This paper provides a critical review of the ‘trigger’ to reseal transverse contraction joints in plain concrete pavements given that sealant distress is not uniform along the joint length, traffic management costs are a significant cost, minimising traffic disruption at high volume sites is important, and maintenance funding being limited and directed to ‘safety first’ maintenance activities. In NSW, Australia, all contraction joints are sealed with a highway grade silicone sealant. When sealed with the reservoir clean and dry, the joint sealant should remain in place without cracking for at least 15 years. However, joints sealed incorrectly typically result in early age adhesion failure. Poor joint cleanliness or sealing too early, has been shown to result in seal distress under the wheel paths within the first 2 years. It is also common for the sealant to become distressed in the slow (outer) lane while the sealant is in satisfactory condition in the fast (inner) lane. Recommendations for an interim empirical procedure are provided to assist asset managers evaluate the ‘triggers’ for resealing existing joints. The recommendations are based on the age of the pavement and incorporate: (a) Simplified definition for sealant defect, (b) Implementation of a random inspection technique to determine the extent of seal distress and more informed decision making on contraction joints to be resealed, and (c) The extent of resealing in a transverse joint over multiple lanes.
{"title":"A review of the ``trigger'' to reseal contraction joints in plain concrete pavements","authors":"G. Vorobieff","doi":"10.33593/zjpybrnj","DOIUrl":"https://doi.org/10.33593/zjpybrnj","url":null,"abstract":"This paper provides a critical review of the ‘trigger’ to reseal transverse contraction joints in plain concrete pavements given that sealant distress is not uniform along the joint length, traffic management costs are a significant cost, minimising traffic disruption at high volume sites is important, and maintenance funding being limited and directed to ‘safety first’ maintenance activities. In NSW, Australia, all contraction joints are sealed with a highway grade silicone sealant. When sealed with the reservoir clean and dry, the joint sealant should remain in place without cracking for at least 15 years. However, joints sealed incorrectly typically result in early age adhesion failure. Poor joint cleanliness or sealing too early, has been shown to result in seal distress under the wheel paths within the first 2 years. It is also common for the sealant to become distressed in the slow (outer) lane while the sealant is in satisfactory condition in the fast (inner) lane. Recommendations for an interim empirical procedure are provided to assist asset managers evaluate the ‘triggers’ for resealing existing joints. The recommendations are based on the age of the pavement and incorporate: (a) Simplified definition for sealant defect, (b) Implementation of a random inspection technique to determine the extent of seal distress and more informed decision making on contraction joints to be resealed, and (c) The extent of resealing in a transverse joint over multiple lanes.","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":"133029984","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}
Emily Adelsohn, A. Iannacchione, J. Vandenbossche, R. Winn, Mingzhou Li, Luis Vallejo, Roy Painter, Joe Szczur, Eric Wanson, Steve Marsinko
A longwall mine was constructed beneath I-70 near the Pennsylvania-West Virginia border between December 2018 and March 2019. This resulted in over a 4-ft drop in the elevation of parts of the roadway. The Pennsylvania Department of Transportation was able to maintain the roadway open to traffic throughout the subsidence period after it was undermined. This paper will describe the steps taken by PennDOT to ensure the roadway could stay in service throughout the subsidence event with minimal traffic disruptions, the subsidence basin that developed as a result of mining, and the distresses that developed within the pavement structures as a result of the subsidence.
