South Flower Street, Suite 2116
Los Angeles, California 90017
Tel: (213) 788-3500
Fax: (213) 788-3526
December 31, 2012

Project No. 04.62120011.03
Caltrans
5900 Folsom Boulevard, MS-5, Quad-1
Sacramento, California 95819
Attention:
Mr. Mehdi Parvini
Subject:
Final Report, Proposed Process for Design of Precast Concrete Pavements

Sacramento, California
Dear Mr. Parvini:

This report, prepared by Fugro Consultants, Inc., provides a proposed approach to develop the
designs for jointed precast concrete pavement systems and precast prestressed concrete
pavements systems. The report also includes the application of the proposed approach to
various sections of Routes 710, 5, and 405 that are being rehabilitated using the PPCP system.
The report was prepared in accordance with Task Order 56A0315-003 dated March 26, 2012
and includes comments received during our meeting with Caltrans' project team on September
11, 2012 in Sacramento and other comments provided by electronic mail on various dates.
We appreciate the opportunity to provide our professional services for this project. Please call if
you have any questions regarding the information presented.
Sincerely,
Shiraz Tayabji, PhD

Senior Consultant
Dan Ye, Ph D
Project Engineer
Farid Motamed, G.E.

Senior Principal
Project Manager
Copies:
(Pdf) Addressee
A member of the Fugro group of companies with offices throughout the world.
State of California, Department of Transportation

December 31, 2012 (Project No. 04.62120011.03)
ABSTRACT
Precast concrete pavement (PCP) technology is of recent origin. The production use of the
PCP technology began in earnest during 2001. The PCP systems are used in highway
corridors with high volume of traffic and where lane closures are a challenge. Over the last 10
years, several US highway agencies, including California DOT (Caltrans), Illinois Tollway, New
Jersey DOT, New York State DOT, and Utah DOT, have implemented the PCP technology and
a few other agencies have constructed demonstration projects. The implemented PCP systems
include proprietary as well as non-proprietary systems. Because the production use of PCP
technology in the US is of recent origin and the information on PCP practices and performance
is not well documented, the PCP design processes are not yet fully developed.
The California PCP projects to date have been designed using a "best practice" approach that
considers feedback from the HDM Topic 620, recommendations from pavement designers, and
constraints related to existing pavement thickness. However, in order to ensure that future PCP
systems are optimally designed and alternate PCP systems can be evaluated objectively,
Caltrans is seeking a rational PCP design procedure that allows evaluation of expected
performance of the various PCP systems that may be considered in future.
This report provides a proposed approach to develop the designs for jointed and posttensioned
precast concrete pavement systems. The precast pavement types considered are jointed
systems and prestressed systems. For the jointed PCP systems, the design process
incorporates the use of AASHTO's recommended MEPDG/DARWin-ME approach to establish
the difference in slab/panel thickness requirement between a conventional cast-in-place jointed
concrete pavement and the jointed precast concrete pavement. The difference in thickness is
then applied to the HDM 620 determined thickness for the conventional cast-in-place concrete
pavement to establish the design thickness for the jointed precast concrete pavement panels.
For the prestressed systems, a new software utility, CalPPCP, was developed. CalPPCP
performs the following tasks:
1. Determines the prestressed concrete panel thickness using an equivalency concept
based on the design approach developed by the University of Texas.
2. Determines the adequacy of the prestressing system
3. Determines the expansion joint width parameters.
The report also includes the application of the proposed precast concrete pavement approach to
sections of Routes 710, 5, and 405 that are being rehabilitated using the PPCP system. As
indicated in the report, PPCP panel thickness of 9.0 in. (228 mm), adequately prestressed, can
meet most of the design requirements for heavy truck traffic corridors (up to TI of 18).
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CONTENTS
Page
CHAPTER 1
1.1
1.2
INTRODUCTION ....................................................................................
Introduction........................................................................................................
Scope of Study ..................................................................................................
1
1
CHAPTER 2
2.1
2.2
2.3
2.4
2.5
BACKGROUND ......................................................................................
Introduction........................................................................................................
Concrete Pavement Design Process ................................................................
Caltrans HDM Concrete Pavement Design Process .........................................
Precast Concrete Pavement Design Considerations ........................................
Summary ...........................................................................................................
3
7
8
9
9
CHAPTER 3
3.1
3.2
3.3
PROPOSED CALTRANS PRECAST CONCRETE PAVEMENT

DESIGN PROCESS ................................................................................
11
Introduction........................................................................................................
Design Criteria for Jointed PCP Systems ..........................................................
Design Criteria for PPCP Systems ....................................................................
11
11
12
CHAPTER 4
4.1
4.2
4.3
4.4
4.5
4.6
DESIGN OF JOINTED PCP SYSTEMS .................................................
16
Introduction........................................................................................................
DARWin-ME Design Data .................................................................................
DARWin-ME Analysis........................................................................................
Adjustments to the MEPDG Procedure for Jointed PCP Systems ....................
Design Process for Jointed PCP Systems ........................................................
Summary ...........................................................................................................
16
16
17
19
20
21
CHAPTER 5
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
DESIGN OF PPCP SYSTEMS ...............................................................
22
Introduction........................................................................................................
Software Utility CalPPCP ..................................................................................
CalPPCP Module 1: Baseline JCP Thickness Design using HDM 620 .............
CalPPCP Module 2: Required Effective Prestress Computation ......................
5.4.1 Criteria 1: Stress Equivalency Criteria ...................................................
5.4.2 Criteria 2: Limiting Stress Criteria ..........................................................
5.4.3 Criteria 3: Minimum Effective Prestress ................................................
CalPPCP Module 3: Prestressing System Design ............................................
CalPPCP Module 4: Expansion Joint Movement Computation .........................
Example Calculation of a PPCP Design............................................................
5.7.1 Module 1 ................................................................................................
5.7.2 Module 2 ................................................................................................
5.7.3 Module 3 ................................................................................................
5.7.4 Module 4: ...............................................................................................
Summary ...........................................................................................................
22
23
24
24
25
25
26
26
31
32
32
32
34
35
36
CHAPTER 6
ROUTES 710, 5 AND 405 APPLICATIONS ...........................................
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37

CONTENTS-CONTINUED
Page
6.1
6.2
6.3
6.4
6.5
6.6
Introduction........................................................................................................
Design Data.......................................................................................................
6.2.1 As-designed PPCP Thickness ...............................................................
6.2.2 Climatic Region .....................................................................................
6.2.3 Subgrade and Base Type ......................................................................
6.2.4 Edge Condition: .....................................................................................
6.2.5 Posttensioned Section Lengths: ............................................................
6.2.6 Traffic Data: ...........................................................................................
6.2.7 Prestress system Design .......................................................................
6.2.8 PCP Concrete Strength: ........................................................................
6.2.9 Other Data: ............................................................................................
6.2.10 Approach Used: .....................................................................................
DARWin-ME Analysis - Cast-in-Place JCP Design ...........................................
DARWin-ME Analysis - Jointed PCP Design ....................................................
PPCP Design using CalPPCP...........................................................................
Evaluation of Service Life of As-Designed PPCP .............................................
CHAPTER 7
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
CONSIDERATION OF PCP DESIGN FEATURES .................................
46
Introduction........................................................................................................
Joint Load Transfer Details for Jointed PCP .....................................................
7.2.1 Evaluation and Acceptance of New Load Transfer Systems .................
Prestressing Details ..........................................................................................
Transverse Prestressing ...................................................................................
Posttensioned Section Length Selection and Limitations..................................
Minimum Effective Long-term Prestress ..........................................................
Minimum PPCP Panel Thickness Requirement ................................................
Panel Support Requirements ............................................................................
Non-planar Panel Use .......................................................................................
46
46
48
48
49
49
50
50
50
52
CHAPTER 8
8.1
8.2
37
37
37
37
37
37
37
37
38
38
39
39
39
40
41
44
SUMMARY AND RECOMMENDATIONS ...............................................
53
Summary ...........................................................................................................
Recommendations ............................................................................................
53
53
CHAPTER 9
REFERENCES .......................................................................................
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ii
55

TABLES
Page
2.1
4.1
5.1
5.2
5.3
5.4
5.5
5.6
6.1
6.2
6.3
6.4
6.5
6.6
6.7
Recommended Design Criteria for Jointed PCP Systems (R = 90%) .....................

12
Comparison of the HDM Catalog Designs and DARWin-ME Designs ....................
17
Applied End Prestress Levels. ................................................................................
27
Prestress losses and effective prestress levels ......................................................
30
ILSL2 Input Data .....................................................................................................
33
Required Design Effective Prestress, EPdesign .....................................................
34
Prestressing Data ....................................................................................................
34
Long-Term Available Effective Prestress at Midsection ..........................................
35
Traffic Data for the Route 710, 5 and 405 Projects .................................................
38
End and Midsection Effective Prestress for Route 710 PPCP Sections (For Panel
Thickness = 11.0 in. [279 mm]) ...............................................................................
39
CIP JCP Thickness Requirements for the Route 710, 5 and 405 Projects in the Los
Angeles Area ...........................................................................................................
40
Jointed PCP Thickness Requirements for the Route 710, 5 and 405 Projects in the Los
Angeles Area ...........................................................................................................
41
Midsection Effective Prestress Requirement for the Route 710, 5 and 405 Projects in
the Los Angeles Area ..............................................................................................
42
Midsection Available Prestress ...............................................................................
42
Expected Service Life for the As-Designed PPCP Projects ....................................
44
FIGURES
Page
2.1
3.1
5.1
5.2
5.3
5.4
5.5
Concrete Pavement truck Loading Conditions ........................................................

Proposed PPCP Design Flow Chart .......................................................................
Design Axle Load Locations for Use with Program ILSL2.......................................
Long-Term End Concrete Prestress for PPCP Section Length of 75 ft (23 m). .....
Long-Term End Concrete Prestress for PPCP Section Length of 150 ft (45 m). ...
Long-Term End Concrete Prestress for PPCP Section Length of 250 f (76 m)t. ...
Edge Stresses for Baseline Design and Various PPCP Panel Thicknesses...........
APPENDICES
APPENDIX A
DARWIN-ME BASELINE DESIGN INPUT DATA
APPENDIX B
PRESTRESS LOSS COMPUTATION
APPENDIX C
EXPANSION JOINT WIDTH MOVEMENT COMPUTATION
APPENDIX D
CALPPCP USER GUIDE
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iii
5
15
25
28
29
29
33

CHAPTER 1
1.1
INTRODUCTION
INTRODUCTION
Precast concrete pavement (PCP) technology is of recent origin. The production use of the
PCP technology began in earnest during 2001. The PCP systems are used in highway
corridors with high volume of traffic and where lane closures are a challenge. Over the last 10
years, several US highway agencies, including California DOT (Caltrans), Illinois Tollway, New
Jersey DOT, New York State DOT, and Utah DOT, have implemented the PCP technology and
a few other agencies have constructed demonstration projects. The implemented PCP systems
include proprietary as well as non-proprietary systems. Because the production use of PCP
is not well documented, the PCP design processes are not yet fully developed.
The following PCP applications have been implemented by Caltrans at several rehabilitation
projects:
1. Intermittent repairs - for full-depth repairs or full slab replacement, generally used on
jointed concrete pavements
2. Continuous applications - for longer length or larger area pavement rehabilitation.
Two PCP types have been used for this application.
a. Jointed precast concrete pavement (JPrCP) - these pavements perform similar to
conventional cast-in-place jointed concrete pavements.
b. Precast prestressed concrete pavements (PPCP) - A number of precast panels,
typically 10 ft (3 m) or more in length, are connected together by post-tensioning.
This approach results in fewer active joints - at a spacing of about every 100 to
300 ft (30 to 90 m). The prestressing also allows use of thinner panels compared
to the jointed precast concrete pavement systems. These systems are also
referred to as posttensioned precast concrete pavement systems.
The California PCP projects to date have been designed using a "best practice" approach that
considers feedback from the HDM Topic 620, recommendations from pavement designers, and
constraints related to existing pavement thickness. However, in order to ensure that future PCP
systems are optimally designed and alternate PCP systems can be evaluated objectively,
Caltrans is seeking a rational PCP design procedure that allows evaluation of expected
performance of the various PCP systems that may be considered in future.
This report, prepared by Fugro Consultants, Inc. (FUGRO), provides a proposed approach to
develop the designs for JPrCP systems and PPCP systems. The report also includes the
application of the proposed approach to various sections of Routes 710, 5, and 405 that are
being rehabilitated using the PPCP system.
1.2
SCOPE OF STUDY
The scope of the study includes the development of a PCP pavement design methodology for
use by Caltrans that will allow for optimization of key design features for both jointed and
posttensioned PCP systems. These design features include the following:
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1. Concrete thickness and precast panel size

