J. P. Covarrubias, Pelayo Del Rio, F. Mu, S. Sullivan
Rigid pavements traditionally have been designed using either empirical or mechanistic-empirical methodologies. Historically, common design methods included AASHTO (1993 and 2008) and the PCA Method (now known as Street Pave or Pavement Designer). These design methods were calibrated using a relatively limited number of pavements with slab dimensions of 12ft (3.5m) wide and 15ft (4.5m) long, different traffic levels, local climate conditions and materials and construction practices from the era of the testing. In addition to these methods, modern methods including bonded and unbonded concrete overlays and slabs with optimized geometry are becoming increasingly common. While historical methods might provide appropriate designs for certain geometries (slabs sizes), applications and locations like those to which they were calibrated, the appropriateness of their application should be in question (e.g., AASHTO 93’s limit of testing to a certain amount of ESALs and climatic conditions). Mechanistic performance methods allow the incorporation of new materials and conditions, but understanding the mechanistic principle that the method is trying to extrapolate and the resulting failure mode of this new condition is an important consideration. This paper contrasts historical and modern rigid pavement design methods and their results, with an emphasis on illustrating when historical designs might yield unconservative and possibly dangerous or incorrect designs because of their lack of consideration of comprehensive performance models.
{"title":"Understanding the Value of Comprehensive Material, Performance Models and Real Failure Modes in Modern Rigid Pavement Designs","authors":"J. P. Covarrubias, Pelayo Del Rio, F. Mu, S. Sullivan","doi":"10.33593/4az3zzks","DOIUrl":"https://doi.org/10.33593/4az3zzks","url":null,"abstract":"Rigid pavements traditionally have been designed using either empirical or mechanistic-empirical methodologies. Historically, common design methods included AASHTO (1993 and 2008) and the PCA Method (now known as Street Pave or Pavement Designer). These design methods were calibrated using a relatively limited number of pavements with slab dimensions of 12ft (3.5m) wide and 15ft (4.5m) long, different traffic levels, local climate conditions and materials and construction practices from the era of the testing. In addition to these methods, modern methods including bonded and unbonded concrete overlays and slabs with optimized geometry are becoming increasingly common. While historical methods might provide appropriate designs for certain geometries (slabs sizes), applications and locations like those to which they were calibrated, the appropriateness of their application should be in question (e.g., AASHTO 93’s limit of testing to a certain amount of ESALs and climatic conditions). Mechanistic performance methods allow the incorporation of new materials and conditions, but understanding the mechanistic principle that the method is trying to extrapolate and the resulting failure mode of this new condition is an important consideration. This paper contrasts historical and modern rigid pavement design methods and their results, with an emphasis on illustrating when historical designs might yield unconservative and possibly dangerous or incorrect designs because of their lack of consideration of comprehensive performance models.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131166966","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Skid resistance and surface friction of pavements is an essential consideration in pavement performance and traffic safety. The British pendulum tester (BPT) is widely used to measure the skid resistance of pavements worldwide both in the field and laboratory. Diamond grinding and grooving is a commonly used surface rehabilitation technique for concrete pavements to improve their surface friction. At the laboratory scale, polishing of concrete pavement surfaces by diamond grinding and grooving using the three-wheel polishing device creates a smaller available test area compared to the test area required by the standard test method for the British pendulum test. This study presents a modified test method for the use of BPT on diamond ground surfaces with small test areas. To evaluate the feasibility of this method, the effect of different levels of polishing on the BPT measurements were analyzed. Results suggest that the BPT using the modified method described in this study is not a reasonable tool to evaluate the skid resistance of diamond ground surfaces at the laboratory scale.