{"title":"Effect of Longwall Mining on Pennsylvania I-70","authors":"Emily Adelsohn, A. Iannacchione, J. Vandenbossche, R. Winn, Mingzhou Li, Luis Vallejo, Roy Painter, Joe Szczur, Eric Wanson, Steve Marsinko","doi":"10.33593/m8velmw2","DOIUrl":"https://doi.org/10.33593/m8velmw2","url":null,"abstract":"A longwall mine was constructed beneath I-70 near the Pennsylvania-West Virginia border between December 2018 and March 2019. This resulted in over a 4-ft drop in the elevation of parts of the roadway. The Pennsylvania Department of Transportation was able to maintain the roadway open to traffic throughout the subsidence period after it was undermined. This paper will describe the steps taken by PennDOT to ensure the roadway could stay in service throughout the subsidence event with minimal traffic disruptions, the subsidence basin that developed as a result of mining, and the distresses that developed within the pavement structures as a result of the subsidence.","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":"129686942","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}
Tomotaka Ueta, I. Matsushita, Kenichi Takejiri, Atsuma Yamashita, M. Koyanagawa
National Road No.17 starts from Nihonbashi (which means the name of Bridge in Tokyo) and connects the metropolitan area and Northwestern Region of Japan. Among them, Omiya Bypass which runs through the central area of Saitama Prefecture was started as concrete pavement in 1963. However, damage to concrete slabs and joints progressed due to increasing the large car traffics and deteriorations, at present, it has been changed to the overlaid structure with asphalt pavement on a concrete slab (3.25mx10m). In recent year, in Omiya Bypass, cracks on the road surface and vibrations become noticeable and repair work is being carried out from the high urgency area with priority. From a large-scale research implemented in 2017, the cause of vibration is considered to be the impact of passing large vehicles and cracks occur on the road surface due to damage (break of Dowel bar, gap) near the joints of concrete plates that laid under asphalt. Surface cracks can be used to determine the damage status by road surface survey but joints in asphalt covered concrete slabs cannot be surveyed directly and the efficient investigation is required because the repair wide range extending. In this paper, in order to evaluate the soundness of the joints between asphalt covered concrete slabs we can describe the content of the method of efficiently investigating the load transfer rate which is one of the items to evaluate the joints.
{"title":"A Survey Method for Measuring Load Transmission Rates in Concrete Pavements Covered Using Asphalt","authors":"Tomotaka Ueta, I. Matsushita, Kenichi Takejiri, Atsuma Yamashita, M. Koyanagawa","doi":"10.33593/gq4oem0j","DOIUrl":"https://doi.org/10.33593/gq4oem0j","url":null,"abstract":"National Road No.17 starts from Nihonbashi (which means the name of Bridge in Tokyo) and connects the metropolitan area and Northwestern Region of Japan. Among them, Omiya Bypass which runs through the central area of Saitama Prefecture was started as concrete pavement in 1963. However, damage to concrete slabs and joints progressed due to increasing the large car traffics and deteriorations, at present, it has been changed to the overlaid structure with asphalt pavement on a concrete slab (3.25mx10m). In recent year, in Omiya Bypass, cracks on the road surface and vibrations become noticeable and repair work is being carried out from the high urgency area with priority. From a large-scale research implemented in 2017, the cause of vibration is considered to be the impact of passing large vehicles and cracks occur on the road surface due to damage (break of Dowel bar, gap) near the joints of concrete plates that laid under asphalt. Surface cracks can be used to determine the damage status by road surface survey but joints in asphalt covered concrete slabs cannot be surveyed directly and the efficient investigation is required because the repair wide range extending. In this paper, in order to evaluate the soundness of the joints between asphalt covered concrete slabs we can describe the content of the method of efficiently investigating the load transfer rate which is one of the items to evaluate the joints.","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":"134647331","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}
There is a going interest to reduce emission and improve air quality of the environment through the use of titanium dioxide (TiO2) topical treatments. TiO2 is regarded as one of the most efficient and environment-friendly ultraviolet light-sensitive materials for the photocatalytic degradation of various pollutants. The effort to reduce nitrogen dioxides in the ambient air is proposed to be implemented on the surfaces of streets and sidewalks. Two methods are used to quantify photocatalytic performance: direct and the indirect. The direct method measures the difference of NO concentrations before and after surface treatment, but this method may be highly inaccurate due to the influence of various parameters, time, and costs. The indirect method, on the other hand, quantifies the photocatalysis performance by using the measured surface dielectric to estimate the amount of oxidized NOx byproducts that have accumulated on the surface. This approach is entirely non-destructive and constitutes a new protocol to assess the field-effectiveness of photocatalytic topical treatments based on reproducible and logical monitoring procedures. Finally, mass balance computation was used to validate the effectiveness of this protocol and check the accuracy of the proposed method.