2. Strength of concrete
3. Modulus of rupture of concrete
4. Steel reinforcement details, including ratio of reinforcement steel to concrete and
location of steel in concrete.
5. Prestressing system (pretensioning and posttensioning features)
6. Joint configuration (type and spacing)
7. Equivalent single axle loads (ESALs) and Traffic Index (TI)
The thresholds for determining performance life was required to match those found in Highway
Design Manual (HDM) Topic 622 or match a set of alternate performance measures with
equivalent criteria as mutually agreed with the State Technical Liaison. The methodology is to
allow development of a pavement design for an individual project and allow comparison of
expected performance of alternate precast pavement systems. The proposed methodology is
also to allow the user the ability to optimize the various materials for PCP and PPCP. It should
be noted that for PPCP, the methodology is to allow optimization of the design features by
balancing the following features:
1. Panel thickness
2. Prestress level (pretension and post-tensioned)
3. Post-tensioned section length
4. Base type (existing or new, typically CTB/LCB)
5. Edge condition (widened panels and/or PCP shoulder)
6. Concrete strength
7. Performance expectation (allowable distress)
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CHAPTER 2
2.1
BACKGROUND
INTRODUCTION
The design of PCP is based on the assumption that, once constructed (installed), the overall
behavior of the PCP under traffic loading and environmental loading is not significantly different
than that of a like cast-in-place concrete pavement. Thus, a jointed PCP is expected to behave
similar to a cast-in-place (CIP) jointed concrete pavement (JCP) and a PPCP is expected to
behave similar to a cast-in-place prestressed concrete pavement. However, the performance of
the PCP systems is expected to be better than like cast-in-place concrete pavements because
of better quality of concrete used, better control of panel fabrication process and better
installation/construction practices.
Concrete pavements are typically designed, constructed, and rehabilitated to provide long-life
performance. The U.S. definition for long-life concrete pavements is as follows:
Original concrete service life of 40+ years;
Pavement will not exhibit premature failures and materials related distress;
Pavement will have reduced potential for cracking, faulting and spalling; and
Pavement will maintain desirable ride and surface texture characteristics with
minimal intervention activities to correct for ride and texture, for joint resealing, and
minor repairs.
Although PCPs are of recent use and in-service performance information of the oldest U.S.
projects is available for about 10 years, PCPs can be designed to provide long-term service. In
fact, the warrant for use of PCPs is rapid repair and rehabilitation with recognition of the need
for long-term service. The off-site fabrication of PCPs provides certain design-related
advantages that include:
1. Design strength of concrete from Day 1 of installation, thereby assuring no structural
damage due to early traffic loading;
2. No early-age concrete curling and warping issues;
3. No built-in curling to account for since precast concrete panels are typically
fabricated flat and remain flat during storage and installation;
4. Precast panels incorporate substantial reinforcement. As a result, any cracks that
may develop under traffic loading remain tightly closed and do not deteriorate with
time; and
5. The faulting that may develop in PPCP is less critical than faulting in jointed concrete
pavements. This is because the PPCP expansion joint spacing may range from
about 150 to about 300 feet. The joint spacing for cast-in-place JCP is typically
about 15 feet. In addition, PPCP is constructed on good quality stiff bases that
results in lower joint deflections under traffic loading and less risk of joint-related
distress.
For any pavement system, the structural requirements are defined on the basis of anticipated
structural distress (failures) under traffic for a given environmental condition. Typical distresses
that can develop in CIP JCP include the following:
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1. Cracking - transverse cracking may develop over a period of time due to repeated
truck loadings. Cracking is typically referred to as a stress-based distress.
2. Joint Faulting - may develop with or without outward signs of pumping. Faulting is
typically referred to as a deflection-based distress. Joint faulting is significantly
affected by the type of load transfer provided at transverse joints, base type, and
drainage needs.
3. Spalling - may develop along joints or cracks and may develop due to
incompressible in joints or cracks and/or poor quality concrete.
4. Materials Related Distress - the more significant materials related distress may
include alkali-silica reactivity and D-cracking in a freezing environment. These
distresses are mitigated by using the right materials for concrete.
5. Roughness - pavement roughness (or smoothness) is affected by the initial asconstructed smoothness and development over time of various distresses in the
concrete pavement. The effect of each distress type is additive and results in
increased pavement roughness over a period of time.
The truck loading conditions to be considered for jointed concrete pavements (CIP or precast)
and PPCP systems are shown in Figure 2.1. The critical truck axle positions in Figure 2.1a are
for stresses that result in top-down cracking and in bottom-up cracking in conventionally jointed
concrete pavements. These loading conditions are applicable for 12 ft (3.7 m) wide lanes,
widened lanes, and for lanes with a tied concrete shoulder. The critical truck axle positions for
longer length PPCP segments are shown in Figure 2.1b. As shown, the critical stresses can
develop for bottom-up cracking and for top-down cracking for single lane applications. When
the PPCP panels are multiple lanes in width, as shown in Figure 2.1b, the loading condition is
always an interior loading condition. This is the most efficient design for the PPCP.
a. Truck Axle Loading for Critical Slab Stresses for Cast-in-Place Jointed Concrete Pavement and
Precast Jointed Concrete Pavement
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b. Truck Axle Loading for Critical Slab Stresses for Precast Prestressed Concrete Pavement
- Single Lane Panels and Multiple Lanes Panels
Figure 2.1. Concrete Pavement truck Loading Conditions
Distress development over the service life of all pavements is expected; however, the rate of
distress development is managed by incorporating sound designs, durable paving materials,
quality construction practices, and timely preservation activities. In short, structural distress
development should take place in accordance with design expectations, but not prematurely.
In order to understand the structural requirements for PCP, it is necessary to understand the
loading that a concrete pavement may be subjected to. Pavements are designed on the basis
of truck traffic. Without truck traffic, pavements would only exhibit materials related distress.
For new concrete pavement systems, the following loading related items need to be considered:
1. Design Traffic. Most new concrete pavements are now being designed for an initial
service life of at least 40 years. Assume a roadway carries 50,000 vehicles per day
in one direction and the trucks account for 20 percent of the vehicles. The design
lane will carry over 100,000,000 trucks over 40 years, without accounting for traffic
growth. Most new primary highway system pavements in the U.S. are now routinely
being designed for truck traffic in the range of 100 to 200 million trucks over the
pavement's design period. When precast pavement systems are used for such
applications, the precast pavement components need to be designed to
accommodate high levels of traffic loading. The allowable truck axle loads range
from 20,000 lb (9,070 kg) for the single axle, 36,000 lb (16,330 kg) for the tandem
axle, to 45,000 lb (20410 kg) for the tridem axle. The stresses and deflections in the
concrete slab (panel) resulting from the traffic loadings are accounted for in
traditional mechanistic-based design procedures, such as the new AASHTO
Mechanistic-Empirical Pavement Design Guide (MEPDG).
2. Load Transfer at Joints. When fully effective, a doweled transverse joint will have
load transfer effectiveness (LTE) of 90 to 95 percent, as constructed. Over a period
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of time, as a result of traffic loading, the LTE will decrease. For conventional jointed
concrete pavements, an LTE of about 65 to 70 percent is considered the limit at
which some load transfer restoration treatment may need to be provided. The load
carried (transferred) by a dowel bar at a joint may range from about 3,000 lb (1,360
kg) ( for the outermost dowel bar with the axle load positioned along the lane edge to
about 1,200 lb (544 kg) with the axle load positioned about 2 ft (0.6 m) away from the
lane edge. On the primary highway system, these loads are expected to be carried
by the dowel bars in excess of 100,000,000 times, assuming most trucks drive along
the lane edge.
3. Temperature Related Curling. Temperature variations with depth in the concrete
panel induce curling restraint stresses. These stresses vary throughout the day as a
function of the concrete temperature distribution with depth and from day to day and
can be very high and are accounted for in traditional mechanistic-based design
procedures, such as the AASHTO MEPDG.
In summary, the design of the various components of any new PCP system must take into
account the high volume of truck traffic expected to use the facility and the environmental
conditions. Design, material, and construction flaws cannot be tolerated under such high traffic
loadings. The above discussion is also applicable to intermittent precast repair applications.
The only difference is that the design truck traffic may be less for such applications if the repairs
are designed for a shorter service life.
As discussed previously, specific design procedures have not been developed for PCP
systems. Development of reliable pavement design procedures requires a sound understanding
of the pavement behavior and validation of the design concepts on the basis of field
performance. At this time, there are not sufficient PCP projects available with long service to
allow direct field validation. As a result, the design of PCP systems needs to be based on
current design procedures for conventional cast-in-place JCP, such as the recently developed
AASHTO MEPDG and the associated DARWin-ME software available from AASHTO.
As also discussed, the primary difference between conventionally constructed cast-in-place JCP
and PCP systems is the method of construction/installation. Once the PCP system has been
installed, the behavior of the system should not be significantly different than that of a cast-inplace concrete pavement system. Some differences do exist and are listed below:
1. Less slab warping in the precast panels, if cured properly at the plant
2. Less variability in concrete strength for the precast panels
3. More precise embedment of dowel bars in precast pavements
4. A smoother bottom surface for PCP systems
5. JPCP panels have smooth vertical faces at the transverse joints and the installation
process can result in a gap of up to 0.5 inches at these joints. Therefore, aggregate
interlocking does not develop at these joints.
PPCP systems are typically thinner than JCP. This is a result of the effective prestress in the
prestressed pavement. The effective prestress at the mid-location of the post-tensioned
segment, typically 150 to 300 ft (45 to 76 m) between expansion joints, needs to be about 100
to 200 psi (690 kPa to 1.38 MPa). This is achieved by properly designing the prestress system
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for the anticipated slab/base interface condition and consideration of short-term and long-term
prestress losses. The effective prestress is additive to the concrete flexural strength and the
resulting effective flexural strength is used as the design concrete flexural strength. When using
PPCP systems, a caution must be exercised. Because these systems incorporate thinner
panels, the panel support (base and foundation) become critical. For heavy truck traffic, the
thinner PPCP systems require a non-erodible stabilized base to reduce slab deflections at the
expansion joints and along the panel edges (along the shoulder joint), especially for 12 ft (3.7
m) wide outside lane panels.
For repair applications, the precast pavement should be designed with the extended service life
of the existing pavement in mind. However, for most applications, the panel thickness will need
to match the existing slab thickness.
For new construction, the precast pavement should be designed to achieve a minimum design
life of 40 years in accordance to the current version of Caltran's HDM Topic 612 for long-life
concrete pavements.
2.2
CONCRETE PAVEMENT DESIGN PROCESS
The concrete pavement design process has evolved over the last one hundred years, beginning
with rudimentary design equations based on early road tests and simple analysis procedures.
Significant improvements were made in the design process based on the AASHO Road Test
and subsequent improvements to the so-called AASHTO Pavement Design Guide, the last
version for concrete pavements released in 1993. Up to this time, the AASHTO pavement
design procedures were primarily based on empirical data derived from the AASHO Road Test
and limited theoretically-based enhancements.
It should be noted that over the years other concrete pavement design procedures have been
developed, with a more widely of these procedures being the one developed by the Portland
Cement Association and released in 1984. This procedure is based on mechanistic analysis of
concrete pavements and relates slab stresses and joint deflections to cracking and faulting
development, respectively.
By mid-1990s, the existing AASHTO pavement design procedures were considered inadequate
to account for the significant increase in truck traffic over the nation's highway system and to
account for new paving materials. In addition, specific site conditions (specifically climatic) and
pavement features (joint spacing, lane width, joint load transfer, concrete properties, etc.) could
not be properly accounted for. As a result, a major study was initiated by NCHRP during mid1990s to develop a more rational pavement design procedure. This procedure, commonly,
referred to as the MEPDG, was released in July 2008 as an interim guide with companion
pavement design software. During 2011, the software was formally released by AASHTO as
DARWin-ME.
The MEPDG/DARWin-ME represents a major shift in how pavements are designed. The new
design process allows consideration of site specific features, traffic load spectra, climatic
features, and paving material properties to determine the edge stresses and joint deflections for
each axle loading and state of curling throughout a daily period. The computed stresses and
deflections are used to determine the damage to the concrete pavement resulting from the
combination of the axle loads and appropriate curling stresses. The computed damage is then
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used to determine the expected pavement distress over a period of time for a selected
pavement section. If the predicted levels for the distresses are acceptable, the pavement
section is considered acceptable. An iterative process is used to establish the most optimum
pavement section. Details of the MEPDG are given in "Mechanistic-Empirical Pavement Design
Guide: A Manual of Practice, July 2008, Interim Edition, published by AASHTO and technical
reports delivered as part of the NCHRP 1-47A study. The MEPDG has been calibrated using
national databases on pavement performance. The MEPDG, using the associated DARWin-ME
software, allows design computations for two types of concrete pavements as follows:
1. Jointed plain concrete pavements
2. Continuously reinforced concrete pavements.
With respect to jointed plain concrete pavement design, the following are the key attributes of
the MEPDG/DARWin-ME process:
1. Key design inputs
a. Concrete properties, specifically the coefficient of thermal expansion (CTE)
b. Bonding characteristic between the concrete slab and the base
c. Joint spacing
d. Load transfer (dowel bar) design
e. Built-in slab warping
2. Key design outputs (outcomes)
f. Slab cracking
g. Joint faulting
h. Roughness (Smoothness)
Currently, many highway agencies in the US, including Caltrans, are in the process of
implementing the MEPDG/DARWin-ME process by establishing agency-specific design inputs
and agency-specific calibration of the MEPDG. In addition, there is continuing effort to improve
many of the assumptions and models used to develop the MEPDG. Specifically for jointed plain
concrete pavements, these efforts include the following:
1. Improved characterization of the bonding between the concrete slab and the base
2. Revising the distress models to account for corrected concrete coefficient of thermal
expansion (CTE) values
3. More rational characterization of the built-in slab warping.
It should be noted that the MEPDG/DARWin-ME design process do not directly address the
design of PCP systems. However, as discussed later, the MEPDG/DARWin-ME can be used to
extrapolate designs for the jointed PCP systems. Based on discussions with Caltrans, the use of
the MEPDG/DARWin-ME was not considered applicable for extrapolating designs for PPCP
systems and a different design process was established to develop the structural design
process for PPCP systems.
2.3
CALTRANS HDM CONCRETE PAVEMENT DESIGN PROCESS
The Caltrans concrete pavement design process is based on Chapter 620: Rigid Pavement of
the HDM, dated May 2012 and applicable portions of Chapters 600 and 610 of the HDM. The
pavement designs are based on a catalog design approach as detailed in Topic 623 of the
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HDM. The designs are based on the rigid pavement properties listed in Table 622.1 in the HDM
and the performance factors listed in Table 622.2 in the HDM. The designs given in Topic 623
are specific to the climatic region (nine regions), subgrade type (Type I (SP) or II (CH)), and
lateral support. The catalog designs provide the concrete slab thickness for various
base/subbase combinations and traffic loading. The catalog designs incorporate the results of
pavement design analysis using the MEPDG software (version as of 2005), conducted by the
University of California at Davis (UCD) and reported in Technical Memorandum: UCPRC-TM2006-04: Sample Rigid Pavement Design Tables Based on Version 0.8 of the MEPDG, dated
June 2006.
As noted previously, the use of the MEPDG (and the DARWin-ME software) directly to develop
pavement designs is currently under evaluation by Caltrans.
2.4
PRECAST CONCRETE PAVEMENT DESIGN CONSIDERATIONS
The following categories of the continuous PCP systems have been used or may be used by
Caltrans:
1. Jointed Precast Concrete Pavement Systems
a. Nominally reinforced precast panel systems - These systems simulate
conventional CIP jointed plain concrete pavements, except that the panels
incorporate reinforcement and possibly higher strength concrete.
b. Individually prestressed panel systems - These systems are similar to the
nominally reinforced precast panels systems, except the panels are individually
prestressed (by pre-tensioning). This approach ensures that the desirable level
of effective prestress is available in each panel. Site conditions, such as the
panel-base friction, do not have an impact on the effective prestress in the
panels. Pre-tensioning is required in the pavement longitudinal directions only,
but may be used in the transverse direction to provide a more structurally
efficient panel. Use of pre-tensioning allows the use of thinner panels with higher
structural capacity to fit within an existing pavement profile, especially when
single lanes are being rehabilitated.
2. Precast Prestressed Concrete Pavement Systems
a. Continuously prestressed systems (based on the FHWA-University of Texas
developed PPCP system) - This system simulates conventional CIP prestressed
concrete pavements and uses posttensioning to connect and prestress a number
of reinforced or prestressed (pre-tensioned) panels to form a single-slab section.
b. Individual panels may be pretensioned to facilitate panel handling and shipping
for long or wide panels. Pre-tensioning is typically used in the panel's long
direction, but may be used in the other direction to provide a more structurally
efficient panel. Use of pre-tensioning allows the use of thinner panels with higher
structural capacity.
2.5
SUMMARY
The structural requirements for continuous applications of precast pavements focus on reducing
both cracking and joint faulting. Cracking is a stress-based distress and joint faulting is a
deflection-based distress. Long-term performance necessitates that concrete slab (panel)
stresses and slab (panel) deflections be kept as low as possible to accommodate the millions of
truck loadings over the expected 40-plus years of service life.
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For continuous applications, long-life performance is expected and needs to be designed for.
Therefore, it is essential that PCP systems used in continuous applications be able to meet the
requirements for long life.
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10

CHAPTER 3
3.1
PROPOSED CALTRANS PRECAST CONCRETE

PAVEMENT DESIGN PROCESS
INTRODUCTION
The proposed approach for the design of jointed PCP systems by Caltrans is based on the use
of the MEPDG process and the recently released DARWin-ME design software. The use of the
MEPDG process is warranted because the current HDM Topic 620 catalog design does not
allow consideration of:
1. Higher strength levels of concrete as available in precast concrete panels. The HDM
Topic 620 catalog designs are based on a concrete flexural strength of 625 psi.
2. Prestressing available in individual panels or the posttensioned sections
3. Project specific traffic loading (Topic 620 considers only a range of TI values)
4. Project specific concrete properties, primarily, the CTE values
5. Slab-base interface condition.
However, as a new design approach is established for PCP systems, it is necessary that there
is a sound basis for comparing the designs developed using the HDM design catalog and using
the MEPDG/DARWin-ME process. As a result, FUGRO first evaluated the reasonableness of
using the DARWin-ME process as compared to the HDM catalog designs.
1. Establish compatibility between DARWin-ME and the HDM Topic 620 designs
2. Establish adjustments for jointed PCP system inputs for DARWin-ME
3. Conduct sensitivity analysis to verify jointed PCP system design reasonableness.
The proposed design approach for PPCP systems is based on the approach developed at the
University of Texas at Austin and applied to the design of several FHWA funded PPCP
demonstration projects and to the design of several Caltrans' PPCP projects. As discussed
later, a software utility, CalPPCP, has been developed by FUGRO to facilitate the design of the
PPCP systems with respect to panel thickness, prestressing system, and expansion joint width.
3.2
DESIGN CRITERIA FOR JOINTED PCP SYSTEMS
For continuous jointed PCP systems, the following long-term failure manifestations can result:
1. Structural distress:
a. Slab cracking.
b. Joint faulting.
c. Joint spalling.
2. Functional distress:
a. Poor ride quality (smoothness).
b. Poor surface texture (in terms of surface friction and tire-pavement noise).
The design criteria recommended for CIP JCPs for long-life service are considered applicable to
the jointed PCPs. However, because the individual panels of the precast pavement are
reinforced, any cracks in the panels will be held tightly closed and would not be expected to
deteriorate and affect ride quality. As a result, the criteria for cracking can be relaxed. The
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11

design criteria recommended by FUGRO for jointed PCPs for long-life service is given in Table
2.1.
Table 2.1. Recommended Design Criteria for Jointed PCP Systems (R = 90%)
Distress
Value
Structural Distress
Cracked Slabs, % (based on Caltrans
recommendations)
10% (Note 1)
Faulting, in.
0.10
Spalling (length, severity)
Minimal
Materials Related Distress
None
Functional Distress
Smoothness (IRI), in./mile
160
Surface Texture - Friction
Long lasting, FN > 35
Surface Texture - Noise
No criteria available, but surface should

produce accepted level of pavement-tire
noise
It should be noted that although Caltrans has designated 10% for the Cracked Slabs criteria, it
is Fugro's recommendation that the cracking level acceptable can be as much as 20%, as any
cracking that develops in the precast panels is expected to remain tight because of the high
level of reinforcement used.
As discussed, the proposed jointed PCP design process is based on pavement analysis and
design based on DARWin-ME. The DARWin-ME process accounts for pavement damage
(based on stress and deflection computation) for each combination of axle load and curling
while considering the properties of the paving materials that may change over the analysis
period.
3.3
DESIGN CRITERIA FOR PPCP SYSTEMS
For the PPCP system, the following long-term failure manifestations can result:
1. Structural distress
a. Joint faulting.
b. Cracking.
c. Expansion joint or joint hardware failure.
2. Functional distress
a. Poor ride quality (smoothness).
b. Poor surface texture (in terms of surface friction and tire-pavement noise).
However, because Caltrans has determined that the MEPDG type design process is not
considered applicable to the design of PPCP, the above listed performance criteria cannot be
considered directly for the design of a PPCP system. Instead, the design of a PPCP system is
based on developing a design that is equivalent to or better than the baseline conventional
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12

