M. Kashif, P. De Winne, Muhammad Wisal Khattak, A. Outtier, H. De Backer
Continuously reinforced concrete pavement (CRCP) is characterized by the absence of transverse contraction joints and the presence of longitudinal and transverse reinforcement. The continuous longitudinal reinforcement holds the transverse cracks, caused by the longitudinal shrinkage of concrete, tightly together and thus provides long term performance with minimal maintenance cost. Field investigations on recently constructed CRCP's in Flanders region of Belgium indicated horizontal cracking in the vicinity of the longitudinal reinforcement under the transverse cracks which eventually causes the punch-out distress at the edge of the pavement slab. This paper shows the results of a finite element (FE) study to investigate the effect of varying longitudinal reinforcement on the risk of horizontal cracking in CRCP under typical Flanders conditions. For this purpose, a (3D) FE model of CRCP is developed using a FE package Diana 10.2. The varying longitudinal reinforcement with a most narrow spacing of 125mm in the outer region of the pavement slab is applied while keeping the same CRCP reinforcement ratio. A comparison is made with the conventional longitudinal reinforcement spacing (170mm). Development of concrete stress in the vicinity of the longitudinal reinforcement is plotted against the different longitudinal steel spacing. Findings show that the stress in concrete near longitudinal reinforcement is significantly reduced up to maximum 17% when the narrow spacing is used. In addition, the steel stress in the longitudinal reinforcing is reduced up to maximum 31.75% in the outer region of the pavement slab.
{"title":"Optimized Spacing Of The Longitudinal Reinforcement In CRCP To Avoid Horizontal Cracking","authors":"M. Kashif, P. De Winne, Muhammad Wisal Khattak, A. Outtier, H. De Backer","doi":"10.33593/qwd967ng","DOIUrl":"https://doi.org/10.33593/qwd967ng","url":null,"abstract":"Continuously reinforced concrete pavement (CRCP) is characterized by the absence of transverse contraction joints and the presence of longitudinal and transverse reinforcement. The continuous longitudinal reinforcement holds the transverse cracks, caused by the longitudinal shrinkage of concrete, tightly together and thus provides long term performance with minimal maintenance cost. Field investigations on recently constructed CRCP's in Flanders region of Belgium indicated horizontal cracking in the vicinity of the longitudinal reinforcement under the transverse cracks which eventually causes the punch-out distress at the edge of the pavement slab. This paper shows the results of a finite element (FE) study to investigate the effect of varying longitudinal reinforcement on the risk of horizontal cracking in CRCP under typical Flanders conditions. For this purpose, a (3D) FE model of CRCP is developed using a FE package Diana 10.2. The varying longitudinal reinforcement with a most narrow spacing of 125mm in the outer region of the pavement slab is applied while keeping the same CRCP reinforcement ratio. A comparison is made with the conventional longitudinal reinforcement spacing (170mm). Development of concrete stress in the vicinity of the longitudinal reinforcement is plotted against the different longitudinal steel spacing. Findings show that the stress in concrete near longitudinal reinforcement is significantly reduced up to maximum 17% when the narrow spacing is used. In addition, the steel stress in the longitudinal reinforcing is reduced up to maximum 31.75% in the outer region of the pavement slab.","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":"121009685","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}
Autonomous vehicles (AV) offer multiple safety benefits for drivers and road agencies. Current AV technology allow for vehicle control, guidance, and navigation as well as communication with other vehicles and roadside infrastructure. To see significant penetration of Level 4 or 5 AV without compromising safety, redundant vehicle to infrastructure sensing capabilities are necessary especially during severe weather conditions. Existing vehicle technology is not able to communicate with the concrete and asphalt pavements without embedded sensors. An eddy current technique is proposed that detects local changes in the concrete's electrical conductance so that AV can determine their lateral lane position. Concrete slab specimens with varying dimensions and dosages of steel-fiber reinforced concrete (SFRC) were tested under normal and adverse surface conditions (standing water or ice) as well as separation distance from the transmitter coil. The longitudinal segment of SFRC's material was successfully located as the coil moved laterally across the surface even under these adverse surface conditions. This pilot study demonstrates a reliable and robust technique using changes in the concrete's electrical conductance to provide lateral positioning redundancy to AV control and guidance.