{"title":"Investigation of TiO2 Photocatalytic Properties of Concrete Samples with Dielectric Constant Applications","authors":"A. Joshaghani, D. Zollinger","doi":"10.33593/ejnaj973","DOIUrl":"https://doi.org/10.33593/ejnaj973","url":null,"abstract":"There is a going interest to reduce emission and improve air quality of the environment through the use of titanium dioxide (TiO2) topical treatments. TiO2 is regarded as one of the most efficient and environment-friendly ultraviolet light-sensitive materials for the photocatalytic degradation of various pollutants. The effort to reduce nitrogen dioxides in the ambient air is proposed to be implemented on the surfaces of streets and sidewalks. Two methods are used to quantify photocatalytic performance: direct and the indirect. The direct method measures the difference of NO concentrations before and after surface treatment, but this method may be highly inaccurate due to the influence of various parameters, time, and costs. The indirect method, on the other hand, quantifies the photocatalysis performance by using the measured surface dielectric to estimate the amount of oxidized NOx byproducts that have accumulated on the surface. This approach is entirely non-destructive and constitutes a new protocol to assess the field-effectiveness of photocatalytic topical treatments based on reproducible and logical monitoring procedures. Finally, mass balance computation was used to validate the effectiveness of this protocol and check the accuracy of the proposed method.","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":"123647165","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}
Basalt fiber-reinforced polymer (BFRP), a lightweight and corrosion resistant reinforcement, has potential to be an alternative for steel in cross-tensioned concrete pavements. In this study, the structural response and design input sensitivity of cross-tensioned BFRP concrete pavement was assessed with 3-D finite element analysis. The results show that the oblique BFRP tendons with a pre-stressing level at 65% of its ultimate strength produced significant slab compressive stresses in both transverse and longitudinal directions, which leads to higher flexural capacity and longer performance life. The slab analysis determined preliminary pre-stressing in the longitudinal and transverse direction requires BFRP diameters approximately 14 to 18 mm at a spacing between 500 to 1000 mm and 25 deg to 40 deg skew angle for slab thickness of 16 to 20 cm. The exact BFRP design parameters (diameter, spacing and skew angle) and slab thickness depends on the specific site traffic loading and environmental conditions. The coefficient of friction and slab length have a significant impact on the tensile stresses in the concrete during the initial pre-stressing but has limited impact on slab stresses due to traffic loading. Other factors that have limited effects are elastic modulus of the concrete, base and soil.
{"title":"Design Sensitivity of Cross-tensioned BFRP Concrete Pavement","authors":"Yating Zhang, J. Roesler, Zhiyi Huang","doi":"10.33593/ty73q8c7","DOIUrl":"https://doi.org/10.33593/ty73q8c7","url":null,"abstract":"Basalt fiber-reinforced polymer (BFRP), a lightweight and corrosion resistant reinforcement, has potential to be an alternative for steel in cross-tensioned concrete pavements. In this study, the structural response and design input sensitivity of cross-tensioned BFRP concrete pavement was assessed with 3-D finite element analysis. The results show that the oblique BFRP tendons with a pre-stressing level at 65% of its ultimate strength produced significant slab compressive stresses in both transverse and longitudinal directions, which leads to higher flexural capacity and longer performance life. The slab analysis determined preliminary pre-stressing in the longitudinal and transverse direction requires BFRP diameters approximately 14 to 18 mm at a spacing between 500 to 1000 mm and 25 deg to 40 deg skew angle for slab thickness of 16 to 20 cm. The exact BFRP design parameters (diameter, spacing and skew angle) and slab thickness depends on the specific site traffic loading and environmental conditions. The coefficient of friction and slab length have a significant impact on the tensile stresses in the concrete during the initial pre-stressing but has limited impact on slab stresses due to traffic loading. Other factors that have limited effects are elastic modulus of the concrete, base and soil.","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":"124712211","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}
One of the major problems with the construction of concrete pavement in India is obtaining the required quality. The quality of Cast-In-Place concrete pavement is difficult to maintain due to the site conditions. To address this issue, a 500 m trial stretch of Prestressed Precast Concrete Pavement (PPCP) is developed in Inner Ring Road, Nagpur. The design of PPCP is performed by a simple spreadsheet considering the cumulative fatigue damage caused to the pavement over its design life. The spreadsheet includes the effect of temperature, prestress, axle loads, and modulus of subgrade reaction for calculating the thickness of the pavement and can be useful for professional designers. The size of the panels for the trial section is 2.625 m x 4 m and 3.5 m x 4 m. The panels are interconnected using a sliding slot dowel model and a top slot dowel model. The construction aspects and design revisions required to incorporate the site difficulties have been discussed in the paper.
