ABSTRACT
Concrete pavements have been widely used for important, heavy duty highways and airports. However, they also have an important place in lighter duty applications, such as city streets, local roads, and parking lots. For these applications, the long-term durability and reduced maintenance costs of concrete pavements may be highly attractive, as well as reducing lighting requirements at night and reducing heat buildup in warm climates. Concrete pavements with textured, patterned, or colored concrete may also be integrated into the landscape and architecture of neighborhoods to improve aesthetics. However, for lighter duty pavements the complex methods used for high-
ways and airports would be overkill. Moreover, although the AASHTO 1993 design procedure could be used for these pavements, light duty pavements were not well represented in the AASHO Road Test data used to develop the method. Furthermore, Huang (2004: 582-583) notes that the use of the AASHTO 1993 method may produce dangerously unconservative results for light duty pavements. In order to develop appropriate light duty pavement designs, ACI Com-
mittees 325 and 330 applied the PCA 1984 method to develop simple design tables. Also, the ACPA developed StreetPave design software to design these types of pavements. ACPA has also developed Design of Concrete Pavements for City Streets, Information Series IS184P (ACPA 1992b). This chapter contains pavement design tables for parking lots, streets,
and local roads, generated using StreetPave. These are similar to the ACI 325.12R-02 and ACI 330R-01 tables. Because light traffic pavements are reasonable applications for pervious concrete pavements, design tables for pervious concrete are also provided. Concrete intersections are also discussed. These are often used to replace
asphalt intersections that exhibit rutting and other deterioration. Rutting is more likely with stopped or slowly moving heavy vehicles. Concrete bus stops may be used for the same reason. Project quality control and opening the pavement to traffic may be on
the basis of compressive strength, even though the pavement is designed
on the basis of flexural strength. Various correlations between flexural and compressive strength are proposed by ACI Committee 325 (2002), ACI Committee 330 (2001), and the ACPA (1997). For intersections, the pavement may generally be opened to traffic once the concrete has achieved a flexural strength of 3 MPa (450 psi) or a compressive strength of 17 MPa (2,500 psi) (ACPA 1997: 23).