{"title":"Passive Sensing of Electrically Conductive Concrete for Lateral Vehicle Positioning","authors":"Sachindra Dahal, J. Roesler","doi":"10.33593/a0gjkkah","DOIUrl":"https://doi.org/10.33593/a0gjkkah","url":null,"abstract":"Autonomous vehicles (AV) offer multiple safety benefits for drivers and road agencies. Current AV technology allow for vehicle control, guidance, and navigation as well as communication with other vehicles and roadside infrastructure. To see significant penetration of Level 4 or 5 AV without compromising safety, redundant vehicle to infrastructure sensing capabilities are necessary especially during severe weather conditions. Existing vehicle technology is not able to communicate with the concrete and asphalt pavements without embedded sensors. An eddy current technique is proposed that detects local changes in the concrete's electrical conductance so that AV can determine their lateral lane position. Concrete slab specimens with varying dimensions and dosages of steel-fiber reinforced concrete (SFRC) were tested under normal and adverse surface conditions (standing water or ice) as well as separation distance from the transmitter coil. The longitudinal segment of SFRC's material was successfully located as the coil moved laterally across the surface even under these adverse surface conditions. This pilot study demonstrates a reliable and robust technique using changes in the concrete's electrical conductance to provide lateral positioning redundancy to AV control and guidance.","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":"116137255","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 goal of high-volume fly ash concrete (HVFAC) is to produce concrete pavements at a lower cost and carbon footprint while maintaining its desired durability. Previous research has demonstrated that the required fresh and hardened concrete properties can be achieved at higher replacement rates of cement with fly ash such as 40%. However, most transportation agencies do not permit more than 30% cement replacement with fly ash primarily because of the potential inconsistencies in early-age properties such as variable air entrainment, delays in setting times, and lower strength gains. In this paper, the heat evolved during hydration of HVFAC are presented with respect to the source of the cement and fly ash, the variability of fly ash from the same source, and addition of nano limestone. Isothermal calorimetry showed longer setting times were dependent on the specific fly ash-cement combination as well as the degree of sulfate imbalance. For this study, HVFAC mixes with class C fly ash had a larger sulfate imbalance than class F fly ash with final setting times 4.5 hours and 1.9 hours longer than straight cement system, respectively. Replacing cement with 10% nano limestone in HVFAC system accelerated the initial set time by 3.2 hours which was much greater than the set time acceleration (1.3 hours) with the replacement of straight cement with 10% nano limestone. The various types of inorganic and organic carbons in fly ash remain a challenge for predicting and maintaining air content but the foam index still offers a rapid and straightforward quality control test with operator variability within ±1 µL AEA/gm fly ash.
{"title":"Hydration and Air Entrainment Challenges of High-Volume Fly Ash Concrete Pavement","authors":"Aniruddha Baral, J. Roesler","doi":"10.33593/d0owmqk5","DOIUrl":"https://doi.org/10.33593/d0owmqk5","url":null,"abstract":"The goal of high-volume fly ash concrete (HVFAC) is to produce concrete pavements at a lower cost and carbon footprint while maintaining its desired durability. Previous research has demonstrated that the required fresh and hardened concrete properties can be achieved at higher replacement rates of cement with fly ash such as 40%. However, most transportation agencies do not permit more than 30% cement replacement with fly ash primarily because of the potential inconsistencies in early-age properties such as variable air entrainment, delays in setting times, and lower strength gains. In this paper, the heat evolved during hydration of HVFAC are presented with respect to the source of the cement and fly ash, the variability of fly ash from the same source, and addition of nano limestone. Isothermal calorimetry showed longer setting times were dependent on the specific fly ash-cement combination as well as the degree of sulfate imbalance. For this study, HVFAC mixes with class C fly ash had a larger sulfate imbalance than class F fly ash with final setting times 4.5 hours and 1.9 hours longer than straight cement system, respectively. Replacing cement with 10% nano limestone in HVFAC system accelerated the initial set time by 3.2 hours which was much greater than the set time acceleration (1.3 hours) with the replacement of straight cement with 10% nano limestone. The various types of inorganic and organic carbons in fly ash remain a challenge for predicting and maintaining air content but the foam index still offers a rapid and straightforward quality control test with operator variability within ±1 µL AEA/gm fly ash.","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":"115809253","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}