{"title":"Prestressed Precast Concrete Pavement: A Case Study","authors":"Ameen Syed, R. Sonparote","doi":"10.33593/byman1x4","DOIUrl":"https://doi.org/10.33593/byman1x4","url":null,"abstract":"One of the major problems with the construction of concrete pavement in India is obtaining the required quality. The quality of Cast-In-Place concrete pavement is difficult to maintain due to the site conditions. To address this issue, a 500 m trial stretch of Prestressed Precast Concrete Pavement (PPCP) is developed in Inner Ring Road, Nagpur. The design of PPCP is performed by a simple spreadsheet considering the cumulative fatigue damage caused to the pavement over its design life. The spreadsheet includes the effect of temperature, prestress, axle loads, and modulus of subgrade reaction for calculating the thickness of the pavement and can be useful for professional designers. The size of the panels for the trial section is 2.625 m x 4 m and 3.5 m x 4 m. The panels are interconnected using a sliding slot dowel model and a top slot dowel model. The construction aspects and design revisions required to incorporate the site difficulties have been discussed in the paper.","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":"130745871","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}
Environmental impacts of concrete production have been evaluated for more than a decade. As a result, a national program for environmental product declarations (EPDs) of concrete has been initiated. The main objective of this paper is to analyze concrete EPDs produced to date and evaluate their applicability for green public procurement (GPP) and life-cycle assessment (LCA) of concrete pavements. EPDs provide transparent and verified quantification of environmental impacts, calculated per predetermined guidelines, known as Product Category Rules (PCRs). PCRs for concrete were developed through involvement of stakeholders from the building industry; therefore, these PCRs may not be fully applicable to paving concrete. The analysis included over 70 published EPDs and revealed that there are marked variations in underlying data sources and data quality, which hinders comparability of EPDs and use of EPDs for benchmarking. Concrete EPDs were created primarily using proprietary data sources suitable for the private sector. However, in the public sector, the use of proprietary data may be cost-prohibitive for agencies, disable transparency, and present the impediment to wider GPP and LCA adoption. To that end, reliable public datasets offer more promise for the development of paving concrete EPD. This study also compares concrete PCR to that of other paving materials (cement, aggregate, asphalt), all of which were created with no overarching entity. Accordingly, the potential options for harmonization and synergetic use of these EPDs in GPP and pavement LCA are also investigated.
