1、3535787 0223767 LbT m c . .y TM 5-824-3 be c6 J, AFM 88-6, CHAP. 3 /- TECHNICAL MANUAL AIR FORCE MANUAL RIGID PAVEMENTS FOR AIRFIELDS OTHER THAN ARMY I This copy is a reprint which includes current pages from Changes 3-2. I OEPARTMENTS OF THE ARMY, AND THE AIR FORCE i DECEMBER 1970 Provided by IHSNo
2、t for ResaleNo reproduction or networking permitted without license from IHS-,-,-W 3535789 0223968 OTb m a - c2 TECHNICAL MANUAL NO. 5-824-3 AIR FOFCE MANUAL No. 88-6, Chapter 3 *TM 5-824-3 *AFM 88-6, Chap. 3 DEPAnIMENTS OF THE ARMY AND THE AIR FORCE Washington, D.C., ? Decenbr 1970 RIGID PAVEMENTS
3、FOR AIRFIELDS OTHER THAN ARMY Paragraph Section 1. General Purpose 1 Scope 2 General 3 .Definitions and Symbols 4 Subgrade . 5 Evaluation of Subgrade Reaction 6 Base Courses . 7 Base-Course Materials 8 Concrete Quality . 9 Concrete Stresses 10 . 11 Pavement Thickness Joints, Joint Spacing, and JDint
4、 Sealing . 12 Basis of Design 13 14 a* Section 2. Overlay Pavements Preparation of Existing Pavement . Rigid Overlays on Rigid Pavement . IS Overlay on Composite Pavements 16 Nonrigid Overlay on Rigid Pavement . 17 Rigid Overlay on Flexible Pavement, and Rigid Overlays in Frost Regions 18 Examples o
5、f Overlay Design . 19 Application 20 Reinforcement to Control Pavement Cracking . 21 Reinforced Rigid Pavements in Frost Areas 22 Reinforcement to Reduce Pavement Thickness . 23 Reinforcement Steel 24 Joints, and Joint Sealing 25 Section 3. Reinforced Rigid Pavements Section 4. Rigid Pavement Inlays
6、 General 26 Appendix I. References Page 2 2 2 3 4 6 6 10 a 11 11 11 13 27 27 28 29 29 32 32 32 34 38 39 42 44 46 50 * This manual supersedes TM 5-824-3/AFM 88-6, Chapter 3, 5 January 1970. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-m 3535789 022
7、39b9 T32 m c a TM 5-824-3/AFM 88-6, Chap. 3 SECTION 1. GENERAL. 1. PURPOSE. This manual presents procedures for pavements, and overlay pavements that incorporate the overlay or the base pavement. c2 r( design of airfield rigid rigid pavements in either 2. SCOPE. This manual is applicable to Air Forc
8、e and Air National Guard airfields, and to civil airfields where the Air Force or the Air National Guard is a tenant. 3. GENERAL. rigid pavements, (b) rigid overlay of existing rigid pavement, (c) nonrigid overlay of existing rigid pavements, (d) rigid overlay of existing flexible pavements, and (e)
9、 reinforced rigid pavements. Design procedures are presented in this manual for (a) plain a. Design Loadings. This manual is limited to airfield overlay and rigid pavement design requirements for military aircraft. design load curves are generally confined to the current light-load, medium- load, an
10、d heavy-load pavement designs as established by the United States Air Force. The details of the design loadings for these three types of pavement load designs are presented in TM 5-824-1/AFM 88-6, Chapter 1. usually will specify the design loadings for the military airfield pavement to be constructe
11、d, to show which of the design load curves, light, medium, or heavy, is applicable. For special conditions or specific aircraft load- ings not considered applicable to the standard design curves, appropriate design curves are available and should be obtained from HQDA (DAEN-MPE-T), WASH DC 20314 or
12、HQ USAF/PREES WASH DC 20332, Air National Guard aircraft loading requirements are prescribed in AFM 86-4, Part 9, Reserved Forces Facility Requirements Supplement. Discussions and Directives * * c: 7 b. Design Factors. The procedures in this manual express concrete slab thickness in terms of three p
13、rincipal factors: stated in the design directive); (2) subgrade or base-course modulus; and (3) concrete flexural strength. The design charts are based on the theoreti- cal analyses of Westergaard supplemented by modifications based on small- scale model tests, full-scale accelerated traffic tests,
14、and observation of pavement behavior under service conditions. Subgrade moduli and concrete strengths normally depend upon many factorsthat are difficult to evaluate. The values for use in design should be determined after the designer has studied all applicable previous tests on representative soil
15、s and concrete, and has considered all reliable information concerning the records of per- formance of similar construction. All such tests and experience records, however, will be considered as supplementing rather than substituting for (1) design load (generally * * prtmary testing. 2 Provided by
16、IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TM 5-824-3/AFM 88-6, Chap. 3 4. manual. DEFINITIONS AND SYMBOLS. The following terms and symbols apply in this a. Definitions. base pavement: The existing pavement on which an overlay is to be placed. CE 55 maximum
