Concrete Pavement Construction Research Articles

Construction of a Cement Concrete Pavement in a Hilly Terrain in India

The National Highway No 48 is an important artery connecting the capital city of Bangalore and the coastal city of Mangalore in the state of Karnataka in India.Over 5000 heavily loaded commercial vehicles per day with single and tandem axle loads as high as 200 kN and 400 kN respectively form bulk of the traffic. The highway alignment passes throughan eco-sensitive area with topography having steep longitudinalgradients up to 6%, and temperaturesfrom 16°Cto 36°C. The road has 152curvesin a length of 26 km with a large number of acute angled curves on gradients. The existing Asphalt Concrete pavement needed continuous maintenance due to heavy rain. It was decided to rehabilitate it with a jointed cement concrete pavement overlaid on a subbase of Roller Compacted Concrete (RCC) of10 MPa strength. The Paper gives highlights of design and construction of Dowel Jointed Cement Concrete Pavement having an8.50-meter wide carriageway constructed in two halves because of space constraints. Intercepting water by means of nonwoven geotextile and open graded aggregate due to the artesian condition owing to high water table was an important feature of the project.

Investigation of Curling and Warping on US 34 near Greeley, Colorado

Construction of a jointed concrete pavement on US 34 near Greeley, Colorado in 2012 led to an investigation of slab curling and warping that appeared to be contributing to undesirable levels of pavement roughness. The Colorado Department of Transportation (CDOT) initiated an investigation to quantify the effects of slab curling and warping on ride quality for the US 34 project and to identify possible changes in construction practices to mitigate the effects of slab curling on future projects. This paper summarizes the various analyses that were conducted under this research project and the results from this investigation. It also provides recommendations for improvements in construction practices to help minimize jointed concrete pavement slab curling and warping and recommendations for the collection of smoothness acceptance data such that the effects of curling and warping can be captured.

Experiences Resulted from Construction of Two-way Post-Tensioned Concrete Pavement

In this paper there are presented results of experimental investigation and preliminary conclusions dealing with the efficiency of early posttensioning concrete pavement. Short section of concrete pavement 3.5 by 20.0 m (11.5 by 65.6 ft) thickness 0.23 m (9 in.) was posttensioned in longitudinal and transverse direction. The total prestressing was realized in one stage after 48 hours from concreting. The unbonded tendons 75 mm (0.6 in.) were tensioned with 200 kN (45 kip) force in both direction. The aim of investigation was the experimental evaluation of temperature and concrete strains distributions during the process of pavement concrete hardening for different environmental condition for period of 13 months. Values of prestressing force distribution were monitoring for 26 days period. For this reason, unbonded tendons were equipped with vibrating wire force transducer Geokon type. The concrete strains as well as temperature changes were recorded with Geokon vibrating wire sensors localized at three levels of the slab thickness in four vertical cross-section.

NEED BASED ADVANCEMENTS IN MAKING CONCRETE PAVEMENTS

Presently, innovations in concrete pavements are completely changing its design and construction. New-age concrete of compressive strengths more than 200 MPa also has very high tensile strength with or without the inclusion of steel/ synthetic structural fibers. Similar types of concrete mix proportions are referred in IRC: SP: 83-2008 under “Early Opening to Traffic” (EOT) concrete pavements, for maintenance of rigid pavement. Among other special concrete, Self-Consolidating Concrete (SCC) eliminates the need of mechanical consolidation and electrical energy at site and yields a required surface finish without segregation and undulation. Recently, it has been recommended in IRC:SP-62-2014 for construction of low volume concrete pavements in villages where skilled labour and mechanical/ electrical energy may not be easily available. Other similar technologies which are cost effective and environment friendly are given as under: i) Recycled concrete pavements, ii) Roller compacted concrete pavements (IRC:68-2005), iii) Ultra high performance concrete pavements(IRC:SP:76-2015), iv) High volume processed fly ash concrete pavements (IRC:SP:68-2005), v) Fibre reinforced concrete pavements (IRC:SP:46-2013), vi) Continuously reinforced concrete pavements- IRC:118-2015, vii) No joint sealant concrete pavements as per ACPA viii) Two lift concrete pavement/bonded concrete pavement (IRC:58-2015) ix) Sound reduction technologies x) Evaluation of Rigid pavement using falling weight deflectometer (IRC:117-2015) The paper thus describes new, cost effective, ecofriendly and practically need based advancements for making good quality concrete pavements and their evaluation for saving time and energy which are essential requirements for more infra-structure development with the creation of more jobs to the semi-skilled younger generation.