{"title":"Using environmental product declarations for green public procurement and life cycle assessment of concrete pavements","authors":"M. Rangelov, H. Dylla, N. Sivaneswaran","doi":"10.33593/8ziapl8i","DOIUrl":"https://doi.org/10.33593/8ziapl8i","url":null,"abstract":"Environmental impacts of concrete production have been evaluated for more than a decade. As a result, a national program for environmental product declarations (EPDs) of concrete has been initiated. The main objective of this paper is to analyze concrete EPDs produced to date and evaluate their applicability for green public procurement (GPP) and life-cycle assessment (LCA) of concrete pavements. EPDs provide transparent and verified quantification of environmental impacts, calculated per predetermined guidelines, known as Product Category Rules (PCRs). PCRs for concrete were developed through involvement of stakeholders from the building industry; therefore, these PCRs may not be fully applicable to paving concrete. The analysis included over 70 published EPDs and revealed that there are marked variations in underlying data sources and data quality, which hinders comparability of EPDs and use of EPDs for benchmarking. Concrete EPDs were created primarily using proprietary data sources suitable for the private sector. However, in the public sector, the use of proprietary data may be cost-prohibitive for agencies, disable transparency, and present the impediment to wider GPP and LCA adoption. To that end, reliable public datasets offer more promise for the development of paving concrete EPD. This study also compares concrete PCR to that of other paving materials (cement, aggregate, asphalt), all of which were created with no overarching entity. Accordingly, the potential options for harmonization and synergetic use of these EPDs in GPP and pavement LCA are also investigated.","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":"125946884","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}
Backfill materials can be excavated soils, granular materials, or cementitious flowable materials. Depending on the application, backfill materials require specific properties such as workability for placement, resistant to settlement, minimum strength, and durability. Backfill materials must distribute loads to reduce vertical and lateral pressures on adjacent or underlying infrastructure components as well as existing materials. Historically, backfill materials are susceptible to poor quality control, high material heterogeneity and segregation, erosion, and sometimes excessive strength. Foamed cellular concrete (FCC) offers an alternative engineered material that can achieve a specified density and compressive strength while still providing superior placement efficiency and durability relative to traditional backfill materials. The density of FCC ranges from 300 to 1800 kg/m$^3$ and is achieved by the incorporating a high volume but stable air system inside the cementitious paste. Likewise, the compressive strength of FCC can be tailored from 10 to 130 kg/cm$^2$. FCC can be batched using traditional ready-mix equipment and only requires cement, water, and a foaming agent. Admixtures are beneficial to improve workability and paste stability properties while maintaining a reasonable cost. Other benefits of FCC for backfill applications are self-compacting and self-leveling, lightweight for reducing overburden, pumpability, erosion resistant, and thermal insulating, which makes it attractive for utility and drainage trenches, void filling, support layer for pavement patching, and for filling abandoned conduits.
{"title":"Ready-Mixed Foamed Cellular Concrete as Engineered Backfill Material","authors":"R. Montemayor, J. Roesler, D. Lange","doi":"10.33593/bdnmn0wp","DOIUrl":"https://doi.org/10.33593/bdnmn0wp","url":null,"abstract":"Backfill materials can be excavated soils, granular materials, or cementitious flowable materials. Depending on the application, backfill materials require specific properties such as workability for placement, resistant to settlement, minimum strength, and durability. Backfill materials must distribute loads to reduce vertical and lateral pressures on adjacent or underlying infrastructure components as well as existing materials. Historically, backfill materials are susceptible to poor quality control, high material heterogeneity and segregation, erosion, and sometimes excessive strength. Foamed cellular concrete (FCC) offers an alternative engineered material that can achieve a specified density and compressive strength while still providing superior placement efficiency and durability relative to traditional backfill materials. The density of FCC ranges from 300 to 1800 kg/m$^3$ and is achieved by the incorporating a high volume but stable air system inside the cementitious paste. Likewise, the compressive strength of FCC can be tailored from 10 to 130 kg/cm$^2$. FCC can be batched using traditional ready-mix equipment and only requires cement, water, and a foaming agent. Admixtures are beneficial to improve workability and paste stability properties while maintaining a reasonable cost. Other benefits of FCC for backfill applications are self-compacting and self-leveling, lightweight for reducing overburden, pumpability, erosion resistant, and thermal insulating, which makes it attractive for utility and drainage trenches, void filling, support layer for pavement patching, and for filling abandoned conduits.","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":"117061100","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}
With the increasing application of fiber reinforced concrete (FRC) in rigid pavements, the paving industry is now keen to construct thin FRC concrete pavements directly on the granular base layer for low volume roads. In order to understand the feasibility of such thin FRC pavements and to understand the structural responses and distress patterns, experimental test sections were built at the Minnesota Road Research facility (MnROAD) during the summer and fall of 2017. Six different cells were constructed varying in slab thickness, fiber dosage, and base layer thickness. All six of the cells were equipped with various sensors for measuring temperature gradient, dynamic and environmental load responses, as well as joint movement. Periodical distress surveys were conducted to quantify distresses. The joint performance was tested and analyzed for different seasons. The structural responses and distress patterns observed during the first year of the evaluation are presented in this paper. The early age contribution of synthetic structural fibers in reducing joint faulting, fatigue cracking and spalling are assessed based on the comparative performance of the test cells.