17、 density: The measure of soil density described in Test Method 100 of Military Standard MIL-STD-621. nonrigid pavement or nonrigid overlay: Pavement or overlay consist- ing of coarse and fine aggregates bound together by some binding material other than portland cement. or without base course. The o
18、verlay pavements have little or no flexural strength . These pavements may be bituminous concrete with overlay: Rigid or nonrigid pavement constructed on top of a base pavement to increase the load-carrying capacity of the section. overlay, all-bituminous : A nonrigid overlay consisting entirely of
19、bituminous concrete. overlay, flexible: A nonrigid overlay having an aggregate base comse, covered by bituminous concrete. rigid pavement or rigid overlay: A portland cement concrete pavement or overlay. Types A, B, C, and D traffic areas: See definitions in TM 5-824-1/ AFM 88-6, Chapter 1. b. Symbo
20、ls: The symbols used and described more fully in the discussion of this manual are as follows: Ap A, C CBR Cross-sectional area of pavement in square inches, per foot of pavement width or length. Cross-sectional area of steel, in square inches, per foot of pavement width or. length, for reinforced c
21、oncrete pavements. Coefficient describing condition of the existing pavement. C is 1.00 when base pavement is in good condition with very few or no structural cracks. few initial cracks due to loading, but no progressive cracking. C is 0.35 when base pavement is badly cracked. C is 0.75 when base pa
22、vement has a California Bearing Ratio, determined by Method 101 in Military 3 Standard MIL-STD-621. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-D 3535789 0221771 690 M .- yc ISd HL3N3l.S lVnX3lj FIGURL 1 7* Provided by IHSNot for ResaleNo reprodu
23、ction or networking permitted without license from IHS-,-,-= 3535789 0223975 23b * TM 5-824-3/,4FM 88-6, Chap. 3 NI SS3NW31Hl lN3W3AVd m N m 8 FIGURE 2 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TX 5-824-3/AFM 88-6, Chap. 3 NI SS3NU31H1 lN3W3AVd
24、 O a t 0“ a d 3 a a O O 8 O +) I- IC 8 o o O O O a O O t ISd HL3N3Lil.S lVYnX31d FIGURE 3 9 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-3515789 0223977 O09 * TI4 5-824-3/AFH 88-5 CSZ;. 3 c2 . .- 9 LL FIGURE 4 i2 P Provided by IHSNot for ResaleNo
25、reproduction or networking permitted without license from IHS-,-,-m 3515789 0221981 53T m . .ci -.-.I -.-i c2 TM 5-824-3/AFM 88-6, Chap. 3 -.+,y .-a 1 various traffic areas on an airfield. ?)pe B, Type C and Type D, and they are shown on the design charts. Pavement thickness may be modified within n
26、arrow limits by use of reinforcing steel as discussed in the paragraphs titled REINFORCED RIGID PAVEMENTS IN FROST AREAS and REINFORCEMENT To REDUCE PAVEMENT THICKNESS,. hereinafter. The dashed lines * with wheel ar gear loads shown in figures 1 through 3a are for desim of wash- racks, hangar floors
27、 and hangar access aprons as explained in TM 5-824-1/AFM 88-6, Chap. 1. When two types of traffic areas are adjacent, the transition from one thickness to another will occur across the full width of the paving lanes. niese areas are designated as Type A, See figures 5 and. 6. * 12. crete pavements t
28、o permit contraction and expansion of the rigid concrete under the action of temperature and moisture changes, to relieve warping and curling stresses due to temperature differential, to prevent unsightly irregular breaking of the pavement, and as a construction expedient to sepa- rate sections or s
29、trips of concrete pavement placed at different times. The three general types of joints, contraction, construction, and expansion, are discussed in the following subparagraphs. JOINTS, JOINT SPACING, AND JOINT SEALING. Joints are provided in con- See also figure 7 a. Contraction Joints. Contraction
30、or weakened-plane (d-y) joints are provided to control contraction cracking and to limit the curling or warping stresses induced by temperature and moisture changes in the pavement. Some relief from expansion forces is afforded by this type of joint since initial shrinkage of the concrete, which usu
31、ally breaks the concrete at the groove, or weakened plane, opens the joint slightly and provides space for subsequent expansion. Instructions regarding use of sawed joints , fiberboard fillers , and prefabricated metal form fillers in providing contraction joints are contained in Guide Specification
32、 CE-02611 and in TM 5-822-7/m 88-6, Chap. 8. (1) Depth of Groove. nie minimum effective depth of groove for dummy joints generally will be 1/6 of the pavement thickness, but not less than the maximum nominal size of aggregate used. has been found to be insufficient to produce the desired fracturing
33、in the joint, the depth of groove will be increased to 1/4 of the pavement thick- ness, or greater, as necessary to assure proper functioning of the joints. However, where this depth (2) Width of Groove. The width of groove will conform to dimensions given in Department of the. Army, Corps of Engine