On November 08, 2018, the Federal Aviation Administration (FAA) National Airport Pavement Testing Facility (NAPTF) completed a full-scale test on concrete airport pavements comparing joint types, as part of NAPTF Construction Cycle 8 (CC8). The objective of this experiment was twofold: (a) compare the performance of a new type of sinusoidal keyway joint with standard doweled longitudinal construction joints; and (b) compare the performance of doweled versus undoweled transverse contraction joints. The indoor test pavement consisted of twelve slabs divided into four groups according to the joint types. All four groups received traffic from a full-scale dual-wheel landing gear configuration using the FAA National Airport Pavement Test Vehicle (NAPTV). All test items were trafficked to failure. Performance of the joints was analyzed using data from heavy-weight deflectometer (HWD) tests and from embedded strain gages to determine load transfer values. For equal traffic, the sinusoidal design of keyway joints demonstrated performance at least equivalent to standard doweled joints. As expected, doweled transverse contraction joints maintained high load transfer throughout the traffic test and were much less sensitive to temperature variations than the undoweled joints. For both types of longitudinal construction joints and for doweled contraction joints, stress-based load transfer values across the joint exceeding 30% were observed. This is significant because the FAA's FAARFIELD design procedure assumes 25% load stress transfer for rigid pavement design.
{"title":"Evaluation Of Concrete Pavement Joint Performance At The FAA National Airport Pavement Test Facility","authors":"Mesbah U. Ahmed, C. Cary, Hao Yin, D. Brill","doi":"10.33593/54ml68ow","DOIUrl":"https://doi.org/10.33593/54ml68ow","url":null,"abstract":"On November 08, 2018, the Federal Aviation Administration (FAA) National Airport Pavement Testing Facility (NAPTF) completed a full-scale test on concrete airport pavements comparing joint types, as part of NAPTF Construction Cycle 8 (CC8). The objective of this experiment was twofold: (a) compare the performance of a new type of sinusoidal keyway joint with standard doweled longitudinal construction joints; and (b) compare the performance of doweled versus undoweled transverse contraction joints. The indoor test pavement consisted of twelve slabs divided into four groups according to the joint types. All four groups received traffic from a full-scale dual-wheel landing gear configuration using the FAA National Airport Pavement Test Vehicle (NAPTV). All test items were trafficked to failure. Performance of the joints was analyzed using data from heavy-weight deflectometer (HWD) tests and from embedded strain gages to determine load transfer values. For equal traffic, the sinusoidal design of keyway joints demonstrated performance at least equivalent to standard doweled joints. As expected, doweled transverse contraction joints maintained high load transfer throughout the traffic test and were much less sensitive to temperature variations than the undoweled joints. For both types of longitudinal construction joints and for doweled contraction joints, stress-based load transfer values across the joint exceeding 30% were observed. This is significant because the FAA's FAARFIELD design procedure assumes 25% load stress transfer for rigid pavement design.","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":"130576040","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}
Prashant V. Ram, J. Stempihar, T. V. Van Dam, M. Snyder, Kurt Smith, Tom Yu
An ongoing FHWA project is redefining concrete pavement preservation as “preserving the existing concrete pavement structure to extend its service life for as long as possible, by arresting, greatly diminishing, or avoiding the pavement deterioration process.” This can be achieved through three fundamental approaches: (a) designing and constructing pavements that remain structurally adequate and relatively distress-free throughout their service lives (i.e., using long-life concrete pavement), (b) using asphalt or concrete overlays as preservation treatments to maintain the functional performance of the pavement, and (c) maintaining the serviceability of the pavement using concrete pavement restoration (CPR) treatments. One of the tasks under the project was to document 11 concrete pavement projects around the U.S. that have successfully demonstrated the application of the three fundamental preservation approaches mentioned above. This includes information on the following: (a) original pavement design, materials, and construction, (b) traffic and service conditions, (c) maintenance and rehabilitation history, (d) present day condition [based on site visits in 2018], and (e) economic analysis. This paper highlights key information for 11 different case study projects and presents a summary of lessons learned from each project. The information gleaned from these success stories are being used in the development of guidelines for long-term concrete pavement preservation strategies.