{"title":"Feasibility of Using British Pendulum Tester to Evaluate Laboratory Sized Diamond Ground Surfaces","authors":"S. Komaragiri, Armen N. Amirkhanian","doi":"10.33593/rcpxbenz","DOIUrl":"https://doi.org/10.33593/rcpxbenz","url":null,"abstract":"Skid resistance and surface friction of pavements is an essential consideration in pavement performance and traffic safety. The British pendulum tester (BPT) is widely used to measure the skid resistance of pavements worldwide both in the field and laboratory. Diamond grinding and grooving is a commonly used surface rehabilitation technique for concrete pavements to improve their surface friction. At the laboratory scale, polishing of concrete pavement surfaces by diamond grinding and grooving using the three-wheel polishing device creates a smaller available test area compared to the test area required by the standard test method for the British pendulum test. This study presents a modified test method for the use of BPT on diamond ground surfaces with small test areas. To evaluate the feasibility of this method, the effect of different levels of polishing on the BPT measurements were analyzed. Results suggest that the BPT using the modified method described in this study is not a reasonable tool to evaluate the skid resistance of diamond ground surfaces at the laboratory scale.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131186883","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Lucio Salles de Salles, L. Khazanovich, Jose Tadeu Balbo
Transversal shrinkage cracks are allowed to develop freely at the slab’s surface of continuously reinforced concrete pavements (CRCP). It is commonly believed that cracking pattern significantly affects CRCP performance: small crack spacing (cluster cracking) is considered to be problematic due to the higher potential for cracks intersection and punchout development whereas large crack spacing can be detrimental for load transfer efficiency (LTE) at the crack due to the development of wider cracks. The Mechanistic-Empirical Pavement Design Guide (MEPDG) procedure for prediction of critical structural responses in CRCP is based on ISLAB2000 finite element model with constant crack spacing and equal LTE for every crack. The critical stresses are assumed to be at the top of the CRCP surface mid-distance between the cracks. However, results of experimental studies suggested that this model may not adequately describe CRCP’s structural behavior. This paper presents a re-evaluation of the procedure for critical stress predictions. A finite element model with a variable crack spacing was developed. Different load positions, thermal differentials, crack LTE levels, axle types and voids were also simulated. Results point out that the location of critical stresses depends on many parameters, including crack spacing, magnitude of temperature gradients, type of axle load and presence or not of voids. Therefore, other modes of punchout initiation, currently not taken into account in the MEPDG, should be considered in the design process.
{"title":"Re-evaluation of continuously reinforced concrete pavement structural model","authors":"Lucio Salles de Salles, L. Khazanovich, Jose Tadeu Balbo","doi":"10.33593/229tmocd","DOIUrl":"https://doi.org/10.33593/229tmocd","url":null,"abstract":"Transversal shrinkage cracks are allowed to develop freely at the slab’s surface of continuously reinforced concrete pavements (CRCP). It is commonly believed that cracking pattern significantly affects CRCP performance: small crack spacing (cluster cracking) is considered to be problematic due to the higher potential for cracks intersection and punchout development whereas large crack spacing can be detrimental for load transfer efficiency (LTE) at the crack due to the development of wider cracks. The Mechanistic-Empirical Pavement Design Guide (MEPDG) procedure for prediction of critical structural responses in CRCP is based on ISLAB2000 finite element model with constant crack spacing and equal LTE for every crack. The critical stresses are assumed to be at the top of the CRCP surface mid-distance between the cracks. However, results of experimental studies suggested that this model may not adequately describe CRCP’s structural behavior. This paper presents a re-evaluation of the procedure for critical stress predictions. A finite element model with a variable crack spacing was developed. Different load positions, thermal differentials, crack LTE levels, axle types and voids were also simulated. Results point out that the location of critical stresses depends on many parameters, including crack spacing, magnitude of temperature gradients, type of axle load and presence or not of voids. Therefore, other modes of punchout initiation, currently not taken into account in the MEPDG, should be considered in the design process.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130103749","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
O. Kaya, Leela Sai Praveen Gopisetti, H. Ceylan, Sunghwan Kim, B. Cetin
The AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) pavement performance models and the associated AASHTOWare pavement ME design (PMED) software are nationally calibrated using design inputs and distress data largely obtained from National Long-Term Pavement Performance (LTPP) to predict Jointed Plain Concrete Pavement (JPCP) performance measures. To improve the accuracy of nationally-calibrated JPCP performance models for various local conditions, further calibration and validation studies in accordance with the local conditions are highly recommended, and multiple updates have been made to the PMED since its initial release in 2011, with the latest version (i.e., Ver. 2.5.X) becoming available in 2019. Validation of JPCP performance models after such software updates is necessary as part of PMED implementation, and such local calibration and validation activities have been identified as the most difficult or challenging parts of PMED implementation. As one of the states at the forefront of implementing the MEPDG and PMED, Iowa has conducted local calibration of JPCP performance models extending from MEPDG to updated versions of PMED. The required MEPDG and PMED inputs and the historical performance data for the selected JPCP sections were extracted from a variety of sources and the accuracy of the nationally-calibrated MEPDG and PMED performance prediction models for Iowa conditions was evaluated. To improve the accuracy of model predictions, local calibration factors of MEPDG and PMED performance prediction models were identified and gained local calibration experiences of MEPDG and PMED in Iowa are presented and discussed here to provide insight of local calibration for other State Highway Agencies (SHAs).
