M. Snyder, Prashant V. Ram, T. V. Van Dam, Kurt Smith, H. Yu
There are usually many preservation and rehabilitation strategy options for any pavement section at any point in time. Each project-level strategy has associated costs, which are typically evaluated using life-cycle cost analyses (LCCA). Limitations to these analyses include: inability to accurately predict the actual timing and costs of future rehabilitation work; use of an appropriate discount rate; the assumption of equal benefits and service among competing alternatives; and treatment of end-of-life values (service life and salvage material). Each preservation option also impacts pavement service quality and service life, and the value of service on any pavement section depends on the volume and composition of traffic using the facility. Typical preservation strategy selection strategies do not adequately consider these factors in a quantifiable way. This paper presents and demonstrates the use of cost-effectiveness analysis in pavement preservation strategy selection to account for the different levels of service associated with different preservation strategies applied at different times. It also demonstrates concepts for using cost-effectiveness analyses in the allocation of network funds, considering both the quality of service provided and the number and type of users that use different pavement sections in the network. The analysis and strategy selection/optimization techniques presented herein are intended for use as tools to aid in decision-making, recognizing that there are likely additional factors that impact the decision processes that are not represented by these techniques.
{"title":"Cost-effectiveness analysis for concrete pavement preservation strategy selection and resource allocation","authors":"M. Snyder, Prashant V. Ram, T. V. Van Dam, Kurt Smith, H. Yu","doi":"10.33593/ob0q7aib","DOIUrl":"https://doi.org/10.33593/ob0q7aib","url":null,"abstract":"There are usually many preservation and rehabilitation strategy options for any pavement section at any point in time. Each project-level strategy has associated costs, which are typically evaluated using life-cycle cost analyses (LCCA). Limitations to these analyses include: inability to accurately predict the actual timing and costs of future rehabilitation work; use of an appropriate discount rate; the assumption of equal benefits and service among competing alternatives; and treatment of end-of-life values (service life and salvage material). Each preservation option also impacts pavement service quality and service life, and the value of service on any pavement section depends on the volume and composition of traffic using the facility. Typical preservation strategy selection strategies do not adequately consider these factors in a quantifiable way. This paper presents and demonstrates the use of cost-effectiveness analysis in pavement preservation strategy selection to account for the different levels of service associated with different preservation strategies applied at different times. It also demonstrates concepts for using cost-effectiveness analyses in the allocation of network funds, considering both the quality of service provided and the number and type of users that use different pavement sections in the network. The analysis and strategy selection/optimization techniques presented herein are intended for use as tools to aid in decision-making, recognizing that there are likely additional factors that impact the decision processes that are not represented by these techniques.","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":"115632763","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 shifting paradigms in usual climatic events and increased occurrence of flood hazards, vulnerability assessment and adaptation of road infrastructure is essential. Road pavements are critical in sustaining socio-economic activities and their vulnerability to flood hazards could have serious cost consequences. Therefore, a conscientious decision to consider pavement materials, designs and alternatives that are resilient to recurring flood events is desired. Based on previous investigations into how pavements types, classes and configuration respond to extreme events, concrete pavements are reported as better flood-resilient systems in countries that have experienced intense flooding and inundation. Although Canada has experienced some of the worst flood incidences in history and owns a number of concrete pavement infrastructure, no study has been conducted to better understand its performance under extreme conditions. To provide insight on concrete pavement flood response, the use of the state of the art AASHTOWare Pavement ME Design (PMED) program is employed to model various flood scenarios on concrete pavement types and configurations common to two Canadian provinces, Ontario and Manitoba. The performance of the various pavement classes in terms of flood resilience, service life and cost feasibility is analyzed and results provide insight on the resilience and adaptive capacity of rigid pavements to flood hazards in Canada.