jointed concrete pavement design. The design approach used is similar to the design approach
developed by the University of Texas for the first PPCP project that was installed in Texas
during 2001 and subsequently applied to design of several PPCP demonstration projects
funded by the Federal Highway Administration and projects constructed by Caltrans. In this
approach, the PPCP design adequacy is based on consideration of flexural stresses that may
develop due to a design axle load (18,000 lb axle load) and design curling stresses that may
develop due to the temperature differential between the panel top surface and bottom surface.
Under this approach, no consideration is given to ensuring equivalency on the basis of
slab/panel deflections.
The proposed PPCP design process, as incorporated in the software utility CalPPCP, considers
the following three criteria:
1. Criterion 1 - Stress Equivalency Criteria: The effective prestress, EP1, for a PPCP
with thickness Ti is equal to the bottom edge tensile stress for the conventional
jointed concrete pavement thickness designed using the HDM catalog less the
bottom edge tensile stress for a PPCP with thickness Ti. This concept is illustrated as
follows:
EP1 = Seppcp - Sebaseline
Where:
EP1 = minimum effective prestress at the critical location for a PPCP with a panel
thickness of Ti (under Criterion 1)
Seppcp = bottom tensile stress due to design wheel/axle load for a PPCP with
thickness, Ti
Sebaseline = bottom tensile stress due to design wheel/axle load for the conventional
design
2. Criterion 2 - Limiting Stress Criteria: Fatigue failure is not allowed to develop at the
critical location (mid-point of the posttensioned section), after accounting for the
maximum load stresses, design curling stress and the effective prestress at the
midsection. This concept is illustrated as follows:
EP2 = Seppcp + Scurling - F/2
(2)
Where:
EP2 = minimum effective prestress at the critical location for a PPCP with a panel
thickness of Ti (under Criterion 2)
Scurling = design curling stress due to design temperature differential in the concrete
panel
F = design concrete flexural strength (flexural strength is divided by a safety factor of
2.0 to allow for a large number of the combined stress applications)
3. Criterion 3 - Minimum Effective Prestress Criteria: A minimum effective prestress
level, EP3, of 100 psi (690 kPa) at the midpoint of the posttensioned section is
recommended to ensure that intermediate transverse joints remain tight.
The required (design) minimum effective prestress, EPdesign, is the maximum value that satisfies
the above three criteria.
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It should be noted that the above approach, though simple in concept, does not account for
project specific axle load spectra and the diurnal changes in curling stress. However, some of
these factors are accounted for in the design of the conventional jointed concrete pavement
used for the equivalency comparison under Criterion 1.
The proposed PPCP design process is illustrated in Figure 3.1. As shown in Figure 3.1, the
PPCP design process includes four distinct and parallel steps, as follows:
Step 1: Determine the minimum (design) effective prestress, EPdesign, for a range of
PPCP panel thickness using the pavement structural design process based on the
modified University of Texas method.
Step 2: Conduct the prestressing system design for a range of posttensioned section
lengths, panel thickness, tendon spacing (and size, typically 0.6 in. (15
mm)diameter), prestress jacking force (typically 80% of the ultimate tendon strength),
and consideration of various prestress losses. The prestressing analysis should
result in the determination of the available effective prestress, EPavailable, for each
unique set of conditions considered.
Step 3: Select the panel thickness and the prestressing system details that represent
a cost-effective design. This step may require several iterations to ensure that the
panel thickness is compatible with the prestressing system selected and can
accommodate the prestressing and reinforcement hardware while providing the
necessary depth of cover at the panel top and at the panel bottom.
Step 4: Compute expansion joint width parameters.
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14

Structural Design of PPCP
Prestressing System Design
Expansion Joint Design

Inputs:
Section Length
Maximum Concrete
Temperature during Summer
Minimum Concrete
Temperature during Winter
Temperature at Installation
Baseline CIP Design Based on

HDM 620:
Inputs:
TI
Climate Region
Lane Width (Widened or Not)
ILSL2 FEM Analysis to Determine

Minimum Effective Prestress
Requirement (MEP)
Inputs:
PPCP Thickness
PCC Modulus
Subgrade K
Criterion 1
Stress
Equivalency
Criterion 2
Limiting
Stress
Criterion 3
Minimum
Prestress
MEP -- Max of the above
No
Yes
Inputs:
Section Length
P-T Tendons
Size
Spacing
Jacking Force
Tendon Force
Losses
Slab/Base Friction
Effective Prestress (EP)
Is Joint Width
Satisfactory?
Design Output
PPCP Thickness
Section Length
P-T Tendons
Size
Spacing
Jacking Force
Expansion Joint Width at
Installation
No
Is EP MEP?
Yes
Figure 3.1. Proposed PPCP Design Flow Chart
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15
No

CHAPTER 4
4.1
DESIGN OF JOINTED PCP SYSTEMS
INTRODUCTION
The proposed approach for the design of jointed PCP systems by Caltrans is based on the use
of the MEPDG process and the recently released DARWin-ME design software. As a new
design approach is proposed for the jointed PCP systems, it is necessary that there is a sound
basis for comparing the designs developed by using the HDM design catalog and using the
MEPDG/DARWin-ME process. This is because, for a given jointed PCP project, the following
pavement designs should be developed:
1. Baseline design for a cast-in-place JCP using the HDM 620 catalog design tables.
This design serves as the baseline design to compare the designs developed for
jointed PCP systems.
2. Designs for CIP JCP and jointed PCP based on the MEPDG/DARWin-ME process
Analysis was conducted to determine the level of compatibility between the HDM Topic 620
catalog-based designs and the designs developed using DARWin-ME for conventional JCPs.
This required performing runs for a range of pavement designs given in HDM Topic 620 and
incorporating the following design inputs:
1. Traffic level - a range of traffic index values and equivalent axle load spectra for use
with DARWin-ME
2. Climatic region
3. Subgrade type
4. Lateral support (edge condition)
5. Concrete properties (a single set of concrete properties as referenced in HDM Topic
620 designs).
4.2
DARWIN-ME DESIGN DATA
The following key factors and their levels were used for the compatibility assessment study:
1. Climate: Central Coast, Desert, Low Mountain
2. Traffic Index (TI): 9, 10, 11, 12, 13, 14, 15, 16, and 17 (1, 2.4, 5.4, 11, 22, 41, 73,
126, and 210 million ESALs, respectively)
3. PCC thickness: Five consecutive integer thickness values for each TI
4. Subgrade: CH and SP
5. Shoulder Type: Asphalt, Widened or Tied
6. Granular Subbase: Yes for CH subgrade, No for SP subgrade
The design inputs related to material properties and pavement design features are given in
Appendix A. The performance criteria used for this study are those given in HDM Topic 620
and are as follows:
1. Design life: 40 years
2. Allowable cracking: 10%
3. Allowable faulting: 0.10 in. (2.5 mm)
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16

4.3
DARWIN-ME ANALYSIS
The DARWin-ME analysis was conducted using the bonded and unbonded slab/base interface
condition. The unbonded interface condition correlated better with the HDM catalog-based
designs and the comparisons to the HDM catalog designs are based on use of the unbonded
interface condition for the DARWin-ME analysis.
The comparison of the HDM catalog designs and the DARWin-ME design is given in Table 4.1
for three climatic regions, two subgrade soils, and two edge conditions. It should be noted that
the HDM data incorporate 0.36 in. (9mm) additional thickness for future surface grinding. The
DARWin-ME data do not incorporate any additional thickness for future grinding.
Overall, the comparison indicate that the designs developed using DARWin-ME are reasonably
in agreement with the HDM catalog designs, although in many cases, there is a difference in
excess of 1 in. (25 mm) in favor of the HDM thicknesses, again not accounting for the additional
thickness incorporated in the HDM designs to account for future grinding.
Table 4.1. Comparison of the HDM Catalog Designs and DARWin-ME Designs
Soil
CH
Soil
SP
Climate
CC
Climate
CC
TI
12 ft Lane
HDM,
DARWIN,
in.
in.
Widened
HDM,
DARWIN,
in.
in.
09
10
11
12
13
14
15
16
17
8.4
9.0
9.6
10.2
10.8
11.4
12.0
12.6
13.2
8.4
8.4
9.0
9.6
10.2
10.2
10.8
11.4
12.0
7.8
8.2
8.8
9.0
9.6
9.9
10.3
10.8
11.3
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6.2
6.9
7. 5
7.9
8.1
8.7
9.0
9.59
10.0
17
TI
12 ft Lane
HDM,
DARWIN,
in.
in.
Widened
HDM,
DARWIN,
in.
in.
09
10
11
12
13
14
15
16
17
8.4
9.0
9.6
10.2
10.8
11.4
12.0
12.6
13.2
8.4
8.4
9.0
9.6
10.2
10.2
10.8
11.4
12.0
7.6
8.1
8.8
9.0
9.8
10.3
11.2
12.0
12. 9
5. 8
6.5
7.4
7.9
8.3
8. 8
9.0
9.7
10.6

Table 4.1. Continued

Soil
CH
Soil
SP
Climate
DE
Climate
DE
TI
12 ft Lane
HDM,
DARWIN,
in.
in.
Widened
HDM,
DARWIN,
in.
in.
TI
09
10
11
12
13
14
15
16
17
9.0
9.6
10.2
10.8
12.6
13.8
14.4
15.0
15.6
8.4
9.0
9.6
10.2
11.4
12.0
12.6
13.2
13.8
09
10
11
12
13
14
15
16
17
8.6
9.0
9.8
10.4
11.1
11.8
12.1
13.6
14.6
7.1
7.9
8. 5
9.0
9. 9
10.8
11.6
12.4
13.3
12 ft Lane
DARWIN,
HDM, in.
in.
9.0
9.6
10.2
10.8
12.6
13.8
14.4
15.0
15.6
Soil
CH
Soil
SP
Climate
MO
Climate
MO
TI
12 ft Lane
HDM,
DARWIN,
in.
in.
Widened
HDM,
DARWIN,
in.
in.
TI
09
10
11
12
13
14
15
16
17
9.0
9.6
10.2
10.8
12.0
12.6
13.8
14.4
15.0
8.4
8.4
9.0
9.6
10.8
11.4
12.0
12.6
13.2
09
10
11
12
13
14
15
16
17
8.5
9.0
9.9
10.7
11.6
12. 7
13.5
14.1
14. 8
7.0
7.8
8.6
9.5
10.4
11.3
12.4
13.3
13.9
8.7
9.3
10.4
11.8
12.9
13.7
14.4
15.1
16.5
12 ft Lane
DARWIN,
HDM, in.
in.
9.0
9.6
10.2
10.8
12.0
12.6
13.8
14.4
15.0
8.6
9.5
10.7
11.8
12.7
13.3
13.9
14.5
15.0
Widened
HDM,
DARWIN,
in.
in.
8.4
9.0
9.6
10.2
11.4
12.0
12.6
13.2
13.8
7.0
7.8
8.4
9.0
10.3
11.7
12.8
13.9
15.0
Widened
HDM,
DARWIN,
in.
in.
8.4
8.4
9.0
9.6
10.8
11.4
12.0
12.6
13.2
6. 9
7. 8
8.4
9.5
10.6
11.5
12.1
12.9
14.7
It is expected that when Caltrans implements DARWin-ME, the software will be calibrated based
on actual pavement performance of concrete pavements in California. Based on the preliminary
analysis of the HDM and DARWin-ME designs, it appears that future local calibration of
DARWin-ME may result in only minor thickness adjustments, from about in. (13 mm) to about
1 in. (25 mm)
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Based on the data presented in Table 1, it appears that DARWin-ME can be used to develop
CIP JCP designs and by adjusting the design inputs and performance criteria, the process can
be applied in the interim to the design of jointed PCP systems.
4.4
ADJUSTMENTS TO THE MEPDG PROCEDURE FOR JOINTED PCP SYSTEMS
As discussed, the structural design of the jointed PCP can be developed using the DARWin-ME
procedure. Although the MEPDG design procedures are primarily applicable to conventional
pavements, use of the MEPDG design procedure is recommended for the design of jointed PCP
systems, with modifications to the design criteria discussed previously and with specific
adjustments discussed in the following paragraphs.
The current version of the DARWin-ME software can be used to develop the jointed PCP
system designs after appropriate adjustments have been made in the design inputs to account
for unique features of jointed JPrCP systems.
For jointed PCPs, the following end-of-service distress criteria are recommended:
1.
2.
3.
4.
Initial service life - 40 years.

Cracking - 10% of panels cracked (Caltrans specified)
Faulting - 0.10 in. (3 mm) (Caltrans specified)
Smoothness (IRI) - Not considered
However, the cracking criterion can be adjusted if performance of in-place jointed PCP projects
indicate that any cracking that develops in the jointed PCPs remain tight because of the steel
reinforcement and do not require significant future maintenance. In that case the cracking
criteria can be adjusted to 20 to 25% cracking. This would result in need for slightly thinner
jointed PCPs when the cracking distress criterion governs.
It is assumed that as the pavement smoothness deteriorates with time, grinding will be
performed to restore smoothness and surface texture. Two cycles of grinding are assumed
over the 40-year design life. As a result, any design thickness that is determined should be
increased by 0.36 in. (9 mm) (to account for the two cycles of grinding, as currently
recommended by Caltrans for design of conventional jointed concrete pavements.
Additionally, the following adjustments need to be considered in the DARWin-ME design inputs:
1. Concrete Strength. The achieved concrete strength for precast panels is typically
higher, exceeding 700 psi, irrespective of the concrete strength specified. In
addition, if the panels are pretensioned, the effective concrete strength can be
increased by the level of prestress used. For the design analysis presented later, the
design flexural strength of 725 is used for the jointed PCP designs. The design
engineer may select any appropriate design flexural strength for a specific project as
approved by Caltrans.
2. Permanent curl/warp effective temperature difference (built-in curl). The default
value for conventional JCP is (-) 10 F. Since the PCP panels are fabricated in a
plant, there is very little, if any, built-in curl resulting from construction. However, it is
assumed that some built-in curl develops during service as a result surface drying of
the concrete panels. This feature will require additional review as more field data are
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19

collected on jointed PCP performance. For now, the use of the default value of (-) 10
F (5.5 oC) is recommended.
3. Ultimate concrete shrinkage. 50% of the ultimate value can be used as a large
portion of the concrete shrinkage takes place during storage. This is because most
precast panels are stored for several weeks or months before installation.
4. Contact friction time. This is the time over which full contact friction is assumed to
exist between the concrete slab (precast panel) and the underlying base layer. The
MEPDG recommends use of 136-month period over which full contact friction exists.
For jointed PCP, the contact friction is considered to be low as the bottom of the
precast panels is not expected to bond to the underlying layer because bedding
material is used over the existing base and the panel bottom surface is smooth. It
should be noted that panel undersealing is performed after panel installation, but is
not expected to significantly affect the panel-base interface condition for the jointed
PCP systems. This feature will require additional review in the future as more field
data are collected on jointed PCP performance and new information is developed on
the contact friction condition (as per a new NCHRP study to be initiated during 2012).
For now, the use of an unbonded panel-base interface condition is recommended.
4.5
DESIGN PROCESS FOR JOINTED PCP SYSTEMS
As discussed in Section 4.3, some variations do exist between the thicknesses of jointed
concrete pavements determined using HDM 620 and the MEPDG/DARWin-ME. As a result, the
direct use of the MEPDG/DARWin-ME for computing the thickness of a jointed PCP is not
recommended. The following procedure is recommended:
Step 1 - Using HDM 620, determine the baseline jointed concrete pavement design
thickness, TBaselineHDM, for the project specific design conditions
Step 2 - Using DARWin-ME, determine the required slab thickness, TBaselineMEPDG, for
the baseline jointed concrete pavement using the project specific design inputs
Step 3 - Using DARWin-ME, determine the required slab thickness, TJointedPCPMEPDG,