{"title":"Behavior of Ultra-thin and Thin Fiber-Reinforced Pavements on Granular Base","authors":"M. Barman, C. Crick, T. Burnham","doi":"10.33593/2ph40dv3","DOIUrl":"https://doi.org/10.33593/2ph40dv3","url":null,"abstract":"With the increasing application of fiber reinforced concrete (FRC) in rigid pavements, the paving industry is now keen to construct thin FRC concrete pavements directly on the granular base layer for low volume roads. In order to understand the feasibility of such thin FRC pavements and to understand the structural responses and distress patterns, experimental test sections were built at the Minnesota Road Research facility (MnROAD) during the summer and fall of 2017. Six different cells were constructed varying in slab thickness, fiber dosage, and base layer thickness. All six of the cells were equipped with various sensors for measuring temperature gradient, dynamic and environmental load responses, as well as joint movement. Periodical distress surveys were conducted to quantify distresses. The joint performance was tested and analyzed for different seasons. The structural responses and distress patterns observed during the first year of the evaluation are presented in this paper. The early age contribution of synthetic structural fibers in reducing joint faulting, fatigue cracking and spalling are assessed based on the comparative performance of the test cells.","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":"123020195","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}
Daniel King, Jerod Gross, H. Ceylan, Yu-An Chen, P. Taylor
In thin concrete overlays (10 to 15 cm, 4 to 6 in), field observations have sometimes shown that not all contraction joints activate initially and, in some cases, do not activate until many years after construction. Contraction joints that do not activate may be considered an inefficient design that can lead to unnecessary maintenance efforts, unnecessary costs, and negative impacts on concrete overlay performance. Optimum joint spacing design for concrete overlays may need to be determined based on factors different from those that are currently considered. This study included an analysis for recommended joint spacing using pavement design software, as well as a field review of joint activation in existing concrete overlays using non-destructive testing. Test sections were also constructed in conjunction with new concrete overlay projects to analyze a wider range of variables and study early-age joint activation behavior. The data showed that joint spacing was the most significant factor affecting joint activation in thin concrete overlays. The addition of 2.4 kg/m3 (4 lb/cy) structural synthetic macro-fibers did not affect the rate of initial joint activation compared to overlays without fibers. A design parameter, slab length over the radius of relative stiffness (L/l), was identified to correlate with joint activation rate and timing. Designing joint spacing to achieve L/l between 4 and 7 may provide the desired balance between maximum, timely joint activation and good overlay performance.
{"title":"Optimized Joint Spacing for Concrete Overlays with and without Structural Fiber Reinforcement","authors":"Daniel King, Jerod Gross, H. Ceylan, Yu-An Chen, P. Taylor","doi":"10.33593/s5rfu1su","DOIUrl":"https://doi.org/10.33593/s5rfu1su","url":null,"abstract":"In thin concrete overlays (10 to 15 cm, 4 to 6 in), field observations have sometimes shown that not all contraction joints activate initially and, in some cases, do not activate until many years after construction. Contraction joints that do not activate may be considered an inefficient design that can lead to unnecessary maintenance efforts, unnecessary costs, and negative impacts on concrete overlay performance. Optimum joint spacing design for concrete overlays may need to be determined based on factors different from those that are currently considered. This study included an analysis for recommended joint spacing using pavement design software, as well as a field review of joint activation in existing concrete overlays using non-destructive testing. Test sections were also constructed in conjunction with new concrete overlay projects to analyze a wider range of variables and study early-age joint activation behavior. The data showed that joint spacing was the most significant factor affecting joint activation in thin concrete overlays. The addition of 2.4 kg/m3 (4 lb/cy) structural synthetic macro-fibers did not affect the rate of initial joint activation compared to overlays without fibers. A design parameter, slab length over the radius of relative stiffness (L/l), was identified to correlate with joint activation rate and timing. Designing joint spacing to achieve L/l between 4 and 7 may provide the desired balance between maximum, timely joint activation and good overlay performance.","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":"124637585","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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