{"title":"Iowa Experience on Local Calibration of AASHTOWare Pavement ME Design (PMED) for Jointed Plain Concrete Pavements","authors":"O. Kaya, Leela Sai Praveen Gopisetti, H. Ceylan, Sunghwan Kim, B. Cetin","doi":"10.33593/15qh6j2a","DOIUrl":"https://doi.org/10.33593/15qh6j2a","url":null,"abstract":"The AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) pavement performance models and the associated AASHTOWare pavement ME design (PMED) software are nationally calibrated using design inputs and distress data largely obtained from National Long-Term Pavement Performance (LTPP) to predict Jointed Plain Concrete Pavement (JPCP) performance measures. To improve the accuracy of nationally-calibrated JPCP performance models for various local conditions, further calibration and validation studies in accordance with the local conditions are highly recommended, and multiple updates have been made to the PMED since its initial release in 2011, with the latest version (i.e., Ver. 2.5.X) becoming available in 2019. Validation of JPCP performance models after such software updates is necessary as part of PMED implementation, and such local calibration and validation activities have been identified as the most difficult or challenging parts of PMED implementation. As one of the states at the forefront of implementing the MEPDG and PMED, Iowa has conducted local calibration of JPCP performance models extending from MEPDG to updated versions of PMED. The required MEPDG and PMED inputs and the historical performance data for the selected JPCP sections were extracted from a variety of sources and the accuracy of the nationally-calibrated MEPDG and PMED performance prediction models for Iowa conditions was evaluated. To improve the accuracy of model predictions, local calibration factors of MEPDG and PMED performance prediction models were identified and gained local calibration experiences of MEPDG and PMED in Iowa are presented and discussed here to provide insight of local calibration for other State Highway Agencies (SHAs).","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120965105","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In 2005, a new concept in concrete pavements was developed, Concrete Slabs with Optimized Geometry. This technology is based on designing the concrete slabs so that no more than one wheel or set of wheels will be loading the same slab at any time. This causes the slabs to work in a different way than usual, decreasing stresses and allowing a reduction in thickness, when compared to a traditional concrete pavement design. All without reducing its lifespan and increasing its fatigue resistance. Since 2005 there have been important developments of this technology. With more than 129 million square feet (12 million square meters) in application, 200 projects across 10 countries, the technology has been used in many different climates and loading conditions. All this information has helped to calibrate and understand the behavior of this new system. This paper shows the most important things we have learned in the last 10+ years, also explanation of the development and protection for the technology.