for the jointed PCP using the project specific design inputs
Step 4 - Determine the difference in the thicknesses, TDifference, required for the
baseline jointed concrete pavement, TBaselineMEPDG (Step 2) and that required for the
jointed PCP, TJointedPCPMEPDG (Step 3).
Step 5 - The design thickness, TjointedPCPDesign, for the jointed PCP is then determined
as: TjointedPCPDesign = TBaselineHDM - TDifference
This procedure for determining the design thickness of jointed PCP systems provides direct
compatibility with HDM 620 catalog designs while allowing for using jointed PCP specific design
inputs such as higher concrete strength for the precast panels and a different slab cracking
criteria for the jointed PCP panels that incorporate heavy reinforcement.
An example using this procedure is given next.
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Step 1
The following design conditions are assumed for the baseline jointed concrete pavement:
1. Climatic region - South coast
2. Subgrade - CH
3. Traffic Index - 17
4. Lateral support - Widened outside lane
The HDM 620 determined thickness, TBaselineHDM, for the above design conditions, is 12.5 in. (317
mm).
Step 2
Using the design inputs detailed in Appendix A and project specific site parameters, the
DARWin-ME determined thickness, TBaselineMEPDG, for the baseline JCP is 13.0 in. (330 m)
Step 3
Using the design inputs detailed in Appendix A, project specific site parameters, and accounting
for concrete flexural strength of 725 psi, the DARWin-ME determined thickness, TJointed PCPMEPDG,
for the jointed PCP is 11.0 in. (279 mm)
Step 4
The difference in the thicknesses required for the baseline jointed concrete pavement,
TBaselineMEPDG (Step 2) and that required for the jointed PCP, TJointedPCPMEPDG (Step 3) is
determined to be 2.0 in. (50 mm)
Step 5
The design thickness, TjointedPCPDesign, for the jointed PCP is then determined as follows:
TjointedPCPDesign = TBaselineHDM - TDifference = 12.5 - 2.0 = 10.5 in. (267 mm)
Thus, for the example considered, it is determined that a jointed PCP system that is less in
thickness by 2.0 in. (50 mm) will provide an equivalent long-term performance compared to a
conventional jointed concrete pavement.
4.6
SUMMARY
The proposed thickness design procedure for jointed PCP systems is based on use of the
DARWin-ME software to determine the difference in the thicknesses required for the baseline
jointed concrete pavement and that required for the jointed precast concrete pavement. This
thickness difference is then used to determine the design thickness for the jointed PCP for a
specific project site. This approach provides compatibility to the HDM design catalog design
thicknesses.
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CHAPTER 5
5.1
DESIGN OF PPCP SYSTEMS
INTRODUCTION
There are several specific factors which must be considered for the design of a PPCP. These
factors are listed below:
1. Slab-Base Interaction. The PPCP systems require placement of the panels on a
smooth base/interlayer to ensure that the panel-base friction is as low as possible.
Otherwise, a larger portion of the prestressing force is consumed in overcoming the
panel-base friction. Precast panels have a smooth bottom surface, which helps to
reduce friction between the slab and base. However, a bond-breaking, frictionreducing material, such as polyethylene sheeting, is generally required to further
reduce frictional restraint while also preventing bonding between the panel and the
base. It is recommended that the coefficient of slab-based friction value of 0.60 be
used as a default value for PPCP installed on lean concrete bases that can be
finished smoothly. A higher value, up to 1.0 should be used if it is expected that the
lean concrete base cannot be finished smoothly. The design engineer may select
any appropriate coefficient for a specific project. A higher value results in a higher
level of prestressing to be applied for a given panel thickness.
2. PPCP Support Condition. The base and the foundation need to be of high quality
and stiff to minimize slab deflections at the expansion joint. The use of lean concrete
base, as is the current Caltrans practice, is recommended for new PPCP projects.
3. Effective Prestress. The PPCP can be designed to achieve effective prestress of
about 100 psi (690 kPa) (minimum) to over 200 psi (1.38 MPa) at midpoint of the
posttensioned section after all short-term and long-term losses are accounted for.
This effective prestress adds to the concrete's flexural strength and allows use of
PPCP systems that are about 3 to 4 in. (76 to 100 mm) less in thickness than
conventional jointed concrete pavements for the same traffic loading and
environmental conditions.
4. Expansion Joints - The PPCP systems can be designed to incorporate expansion
joints at about 150 to about 250 ft (45 to 76 m).
a. Shorter expansion joint spacing may not be cost-effective.
b. The longer joint spacing requires use of more prestressing tendons (more
prestressing force) to balance the higher prestress losses due to longer
prestressing lengths involved.
c. Also, longer joint spacing results in larger movement at expansion joints, which
impacts load transfer at these joints. This may require more robust joint
hardware and may require more frequent joint sealant maintenance.
d. The expansion joint should be designed to allow for large posttensioned section
end movements (typically 1 to 3 in. (25 to 76 mm), depending on environmental
conditions, concrete creep and shrinkage, and posttensioned panel section
length) and to provide the desired level of load transfer across the wider joints.
Computation of the expansion joint width parameters is detailed in Appendix C.
5. Prestressing System. The prestressing tendon size (diameter) and spacing should
be selected to achieve the desired stress level in the concrete at mid-length of each
section of posttensioned panels. The duct spacing can be increased if two tendons
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are used per duct. The U.S. experience is based on the use of 0.6-in. (15 mm)
diameter, Grade 270 7-wire low-relaxation strands for highway applications for
posttensioning and use of 0.5-in. (13 mm) diameter, Grade 270 7-wire low-relaxation
strands for pre-tensioning.
6. Anchorage Bearing Stress. Anchorage devices transfer the tendon force, typically
80% of the minimum ultimate tensile strength (MUTS) of the tendon, to the
surrounding concrete. However, the anchorage system and the concrete bearing
stress should be based on 95% of the tendon MUTS. The highest stress on the
surrounding concrete occurs immediately at the time of prestressing and this stress
decreases over time. When more than one tendons are used per duct, the
anchorage bearing stress should be checked for and appropriate measures,
including local zone reinforcement, be designed for. The design of the local zone
reinforcing, as needed, is the responsibility of the precast panel fabricator and the
posttensioning contractor.
7. Prestress Losses.
Prestress losses are an important consideration in
posttensioned precast pavements, as the strength of the pavement relies on the
effective prestress in the concrete from posttensioning. These losses due to
anchorage wedge seating, concrete shrinkage, concrete creep, and steel relaxation
must be accounted for to ensure that the required prestress level is maintained over
the length of the slab over the design life of the pavement. Long-term losses of 10%
to 15% of the applied prestress force can be expected at the joint face for a wellconstructed PPCP. A minimum effective prestress level of 100 psi is recommended
at the posttensioned section's midpoint to ensure intermediate joints remain tight.
8. Intermediate Joints. Attention also needs to be paid to the joints between adjacent
panels in each posttensioned section. The prestressing (posttensioning) keeps
these intermediate joints tightly closed. The standard method for the design of the
intermediate joints uses a conventional keyway system. The panel on one side of
the joint has the keyway tongue and the panel on the other side has the keyway
groove. A modified version of the keyway with grooves along both joint faces has
also been used. The use of the keyway, a coating of epoxy, and the prestressing
(posttensioning) ensures a tight and almost monolithic connection at intermediate
joints. As a result, there is no need to provide additional load transfer at these joints
and these joints do not need to be accounted for in the structural design of the PPCP
systems.
It should be noted that if there is a failure to attain the minimum level of prestress in the middle
portion of the posttensioned section, the affected adjacent intermediate joints may not remain
connected under truck traffic loading and this may result in higher deflections at these
intermediate joints and cause joint spalling. The failure to attain the minimum level of prestress
in the middle portion will also have other consequences, such as panel cracking and settlement
at the affected intermediate joints.
5.2
SOFTWARE UTILITY CALPPCP
The design of the PPCP systems is based on the approach discussed in the previous section
and illustrated in Figure 3.1. A software utility, based on Microsoft EXCEL and the finite
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element program ILSL2, has been developed for use by Caltrans. The software utility, referred
to as CalPPCP, has the following four modules:
1.
2.
3.
4.
Module 1: Baseline JCP thickness design using HDM 620

Module 2: Required effective prestress computation
Module 3: Prestressing system design
Module 4: Expansion joint movement computation
Details related to CalPPCP are given in Appendix D and are also embedded within the software.
5.3
CALPPCP MODULE 1: BASELINE JCP THICKNESS DESIGN USING HDM 620
Module 1 generates a baseline thickness design for a jointed concrete pavement based on the
project specific traffic and site conditions. A database incorporating the HDM 620 catalog
design tables is embedded in CalPPCP utility. Similar to the catalog tables, Module 1 requires
the following input from pull-down lists:
1.
2.
3.
4.
Climatic region (one of 8) regions

Subgrade (Type I or type II)
Traffic Index (from 9 to 18)
Lateral support (widened outside lane or tied concrete shoulder) (Yes or No)
The module provides the following output for a jointed concrete pavement for the design
features selected:
1. Concrete slab thickness (rounded to nearest 0.5 in. (13 mm))
2. Base thickness
3. Subbase thickness
The concrete slab thickness is the baseline thickness to be used for the design of a PPCP that
would provide performance equivalent the baseline jointed concrete pavement.
5.4
CALPPCP MODULE 2: REQUIRED EFFECTIVE PRESTRESS COMPUTATION
Module 2 determines the effective midsection prestress needed to for a range of PPCP panel
thickness that would result in the PPCP providing an equal structural performance compared to
the baseline jointed concrete pavement. The performance equivalency is based on the
assumption that if the stresses in the two systems (baseline jointed concrete pavement and the
PPCP) are similar, the structural performance will be similar. As such, it is assumed that the
cracking distress development over the design life will be similar for the two systems. The
faulting distress development at expansion joints in the PPCP is not considered to be critical
because of the fewer expansion joints used and the use of stabilized base.
The slab stress equivalency is based on comparing midslab (midpanel) edge stress using
Program ILSL2. The edge stresses are determined for the following conditions:
1. Standard axle load - 18,000 lb. (8,160 kg)
2. Axle load location - The axle load can be positioned at the slab/panel edge or away
from the edge, typically about 2 ft (0.6 m) away from the edge if a widened lane is
used.
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3. Slab length for the baseline design - 15 ft (4.6 m)

4. Slab width for the baseline design - 12 to 14 ft (3.7 to 4.3)
5. Posttensioned slab length for PPCP design - design input
6. Slab width for PPCP design - variable (12 to 36 ft (3.7 to 11.0 m))
Figure 5.1 shows the axle load positions for load along the edge and load away from the edge
for a widened lane case.
Figure 5.1 - Design Axle Load Locations for Use with Program ILSL2
The PPCP thickness determination is based on the following three criteria discussed previously:
5.4.1
Criteria 1: Stress Equivalency Criteria
The edge stress due to the design axle load of 18,000 lb (8,160 kg) is determined using
Program ILSL2 for the following conditions:
1. Baseline jointed concrete pavement, as determined in Module 1
2. PPCP with various slab thickness (6 to 12 in. (150 to 300 mm))
The effective midsection prestress, EP1, needed to satisfy Criteria 1 is determined as follows:
EP1 = Seppcp - Sebaseline
Where:
EP1 = minimum effective prestress for a PPCP with a panel thickness of Ti
Seppcp = bottom tensile stress due to design wheel/axle load for a PPCP with panel
thickness, Ti
Sebaseline = bottom tensile stress due to design wheel/axle load for the conventional
design
5.4.2
Criteria 2: Limiting Stress Criteria
This criterion is used to ensure that the combined edge stresses due to the design axle load and
due the temperature variation in the slab (panel) are reasonable and that a large number of this
combined stress level can be applied without resulting in panel cracking. The restraint stresses
due to the temperature variation in the slab (panel) are referred to as curling stresses.
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Use of this criterion requires establishment of the design temperature differential, dT, between
the top and the bottom of the PPCP panels. The temperature differential is assumed to be
constant for the range of PPCP thicknesses considered. The combined stresses are
determined using ILSL2. The reasonableness of the combined stress is determined as follows:
Seppcp + Scurling < F/2 + EP2
Where:
EP2 = minimum effective prestress at the critical location
Seppcp = bottom tensile stress due to design wheel/axle load for a PPCP with panel
thickness, Ti
Scurling = design curling stress due to design temperature differential in the concrete panel
F = design concrete flexural strength (flexural strength is divided by a safety factor of 2.0
to allow for a large number of the combined stress applications)
The above formulation can be re-arranged as follows to determine the effective prestress
needed to satisfy the combined load and curling stress criterion:
EP2 > Seppcp + Scurling - F/2
It should be noted that design temperature differential in the concrete panel is a critical
parameter. Use of a maximum temperature differential, which can be greater than 30 oF (16.6
o
C), is not recommended as this level of temperature differential exists only for few minutes
each day. Using a maximum temperature differential would result in very high curling stress
and a disproportionate requirement for the effective prestress at the midsection of the
posttensioned section. As a result, a design temperature differential value is used. Until
additional data are available to establish site specific concrete temperature differential values,
the use of 10 oF (5.5 oC) is recommended.
5.4.3
Criteria 3: Minimum Effective Prestress
It is necessary to ensure that there is a minimum level effective prestress at the midpoint of the
posttensioned section to ensure that the intermediate joints will remain tight. The recommended
minimum effective prestress, EP3, used in CalPPCP is 100 psi (690 kPa).
Design Effective Prestress Level
The design effective prestress level at the midsection, EPdesign, is the maximum of EP1, EP2,
and EP3.
CalPPCP Module 2 computes EP1 and EP2 and determines the EPdesign value.
5.5
CALPPCP MODULE 3: PRESTRESSING SYSTEM DESIGN
This module establishes the prestressing system requirements. The key primary inputs are:
1. Posttensioning section length
2. Tendon size and spacing
3. Panel thickness (a range of panel thickness considered)
For a given set of the primary inputs listed above, Module 3 determines the short-term and longterm prestress losses in the tendons and also the panel/base friction related loss, and computes
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the long-term effective prestress at the midpoint of the posttensioned section length. The
prestress losses in the tendons computed, as detailed in Appendix B, are due to the following:
1.
2.
3.
4.
Concrete shrinkage and creep

Steel relaxation
Anchorage wedge seating
Panel/base friction
The tendon force of 80% of the MUTS is used in the computations.

The steps used in Module 3 to design the prestressing system are illustrated below.
1. Design the prestressing system
a. Tendon size - typically, 0.6 in. (15 mm) 7-wire tendons used.
b. Tendon force - 80% of the ultimate load (46,872 lbf (208 kN)).
c. Tendon spacing - to be determined (12 to 36 in. (300 to 900 mm) - depending on
the posttensioned length (typically 150 to 250 ft (45 to 76 m)) and number of
tendons per duct.
2. Assume the posttensioned section length and tendon spacing.
3. Determine end prestress that can be applied. The applied end prestress level for a
range of tendon spacing and panel thickness is illustrated in Table 5.1.
Table 5.1. Applied End Prestress Levels.
Panel
Thickness,
Applied End Prestress, psi, for Strand

Spacing of
in.
18
24
30
36
326
244
195
163
289
217
174
145
10
260
195
156
130
11
237
178
142
118
12
217
163
130
109
Note: Tendon jacking force: 46,872 lbf (208 kN)
4. Determine prestress losses, as discussed previously and as detailed in Appendix B.

The prestress losses during initial posttensioning and during the long term are as
follows:
a. Slab-base friction (largest component)
b. Concrete shrinkage and creep
c. Steel relaxation
d. Tendon friction (within the duct)
e. Wedge seating
The end (joint face) prestress levels in the concrete after accounting for short-term and longterm tendon prestress losses are shown in the following figures:
Figure 5.2 - for PPCP section length of 75 ft (23 m)
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Figure 5.2. Long-Term End Concrete Prestress for PPCP

Section Length of 75 ft (23 m).
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Section Length of 150 ft (45 m).

Section Length of 250 f (76 m)t.
5. Determine available effective prestress at midpoint of the posttensioned section.

Midsection Effective Prestress (EPavailable) = Applied End Prestress - Prestress
Losses
A summary of the prestress losses and Peffective levels is given in Table 5.2 for tendon spacing of
24 in. (600 mm). The prestress losses considered in Table 5.2 are based on a slab-base
coefficient of friction of 0.6. It should be noted that the higher the coefficient of friction, the lower
will be the midsection effective prestress level. For design purposes, a project specific
coefficient of friction, ranging from 0.5 to about 1.0, should be established considering the base
type (typically LCB) and finishing and the interface treatment used.
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Table 5.2. Prestress losses and effective prestress levels

1 - Panel thickness, in.
10
10
10
2 - Section Length, ft
75
75
150
150
250
250
3 - Tendon spacing, in.
24
24
24
24
24
24
244.1
195.3
244.1
195.3
244.1
195.3
5 - Prestress Loss due to

concrete shrinkage & creep, psi
8.7
7.0
8.7
7.0
8.7
7.0
6 - Prestress Loss due to steel

relaxation, psi
9.7
7.8
9.7
7.8
9.7
7.8
7 - Wedge-Seating, psi
8.8
7.0
4.4
4.4
2.6
2.1
8 - Total prestress loss, psi (sum

of Rows 5 to 7)
27.2
21.8
22.8
19.2
21.0
16.9
9 - Effective long-term end

prestress (Peffective), psi (Row 4
less Row 8)
216.9
173.5
221.3
176.1
223.1
178.4
10 - Slab/Base friction loss, psi

(based on coefficient of friction
value of 0.6)
23.5
23.5
47.0
47.0
78.3
78.3
11 - Effective long-term prestress

(Peffective) at midsection, psi (Row
9 less Row 10)
193.4
150.0
174.3
129.1
144.8
100.1
4 - Applied end prestress, psi

(from Table 5.1)
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It should be noted that the tendon friction (wobble) coefficient is based on reasonably tangent
posttensioned section. If the posttensioned section incorporates a curvature, a higher value for
the tendon wobble coefficient may need to be established.
The PPCP design is finalized and optimized using the results from Module 2 (needed effective
prestress level) and Module 3 (available effective prestress level). The PPCP panel thickness
and the prestressing system details are selected to provide a cost-effective PPCP design.
5.6
CALPPCP MODULE 4: EXPANSION JOINT MOVEMENT COMPUTATION
Module 4 computes the expansion joint movement. The primary key variable considered are:
1.
2.
3.
4.
Maximum concrete temperature (summer month)

Minimum concrete temperature (winter month)
Concrete temperature at time of installation
Minimum allowable expansion joint width (typically, 0.50 in. (13 mm))
This module computes temperature associated and concrete shrinkage and creep related
changes to the joint width. The computation process is detailed in Appendix C. The outputs of
this module are as follows:
1. Maximum joint width
2. Joint width to be set at time of installation
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5.7
EXAMPLE CALCULATION OF A PPCP DESIGN
The following example was developed using the CalPPCP utility.