{"title":"Impacts Of Flooding On Concrete Pavement","authors":"Remi Oyediji, S. Tighe","doi":"10.33593/5se85bna","DOIUrl":"https://doi.org/10.33593/5se85bna","url":null,"abstract":"With shifting paradigms in usual climatic events and increased occurrence of flood hazards, vulnerability assessment and adaptation of road infrastructure is essential. Road pavements are critical in sustaining socio-economic activities and their vulnerability to flood hazards could have serious cost consequences. Therefore, a conscientious decision to consider pavement materials, designs and alternatives that are resilient to recurring flood events is desired. Based on previous investigations into how pavements types, classes and configuration respond to extreme events, concrete pavements are reported as better flood-resilient systems in countries that have experienced intense flooding and inundation. Although Canada has experienced some of the worst flood incidences in history and owns a number of concrete pavement infrastructure, no study has been conducted to better understand its performance under extreme conditions. To provide insight on concrete pavement flood response, the use of the state of the art AASHTOWare Pavement ME Design (PMED) program is employed to model various flood scenarios on concrete pavement types and configurations common to two Canadian provinces, Ontario and Manitoba. The performance of the various pavement classes in terms of flood resilience, service life and cost feasibility is analyzed and results provide insight on the resilience and adaptive capacity of rigid pavements to flood hazards in Canada.","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":"114750277","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 Pennsylvania Department of Transportation is currently in the process of implementing the Mechanistic Empirical Pavement Design Guide and its associated software AASHTOWare Pavement ME Design into its standard procedure for designing pavements. Among the key tasks of this implementation effort are the verification of the software's ``global'' pavement distress and smoothness prediction models and their local calibration to Pennsylvania conditions. These key tasks have been completed in a different study based on test sections located in Pennsylvania. This paper presents an evaluation of the locally calibrated pavement distress models for new Jointed Plain Concrete Pavements using three pavement sections outside the pool of test sections included in the verification and calibration tasks. Three approaches were used in the evaluation. The first two correspond to global and local models with field and laboratory measured input values, and the third one correspond to local coefficients with PennDOT default recommended input values. Additionally, 20-year designs were executed using Pavement ME and compared with designs completed using the 1993 AASHTO design guide. The results of this investigation indicated that for the sections evaluated the local calibration improved the prediction of joint faulting but had a negligible effect in the prediction of fatigue cracking. The global and local distress models under-predicted fatigue cracking and over-predicted faulting for the majority of cases evaluated. Additionally, it was found that the difference in slab thickness designs for Pavement ME and AASHTO93 tend to be larger when the input values deviate more from the local default recommended values.
宾夕法尼亚州交通运输部目前正在将机械经验路面设计指南及其相关软件AASHTOWare Pavement ME Design纳入其设计路面的标准程序。这项实施工作的关键任务之一是验证该软件的“全球”路面遇险和平滑预测模型，并根据宾夕法尼亚州的情况对其进行本地校准。这些关键任务已经在宾夕法尼亚州的另一项基于测试部分的研究中完成。本文利用验证和校准任务中包含的测试段池外的三个路面段，对新接缝素混凝土路面的局部校准路面损伤模型进行了评估。评估采用了三种方法。前两个对应于具有现场和实验室测量输入值的全局和局部模型，第三个对应于具有PennDOT默认推荐输入值的局部系数。此外，使用Pavement ME执行了20年的设计，并与使用1993年AASHTO设计指南完成的设计进行了比较。研究结果表明，局部定标提高了对节理断裂的预测，但对疲劳开裂的预测作用微不足道。在大多数评估的情况下，全局和局部损伤模型对疲劳开裂的预测不足，对断层的预测过高。此外，我们发现Pavement ME和AASHTO93的板厚设计差异往往越大，当输入值与当地默认推荐值偏差越大。
{"title":"Evaluation Of Pavement Me Locally Calibrated Distress Models For Jointed Plain Concrete Pavements In Pennsylvania","authors":"Luis Ramirez, D. Morian","doi":"10.33593/20fp1iy3","DOIUrl":"https://doi.org/10.33593/20fp1iy3","url":null,"abstract":"The Pennsylvania Department of Transportation is currently in the process of implementing the Mechanistic Empirical Pavement Design Guide and its associated software AASHTOWare Pavement ME Design into its standard procedure for designing pavements. Among the key tasks of this implementation effort are the verification of the software's ``global'' pavement distress and smoothness prediction models and their local calibration to Pennsylvania conditions. These key tasks have been completed in a different study based on test sections located in Pennsylvania. This paper presents an evaluation of the locally calibrated pavement distress models for new Jointed Plain Concrete Pavements using three pavement sections outside the pool of test sections included in the verification and calibration tasks. Three approaches were used in the evaluation. The first two correspond to global and local models with field and laboratory measured input values, and the third one correspond to local coefficients with PennDOT default recommended input values. Additionally, 20-year designs were executed