{"title":"10+ Years of Experience in Concrete Slabs with Optimized Geometry","authors":"J. P. Covarrubias, Pelayo Del Rio B, C. Binder","doi":"10.33593/nzdjhgq5","DOIUrl":"https://doi.org/10.33593/nzdjhgq5","url":null,"abstract":"In 2005, a new concept in concrete pavements was developed, Concrete Slabs with Optimized Geometry. This technology is based on designing the concrete slabs so that no more than one wheel or set of wheels will be loading the same slab at any time. This causes the slabs to work in a different way than usual, decreasing stresses and allowing a reduction in thickness, when compared to a traditional concrete pavement design. All without reducing its lifespan and increasing its fatigue resistance. Since 2005 there have been important developments of this technology. With more than 129 million square feet (12 million square meters) in application, 200 projects across 10 countries, the technology has been used in many different climates and loading conditions. All this information has helped to calibrate and understand the behavior of this new system. This paper shows the most important things we have learned in the last 10+ years, also explanation of the development and protection for the technology.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132460620","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In order to address deep-seated rutting issues on high-volume asphalt highways in Ontario, Canada, the Ministry of Transportation of Ontario (MTO) was interested in the design and testing of a Precast Concrete Inlay Panel (PCIP) trial section. The PCIP was used to increase the stiffness of the pavement section within the short overnight construction windows that the MTO specifies to minimize the effects on road users. The trial section was designed to include three separate methods of panel support, which is understood to be a primary consideration in the performance of precast concrete panels. The trial section was constructed in September 2016 on the traffic lane of Highway 400 and has been in continuous service since that time. Instrumentation was installed during construction to measure the pressure, moisture, and temperature conditions at the interface between the panels and the existing asphalt layer. This paper summarizes the performance of this trial during the more than three years of service, including findings from the sub-panel instrumentation, falling weight deflectometer testing, and condition assessments. Additionally, the findings of an analysis of the construction aspects of the different support conditions are included to reinforce recommendations regarding the best support technique for future applications of the PCIP rehabilitation technique.
{"title":"Performance Summary Of Precast Concrete Inlay Panel Trial In Ontario","authors":"D. Pickel, Dahlia Malek, S. Tighe","doi":"10.33593/usv26zve","DOIUrl":"https://doi.org/10.33593/usv26zve","url":null,"abstract":"In order to address deep-seated rutting issues on high-volume asphalt highways in Ontario, Canada, the Ministry of Transportation of Ontario (MTO) was interested in the design and testing of a Precast Concrete Inlay Panel (PCIP) trial section. The PCIP was used to increase the stiffness of the pavement section within the short overnight construction windows that the MTO specifies to minimize the effects on road users. The trial section was designed to include three separate methods of panel support, which is understood to be a primary consideration in the performance of precast concrete panels. The trial section was constructed in September 2016 on the traffic lane of Highway 400 and has been in continuous service since that time. Instrumentation was installed during construction to measure the pressure, moisture, and temperature conditions at the interface between the panels and the existing asphalt layer. This paper summarizes the performance of this trial during the more than three years of service, including findings from the sub-panel instrumentation, falling weight deflectometer testing, and condition assessments. Additionally, the findings of an analysis of the construction aspects of the different support conditions are included to reinforce recommendations regarding the best support technique for future applications of the PCIP rehabilitation technique.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114558516","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ali Aryo Bawono, B. Lechner, S. Freudenstein, E. Yang
Surface pavements have been studied for decades. Many surface treatments have been done by roadway authorities to improve the functional performance of concrete pavements: skid resistance, surface water drainage, pavement evenness, noise, and durability. However, there are so many different standards for those criteria applied, which might be causing misinterpretation when decision-makers are about to select the right surface treatment method. For example, roadway authorities mostly need to compare in which texturing methods can be applied for their roadways. Yet, they will find the methods are sometimes applied by using different standards. Firstly, there are various standards related to the functional surface performance of the pavement applied by different agencies. Secondly, there are many different measurement methods for the functional performance of the surface pavement. Thirdly, the surface treatment methods used to improve the surface pavement are varying. Therefore, it is not an easy task to understand and to compare different surface treatment methods with different criteria, and then to select the most optimum one. Yet, fewer studies were found on comprehensive analysis on determining which surface treatment method leads to the optimum functional performance. The objective of the research is to find a multi-criteria analysis method to define the most optimum surface treatment methods for concrete pavements that provide high functionality (safety and comfort). More than 15 surface treatment methods for concrete pavement are analyzed based on their functional performance includes skid resistance, pavement drainage, tire-pavement noise, and pavement roughness.