5.7.1
Module 1
The following features are selected to establish the baseline thickness for a jointed concrete
pavement:
1.
2.
3.
4.
Climatic region - South coast

Subgrade - Type I
Traffic Index - 18
Lateral support (widened outside lane or tied concrete shoulder) - No
The module provided the following output for the baseline jointed concrete pavement:
1. Concrete slab thickness - 14 in. (355 mm)
2. Base thickness - 6 in. (150 mm)
3. Subbase thickness - 0 in.
5.7.2
Module 2
The program ILSL2 is executed within Module 2 to determine the slab (panel) edge stress for
the baseline jointed concrete pavement and various PPCP panel thicknesses. For this
example, a design temperature differential of 10 oF (5.5 oC) was used. The design inputs used
for the ILSL2 analysis are summarized in Table 5.3. The analysis is run to develop the data to
evaluate Criterion 1 and also to evaluate Criterion 2. The output is provided as a chart and a
table as shown in Figure 5.5 and Table 5.4.
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Table 5.3. ILSL2 Input Data
Bottom Tensile Stress (psi)
800
Zero T Differential
700
10 degF Differential
600
Baseline CIP Stress
500
400
300
200
100
0
6
10
11
12
13
14
15
Thickness (in.)
Figure 5.5. Edge Stresses for Baseline Design and Various PPCP Panel Thicknesses
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Table 5.4. Required Design Effective Prestress, EPdesign

PPCP Thickness,
in.
5.7.3
Required Mid-Slab Effective Prestress (EP) (psi)

Criterion 1
Criterion 2
Criterion 3
Design EP
(psi)
315
314
100
315
196
195
100
196
113
112
100
113
52
51
100
100
10
100
100
11
-29
-30
100
100
12
-58
-58
100
100
Module 3
The prestressing system is designed in Module 3 using the inputs given in Table 5.5 for a 0.6 in.
(15 mm) diameter tendon. Module 3 determines the short-term and long-term prestress losses,
including the panel/base friction related loss, and computes the long-term effective prestress at
the midpoint of the posttensioned section length.
Table 5.5. Prestressing Data
Concrete and Tendon Property
Value
Tendon Ultimate Strength (psi)
Ss
270,000
Tendon Elastic Modulus (psi)
Es
28,000,000
Tendon Area (in. )
0.217
Tendon Wobble Coefficient
Design Tendon Strength
DSs
0.8
Concrete Shrinkage Strain (in./in.)
0.000200
Concrete Creep Stain (in./in.)
0.000075
Concrete Strain (Shrinkage and Creep)
cu
0.000275
Relaxation Coefficient
4.0%
Jacking Force per Tendon (lbf)
Fjack
46,872
Wedge Seating (in.)
0.25
SS
Tendon Spacing (in.)
24
For the key parameters listed above and the Coefficient of panel/base interface friction of 0.60,
the following prestress losses at a tendon are computed for a posttensioned section length of
250 ft (76 m), as detailed in Appendix B:
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1.
2.
3.
4.
5.
Tendon friction (within the duct) - 0 lbf (assuming tangent sections)

Concrete shrinkage and creep - 1,671 lbf (7.4 kN)
Steel relaxation - 1,875 lbf (8.3 kN)
Anchorage wedge seating - 506 lbf (2.3 kN)
Total long-term prestress loss at the joint face (anchorage) - 4,052 lbf (18.0 kN)
The final long-term tendon force at the joint face (anchorage) equals 42,820 lbf (190 kN (46,872
lbf less 4,052 lbf). For an 8.0 in. (200 mm) thick panel and tendons spaced at 24 in. (600 mm),
the prestress losses within the concrete are as follows:
1.
2.
3.
4.
5.
6.
Tendon friction (within the duct) - 0 psi

Concrete shrinkage and creep - 8.7 psi (60 kPa)
Steel relaxation - 9.7 psi (67 kPa)
Anchorage wedge seating - 2.6 psi (18 kPa)
Total long-term prestress loss at the joint face - 21.0 psi (145 kPa)
Final long-term prestress at the joint face - 223.1 psi (1.54 MPa)
In addition, the panel/base interface friction results in prestress loss of 78.3 psi (540 kPa) at the
midpoint of the posttensioned section. Accounting for the panel/base friction, the effective
prestress at midpoint (midspan) of the posttensioned section length is computed to be 144.8 psi
(1.0 MPa).
The long-term effective prestress available at the joint face and at the posttensioned section
midpoint, as computed by Module 3, is given in Table 5.6.
Table 5.6. Long-Term Available Effective Prestress at Midsection
PPCP Thickness (in.)

6
7
8
9
10
11
At End
(psi)
297
255
223
198
178
162
At MidSpan
(psi)
219
177
145
120
100
84
12
149
70
It is seen by comparing Tables 5.4 and 5.6, a minimum PPCP panel thickness of 8.0 in. would
be an acceptable solution for this project.
5.7.4
Module 4:
The expansion joint movements are determined using the following key design inputs:
1. Maximum concrete temperature (summer month) - 90 oF (32 oC)
2. Minimum concrete temperature (winter month) - 30 oF (-1.1 oC)
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3. Concrete temperature at time of installation - 70 oF (21 oC)

4. Minimum allowable expansion joint width - 0.50 in. (13 mm)
After accounting for the long-term concrete shrinkage and creep and the seasonal temperature
variations, Module 4 provides the following output:
1. Maximum long-term joint width - 2.41 in. (61 mm)
2. Joint width to be set at time of installation - 0.86 in. (22 mm)
The maximum long-term joint width is considered acceptable. Typically, the maximum joint
width should not exceed 3.0 in. (76 mm).
5.8
SUMMARY
The use of the CalPPCP software utility requires that the design engineers have a fundamental
understanding of concrete pavement behavior and are able to establish appropriate design
feature related input data. Although the computations incorporated in CalPPCP Modules 1 to 4
can be performed manually, the use of CalPPCP speeds up the design computation process
and allows the designer to run a large number of examples to determine the sensitivity of
specific design parameters on the overall design of the PPCP.
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CHAPTER 6
6.1
ROUTES 710, 5 AND 405 APPLICATIONS
INTRODUCTION
This section details the application of the proposed PCP design process to the Routes 710, 5
and 405 projects located in the Los Angeles area. The design, plans and specifications for use
of PPCP along sections of 710, 5 and 405 projects were prepared by Caltrans.
6.2
DESIGN DATA
6.2.1
As-designed PPCP Thickness
The as-designed thickness for the three PPCP projects is summarized below:
6.2.2
Route 710 project: 11 in. (279 mm) (primary)
Route 405 project: 8 in. (200 mm)
Climatic Region
The three projects are located in the Los Angeles area. The climatic data for all three projects
were determined using the City of Los Angeles as the location (DARWin-ME Weather
Station 93134; Coordinates - 118.296, 34.028).
6.2.3
Subgrade and Base Type
The subgrade type CH was selected for all three projects. The LCB was used as the
base for all three projects.
6.2.4
Edge Condition:
1. For CIP JCP, two edge conditions were considered - AC shoulder and widened lane.
2. For jointed PCP and PPCP, only AC shoulder use was considered.
6.2.5
Posttensioned Section Lengths:
The as-designed posttensioned section lengths for the Route 710 project only were available
and are used for illustration of the design approach. The posttensioned lengths for Route 710
project are about 160 ft (48 m) and about 240 ft (73 m)
6.2.6
Traffic Data:
The traffic data for the three projects are summarized in Table 6.1 for a 40 year design.
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Table 6.1. Traffic Data for the Route 710, 5 and 405 Projects
Project
R710
R405
R5
6.2.7
Section
From
To
ESAL,
million
TI
TI (Rounded)
18.44
19.73
250
17.4
18
19.73
21.92
303
17.8
18
21.92
23.27
190
16.8
17
23.27
24.63
216
17.1
18
24.63
26.5
119
15.9
16
NA
NA
66
14.8
15
NA
NA
33
13.6
14
NA
NA
17
12.6
13
R44.01
North of Junction Rt. 210
126
16
16
R45.58
126
16
16
C44.18
339
18
18
C44.18
South of Junction Rt. 210
209
17
17
C45.73
209
17
17
C45.73
South of Junction Rt. 14
339
18
18
Prestress system Design
According to the project plans for Route 710, the ducts are spaced at 36 ft (11 m). It is assumed
that two 0.6 in. (15 mm) diameter tendons will be used per duct. The effective end prestress
after prestress losses (except those due to the panel-base interface friction) are accounted for
and the midsection effective prestress are given in Table 6.2 for posttensioned section lengths
of 150 and 250 ft(45 and 76 m) (approximations for the actual section lengths of about 160 ft (49
m) and about 240 ft (73 m)).
The complete project plans for Routes 5 and 405 were not available. Limited data available
indicate that the duct spacing for the Route 405 project is 24 in. (0.6 m).
6.2.8
PCP Concrete Strength:
For the JPrCP and PPCP design, a higher level of design concrete flexural strength of 725 psi
(5.0 MPa) is used. This represents an addition of 100 psi (690 kPa) to the conventional
concrete strength of 625 psi (4.3 MPa) used for the HDM catalog designs. The reason for using
a higher level of design strength for PCP systems is that precasters use higher strength
concrete mixtures that allow stripping of the forms and lifting of the panels within about 16 hours
of casting the panels. The designer has an option to use a lower strength for the concrete
(standard strength level of 625 psi (4.3 MPa)) or a strength level of 725 psi (5.0 MPa) or higher
if that level of strength is specified for the precast panels or can be provided by the precasters.
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Table 6.2. End and Midsection Effective Prestress for Route 710 PPCP Sections
(For Panel Thickness = 11.0 in. [279 mm])
6.2.9
Section
Length (ft)
Tendon
Spacing (in.)
No. of Tendons
per Duct
Effective End
Prestress
(psi)
Effective Prestress at
Midsection
(psi)
250
36
216
138
150
36
215
168
Other Data:
Analysis to determine the required slab (panel) thickness for each project was carried out using
the design data given in Appendix A. The default design data were used as project specific
design data were not available. The designs for the baseline CIP JCP, jointed PCP and PPCP
are presented in the following sections.
6.2.10 Approach Used:
Because all three projects are located in the same climatic region, only a single set of designs
were run using DARWin-ME. The designs were developed for a range of traffic loading levels
and the following concrete flexural strengths:
1. For baseline CIP JCP: 625 psi (4.3 MPa)
2. For jointed PCP: 725 psi (5.0 MPa) (standard 625 psi (4.3 MPa) plus additional
strength of 100 psi (690 kPa))
3. For PPCP, CalPPCP was used develop the thickness versus effective mid-section
prestress relationships using a flexural strength of 725 psi (5.0 MPa).
6.3
DARWIN-ME ANALYSIS - CAST-IN-PLACE JCP DESIGN
The designs determined for the benchmark CIP JCP are summarized in Table 6.3 and
incorporates the standard design concrete strength of 625 psi (4.3 MPa) used for the HDM
catalog designs.
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Table 6.3. CIP JCP Thickness Requirements for the

Route 710, 5 and 405 Projects in the Los Angeles Area
%Cracked <10%; Faulting <0.1 in.; CTE = 6.0 in./in/F
Lane Type
12-ft
Widened
IRI (in./mile)
DARWin
Slab
Thickness,
in.
HDM Slab
Thickness, in.
(CH Subgrade;
South Coast)
8.1
102
11.0
11.5
0.05
8.8
108
11.5
12.0
15
0.05
9.4
113
12.5
12.5
16
0.06
9.0
119
13.5
13.5
17
0.08
9.9
128
14.0
14.0
18
0.09
8.2
135
15.0
(14.0+)
13
0.02
10.0
93
9.5
10.5
14
0.02
8.5
93
10.5
11.0
15
0.03
9.1
96
11.0
11.5
16
0.03
8.2
99
12.5
12.0
17
0.04
9.6
105
13.0
12.5
18
0.05
8.3
109
14.0
(13.0+)
TI
Faulting
(in.)
Cracking
(%)
13
0.04
14
Notes:
1. Optimization function from DARWin-ME was used. The slab thickness is rounded up to the nearest half inch.
2. Thickness controlled by the cracking criteria
3. HDM slab thickness includes 0.36 in. (9 mm) sacrificial wearing course for future grinding.
6.4
DARWIN-ME ANALYSIS - JOINTED PCP DESIGN
The designs determined for the jointed PCP system are summarized in Table 6.4 and
incorporates a higher level of design concrete flexural strength of 725 psi (5.0 MPa), an addition
of 100 psi (690 kPa) to the conventional concrete strength of 625 psi (4.3 MPa) used for the
HDM catalog designs. The designs are presented for two cracking criteria - 10% (Caltrans
designated) and 20% (FUGRO proposed) and use of an AC shoulder.
It is seen from Table 6.4, at the lower traffic level, the cracking criteria determines the slab
thickness and for the higher traffic level, the faulting criteria determines the slab thickness,
irrespective of the % Slab Cracking level used.
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Table 6.4. Jointed PCP Thickness Requirements for the

Route
710
Section
6.5
Route
405
Section
Route 5
Section
Panel Thickness based on

Cracking Criterion
Panel
Thickness
(in.) based
on Faulting
Criterion
TI
10% Slab
Cracking
(Caltrans)
20% Slab
Cracking
(FUGRO)
13
9.0
9.0
8.0
14
9.5
9.0
8.0
15
10.0
9.0
8.0
Routes
44.01,
45.58
16
10.0
10.0
9.0
Routes
CC44.18 S of Rt.
210,
C45.73 N of Rt.14
17
10.5
10.0
11.0
1, 2, 4
Routes
CC44.18 N of Rt.
210, Rt.
210,
C45.73 - S
of Rt.14
18
11.0
10.5
13.0
PPCP DESIGN USING CALPPCP
The midsection effective prestress required for a range of PPCP slab thickness are summarized
in Tables 6.5 as determined by the software utility, CalPPCP. The designs are presented for
the following design features:
1. AC shoulder (12 ft (3.7 m) wide lane)
2. concrete coefficient of thermal expansion (CTE) of 6.0 millionths in./in./F, used to
compute the design curling stress
3. Posttensioned section length of 250 ft (76 m)
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Table 6.5. Midsection Effective Prestress Requirement for the

Mid-Section Effective Prestress (EP) Needed, psi
Panel Thickness
(in.)
TI for 12-ft Lane

15
16
17
18
08
112
112
112
113
09
100
100
100
100
10
100
100
100
100
11
100
100
100
100
12
100
100
100
100
Note: For TI=15, 16, and 17, Criterion 2 governs the EP.
The midsection effective prestress available for a range of PPCP slab thickness are
summarized in Tables 6.6 as determined by the software utility, CalPPCP.
Table 6.6. Midsection Available Prestress
a. Route 710 Project (2 tendons/36 in.)
PPCP Thickness
(in.)
Effective
Prestress at End
(psi)
Effective
Prestress at
MidSpan (psi)
396
318
340
262
297
219
264
186
10
238
160
11
216
138
12
198
120
b. Route 405 Project (One tendon/24 in.)
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PPCP Thickness
(in.)
Effective
Prestress at End
(psi)
Effective
Prestress at
MidSpan psi)
297
219
255
177
223
145
198
120
10
178
100
11
162
84
12
149
70
42