{"title":"Concrete Pavement Preservation: Lessons Learned from 11 Case Studies","authors":"Prashant V. Ram, J. Stempihar, T. V. Van Dam, M. Snyder, Kurt Smith, Tom Yu","doi":"10.33593/m0cog7wy","DOIUrl":"https://doi.org/10.33593/m0cog7wy","url":null,"abstract":"An ongoing FHWA project is redefining concrete pavement preservation as “preserving the existing concrete pavement structure to extend its service life for as long as possible, by arresting, greatly diminishing, or avoiding the pavement deterioration process.” This can be achieved through three fundamental approaches: (a) designing and constructing pavements that remain structurally adequate and relatively distress-free throughout their service lives (i.e., using long-life concrete pavement), (b) using asphalt or concrete overlays as preservation treatments to maintain the functional performance of the pavement, and (c) maintaining the serviceability of the pavement using concrete pavement restoration (CPR) treatments. One of the tasks under the project was to document 11 concrete pavement projects around the U.S. that have successfully demonstrated the application of the three fundamental preservation approaches mentioned above. This includes information on the following: (a) original pavement design, materials, and construction, (b) traffic and service conditions, (c) maintenance and rehabilitation history, (d) present day condition [based on site visits in 2018], and (e) economic analysis. This paper highlights key information for 11 different case study projects and presents a summary of lessons learned from each project. The information gleaned from these success stories are being used in the development of guidelines for long-term concrete pavement preservation strategies.","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":"132330599","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}
Nathanial Buettner, Qianyun Zhang, J. Vandenbossche, Jeffrey Oswalt
Superloads are commonly defined as vehicles that carry loads over 890 kilonewtons (200,000 pounds). There has been little research on quantifying the stresses caused by superloads of various axle loads, spacings, and configurations on jointed plain concrete pavements. The purpose of this paper is to characterize the maximum tensile stresses caused by Pennsylvania superloads on jointed plain concrete pavements. Common superload axle loads, spacings, and configurations were determined using information supplied by the Pennsylvania Department of Transportation (PennDOT). The maximum tensile stresses caused by these superloads were then found for jointed plain concrete pavements of several thicknesses and shoulder types under critical loading conditions. The magnitudes and locations of superload-induced tensile stresses were evaluated and related to fatigue performance. This analysis provides insight regarding a potential need for transportation departments to adjust their superload permitting procedures to account for superload fatigue damage.
{"title":"Investigating the Effects of Superloads on Fatigue Performance in Jointed Plain Concrete Pavements","authors":"Nathanial Buettner, Qianyun Zhang, J. Vandenbossche, Jeffrey Oswalt","doi":"10.33593/g93p7ehi","DOIUrl":"https://doi.org/10.33593/g93p7ehi","url":null,"abstract":"Superloads are commonly defined as vehicles that carry loads over 890 kilonewtons (200,000 pounds). There has been little research on quantifying the stresses caused by superloads of various axle loads, spacings, and configurations on jointed plain concrete pavements. The purpose of this paper is to characterize the maximum tensile stresses caused by Pennsylvania superloads on jointed plain concrete pavements. Common superload axle loads, spacings, and configurations were determined using information supplied by the Pennsylvania Department of Transportation (PennDOT). The maximum tensile stresses caused by these superloads were then found for jointed plain concrete pavements of several thicknesses and shoulder types under critical loading conditions. The magnitudes and locations of superload-induced tensile stresses were evaluated and related to fatigue performance. This analysis provides insight regarding a potential need for transportation departments to adjust their superload permitting procedures to account for superload fatigue damage.","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":"132060124","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}
Concrete for airport rigid pavement construction is generally specified to achieve a minimum characteristic flexural strength of 4.5 MPa and acceptance testing during construction aims to verify this key design assumption. The large flexural beam specimens are cumbersome and the testing is expensive. Consequently, industry desires a more convenient test and a laboratory-based conversion to an estimated flexural strength for acceptance testing during production. This research developed and trialed a protocol for the conversion of indirect tensile strength and compressive strength to estimate the flexural strength. The laboratory correlation was encouraging. However, when trialed on a real construction project, the conversions significantly underestimated the measured flexural strength and the risk of rejecting compliant batches of concrete was significantly higher. Further research is required to understand why the reliable conversions developed in the laboratory failed in the field. This may be related to the effect of ambient temperature on 28 day flexural strength, despite the constant curing condition.