34、ers, Guide Specification CE-O2611 for contraction joints and as shown on figures 8 and 9. (3) Spacing of Transverse Joints. Transverse dummy joints will be constructed across each paving lane, perpendicular to the centerline, at intervals of not less than 12-1/2 feet and generally not more than 25 f
35、eet. The joint spacing will be made uniform throughout any major paved area. joint will be straight and continuous from edge to edge of the paving lane Each Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-D 3515789 0221982 476 Tbl 5-824-3/AFM 88-6,Ch
36、ap. 3 - - TYPICAL CROSS SECTION HEAVY LOAD DESIGN APRON TAXIWAY PARKING APRON - 25 - 25 25 - TRANSITION UNK THICK. TRANSITION SECTION SECTION SECTION - 1 ;IT SECTION A-A APRON TAXIWAY ALONG APRON FRONT EDGE TRANSITION I l I I SECTION 1 SECTION 8-8 PR IM ARY TAX I WAY LONG STRAIGHT SECTIONS SECTION C
37、-C CONNECTING TA XIWAY CONNECTING RUNWAY 300 TAX I WAY i. 20:1 20,_225. I 2s - - 25 . 2s -I - 2s - - 25 - - 2s - 25 - .ZS; 20- I TRANS. SECT. c h h SECTION 0-0 FIRST 500 -FOOT RUNWAY END RUNWAY 300 25 -L 25 1- 25 ,i 25 _ 25 -22.5 1 1- TRANS. SECT. : = “U *,*-. $-/. weather, since the initial volume
38、of the concrete on hardening will be at or near the maximum. joints may be used in pavements less than 10 inches thick. However, for concrete placed during cold weather, expansion (a) Longitudinal expansion joints within pavements will be of the thickened-edge type (see figures 8 and 9). tudinal exp
39、ansion joints because the greater tendency for differential expan- sion and contraction parallel with the joints may develop undesirable localized strains and possibly failure of the concrete, especially near the corners of s labs at trans-Jerse joints. Dowels are not recommended in longi- (b) Trans
40、verse expansion joints within pavements will be the doweled type (see figures 8 and 9). mere may be instances when it will be desirable to allow some slippage in the transverse joints,-such as at the intersection of pavements at right angles to each other, to prevent the ex- pansion of one pavement
41、from distorting the other. In these instances the .transverse expansion joints will be designed as thickened-edge free joints as discussed in the preceding subparagraph Thickened-Edge-Type Joints. e. Juncture Between Rigid and Flexible Pavements. (1) Experience has shown that under aircraft traffic,
42、 objectionable roughness often develops at the juncture of a rigid and a flexible pavement, This roughness generally takes the on of a definite subsidence of the flexible materials immediately adjacent to the juncture and may be attributed to the inability of normal construction methods to provide t
43、he necessary compaction at this location. In signed buried rigid-slab-type juncture will be provided. The specially con- stnicted juncture is intended for critical traffic areas or in areas where even slight deviations from design grade are objectionable. Specifically, the juncture will be incorpora
44、ted where rigid pavement joins flexible pavement .*a +- I /. * i- “: q.+ .-. ,. c.:.-“ .-W ,-. . .-3 *?: existing pavements for the following conditions: .:is;i (1) When load transfer devices (keyways or dowels) or a thickened edge were not provided at the free edge of the existing pavement. (2) Whe
45、n load transfer devices were provided at the Eree edge of the existing pavement but do not meet the design requirements for the new pavement. (3) For transverse (dwumy) contraction joints when removing and re- (4) For longitudinal construction joints when removing and replacing placing slabs in an e
46、xisting pavement. slabs in an existing pavement if the existing load transfer devices are dam- aged during the pavement removal. (5) Any other location where it is necessary to provide load trans- fer for the existing pavement. 3 -1 “he special joint design will not be used when a new pavement joins
47、 an exist- ing pavement that is grossly inadequate to carry the design load of the new pavement or if the existing pavement is in poor structural condition. If the existing pavement evaluates for a load 75 percent or less of the new pavement design load, no special effort should be made to provide l
48、oad transfer for the edge of the old pavement. In these cases, if load transfer devices were 26 . . - .- - - . i. . - . ., -.-irr“ I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-3535789 0223994 198 TM -8 I - 3/AW 8-6, Chap. 3 provided thickened ed
49、ge design for the new pavement. Otherwise, the new pavement will simply be designed with a thickened edge at the juncture. desigq shown in figures 8 and 9 will be used in lieu of drilling and grouting dowels in the existing pavement for load transfer. in the existing pavement they will be used at the juncture with a nie special joint