The data presented in Tables 6.5 and 6.6 indicate the following:
1. A minimum PPCP panel thickness of 6 in. is sufficient for the Route 710 project for a
TI of 18. The as-designed PPCP panel thickness for the Route 710 project is 11.0
in. (279 mm).
2. For the route 405 project, for a TI of 15, it is seen that the as-designed PPCP panel
thickness of 8.0 in. (200 mm) is adequate. The required effective prestress is 113
psi (779 kPa) for TI of 15 and the available effective prestress is 145 psi (1.0 MPa).
The prestressing design details given in Table 6.6 (a) indicate that a posttensioned length up to
250 ft (76 m) can be used with ducts spaced at 36 in. (0.9 m) and using two 0.6 in. (15 mm)
diameter tendons per duct. This prestressing design provides a midsection effective prestress
level of 219 psi (1.51 MPa) and meets the need for an 8 in. (200 mm) slab thickness for all
traffic levels, as per data presented in Table 6.5. A minimum 9 in. (228 mm) thickness is
recommended for traffic levels in excess of 100 million ESALs to accommodate the prestressing
hardware and reinforcement and to mitigate potential deflection related distress at expansion
joints.
The posttensioned PCP design data discussed above are based on a design life of 40 years. It
can thus be extrapolated that PPCP with panel thickness in excess of 8 in. (200 mm) at the
Route 710 project will provide an even longer service life.
It should be emphasized that the joint deflection based faulting criteria has not been considered
in the design of PPCP systems. It is recommended that Caltrans establish policies for minimum
posttensioned PCP thickness that account for mitigation of joint faulting distress and possible
construction-related shortcomings at the expansion joints. For example, a policy decision could
be a minimum thickness of 8 in. for ESAL loading up to 100 million, a minimum thickness of 9 in.
(228 mm) for ESAL loading between 100 and 150 million, and a minimum thickness of 10 in.
(254 mm) for ESAL loading in excess of 150 million.
Additionally, Caltrans will need to establish the values of several design parameters by policy or
based on research studies. Some of the key data items that need further refinement include the
following:
1. The slab (panel)-base friction. This report used a coefficient of slab-base friction
value of 0.6 to illustrate the application of the PPCP design approach. The
pavement designer may choose a value between 0.6 and 1.0. A higher value of the
coefficient will result in an increase in the panel thickness requirement, and/or a limit
on the length of the posttensioned section length, and/or a change in the design of
the prestressing system (decrease in tendon spacing).
2. Design concrete panel temperature differential between top and bottom of the panel.
3. Another variable that is not clearly defined at this time is the effect of non-planar slab
geometry on the prestress loss due to friction between the duct and the tendon. This
aspect will need testing at a test section or at a project site to determine if the nonplanar geometry has any significant impact on prestress loss.
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6.6
EVALUATION OF SERVICE LIFE OF AS-DESIGNED PPCP
As requested by Caltrans, Fugro evaluated the expected service life of the as-designed PPCP
for Projects 710 using the design/analysis approach discussed above. The as-designed
thicknesses for the three projects are as follows:
Route 710 project: 11 in. (279 mm) (primary)
The expected service life, in terms of TI, is summarized in Table 6.7. The expected service life
was capped at TI of 18 (ESAL = 338,000,000), as it is not expected that the TI would exceed
18. Also, included in Table 6.7 are the equivalent thicknesses for the CIP and JPrCP sections
for the as-expected service life for the Route 710 project. For the Route 5 project, the
equivalent thicknesses for the CIP and JPrCP sections are not provided as the Route 5 project
is estimated to accommodate traffic only to a TI level of 11.
Table 6.7. Expected Service Life for the As-Designed PPCP Projects
* Assumption: 2 tendons per duct for Route 710 and 1 tendon per duct for Route 405.
**For Route 710, section length varies from approx. 150 ft (45 m) to approx. 250 ft (76 m). Section
length of 250 ft (76 m) was used as it is more critical.
For Route 405, no data is available on section length and 250 ft (76 m) was used for PPCP life
estimation.
+Based on CalPPCP
++ CIP data based on HDM 620 and JPrCP
data based on DARWin-ME
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As shown in Table 6.7, the equivalent slab thickness for a CIP concrete pavement to
accommodate the service life of TI = 18 at the Route 710 project would need to be 3.0 in. (76
mm) greater than the as-designed PPCP thickness and would need to be 6.0 in. (150 mm)
greater for the Route 405 project.
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CHAPTER 7
7.1
CONSIDERATION OF PCP DESIGN FEATURES
INTRODUCTION
Although the determination of the slab thickness tends to be a primary focus of conventional
concrete pavement design considerations, the design of precast concrete pavements require
consideration of several additional design details to ensure that the overall PCP design is
balanced. This is particularly important for the design of PPCP systems. As discussed earlier,
the PCP technology is of recent origin with field performance experience of about 10 years and
primarily based on early innovations in the technology. With the interest in PCP technology
expanding, both at the highway agency level as well at the industry level, it is expected that the
PCP technology will undergo rapid evolution in the technology. The innovations in the
technology are expected to raise questions regarding how to evaluate the equivalency, the
adequacy, and the superior value of these innovations with respect to existing accepted
technologies and expected long-term performance of the PCP systems.
This chapter provides discussion on some of the important design features related to PCP
systems, with emphasis on PPCP systems.
7.2
JOINT LOAD TRANSFER DETAILS FOR JOINTED PCP
The provision of load transfer mechanism at transverse joints of jointed PCP systems is an
essential design feature. This is because the installation of the panels for intermittent repair and
continuous applications necessitate that a gap be left around the perimeter of each panel. The
gap may vary from about in. (6 mm) to more than in. (13 mm). Currently, load transfer at
transverse joints of jointed PCP systems is provided for using round dowel bars, similar to the
practice of cast-in-place jointed concrete pavements. For 12 ft (3.7 m) wide panels, the critical
dowel bar is expected to transfer about 3,000 lb (1,360 kg) of the axle load and for a 14 ft (4.3
m) wide panel, striped 2 ft (0.6 m) away from the edge, the critical dowel bar is expected to
transfer about 1,200 lbf (544 kg). The conventional approach is to use dowel bars spaced at 12
in. (300 mm) with the end bars spaced 12 in. (300 mm) from the panel edges. Dowel bars are
specified to be 18 in. (450 mm) long and the dowel diameter may range from 1 in. (6 mm) to 1
in. (38 mm), depending on panel thickness. In addition, dowel bars need to be resistant to
corrosion.
The following is recommended for dowel bars used for jointed PCP systems:
1. Diameter
a. For precast panels less than 10 in. (254 mm) in thickness, dowel diameter of
1.25 in. (32 mm) is recommended.
b. For slab thicknesses between 10 and14 in. (250 and 355 mm), dowel diameter of
1.5 in. (38 mm) is recommended.
c. Length - Typical dowel length used in the US is 18 in. (450 mm). However, since
precise locations of the dowel bars are known for jointed PCP systems, use of 15
to 16 in. (380 to 400 mm) long dowel bars is considered adequate, allowing for
embedment of at least 7 in. (178 mm) at each side of the joint and accounting for
a joint width of 0.5 to 1.0 in. (13 to 25 mm).
2. Spacing - Dowels are typically placed at a spacing of 12 in. (300 mm). However, the
middle dowels do not contribute to the load transfer at a joint. Therefore, a cluster of
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4 to 5 dowels per wheel-path, spaced at 12 in. (300 mm), are considered adequate
for both intermittent as well as continuous applications
The load transfer, using dowel bars, is provided for using the following techniques:
1. The Fort Miller Company's Super-Slab system incorporates the slot at the slab
bottom, requiring use of a flowable grout and the need to fill the space along the
periphery of the joints on four sides. An advantage of this system is that the panels
can be placed during one lane closure and the slots can be grouted during the next
lane closure. The PCP section can be opened to traffic before the slot grouting is
performed without concern about having open slots at the surface.
2. The Michigan method and other generic systems typically incorporate the dowel slots
at the surface of the adjacent existing pavement and or the panel. This approach is
based on the DBR technique. The options under this technique include the
following:
a. Full DBR - Dowel slots along both sides of the joint.
i.
For repair applications, conventional DBR type dowel slots are cut along both
sides of the joint after the panel has been placed.
ii.
For continuous applications, dowel slots are located in the panels at both
sides of the joint when using the narrow-mouth surface slots. Conventional
DBR type dowel slots may be used, but these slots require patching during
the same lane closure as the panel installation if the slots are fabricated in
the panels.
b. Partial DBR - Dowel slot along one side of the joint.
i. For repair applications:
1. Dowel slots are located in the existing concrete pavement side of the joint
and the panel will have embedded dowels along both sides of the panel.
2. Dowel slots are located in the panel side of the joint when using the
narrow-mouth surface slots. Dowel holes are drilled in the existing
pavement side of the transverse joints and dowel bars epoxied in the
holes.
ii. For continuous applications, a panel will have embedded dowel bars
along one side of the panel and matching surface dowel slots (narrowmouth or conventional) along the other side of the panel.
A possible disadvantage of the surface slot panel system is that the conventional wider-mouth
slots cannot be left exposed under traffic. The options available to overcome this disadvantage
include the following:
c. If slots are part of the fabricated panels or sawed into the existing pavement at
the time of panel installation, the slots need to be patched with rapid-setting
patching material during the panel installation lane closure.
d. If the slots are not part of the fabricated panels, the slots can be sawed during
the next lane closure and patched before opening to traffic.
e. Use of a narrow-mouth slot at the surface. The narrow-slot mouth allows the
panels to be placed during a given lane closure and opened to traffic without any
risk to traffic operations. The slots are then patched during the next lane closure.
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3. Other retrofitted load-transfer systems that have been investigated for use with CIPPCP are not recommended for PCP applications at this time. Such devices are
based on post-installation coring at the joint or use of pre-formed, semi-cylindrical
spaces along the joints and installing a circular Double-Vee type shear load-transfer
device. Such an approach can minimize issues related to dowel misalignment.
However, some of these systems may be too rigid and may not be applicable to
connecting more than a few slabs.
4. Other load-transfer systems under investigation include systems that incorporate
plate dowels. However, to date there have been no reported production installations
of such devices as part of jointed PCP systems.
For PPCP expansion joints, the joint load-transfer system is incorporated in the expansion joint
panels or the gap panels. Use is made of round dowel bars spaced at 12 in. (300 mm)
7.2.1
Evaluation and Acceptance of New Load Transfer Systems
It is very likely that in the near future, vendors may propose use of newly developed load
transfer systems. These systems may feature new load transfer devices (new shape/size), new
spacing, and new method of installation. It is recommended that such systems be first
evaluated at a test section and/or at an accelerated pavement test (APT) facility and installed on
a trial basis if the test section and the APT testing indicate promise. The test section and the
APT should evaluate the load transfer effectiveness (LTE) of the load transfer system. A
minimum LTE of 80% at the outside wheel-path should be expected for a test section
constructed over a stiff foundation incorporating a lean concrete base.
For PPCP systems, the large joint width has a significant influence on the measured LTE
values. With that consideration, for the purpose of PCP system approval that incorporates the
approval of a specific joint-load transfer system, the joint deflection criterion for PPCP systems
can be based on the LTE value not to be less than 70 %.
7.3
PRESTRESSING DETAILS
The first few PPCP projects were designed using a single tendon per duct for longitudinal
posttensioning. Several recent projects have incorporated two tendons per duct with the ducts
spaced further apart. The use of two tendons allows for fabrication as well installation
efficiencies. Single tendon ducts may be spaced at 18 to 24 in. ducts with two tendons may be
spaced as much as 36 in. apart. The use of multiple tendons per duct requires consideration of
the following:
1. Anchorage plate concrete bearing stress - Caltrans Standard Specifications requires
that the final unit compressive strength stress on the concrete behind the bearing
plate (anchorage) shall not exceed 3000 ps (20 MPa)i. When multiple tendons per
duct are used, the anchorage plate needs to be customized to ensure that concrete
bearing stress behind the anchorage plate does not exceed 3,000 psi (20 MPa). It
should be noted that the uniformly distributed applied end prestress in the concrete
beyond the end anchorage zone for 0.6 in. (15 mm) diameter tendons may range
from about 150 psi (1.0 MPa) to over 300 psi (2.0 MPa), depending on the panel
thickness and tendon spacing.
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2. Anchorage zone reinforcement - it is the posttensioning supplier's responsibility to

ensure that the anchorage zone reinforcement is adequate for prestressing systems
using multiple tendons per duct.
7.4
TRANSVERSE PRESTRESSING
Transverse prestressing may be considered for wider panels, two-lane wide or wider. For wider
panels, transverse prestressing is accomplished by pretensioning the panels during the panel
fabrication. Pretensioning of the panels may be necessary to meet the following needs:
1. To accommodate panel lifting for the wider panels.
2. To improve pavement performance by eliminating longitudinal cracking in wide
panels.
Pre-tensioning is done using 0.5 in. (13 mm) diameter 7-wire low relaxation strands. A strand
force of 31,000 lbf (138 kN) (75% of yield strength) is typically used. This results in a strand
stress of 202,000 psi (1,390 MPa). After the prestress losses due to concrete creep, concrete
shrinkage and steel relaxation are accounted for, a long-term strand stress of about 165,000 psi
(1,137 MPa) is available to prestress the concrete. This level of strand stress is available
beyond the prestress transfer length of about 25 in. (635 mm) from each end of the strand. The
long-term prestress per strand available within the panel beyond the prestress transfer length
for strand spacing of 24 in. (600 mm) and panel thickness of 10 in. (254 mm) is about 105 psi
(723 kPa).
Transverse prestressing is not necessary for single-lane wide panels because transverse stress
development is not critical for single-lane wide panels.
7.5
POSTTENSIONED SECTION LENGTH SELECTION AND LIMITATIONS
PPCP systems incorporate posttensioned length that may vary from about 150 to 250 ft (45 to
76 m), although shorter sections have been used at several projects. The individual panel width
may be single-lane or multiple-lane, and panel length can vary from 8 to 10 ft (2.4 to 3.0 m) for
multilane panels to 10 to 36 ft (3.0 to 11.0 m) or more for single-lane panels. The following
items need to be considered when establishing the posttensioned section length for a given
project:
1. Use of shorter sections is neither efficient nor economical. Shorter sections, less
than about 150 ft (76 m), should only be used to achieve construction expedience or
project-specific geometric constraints. Shorter sections require use of more
expansion joints.
2. Use of longer sections, greater than about 250 ft (76 m), should be avoided use of
longer sections result in need for expansion joints with wider opening. These joints
tend to exhibit larger seasonal joint width changes and may require more frequent
joint maintenance.
3. Use of longer section length also requires additional prestressing as there is larger
prestress loss due to panel-base interface friction.
The optimal posttensioning length for PPCP systems is considered to be between 200 ft (61 m)
to about 250 ft (76 m).
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7.6
MINIMUM EFFECTIVE LONG-TERM PRESTRESS
As discussed in the previous sections of the report, there is a need to ensure that there is a
minimum long-term effective prestress at the midpoint of the posttensioned section of the PPCP
system. The recommended minimum effective prestress level is 100 psi (690 kPa). This is to
ensure that the intermediate joints within the section remain tight and provide effective load
transfer at these joints and help maintain the duct couplers and gaskets leak-proof (tightly
sealed) to minimize any issues with tendon corrosion in future.
The availability of the minimum long-term effective prestress of about 100 psi (690 kPa) at the
posttensioned section midpoint also will improve long-term PPCP performance.
7.7
MINIMUM PPCP PANEL THICKNESS REQUIREMENT
PPCP systems, by design, are less thick, typically about 3 to 4 in. (76 to 100 mm) less in
thickness, than comparably designed conventional cast-in-place jointed concrete pavements.
The PPCP systems are designed to accommodate load related stresses and if constructed well,
there is expectation that cracking related distress will not develop in PPCP systems even under
heavy truck loadings. However, PPCP are not designed directly to resist any joint deflection
related distress, such as joint faulting. It is assumed that the fewer number of expansion joints
and use of non-erodible stabilized bases, such as the lean concrete base in California, will
minimize any serious development of joint related distress. There is not sufficient experience to
unreservedly accept such an assumption. Therefore, it is important that thin PPCP systems,
less than 8 in. (200 mm) panel thickness, not be used for any project that carries some level of
truck traffic.
As discussed in the previous section, it is recommended that Caltrans establish policies for
minimum PPCP thickness that account for mitigation of joint faulting distress and possible
construction-related shortcomings at the expansion joints. For example, a policy decision could
be a minimum thickness of 8 in. (200 mm) for ESAL loading up to 100 million, a minimum
thickness of 9 in. (228 mm) for ESAL loading between 100 and 150 million, and a minimum
thickness of 10 in. (254 mm) for ESAL loading in excess of 150 million.
7.8
PANEL SUPPORT REQUIREMENTS
For new construction as well as for repair application, pavement support is critical to the longterm performance of PCP systems. The proper seating of the panels on the base is a critical
design and construction element. The support under the panels needs to be firm (strong) as
well as uniform. All precast concrete pavement applications require an "interlayer" of material
between the base and the bottom of the precast panels since these two surfaces will not match
each other perfectly. The choice of the interlayer material should be carefully considered since
it is affected by the manner in which the panels are installed. In some cases, it may be
sufficient to inject a flowable cementitious grout to fill the voids between the panel bottom and
the base. In other cases, the existing base surface may require additional material to provide
the necessary grade control for the new panels. In such cases, a bedding layer (interlayer)
must be used to serve as grade control and as void filler to ensure the panels are fully
supported. After the panels are placed, a void-filling grout is injected directly beneath the
panels to fill any voids.
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50

For most PCP repair or rehabilitation (reconstruction) applications, the following support
alternatives may need to be considered:
1.
2.
Use of existing base:

a. Granular base may be reworked, trimmed, graded, and compacted; additional
bedding material may then be used to make up the difference in the base
grade needed. The bedding material may be:
i. Thin layer of cemented granular material or cemented sand.
ii. Fast-setting flowable cementitious grout or flowable fill.
iii. Polyurethane foam material, applied after the panel is placed or set in
position. For repair application, a foam thickness of up to 1 in. (25 mm)
may be used.
b. Stabilized base (cement-treated base or lean concrete base), if not damaged
in the existing slab removal process may be used as is or trimmed, as
necessary, to accommodate the panel thickness. A thin layer of rapid setting
cementitious material may be used to provide a level surface for setting the
panels.
New base use:
a. A new base may be used if it is determined that the existing base will not
serve the long-term needs of the new PCP. Because of time constraints, it is
necessary that the new base material be of good quality and can be placed,
graded, and compacted, if granular, fairly quickly within the same nighttime
closure as the panel installation. This option is common when PCP is used to
rehabilitate existing AC pavements. The new base type may include the
following:
i. Dense-graded, free-draining granular base.
ii. Rapid-setting LCB (RSLCB).
b. Cement-treated or asphalt-treated bases are not considered viable options
for PCP installed during nighttime lane closures, but may be considered if fulllane closure is available and duration of lane closure is not a concern.
For both repair and continuous applications, the granular bedding material, if used, should be
cemented and kept as thin as possible and not greater than 0.25 in. (6 mm). If thicker bedding
is necessary, then consideration should be given to the use of a fast-setting cementitious fill
material. In addition, for lane replacement applications, the use of new base should not result in
a "bathtub" detail. If adjacent lanes incorporate a free-draining granular base, use of a LCB in
the repair lane may affect the subsurface drainage condition, possibly resulting in early failure of
adjacent lanes.
The current practice when using an existing or a new granular base is to rework the granular
material and compact it as is. No attempt is made to optimize the compaction process by
ensuring that the granular material is at an optimum moisture content to allow for maximum
compaction density. This is a serious limitation as this can result in non-uniform settlement
under traffic. The requirements for the panel's support condition should be no less than the
requirements for a CIP concrete pavement's support condition. The best-constructed panels
cannot perform well if they are placed on a poor support condition.
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51