{"title":"Investigating Alternates to Flexural Beams for Airport Concrete Strength Compliance","authors":"G. White, Matthew E. Johnson","doi":"10.33593/6aa8kpnf","DOIUrl":"https://doi.org/10.33593/6aa8kpnf","url":null,"abstract":"Concrete for airport rigid pavement construction is generally specified to achieve a minimum characteristic flexural strength of 4.5 MPa and acceptance testing during construction aims to verify this key design assumption. The large flexural beam specimens are cumbersome and the testing is expensive. Consequently, industry desires a more convenient test and a laboratory-based conversion to an estimated flexural strength for acceptance testing during production. This research developed and trialed a protocol for the conversion of indirect tensile strength and compressive strength to estimate the flexural strength. The laboratory correlation was encouraging. However, when trialed on a real construction project, the conversions significantly underestimated the measured flexural strength and the risk of rejecting compliant batches of concrete was significantly higher. Further research is required to understand why the reliable conversions developed in the laboratory failed in the field. This may be related to the effect of ambient temperature on 28 day flexural strength, despite the constant curing condition.","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":"122346551","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}
Inconsistency exists between common conversions from soil index properties (e.g., CBR) to a design k-value and a widespread nomograph that has become the definitive industry reference on the topic in the United States. Propagation of these inconsistencies into guidance from groups like the American Concrete Pavement Association (ACPA) and American Concrete Institute (ACI) Committees 330 and 360 has contributed to confusion in the industry. Advancements between the pavement and slab-on-ground communities have occurred in parallel but are inconsistent with each other, thus adding more confusion. ACPA developed a conversion set to better align the industry on a static k-value for design. While the ACPA model is included in StreetPave, PavementDesigner.org, and the ACPA App Library, outdated conversion equations are frequently used due to familiarity and lack of understanding of the underlying principles. This paper presents a summary of the industry's prior practices and recommendations, a detailing of the approach proposed by ACPA, and guidance on which k-value is recommended for design of concrete pavements and slabs-on-ground.
{"title":"Analysis and Evaluation of the Development of Various k-Values for Use in Design","authors":"R. Rodden, E. Ferrebee","doi":"10.33593/8su5wzp1","DOIUrl":"https://doi.org/10.33593/8su5wzp1","url":null,"abstract":"Inconsistency exists between common conversions from soil index properties (e.g., CBR) to a design k-value and a widespread nomograph that has become the definitive industry reference on the topic in the United States. Propagation of these inconsistencies into guidance from groups like the American Concrete Pavement Association (ACPA) and American Concrete Institute (ACI) Committees 330 and 360 has contributed to confusion in the industry. Advancements between the pavement and slab-on-ground communities have occurred in parallel but are inconsistent with each other, thus adding more confusion. ACPA developed a conversion set to better align the industry on a static k-value for design. While the ACPA model is included in StreetPave, PavementDesigner.org, and the ACPA App Library, outdated conversion equations are frequently used due to familiarity and lack of understanding of the underlying principles. This paper presents a summary of the industry's prior practices and recommendations, a detailing of the approach proposed by ACPA, and guidance on which k-value is recommended for design of concrete pavements and slabs-on-ground.","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":"122961425","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}
Prashant V. Ram, Kurt Smith, Ayesha Shah, J. Olek, Myungook Kang
The Wisconsin Department of Transportation (WisDOT) is continually looking for state-of the-art technologies, materials, and methodologies to cost-effectively preserve the condition of their pavements so as to extend the service life and delay the need for major rehabilitation or reconstruction. In a search for a more durable and sustainable concrete pavement repair strategy, WisDOT has used non-cementitious materials for partial-depth repairs (PDR) on concrete pavements but with varying levels of success. Where poor performance from these repairs has been observed, it has been attributed to either poor workmanship or inappropriate use of the repair material for the prevailing conditions. These factors suggest that the non-cementitious materials may have been used as a “band-aid” fix to allow for early opening to traffic rather than selected and implemented as the most suitable repair strategy to effectively address the specific distresses in the existing pavement. This paper presents a summary of an investigation into the use of non-cementitious repair materials for concrete pavement PDR applications. A field survey of five different non-cementitious repair materials used in PDR applications throughout Wisconsin was performed and the results documented. Additionally, the findings from a limited laboratory testing program conducted to assess the bond and dimensional stability properties of three non-cementitious materials at different testing temperatures are also presented. The paper concludes with guidance on the use of non-cementitious repair materials for concrete pavement PDR applications in Wisconsin.