using Pavement ME and compared with designs completed using the 1993 AASHTO design guide. The results of this investigation indicated that for the sections evaluated the local calibration improved the prediction of joint faulting but had a negligible effect in the prediction of fatigue cracking. The global and local distress models under-predicted fatigue cracking and over-predicted faulting for the majority of cases evaluated. Additionally, it was found that the difference in slab thickness designs for Pavement ME and AASHTO93 tend to be larger when the input values deviate more from the local default recommended values.","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":"116622524","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 exposed aggregate pavement technology for construction of concrete highways is used in European countries, including Poland, mostly for heavy trafficked roads. It is mainly a two-lift slip-form technology with a special treatment of the top surface after the final smoothing operation. This is a demanding technology that leaves a little margin for mistakes. When properly done the pavement layer with exposed aggregates ensures designed skid resistance for vehicle wheels even in adverse weather conditions without excessive traffic noise. The challenge is to provide its cost-effective long term performance including both the adequate roughness and the desired smoothness of the pavement. The paper presents tools and methods for construction quality assurance specific for exposed aggregate concrete pavements. Required monitoring of the stability of concrete mix properties is discussed. The importance of concrete curing is analyzed in respect to the long term durability in wet-freeze regions with heavy use of deicing salts. Macrotexture assessment at the early stage of pavement construction is seen as the key factor for assurance of the proper skidding resistance. Local evaluation of smoothness is also a useful approach to assure the target IRI. Examples of quality assurance efforts applied on concrete highways recently constructed in Poland are presented.
{"title":"Quality Assurance Methods Applied For Exposed-Aggregate Concrete Pavement Construction","authors":"A. Glinicki, M. Glinicki","doi":"10.33593/mczou3b4","DOIUrl":"https://doi.org/10.33593/mczou3b4","url":null,"abstract":"The exposed aggregate pavement technology for construction of concrete highways is used in European countries, including Poland, mostly for heavy trafficked roads. It is mainly a two-lift slip-form technology with a special treatment of the top surface after the final smoothing operation. This is a demanding technology that leaves a little margin for mistakes. When properly done the pavement layer with exposed aggregates ensures designed skid resistance for vehicle wheels even in adverse weather conditions without excessive traffic noise. The challenge is to provide its cost-effective long term performance including both the adequate roughness and the desired smoothness of the pavement. The paper presents tools and methods for construction quality assurance specific for exposed aggregate concrete pavements. Required monitoring of the stability of concrete mix properties is discussed. The importance of concrete curing is analyzed in respect to the long term durability in wet-freeze regions with heavy use of deicing salts. Macrotexture assessment at the early stage of pavement construction is seen as the key factor for assurance of the proper skidding resistance. Local evaluation of smoothness is also a useful approach to assure the target IRI. Examples of quality assurance efforts applied on concrete highways recently constructed in Poland 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":"132071664","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}
Thin bonded concrete overlays placed on existing asphalt (BCOA) pavements perform best when they are designed and constructed with small square panels. The closely spaced contraction joints help to control the location of slab cracking that develops due to the restraint stresses caused by concrete shrinkage and thermal contraction, reflective cracking forces, differential movement between the concrete overlay and asphalt, and curling and warping stresses. These joints are only able to fulfill their function if they deploy shortly after hardening of the concrete. Due to common observations of sequential joints not deploying, experimentation has begun with applying early loads to the panels to encourage more frequent deployment. While visual observation of joint deployment along the side of the concrete overlay is possible before shouldering material is placed, it becomes difficult thereafter. Questions also arise whether visual observation of a cracked joint on the side of the pavement reflects that the joint is fully deployed across the lanes. This study examined the efficacy of visual joint deployment detection along the side of a BCOA project that had been loaded early, compared to ultrasonic tomography conducted across those same joints. Analysis shows both that visual observations and ultrasonic tomography can be used to reliably detect joint deployment, and that it is uncommon that joint deployment is not fully engaged across lanes.