7.9
NON-PLANAR PANEL USE
For roadways with tangent alignment, precast panels that are both rectangular in shape and flat
in geometry are appropriate. For pavements in curved alignment or where there are crossslope (super-elevation) transitions, the rectangular flat panels may not be adequate. As such,
there may be a need to customize the panel fabrication to match the site geometry. All nonplanar panels have to be placed at their theoretical locations at the work site. Except for the
need for customized formwork and a possibly higher cost for each non-planar panel, the
fabrication and installation of non-planar panels is similar to installing flat panels. However,
non-planar panels need to be inventoried and delivered for installation at designated locations
where the base elevations conform to the three-dimensional warp in each panel.
Use of non-planar panels requires the following:
1. Accurate existing roadway survey data in the three dimensions to an accuracy of +/1/8 in. (3 mm). The survey data is needed along the left and right edges of the
existing pavement at about 10-ft (3 m) intervals. For larger areas, such as toll plazas
or intersections, the survey data are needed at a grid of about 10 ft by 10 ft (3 by 3
m)
2. Custom drawings for each panel based on site survey data, the panel design
thickness and nominal panel size, and the required final profile for the precast
pavement.
3. Customized formwork which allows fabrication of each unique non-planar panel.
4. Accurate grading of the base and any bedding material.
5. Precise location of each non-planar panel at the planned location.
For the PPCP system, non-planar panels have not been used on highway projects installed to
date. The primary considerations for use of non-planar panels for PPCP include the following:
1. The minimum-radius horizontal or vertical curve that can be posttensioned efficiently.
2. The maximum posttensioned length incorporating non-planar panels that can be
posttensioned efficiently.
3. The computation of stress loss during the posttensioning operation due to
tendon/duct friction along the curved section as a result of multiple angular changes
in the ducts.
It has been reported that initial testing performed by a precaster in California indicate that the
tendon duct friction in sections incorporating non-planar panels is not significant. Additional
testing needs to be performed to generate a set of design data that can be applied to different
design conditions.
A solution for considering non-planar panels for PPCP projects that include curved sections
without varying cross slopes is to use the incrementally connected precast concrete pavement
(ICPCP) approach. In this case, use is made of prestressed panels that are rigidly connected at
the panel transverse joints Alternatively, use can be made of shorter posttensioned section
lengths of PPCP along the curved sections. However, if the roadway incorporates varying cross
slopes, non-planar panels would be required regardless of how the panels are connected
together.
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52

CHAPTER 8
8.1
SUMMARY AND RECOMMENDATIONS
SUMMARY
This report provides a proposed approach to develop the designs for jointed and posttensioned
precast concrete pavement systems. The precast pavement types considered are jointed
systems and prestressed systems.
For the jointed PCP systems, the design process incorporates the use of AASHTO's
recommended MEPDG/DARWin-ME approach to establish the difference in slab/panel
thickness requirement between a conventional cast-in-place jointed concrete pavement and the
jointed precast concrete pavement. The difference in thickness is then applied to the HDM 620
determined thickness for the conventional cast-in-place concrete pavement to establish the
design thickness for the jointed precast concrete pavement panels.
For the prestressed systems, a new software utility, CalPPCP, was developed. CalPPCP
performs the following tasks:
1. Determines the prestressed concrete panel thickness using an equivalency concept
based on the design approach developed by the University of Texas.
2. Determines the adequacy of the prestressing system
3. Determines the expansion joint width parameters.
The report also includes the application of the proposed precast concrete pavement approach to
sections of Routes 710, 5, and 405 that are being rehabilitated using the PPCP system.
As indicated in the report, PPCP panel thickness of 9.0 in. (228 mm), adequately prestressed,
can meet most of the design requirements for heavy truck traffic corridors (up to TI of 18).
8.2
RECOMMENDATIONS
As discussed in the report, the precast concrete pavement technology is of recent origin. Over
the last 10 years, several US highway agencies, including Caltrans, Illinois Tollway, New Jersey
DOT, New York State DOT, and Utah DOT, have implemented the PCP technology and a few
other agencies have constructed demonstration projects. Because the production use of PCP
is not well documented, the PCP design processes are not yet fully developed. Under the
project sponsored by Caltrans and reported here, a new design process for precast concrete
pavements has been developed. This process has not been validated as there are not sufficient
precast pavement projects with a long performance record. In addition, there are several items
that need further review and/or development. These items include the following:
1. Establishing design inputs for MEPDG/DARWin-ME for analysis of jointed PCP
systems
a. Precast panel concrete strength (default value of 725 psi used)
b. Cracking criteria
2. Establishing design inputs for the PPCP systems
a. Precast panel concrete strength (default value of 725 psi used)
b. Coefficient of panel-base friction (default value of 0.6 used)
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c. Design temperature differential between panel surface and panel bottom.

Currently, a value of 10 oF (5.5 oC) is used. Use of larger value results in
unreasonably larger panel thickness or larger prestressing requirements.
Also, as noted in the report, it should be emphasized that the joint deflection based faulting
criteria has not been considered in the design of PPCP systems. It is recommended that
Caltrans establish policies for minimum posttensioned PCP thickness that account for mitigation
of joint faulting distress and possible construction-related shortcomings at the expansion joints.
For example, a policy decision could be a minimum PPCP panel thickness of 8 in. (200 mm) for
ESAL loading up to 100 million, a minimum panel thickness of 9 in. (228 mm) for ESAL loading
between 100 and 150 million, and a minimum panel thickness of 10 in. (254 mm) for ESAL
loading in excess of 150 million.
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54

CHAPTER 9
REFERENCES
Khazanovich, L. and Ioannides, A.M. (1993), "Finite Element Analysis of Slabs-On-Grade Using
Improved Subgrade Soil Models," Proceedings, ASCE Specialty Conference 'Airport
Pavement Innovations--Theory to Practice,' Waterways Experiment Station, Vicksburg,
MS, September 8-10, pp. 16-30.
Merritt, D. K., McCullough, F. B., Burns, N. H. (2002), "Construction and Preliminary Monitoring
of the Georgetown, Texas Precast Prestressed Concrete Pavement", Report No.
FHWA/TX-03-1517-01-IMP-1, Texas Department of Transportation, Austin, Texas.
Merritt D, McCullough, B. F., Burns, N. H., and Schindler, A. K. (2000); "The Feasibility of Using
Precast Concrete Panels to Expedite Highway Pavement Construction" Report
FHWA/TX-01/1517-1, Texas Department of Transportation, Austin, Texas.
Merritt, D. K., Rogers, R. B., Rasmussen, R. O. (2008), "Construction of a Precast Prestressed
Concrete Pavement Demonstration Project on Interstate 57 near Sikeston, Missouri",
Draft Report No. FHWA-RD-08-XXXX, U.S. Department of Transportation, Federal
Highway Administration, January 2008
PCI (2004), PCI Design Handbook--Precast and Prestressed Concrete, 6th Edition,
Precast/Prestressed Concrete Institute, Chicago, IL.
PCI (2012), State-of-the-Art Report on Precast Concrete Pavements, Report No. PP-05-12,
First Edition, Precast/Prestressed Concrete Institute, Chicago, IL.
Tayabji, S., Ye, D., and Buch, N., (2012), Precast Concrete Pavement Technology, SHRP 2
Report S2-R05-RR-1, Transportation Research Board of the National Academies,
Washington, D.C.
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55

APPENDIX A - DARWIN-ME BASELINE DESIGN INPUT DATA

Climate Data Sources:
Climate Station Cities:
SAN FRANCISCO, CA
Region
Central Coastal
DAGGET, CA
Desert/Valley
SANTA ROSA
Low Mountain
JPCP Design Properties

Structure - ICM Properties
PCC surface shortwave
absorptivity
0.85
Doweled Joints
Is joint
True
doweled?
1.25" for
Dowel diameter slabs < 8.5"
(in.)
1.5" for
slabs >8.5"
Dowel spacing
(in.)
PCC joint spacing (ft)

Is joint spacing random?
Joint spacing (ft)
Load transfer
efficiency (%)
- 40% for tied

shoulder
PCC-Base Contact Friction
False
Widened Slab width
(ft)
Sealant
type
Tied shoulders
False for asphalt

shoulder
True for Widened
& Tied
12.00
Widened Slab
13.5
Tied Shoulders
14.00
Preformed
PCC-Base full friction

contact
True
Months until friction loss
0.00
Erodibility index
Permanent curl/warp effective temperature difference (F)
Layer 1 PCC : JPCP Default

PCC
Thickness (in.)
Variable
Unit weight (pcf)
150.0
Poisson's ratio
0.2
Thermal
PCC coefficient of thermal expansion
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A-1
-10.00

(in./in./F x 10^-6)
PCC thermal conductivity (BTU/hr-ft-F)
1.25
PCC heat capacity (BTU/lb-F)
0.28
Mix
Cement type
Type II (2)
Cementitious material content (lb/yd^3)
657
Water to cement ratio
0.42
Aggregate type
PCC zero-stress
temperature (F)
Ultimate shrinkage
(microstrain)
Dolomite (2)
Calculated
Internally?
User Value
True
-
Calculated Value
Calculated
Internally?
User Value
91.3
False
537.0
Calculated Value
Reversible shrinkage (%)
50
Time to develop 50% of ultimate shrinkage

(days)
35
Curing method
Curing Compound
PCC strength and modulus (Input Level: 3)

28-Day PCC modulus of rupture (psi)
626.0
28-Day PCC elastic modulus (psi)
4200000.0
Layer 2 Chemically Stabilized : Cement

stabilized
Chemically Stabilized
Layer thickness (in.)
4.2
Poisson's ratio
0.2
Unit weight (pcf)
150
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A-2

Strength
Elastic/resilient modulus (psi)
2000000
Thermal
Heat capacity (BTU/lb-F).
0.28
Thermal conductivity (BTU/hr-ft-F)
1.25
Layer 3 Non-stabilized Subbase : A-1-a for

CH subgrade
Unbound
Variable
Poisson's ratio
0.35
Coefficient of lateral earth pressure

(k0)
0.5
Modulus (Input Level: 3)

Resilient Modulus (psi)
40000.0
Layer 4 Subgrade : A-7-6 (CH Subgrade)
Unbound
Semi-infinite
Poisson's ratio
0.35

(k0)
0.5
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A-3


5000.0
Layer 4 Subgrade : A-2-5 (SP Subgrade)
Unbound
Semi-infinite
Poisson's ratio
0.35

(k0)
0.5

28000.0
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APPENDIX B - PRESTRESS LOSS COMPUTATION

Prestress losses are an important consideration in posttensioned PCPs, as the structural
capacity of the pavement is dependent on the effective prestress in the concrete from
posttensioning. These losses must be accounted for to ensure that the required prestress level
is maintained over the length of the slab over the design life of the pavement. Losses of 30% to
50% of the applied prestress force can be expected for a well-constructed posttensioned
concrete pavement. Several factors contribute to prestress losses:
1. Elastic shortening of the concrete (negligible prestress loss).
2. Creep of the concrete.
3. Concrete shrinkage.
4. Relaxation of the stressing tendons.
5. Slippage of the stressing tendons in the anchorage (accounted for during the
posttensioning operation).
6. Friction between the stressing tendons and ducts (negligible loss for tangent
sections).
7. Frictional resistance between the panel and base material (most significant
component).
Extensive testing and experience in the prestressed concrete practice have produced methods
to reliably predict the effects of these factors. Typically, about 200 to 300 lbf/in2 (1.4 to 2.1 MPa)
end prestress is used. This result in about 100 to 200 lbf/in2 (0.7 to 1.4 MPa) at the midpoint of
the posttensioned sections, based on the losses due to the factors listed above.
The losses due to the elastic shortening of the concrete, the slippage of the stressing tendons in
the anchorage, and the friction between the stressing tendons and the ducts can be computed,
but are small and can be ignored. The largest component of the prestress loss is due to the
panel-base friction. This component of the prestress loss is kept low by ensuring a smooth
base finish and using a panel-base friction-reducing membrane.
The primary components of the prestress loss are computed as follows:
1. Prestress Loss due to Panel-Base Friction
Prestressing loss due to friction, F , between the PCP panel and subbase is given by the
following equation.
F =
288
Where:
max = Panel-base friction factor (coefficient of friction)
= concrete unit weight, lb/cubic ft

L
= Panel length
The above equation can be simplified to the following form for concrete unit weight of about 142
to 146 lb/cu. ft (2,274 to 2,238 kg/cu. meter):
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F =
L
2
As discussed previously, the panel-base friction factor value may range from 0.5 to about 1.5 for
prestressed CIPs or PCPs, depending on the finish of the base and the interface friction
treatment used. A typical value of 0.6 may be used for the panel-base friction factor. Also, the
prestress loss is assumed to be linear along the length of the posttensioned section.
2. Prestress Loss due to Concrete Shrinkage (PCI. 2004)
Prestress loss due to concrete shrinkage, f s , is given by the following equation:
A
f s = s E s s
Ac
where
es
Es
As
Ac
(1)
= concrete shrinkage strain

= modulus of elasticity of tendon steel (lbf/in2)
= area of tendon per unit width of slab (in2)
= area of slab per unit width of slab (in2)
Concrete shrinkage is a property of a specific concrete mixture and is dependent on the

water/cementitious materials ratio, aggregate type, and curing environment. Long-term
shrinkage of concrete may range from 300 to 600 millionth in./in., depending on the drying
environment - one-sided drying versus multiple-side drying and the concrete dimensions. For
precast concrete panels, it is expected that a significant amount of drying shrinkage will take
place during storage at the plant or the project site. The storage period may range from a few
weeks to several months. In addition, after installation, the concrete panels exhibit shrinkage
mostly in the upper 2 to 3 in. (50 to 75 mm) of the panel. The rest of the panel remains moist
enough (high relative humidity) and does not exhibit significant long-term drying shrinkage. For
computation of the prestress loss due to concrete shrinkage and the posttensioned section's
end movements (discussed later), a reasonably conservative average drying shrinkage value of
about 200 millionth in./in. is recommended.
3. Prestress Loss due to Concrete Creep (PCI. 2004)
Prestress loss due to concrete creep is given by the following equation:
f cr = C u
Where:
A
Es
f pe s
Ec
Ac
Cu
Es
f pe
(2)
= ultimate concrete creep coefficient

= modulus of elasticity of concrete (lbf/in2)
= applied end prestress
The Cu value is dependent on the hardness and gradation of the concrete aggregates, cement
content, water/cementitious materials ratio, curing environment, and age at time of sustained
stress application. A Cu value of 2.5 is recommended. Alternatively, concrete creep strain may
be used to account for this prestress loss. A reasonably conservative average concrete creep
strain value of about 75 millionth in./in. is recommended.
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4. Prestress Loss due to Steel Relaxation (PCI. 2004)

Prestress loss due to steel relaxation for low relaxation strands is given by equation (3)
f r = f pe
(3)
Where:
= the steel relaxation coefficient, 0.04
5. Example Computation of Prestress Losses

An example computation of the prestress losses is given below for the following design
parameters:
1. Posttensioned section length = 250 ft (78.3 m).
2. Tendon (strand) diameter = 0.6 in. (15 mm)
3. Tendon cross-sectional area = 0.217 in2 (140 mm2).
4. Tendon spacing = 24 in. (610 mm)
5. Panel thickness = 8.0 in. (200 mm)
6. Concrete modulus of elasticity = 4,000,000 lbf/in2 (27.58 GPa).
7. Steel modulus of elasticity = 28,000,000 lbf/in2 (193.1 GPa).
8. Tendon force at 80% of yield stress = 46,872 lbf (208.5 kN).
9. Panel-base friction factor = 0.6 (typical value used).
10. Concrete shrinkage strain = 200 millionth in./in.
11. Concrete creep strain = 75 millionth in./in.
12. Steel relaxation coefficient = 0.04 (for low relaxation strands)
13. Wedge seating = 0.25 in. (6.4 mm)
14. Area of concrete per tendon = 24 x 8 = 192 in2 (0.12 m2).
15. Applied end prestress = 244 lbf/in2 (1.68 MPa).
Prestress loss due to concrete shrinkage and creep = 8.7 lbf/in2 (0.06 MPa).
Prestress loss due to steel relaxation = 9.8 lbf/in2 (0.07 MPa).
Prestress loss due to wedge seating = 2.6 lbf/in2 (0.02 MPa).
Total prestress losses at end = 8.7 + 9.8 + 2.6 = 21.1 lbf/in2 (0.16 MPa).
Total prestress at end after losses = 244.0 - 21.1 = 222.9 lbf/in2 (1.54 MPa).
Prestress loss due to pane/base interface friction = 78.0 lbf/in2 (0.54 MPa).
The long-term effective prestress at the midpoint of the posttensioned section = 222.9 - 78.0 =
144.9 lbf/in2 (1.00 MPa).
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APPENDIX C - EXPANSION JOINT WIDTH MOVEMENT COMPUTATION