{"title":"Performance of Non-Cementitious Repair Materials for Concrete Pavement Partial-Depth Repairs in Wisconsin","authors":"Prashant V. Ram, Kurt Smith, Ayesha Shah, J. Olek, Myungook Kang","doi":"10.33593/plpdwoy3","DOIUrl":"https://doi.org/10.33593/plpdwoy3","url":null,"abstract":"The Wisconsin Department of Transportation (WisDOT) is continually looking for state-of the-art technologies, materials, and methodologies to cost-effectively preserve the condition of their pavements so as to extend the service life and delay the need for major rehabilitation or reconstruction. In a search for a more durable and sustainable concrete pavement repair strategy, WisDOT has used non-cementitious materials for partial-depth repairs (PDR) on concrete pavements but with varying levels of success. Where poor performance from these repairs has been observed, it has been attributed to either poor workmanship or inappropriate use of the repair material for the prevailing conditions. These factors suggest that the non-cementitious materials may have been used as a “band-aid” fix to allow for early opening to traffic rather than selected and implemented as the most suitable repair strategy to effectively address the specific distresses in the existing pavement. This paper presents a summary of an investigation into the use of non-cementitious repair materials for concrete pavement PDR applications. A field survey of five different non-cementitious repair materials used in PDR applications throughout Wisconsin was performed and the results documented. Additionally, the findings from a limited laboratory testing program conducted to assess the bond and dimensional stability properties of three non-cementitious materials at different testing temperatures are also presented. The paper concludes with guidance on the use of non-cementitious repair materials for concrete pavement PDR applications in Wisconsin.","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":"123320080","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}
D. Dao, Nicolaos Vlasopoulos, Ech Mohsen, N. Miravalls, E. Florescu, C. Chevalier
The use of pervious concrete with high water permeability has been limited to date to the construction of low traffic roads, car parks or walkways in urban areas. This paper presents an innovative and sustainable pervious pavement structure which offers increased safety, comfort and durability while ensuring an attractive initial cost. The new structure is composed of an ordinary concrete layer offering the required structural capacity and an ultra-thin wearing course providing high standards in terms of safety and riding comfort in addition to aesthetic possibilities (color choices). Structural performance and pavement service life were analysed using French method. Structure durability under heavy traffic was tested by the FABAC heavy traffic simulator of IFSTTAR Nantes using a total of five millions cycles of 6.5 tons half-axle load. Placement in a new highway project using a modified slipform under real conditions is presented with positive results. Finally, a comparison of the carbon footrprint of this innovative pavement structure versus established asphalt and concrete structures is provided which shows and overall reduction in CO2 impacts.
{"title":"Innovative Road Coating: An Original Solution To Improve Safety and Durability of Concrete Pavement","authors":"D. Dao, Nicolaos Vlasopoulos, Ech Mohsen, N. Miravalls, E. Florescu, C. Chevalier","doi":"10.33593/ksin27mb","DOIUrl":"https://doi.org/10.33593/ksin27mb","url":null,"abstract":"The use of pervious concrete with high water permeability has been limited to date to the construction of low traffic roads, car parks or walkways in urban areas. This paper presents an innovative and sustainable pervious pavement structure which offers increased safety, comfort and durability while ensuring an attractive initial cost. The new structure is composed of an ordinary concrete layer offering the required structural capacity and an ultra-thin wearing course providing high standards in terms of safety and riding comfort in addition to aesthetic possibilities (color choices). Structural performance and pavement service life were analysed using French method. Structure durability under heavy traffic was tested by the FABAC heavy traffic simulator of IFSTTAR Nantes using a total of five millions cycles of 6.5 tons half-axle load. Placement in a new highway project using a modified slipform under real conditions is presented with positive results. Finally, a comparison of the carbon footrprint of this innovative pavement structure versus established asphalt and concrete structures is provided which shows and overall reduction in CO2 impacts.","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":"127354716","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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