{"title":"Comparison Between Visual and Ultrasonic Tomography Joint Deployment Detection Methods","authors":"Michael Wallace, T. Burnham","doi":"10.33593/a8wtd3o1","DOIUrl":"https://doi.org/10.33593/a8wtd3o1","url":null,"abstract":"Thin bonded concrete overlays placed on existing asphalt (BCOA) pavements perform best when they are designed and constructed with small square panels. The closely spaced contraction joints help to control the location of slab cracking that develops due to the restraint stresses caused by concrete shrinkage and thermal contraction, reflective cracking forces, differential movement between the concrete overlay and asphalt, and curling and warping stresses. These joints are only able to fulfill their function if they deploy shortly after hardening of the concrete. Due to common observations of sequential joints not deploying, experimentation has begun with applying early loads to the panels to encourage more frequent deployment. While visual observation of joint deployment along the side of the concrete overlay is possible before shouldering material is placed, it becomes difficult thereafter. Questions also arise whether visual observation of a cracked joint on the side of the pavement reflects that the joint is fully deployed across the lanes. This study examined the efficacy of visual joint deployment detection along the side of a BCOA project that had been loaded early, compared to ultrasonic tomography conducted across those same joints. Analysis shows both that visual observations and ultrasonic tomography can be used to reliably detect joint deployment, and that it is uncommon that joint deployment is not fully engaged across 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":"127274113","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}
Life cycle cost analyses (LCC/A) have not typically been used for pavement optioneering for nearly 30 years in Australia, nor are they generally required in detailed design. To date, asphalt pavements were assumed to have lower construction costs but acknowledged as requiring regular maintenance (every 5 to 10 years), whereas concrete is well known to require less maintenance (typically at intervals of 10 to 20 years). Concrete is therefore characterised as being lower cost only in terms of its life cycle and consequently overlooked where construction costs are the focus of pavement options evaluation. However, with significant recent changes in road construction materials and processes, preconceptions around life cycle costs of asphalt and concrete pavements around the world should be reviewed. This paper reports on the findings of a study conducted by Arcadis which compared the life cycle costs of highway low- noise high-speed pavements - plain concrete (PCP), full depth asphalt (FDA) and asphalt over heavily bound (ACH). The study compared LCC of these pavements across a range of project- specific scenarios (resource availability, site complexity and traffic constraints) in addition to the impact of adopting international discount rates. With a new generation of pavement renewal now commencing in Australia (45 years after the first), this work also examined the viability of prolonging the service life of pavements in relation to its impact on life cycle costs, closures and environmental impact. This paper ultimately concludes best value of the various pavement scenario combinations by ranking and comparing all pavements options, and makes recommendations for future life cycle assessments.
{"title":"A Contemporary Comparison of Life Cycle Evaluations of Road Pavements in Australia-Asphaltic Concrete vs Portland Cement Concrete","authors":"J. Moss, N. Liang","doi":"10.33593/qyk86wg1","DOIUrl":"https://doi.org/10.33593/qyk86wg1","url":null,"abstract":"Life cycle cost analyses (LCC/A) have not typically been used for pavement optioneering for nearly 30 years in Australia, nor are they generally required in detailed design. To date, asphalt pavements were assumed to have lower construction costs but acknowledged as requiring regular maintenance (every 5 to 10 years), whereas concrete is well known to require less maintenance (typically at intervals of 10 to 20 years). Concrete is therefore characterised as being lower cost only in terms of its life cycle and consequently overlooked where construction costs are the focus of pavement options evaluation. However, with significant recent changes in road construction materials and processes, preconceptions around life cycle costs of asphalt and concrete pavements around the world should be reviewed. This paper reports on the findings of a study conducted by Arcadis which compared the life cycle costs of highway low- noise high-speed pavements - plain concrete (PCP), full depth asphalt (FDA) and asphalt over heavily bound (ACH). The study compared LCC of these pavements across a range of project- specific scenarios (resource availability, site complexity and traffic constraints) in addition to the impact of adopting international discount rates. With a new generation of pavement renewal now commencing in Australia (45 years after the first), this work also examined the viability of prolonging the service life of pavements in relation to its impact on life cycle costs, closures and environmental impact. This paper ultimately concludes best value of the various pavement scenario combinations by ranking and comparing all pavements options, and makes recommendations for future life cycle assessments.","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":"123367171","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}
Continuously reinforced concrete pavements are known for their durability and longevity as well as for the driving comfort, thanks to the absence of transverse joints. The strength and weakness of CRCP is situated in the network of fine transverse shrinkage cracks whose spacing distance and opening width are determining the pavement behaviour. The most commonly known distress is the punch-out: a fragmentation of the concrete over full depth. During the last decade, a new type of distress was encountered at Belgian worksites. It is characterised by a delamination at the level of the longitudinal reinforcement, a partial fragmentation of the pavement, mostly positioned under the wheel tracks. The first case was the worksite "N49 at Zwijndrecht", where severe distresses were observed after three years of service. An examination with the technique of ultrasonic tomography detected the presence of horizontal cracks at the level of the reinforcement. The use of recycled concrete aggregates was supposed to be the cause. A significant indicator was also the presence of widely opened cracks. In the period 2011-2018 other cases were observed in Belgium, some of them leading to early degradation and others not. Also in other countries (South-Korea, U.S., Japan, ...) distresses due to horizontal cracking were reported. Based upon observations an analysis is made of the main parameters that may cause the wide initial cracks: the use of recycled aggregates, temperature and temperature changes during construction and concrete quality. Preventative measures such as active crack control will be presented.