Once the posttensioned length has been selected, the next and final step is to establish the
expansion joint width parameters. These parameters include:
1. Minimum joint width during the first summer - A minimum joint width of 0.5 in.
(13 mm) for the first summer should be used. This minimum width should
accommodate the minimum width required for the joint sealant.
2. Long-term minimum joint width - The long-term minimum joint width includes the
minimum width established for the first summer plus the effect of long-term concrete
creep and shrinkage.
3. Maximum joint width - The maximum joint width includes the long-term minimum joint
width plus the total annual joint opening changes due to the seasonal temperature
changes.
4. Joint width at time of installation - The joint width at the time of installation should be
set based on concrete panel temperature at time of installation of the joint panels.
The various joint widths are determined on the basis of anticipated PTSection end movements.
As indicated above, the joint widths or the PTSection end movements are affected by daily and
seasonal concrete temperature variations and concrete creep and shrinkage. The panel-base
interface friction may affect the PTSection end movements, but, as will be shown, later, the
effect of panel-base friction is very small and can be ignored. Good estimates of the minimum
joint width during the first summer and the maximum joint width are necessary for proper design
of the sealant material or the sealant system to be used.
IMMEDIATE PT SECTION SHORTENING DUE TO POSTTENSIONING
The PTSection shortens immediately as a result of the prestress applied during the
posttensioning process. The immediate PTSection shortening can be determined as follows:
1. Assuming Zero Panel-base Interface Friction
The total PTSection shortening, dLpt, is as follows:
dLpt = (Pend/Ec) x (L)
Where: Pend = Prestress applied at the end
Ec = Concrete modulus of elasticity
L = PTSection length
For Pend = 300 lbf/in2, Ec = 4,000,000 lbf/in2, and L = 200 ft (2400 in.),
dLpt = (300/4,000,000) x 2400 = 0.18 in.
The PTSection shortening is 0.09 in. at each end of the PTSection.
2. Assuming panel-base friction restraint to PTSection shortening
The total PTSection shortening, dLpt, is as follows:
dLpt = (Pend/Ec) x (L) -(f x L x L)/Ec
where: f = Panel-base friction factor
For Pend = 300 lbf/in2, Ec = 4,000,000 lbf/in2, L = 200 ft (2400 in.), and f = 1.0
dLpt = (300/4,000,000) x 2400 - (1.0 x 2400 x 2400)/4,000,000 = 0.12 in.
The PTSection shortening is 0.06 in. at each end of the PTSection when frictional
restraint is considered.
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Because of the small magnitude and the sequence of installation of the adjacent
PTSection, the immediate PTSection shortening due to the prestressing is ignored in
any joint width or PTSection end movement computations.
TEMPERATURE-ASSOCIATED PTSECTION END MOVEMENTS
Temperature-associated end movements are dependent on the PTSection length and the
concrete CTE. The movements are affected by daily and seasonal temperature changes. For
the purpose of joint width determination, the daily temperature variations are ignored and only
seasonal temperature variations are considered. Both daily and seasonal temperatures are
cyclic in nature. Expansion and contraction of the concrete occur gradually on a daily basis. As
a result, any restraint to the daily and seasonal end movements due to panel-base friction can
be ignored. As discussed, it is expected that the friction factor will be less than 1.0 when a base
grade is smooth and an interface friction treatment is used. The restraint to movement, even if
considered, ranges in value from about 0.05 to about 0.15 in, depending on the PTSection
length and friction factor. Ignoring the restraint due to panel-base friction provides a slightly
conservative estimate of the PTSection end movements.
The PTSection total end movement (total for both ends), dLtemp, is computed as follows:
dLtemp = (Tcmax - Tcmin) x CTEc x L
where:
Tcmax = Maximum concrete temperature during the summer
Tcmin = Minimum concrete temperature during the winter
CTEc = Concrete coefficient of thermal expansion
For Tcmax = 120 F, Tcmin = 20 F, CTEc = 0.000005 in./in./F, L = 200 ft (2400 in.)
dLtemp = (120 - 20) x (0.000005) x (2400) = 1.20 in.
CONCRETE CREEP-ASSOCIATED PTSECTION END MOVEMENT
Creep is the long-term shortening of concrete subjected to sustained stress. In the case of a
PPCP system, the sustained stress is due to the effective prestress along the length of the PTS.
The concrete strain, CSc, due to creep is typically computed as follows:
CSc = Cu x (Pend + Peffective)/2 x (1/Ec)
Where:
Cu = Ultimate concrete creep coefficient
The Cu value is dependent on the hardness and gradation of the concrete aggregates, cement
content, water/cementitious materials ratio, curing environment, and age at time of sustained
stress application. A Cu value of 2.5 is recommended.
For Pend = 300 lbf/in2, Peffective = 150 lbf/in2, and Ec = 4,000,000 lbf/in2,
CSc = 140 millionth in./in.
The PTSection total end movement (total for both ends), dLcreep, due to creep, is computed as
follows:
dLcreep = CSc x L
For L = 200 ft (2400 in.) and CSc of 140 millionth in./in. computed above,
dLc = (140/1,000,000) x 2400 = 0.30 in.
The effect of panel-base friction is ignored as the concrete creep takes place gradually over
many years.
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C-2

CONCRETE SHRINKAGE-ASSOCIATED PTSECTION END MOVEMENT

Concrete shrinkage is a property of a specific concrete mixture and is dependent on the
water/cementitious materials ratio, aggregate type, and curing environment. Long-term
shrinkage of concrete may range from 300 to 600 millionth in./in., depending on the drying
environment - one-sided drying versus multiple-sided drying and the concrete dimensions. For
precast concrete panels, it is expected that a significant amount of drying shrinkage will take
place during storage at the plant or the project site. The storage period may range from a few
weeks to several months. In addition, after installation, the concrete panels exhibit shrinkage
mostly in the upper 2 to 3 in. (50 to 75 mm) of the panel. The rest of the panel remains moist
enough (high relative humidity) and does not exhibit significant long-term drying shrinkage. For
computation of the PTSection end movements, a reasonably conservative average drying
shrinkage value, DS, of about 200 millionth in./in. is recommended. Using this value, the total
slab end movement (both ends), dTshrinkage, is computed as follows:
dTshrinkage = DS x L
For DS = 200 millionth in./in. and L = 200 ft (2400 in.),
dTshrinkage = (200/1,000,000) x 2400 = 0.48 in.

The effect of panel-base friction is ignored as the concrete drying shrinkage takes place
gradually over many years.
TOTAL PTSECTION END MOVEMENTS
The total long-term PTSection end movement (both ends), dLtotal, is the sum of the individual
slab end movements computed as shown above.
dLtotal = dLtemp + dLcreep + dLshrinkage
For the example values used above, the dLtotal, for a PTSection length of 200 ft is:
dLtotal = 1.20 + 0.30 + 0.48 = 1.98 in.
Allowing for a minimum joint width, dLmin, of 0.5 in. for the first summer, joint width parameters
will be as follows for the example used:
1. Minimum joint width during the first summer: dLmin = 0.5 in.
2. Long-term minimum joint width: dLmin + dLcreep + dLshrinkage = 1.28 in.
3. Maximum joint width: dLmin + dLtot = 2.48
The joint width change over the long term is illustrated in Figure C-1.
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C-3

Maximum Joint Width
Joint Width
3.0 in.
Yearly Joint Width Variation
0.5 in.
Long-Term Opening due to

Creep and Shrinkage
Minimum Joint Width

Age
Figure C-1. Long-term joint width changes.
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C-4

APPENDIX D: CALPPCP USER GUIDE
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D-1

INTRODUCTION
The Precast Prestressed Concrete Pavement (PPCP) design utility is a self-contained Microsoft
Excel based spreadsheet that is designed specifically for use by Caltrans to design PPCP
systems. The software utility, referred to as CalPPCP, has the following four modules:
1.
2.
3.
4.
Module 1: Baseline JCP thickness design using HDM 620

Module 2: Required effective prestress computation
Module 3: Prestressing system design
Module 4: Expansion joint movement computation
In general, the inputs are either embedded in the drop-down lists as in Module 1 or are required
to be input in cells highlighted in light green. The other cells that contain a value are computed
results and are protected from accidental modification from users.
The finite element analysis software program, ILSL2, included with CalPPCP, has to be placed
in the same folder as the EXCEL spreadsheet for CalPPCP. Only the EXCEL spreadsheet and
Program ILSL2 are required.
The CalPPCP EXCEL spreadsheet contains macros and they need to be enabled so that the
utility spreadsheet can function properly.
CALPPCP MODULE 1: BASELINE JCP THICKNESS DESIGN USING HDM 620
Module 1 generates a baseline thickness design for a jointed concrete pavement based on the
project specific traffic and site conditions. A database incorporating the HDM 620 catalog
design tables is embedded in CalPPCP utility. Similar to the catalog tables, Module 1 requires
the following input from pull-down lists (as shown in Figure D-1):
1. Climatic region (one of 8) regions
2. Subgrade (Type I or type II)
3. Traffic Index (from 9 to 18)
4. Lateral support (widened outside lane or tied concrete shoulder) (Yes or No)
Cast-In-Place (CIP) Baseline Design Based on HDM 620
Inputs:
Climatic Region
Subgrade
Traffic Index
With Lateral Support
Outputs:
Thickness
(ft)
(in.)
JPCP
1.15
14
Base
0.5
6
Subbase
0.7
8.4
Note: JPCP thickness is rounded up to the nearest half inch.
Pavement Structure
Figure D-1 - Baseline JCP Thickness Design using HDM 620
After the user select from the pull-down list, the table on the right side will update automatically
to provide the following output for a jointed concrete pavement for the design features selected:
1. Concrete slab thickness (rounded to nearest 0.5 in.)
2. Base thickness
3. Subbase thickness
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D-2

The concrete slab thickness is the baseline thickness to be used for the design of a PPCP that
would provide performance equivalent the baseline jointed concrete pavement.
CALPPCP MODULE 2: REQUIRED EFFECTIVE PRESTRESS COMPUTATION
Module 2 determines the effective midsection prestress needed to for a range of PPCP panel
thickness (from 6 inches to 12 inches) that would result in the PPCP providing an equal
structural performance compared to the baseline jointed concrete pavement. The performance
equivalency is based on the assumption that if the stresses in the two systems (baseline jointed
concrete pavement and the PPCP) are similar, the structural performance will be similar. As
such, it is assumed that the cracking distress development over the design life will be similar for
the two systems. The faulting distress development at expansion joints in the PPCP is not
considered to be critical because of the fewer expansion joints used and the use of stabilized
base.
Figure D-2 shows a screenshot of this module. As described earlier, the cells highlighted in light
green can accept project specific inputs. The cells under CIP Slab Dimension are automatically
updated based on the outputs from Module 1 and so is the Distance to Edge (CIP), which is 0
for 12-ft wide slab and 2 for widened slab.
After the project specific inputs are entered in the light green cells, click the "Analyze" button.
Input files with the project specific inputs will be generated for the ILSL2 and the ILSL2 will be
called to process those input files. This will take a few seconds. After the analysis is complete,
the results from the ILSL2 outputs will be summarized automatically in the output chart and
table
Required Effective Prestress Computation
Outputs:
(psi)
4.E+06
Flexual Strength
(psi)
725
Unit
Value
(ft)
(ft)
(in.)
15
12
14
(ft)
(ft)
250
12
(kip)
(psi)
(ft)
(ft)
18
100
0
0
Poisson's Ratio
Unit Weight
CTE
Environmental Loading
Design Temperature Differential
Subgrade Property
Modulus of Subgrade Reation
800
Bottom Tensile Stress (psi)
ILSL2 Inputs:
Variables
CIP Slab Dimension
Length (Joint Spacing)
With Lateral Support
Thickness
PPCP Panel Dimension
Post-Tensioned Length
Width
Truck Loading
Design Axle Load
Tire Pressure
Distance to Edge (CIP)
Distance to Edge (PPCP)
Concrete Properties
Modulus of Elasticity
Zero T Differential
700
10 degF Differential
600
Baseline CIP Stress
500
400
300
200
100
0
6
Analyze
(microstrain/F)
PPCP Thickness (in.)
10
(pci)
500
10
11
12
Required Mid-Slab Effective

Prestress (EP) (psi)
Criterion 1 Criterion 2 Criterion 3
0.087
6
(F)
D-3
Design EP
(psi)
6
7
315
196
314
195
100
100
315
196
8
9
10
11
12
113
52
6
-29
-58
112
51
6
-30
-58
100
100
100
100
100
113
100
100
100
100
Figure D-2 - Required Effective Prestress Computation
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13
Thickness (in.)
0.2
(lbf/in3)
14
15

CALPPCP MODULE 3: PRESTRESSING SYSTEM DESIGN

This module establishes the prestressing system requirements. The key primary inputs are:
1. Posttensioning section length
2. Tendon size and spacing
3. Panel thickness (a range of panel thickness considered)
Figure D-3 show a screenshot of this module. Same as other modules, the cells highlighted in
light green can take inputs from users. The column "At MidSpan" provides available effective
prestress for different PPCP thickness. Conditional formatting is used to highlight satisfactory
designs in green. Tendon Spacing can be adjusted manually to obtain the maximum tendon
spacing that satisfies the effective prestress requirement.
Prestressing System Design
Inputs:
Concrete and Tendon Property
Value
Tendon Ultimate Strength (psi)

Tendon Elastic Modulus (psi)
Tendon Area (in.2)
Tendon Wobble Coefficient
Design Tendon Strength Factor
Concrete Shrinkage Strain (in./in.)
Ss
Es
a
K
DSs
Concrete Creep Stain (in./in.)

Concrete Strain (Shrinkage and Creep)
Steel Relaxation Coefficient
Jacking Force per Tendon (lbf)
Wedge Seating (in.)
Tendon Spacing (in.)
270,000
28,000,000
0.217
0
0.8
0.000200
cu
Fjack
SS
0.000075
0.000275
4.0%
46,872
0.25
18
Prestress Losses
Type of Loss
Strand Friction (lbf)
Concrete Shrinkage and Creep (lbf)
Steel Relaxation (lbf)
Wedge Seating (lbf)
Total Loss (lbf)
Final End Prestress Force (lbf)
Value
0
1,671
1,875
506
4,052
42,820
Long-Term Effective Prestress

PPCP Thickness (in.) At End
(psi)
6
396
340
7
8
297
9
264
238
10
216
11
12
Panel/Base Friction
Coefficient of Friction
Frictional Stress (psi)
0.6
78
198
At MidSpan
(psi)
318
262
219
186
160
138
120
Note: Prestressing designs highlighted in green

satisfy effective prestressing requirement.
Figure D-3 -Prestressing System Design
CALPPCP MODULE 4: EXPANSION JOINT MOVEMENT COMPUTATION

Module 4 computes the expansion joint movement. The primary key variables considered are
(as shown in Figure D-4):
1. Maximum concrete temperature (summer month)
2. Minimum concrete temperature (winter month)
3. Concrete temperature at time of installation
4. Minimum allowable expansion joint width (typically, 0.50 in. (13 mm))
Expansion Joint Movement Computation
Inputs:
Variables
Maximum Concrete Temperature
during Summer
Minimum Concrete Temperature
during Winter
Temperature at Installation
Minimum Allowable Joint Width
Maximum Allowable Joint Width
Unit
(F)
Value
90
(F)
30
(F)
(in.)
(in.)
70
0.5
3.0
Type of Movement
Temperature-Associated
Shrinkage & Creep
Total End Movements
(in.)
Unit
Value
1.08
(in.)
2.41
(in.)
0.86
0.825
Maximum Joint Width

Joint Width at Time of
Installation
1.91
Figure D-4 -Expansion Joint Movement Computation
This module provides outputs as follows:

1. Maximum joint width
2. Joint width to be set at time of installation
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D-4

Precast - Pavement - Final - Design - Methodology CALTRANS PDF

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FUGRO CONSULTANTS, INC.

TASK ORDER NO. 56A0315-003

Report Prepared for:

Report Prepared By:

FUGRO CONSULTANTS, INC.

December 31, 2012

Mr. Mehdi Parvini

Final Report, Proposed Process for Design of Precast Concrete Pavements

Dear Mr. Parvini:

Shiraz Tayabji, PhD

Farid Motamed, G.E.

State of California, Department of Transportation

State of California, Department of Transportation

PROPOSED CALTRANS PRECAST CONCRETE PAVEMENT

DESIGN OF JOINTED PCP SYSTEMS .................................................

DESIGN OF PPCP SYSTEMS ...............................................................

ROUTES 710, 5 AND 405 APPLICATIONS ...........................................

State of California, Department of Transportation

CONSIDERATION OF PCP DESIGN FEATURES .................................

SUMMARY AND RECOMMENDATIONS ...............................................

State of California, Department of Transportation

Recommended Design Criteria for Jointed PCP Systems (R = 90%) .....................

Concrete Pavement truck Loading Conditions ........................................................

DARWIN-ME BASELINE DESIGN INPUT DATA

PRESTRESS LOSS COMPUTATION

EXPANSION JOINT WIDTH MOVEMENT COMPUTATION

CALPPCP USER GUIDE

State of California, Department of Transportation

State of California, Department of Transportation

1. Concrete thickness and precast panel size

State of California, Department of Transportation

Original concrete service life of 40+ years;

State of California, Department of Transportation

State of California, Department of Transportation

State of California, Department of Transportation

State of California, Department of Transportation

CONCRETE PAVEMENT DESIGN PROCESS

State of California, Department of Transportation

CALTRANS HDM CONCRETE PAVEMENT DESIGN PROCESS

State of California, Department of Transportation

PRECAST CONCRETE PAVEMENT DESIGN CONSIDERATIONS

State of California, Department of Transportation

State of California, Department of Transportation

PROPOSED CALTRANS PRECAST CONCRETE

DESIGN CRITERIA FOR JOINTED PCP SYSTEMS

State of California, Department of Transportation

Spalling (length, severity)

Materials Related Distress

Surface Texture - Friction

Long lasting, FN > 35

Surface Texture - Noise

No criteria available, but surface should

DESIGN CRITERIA FOR PPCP SYSTEMS

State of California, Department of Transportation

State of California, Department of Transportation

Step 4: Compute expansion joint width parameters.

State of California, Department of Transportation

Structural Design of PPCP

Prestressing System Design

Expansion Joint Design

Baseline CIP Design Based on

ILSL2 FEM Analysis to Determine