{"title":"Multi Criteria Analysis On Surface Treatment Method For Concrete Pavement","authors":"Ali Aryo Bawono, B. Lechner, S. Freudenstein, E. Yang","doi":"10.33593/ctvd43mx","DOIUrl":"https://doi.org/10.33593/ctvd43mx","url":null,"abstract":"Surface pavements have been studied for decades. Many surface treatments have been done by roadway authorities to improve the functional performance of concrete pavements: skid resistance, surface water drainage, pavement evenness, noise, and durability. However, there are so many different standards for those criteria applied, which might be causing misinterpretation when decision-makers are about to select the right surface treatment method. For example, roadway authorities mostly need to compare in which texturing methods can be applied for their roadways. Yet, they will find the methods are sometimes applied by using different standards. Firstly, there are various standards related to the functional surface performance of the pavement applied by different agencies. Secondly, there are many different measurement methods for the functional performance of the surface pavement. Thirdly, the surface treatment methods used to improve the surface pavement are varying. Therefore, it is not an easy task to understand and to compare different surface treatment methods with different criteria, and then to select the most optimum one. Yet, fewer studies were found on comprehensive analysis on determining which surface treatment method leads to the optimum functional performance. The objective of the research is to find a multi-criteria analysis method to define the most optimum surface treatment methods for concrete pavements that provide high functionality (safety and comfort). More than 15 surface treatment methods for concrete pavement are analyzed based on their functional performance includes skid resistance, pavement drainage, tire-pavement noise, and pavement roughness.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124052849","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The need for correctly made comparisons of different pavement materials, regarding cost-efficiency to reduce the climate impact, is increasing, especially in connection with new types of climate-neutral materials, so that sub-optimizations and oblique competition do not arise. Both the Swedish and USA's authorities are beginning to demand the Environmental Product Declaration (EPDs) as a certificate of the pavements' environmental performances from the contractors. There are some methodological difficulties to use the EPDs for comparison of the environmental impacts between different asphalt mixes or between the asphalt- and concrete pavements. This paper has analyzed two new standards which propose to extend the declaration to several aspects of sustainability: technical, environmental and economic performance. In this article, we have investigated if these standards can be used to form a framework to create an extended sustainability declaration of road pavements allowed a multidisciplinary comparison of different materials based on technical performance, Life Cycle Assessment (LCA) and Life Cycle Cost Analysis (LCCA).
{"title":"Enhancement of sustainable road design towards compatibility between pavement materials","authors":"L. Strömberg, L. Khazanovich, S. Hintze","doi":"10.33593/jqo388gl","DOIUrl":"https://doi.org/10.33593/jqo388gl","url":null,"abstract":"The need for correctly made comparisons of different pavement materials, regarding cost-efficiency to reduce the climate impact, is increasing, especially in connection with new types of climate-neutral materials, so that sub-optimizations and oblique competition do not arise. Both the Swedish and USA's authorities are beginning to demand the Environmental Product Declaration (EPDs) as a certificate of the pavements' environmental performances from the contractors. There are some methodological difficulties to use the EPDs for comparison of the environmental impacts between different asphalt mixes or between the asphalt- and concrete pavements. This paper has analyzed two new standards which propose to extend the declaration to several aspects of sustainability: technical, environmental and economic performance. In this article, we have investigated if these standards can be used to form a framework to create an extended sustainability declaration of road pavements allowed a multidisciplinary comparison of different materials based on technical performance, Life Cycle Assessment (LCA) and Life Cycle Cost Analysis (LCCA).","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124437611","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In the last decade, the design and the construction of concrete pavements in Bolivia focused on prevention of fatigue damage of concrete by the design and construction of locally named "semi-short slabs" concrete pavements, a solution with slab size between traditional JPCP and short slab concrete pavements. Although the structural performance of these new pavements is adequate so far, it was observed that the length of the slab, which commonly is between 2.4 to 3.0 m, affects functional performance. Because of the slabs are affected by differential drying shrinkage, they develop permanent curling with wavelengths that have more influence on IRI with respect to other lengths due to the sensitivity of the Quarter-Car model. This article describes the studies conducted to determine the slab curling influence on IRI of concrete pavements built with semi-short slabs in the last years in the Bolivian Altiplano. Longitudinal profile data was collected by means of a laser profilometer in highway sections located in western Bolivia, in regions with high altitudes and arid climate. Based on profile information, mechanistic analyses were done in order to estimate the theoretical deflections along the slabs that correspond to the observed curling. Deflections calculated were then used to estimate a Pseudo Strain Gradient that represent the effects of curling along the evaluated sections. IRI related to slabs curling was calculated and compared to IRI calculated from artificially generated profiles for various slab lengths. Results indicate that slab curling of these pavements has an important influence on IRI of evaluated sections. Recommendations for specifications of new construction projects are presented.