{"title":"Distresses In CRCP Due To Horizontal Cracking: A Parameter Analysis","authors":"L. Rens, A. Beeldens","doi":"10.33593/jdp3cxsf","DOIUrl":"https://doi.org/10.33593/jdp3cxsf","url":null,"abstract":"Continuously reinforced concrete pavements are known for their durability and longevity as well as for the driving comfort, thanks to the absence of transverse joints. The strength and weakness of CRCP is situated in the network of fine transverse shrinkage cracks whose spacing distance and opening width are determining the pavement behaviour. The most commonly known distress is the punch-out: a fragmentation of the concrete over full depth. During the last decade, a new type of distress was encountered at Belgian worksites. It is characterised by a delamination at the level of the longitudinal reinforcement, a partial fragmentation of the pavement, mostly positioned under the wheel tracks. The first case was the worksite \"N49 at Zwijndrecht\", where severe distresses were observed after three years of service. An examination with the technique of ultrasonic tomography detected the presence of horizontal cracks at the level of the reinforcement. The use of recycled concrete aggregates was supposed to be the cause. A significant indicator was also the presence of widely opened cracks. In the period 2011-2018 other cases were observed in Belgium, some of them leading to early degradation and others not. Also in other countries (South-Korea, U.S., Japan, ...) distresses due to horizontal cracking were reported. Based upon observations an analysis is made of the main parameters that may cause the wide initial cracks: the use of recycled aggregates, temperature and temperature changes during construction and concrete quality. Preventative measures such as active crack control will be 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":"126477710","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}
M. Snyder, T. V. Van Dam, Prashant V. Ram, Kurt Smith, H. Yu
The U.S. Federal Highway Administration (FHWA) hosted a ``Concrete Pavement Strategic Planning Meeting'' in August 2019 for the purposes of 1) identifying future needs and directions in concrete pavement design, and 2) the development of strategies to increase the implementation of long-life concrete pavement (LLCP) design and construction. The meeting was attended by an Expert Task Group (ETG) of knowledgeable concrete pavement experts and practitioners representing highway agencies, academia, industry partners and the Federal Highway Administration (FHWA). Many of the strengths and limitations of current concrete pavement design procedures were identified and discussed. It was recognized that AASHTOWare PavementME Design and other similarly sophisticated procedures represent a significant technological leap over empirical design procedures with which they compete (and often replace). However, there are concerns about performance model limitations, the cost-effectiveness of local calibration efforts, the emphasis on surface thickness design (often assuming, rather than designing, support conditions), and other issues. The potential service and economic benefits of LLCP were also discussed. The impetus for implementation (and benefits documented) by some agencies were described, as were the impediments to implementation for other agencies. Strategies were developed to help overcome the impediments identified and to facilitate broader use of LLCP. This paper summarizes key points raised on each of these issues and includes recommendations for future directions in concrete pavement design and increased implementation of LLCP.
{"title":"Future Directions and Implementation Strategies for Concrete Pavement Design and Construction","authors":"M. Snyder, T. V. Van Dam, Prashant V. Ram, Kurt Smith, H. Yu","doi":"10.33593/m369lz1c","DOIUrl":"https://doi.org/10.33593/m369lz1c","url":null,"abstract":"The U.S. Federal Highway Administration (FHWA) hosted a ``Concrete Pavement Strategic Planning Meeting'' in August 2019 for the purposes of 1) identifying future needs and directions in concrete pavement design, and 2) the development of strategies to increase the implementation of long-life concrete pavement (LLCP) design and construction. The meeting was attended by an Expert Task Group (ETG) of knowledgeable concrete pavement experts and practitioners representing highway agencies, academia, industry partners and the Federal Highway Administration (FHWA). Many of the strengths and limitations of current concrete pavement design procedures were identified and discussed. It was recognized that AASHTOWare PavementME Design and other similarly sophisticated procedures represent a significant technological leap over empirical design procedures with which they compete (and often replace). However, there are concerns about performance model limitations, the cost-effectiveness of local calibration efforts, the emphasis on surface thickness design (often assuming, rather than designing, support conditions), and other issues. The potential service and economic benefits of LLCP were also discussed. The impetus for implementation (and benefits documented) by some agencies were described, as were the impediments to implementation for other agencies. Strategies were developed to help overcome the impediments identified and to facilitate broader use of LLCP. This paper summarizes key points raised on each of these issues and includes recommendations for future directions in concrete pavement design and increased implementation of LLCP.","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":"133585530","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}
Continuously reinforced concrete pavement (CRCP) is widely used by several highway agencies in the United States, typically for heavily-trafficked roadways. CRCP has the potential to provide long-term "zero-maintenance" service life under heavy traffic loadings and challenging environmental conditions, provided that proper design and quality construction practices are utilized. CRCP design focuses on managing the cracking that develops so as to reduce the structural distresses that may develop as a result of traffic and environmental loadings. These distresses include punchouts, steel rupture, and crack spalling. CRCP design involves determining the proper combination of slab thickness, concrete mixture constituents and properties, and steel reinforcement content and location; providing for sufficient slab-edge support; strengthening or treating the existing soils; and providing non-erodible bases that also provide friction, which leads to desirable transverse cracking patterns. In addition, CRCP design details must ensure that the large movement that can occur at CRCP terminal ends is managed adequately. Over the years, many improvements in the best practices in the design of CRCP have been implemented to improve long-term performance. These improvements have resulted from experience from the field, better understanding of CRCP behavior, improved structural modeling of CRCP, improved materials, and improved construction processes. This paper provides guidance on optimizing several key design features based on the information included in the previously cited references and recent refinements implemented in the field. These key design features include: optimizing longitudinal steel content, simplified details for terminal ends, improved transverse construction joint detail, shoulder type, and concrete slab/base interface.
{"title":"Optimized Design Details for Continuously Reinforced Concrete Pavements","authors":"S. Tayabji, M. Plei","doi":"10.33593/v0ljt8j8","DOIUrl":"https://doi.org/10.33593/v0ljt8j8","url":null,"abstract":"Continuously reinforced concrete pavement (CRCP) is widely used by several highway agencies in the United States, typically for heavily-trafficked roadways. CRCP has the potential to provide long-term \"zero-maintenance\" service life under heavy traffic loadings and challenging environmental conditions, provided that proper design and quality construction practices are utilized. CRCP design focuses on managing the cracking that develops so as to reduce the structural distresses that may develop as a result of traffic and environmental loadings. These distresses include punchouts, steel rupture, and crack spalling. CRCP design involves determining the proper combination of slab thickness, concrete mixture constituents and properties, and steel reinforcement content and location; providing for sufficient slab-edge support; strengthening or treating the existing soils; and providing non-erodible bases that also provide friction, which leads to desirable transverse cracking patterns. In addition, CRCP design details must ensure that the large movement that can occur at CRCP terminal ends is managed adequately. Over the years, many improvements in the best practices in the design of CRCP have been implemented to improve long-term performance. These improvements have resulted from experience from the field, better understanding of CRCP behavior, improved structural modeling of CRCP, improved materials, and improved construction processes. This paper provides guidance on optimizing several key design features based on the information included in the previously cited references and recent refinements implemented in the field. These key design features include: optimizing longitudinal steel content, simplified details for terminal ends, improved transverse construction joint detail, shoulder type, and concrete slab/base interface.","PeriodicalId":265129,"journal":{"name":"Proceedings of the 12th International Conference on Concrete Pavements","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2019-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121284738","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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