{"title":"Determining the influence of concrete drying shrinkage in the International Roughness Index of newly constructed rigid pavements in Bolivian Altiplano","authors":"Christian Torrico, Orlando Torrico","doi":"10.33593/40nfcisr","DOIUrl":"https://doi.org/10.33593/40nfcisr","url":null,"abstract":"In the last decade, the design and the construction of concrete pavements in Bolivia focused on prevention of fatigue damage of concrete by the design and construction of locally named \"semi-short slabs\" concrete pavements, a solution with slab size between traditional JPCP and short slab concrete pavements. Although the structural performance of these new pavements is adequate so far, it was observed that the length of the slab, which commonly is between 2.4 to 3.0 m, affects functional performance. Because of the slabs are affected by differential drying shrinkage, they develop permanent curling with wavelengths that have more influence on IRI with respect to other lengths due to the sensitivity of the Quarter-Car model. This article describes the studies conducted to determine the slab curling influence on IRI of concrete pavements built with semi-short slabs in the last years in the Bolivian Altiplano. Longitudinal profile data was collected by means of a laser profilometer in highway sections located in western Bolivia, in regions with high altitudes and arid climate. Based on profile information, mechanistic analyses were done in order to estimate the theoretical deflections along the slabs that correspond to the observed curling. Deflections calculated were then used to estimate a Pseudo Strain Gradient that represent the effects of curling along the evaluated sections. IRI related to slabs curling was calculated and compared to IRI calculated from artificially generated profiles for various slab lengths. Results indicate that slab curling of these pavements has an important influence on IRI of evaluated sections. Recommendations for specifications of new construction projects are presented.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125415292","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Since their appearance in the 1990's in North America, fiberglass dowels have been extensively tested at laboratory-scale and in real infrastructure projects, demonstrating to be a viable alternative capable of providing the necessary performance both in terms of load transfer capacity and corrosion resistance, the latter being its key value proposition. Today, fiberglass dowels are often a solution of choice in pavements where electromagnetic considerations, such as high-speed tolling are paramount. It is anticipated that with standardization, they will begin to replace ferrous reinforcing in traditional highway jointed paving where they are impervious to aggressive deicing salts or chlorides from marine environment and their lower modulus is beneficial to minimize concrete stresses in joints. Still, there is no material specification standard in the world but efforts to draft GFRP material standards are under way. This paper presents an overview of some successful fiberglass dowels' research projects and applications after more than 20 years of experience, and based on such, a material specification proposal for glass fiber reinforced polymer (GFRP) dowels. Additionally, the work includes some basic parameters for the design and construction of slabs-on-ground with fiberglass dowels.
{"title":"SPECIFICATION PROPOSAL FOR FIBER-GLASS DOWELS FOR CONCRETE PAVEMENTS","authors":"B. Barragán, D. Gremel","doi":"10.33593/kjd3l4n6","DOIUrl":"https://doi.org/10.33593/kjd3l4n6","url":null,"abstract":"Since their appearance in the 1990's in North America, fiberglass dowels have been extensively tested at laboratory-scale and in real infrastructure projects, demonstrating to be a viable alternative capable of providing the necessary performance both in terms of load transfer capacity and corrosion resistance, the latter being its key value proposition. Today, fiberglass dowels are often a solution of choice in pavements where electromagnetic considerations, such as high-speed tolling are paramount. It is anticipated that with standardization, they will begin to replace ferrous reinforcing in traditional highway jointed paving where they are impervious to aggressive deicing salts or chlorides from marine environment and their lower modulus is beneficial to minimize concrete stresses in joints. Still, there is no material specification standard in the world but efforts to draft GFRP material standards are under way. This paper presents an overview of some successful fiberglass dowels' research projects and applications after more than 20 years of experience, and based on such, a material specification proposal for glass fiber reinforced polymer (GFRP) dowels. Additionally, the work includes some basic parameters for the design and construction of slabs-on-ground with fiberglass dowels.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2021-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120867065","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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