Long Term Performance of Sustainable Concrete Pavement Preservation Strategies in Canada

Rigid pavement preservation and rehabilitation strategies for high traffic volume roads are important sustainable methods of extending the life of our concrete roadways. In 1989, the Ministry of Transportation of Ontario (MTO) undertook the rehabilitation of an exposed concrete pavement exhibiting various distresses. The existing pavement, originally constructed in 1963, consisted of 230 mm mesh reinforced Portland Cement Concrete (PCC) pavement with dowelled joints at a spacing of 21.3 m. The preservation strategies used on the northbound lanes, which had experienced moderate deterioration, consisted of using sustainable concrete pavement restoration (CPR) techniques, material specifications and construction methods, which included full depth repair, partial depth repair, diamond grinding and joint sealant replacement. The rehabilitation strategy selected for southbound lanes was a 180 mm thick plain jointed unbonded PCC overlay to address the severe 'D' cracking and spalling at all the joints and cracks. This paper will identify the sustainable concrete pavement preservation strategies using the pavement sustainability rating system – GreenPave. It will also discuss the pavement preservation strategies and their long term performance evaluation in terms of roughness measurements, frictional resistance measured, and pavement condition ratings. Overall, the 22 year performance of these preserved and rehabilitated concrete pavements has been good with acceptable levels of ride quality, frictional resistance and distress propagation.

Development and Demonstration of NDT for Evaluating the Curing Effectiveness of Concrete Pavement Construction

Early-age concrete surface moisture evaporation can be a factor during paving of concrete pavement resulting in plastic shrinkage cracking and spalling related delamination. The use of liquid membrane-forming curing compounds is one of the most prevalent methods to protect hydrating concrete surfaces. However, success in the application of curing compounds is not always assured under field conditions; lacking a tool to evaluate the curing effectiveness in terms of the uniformity and the rate of application are main issues. Previous research focused on the measurement of the surface dielectric constant (DC) of concrete as an indicator of the moisture retention capability of a given method of curing; however, the inherent limitations associated with the previous handheld technology prevents the method from being extensively utilized under field conditions. To employ better curing practices and the qualification of the application of different methods of curing, this research considers the use of ground penetrating radar (GPR) technology to measure DC at the surface of a concrete pavement. Analyses of the DC measurements indicated that the GPR system provided a very useful means to rapidly and extensively evaluate the curing effectiveness over a broad extent of a paved surface with great data repeatability; visual observations and statistical analyses validated that the system was able to suggest the uniformity of curing applications and differentiate the effectiveness of various curing applications due to varied rates of application. The research also reinforces the notion that the moisture retention capability of a given method of curing increases with the increase of the rate of application and improvement of curing uniformity.

Dispute in Heavy Duty Concrete Pavement Construction: Significance of Standards

This paper is an essay on the effect of standards and on problems and disputes that commonly develop in construction of heavy duty airfield pavements. It is intended to call attention to the need for improved standards for which research is needed to develop solutions to problems that develop in concrete airfield paving and tend to lead to owner-contractor disputes. Four construction scenarios that appear to suffer from insufficient specifications and consequently result in disputes are presented and discussed. Recommendations for potential improvements are made for each.

PROPOSED SPECIFICATION FOR CONSTRUCTION OF AIRFIELD CONCRETE PAVEMENT

The Standards for Specifying Construction of Airports, FAA Advisory Circular: AC 150/5370- 10B incorporates Item P-501 – Portland Cement Concrete Pavement. Airfield concrete pavement project funded under the Federal Airport Improvement Program (AIP) are typically developed in accordance with the requirements contained in Item P-501 and sometimes in conjunction with specific project requirements and local practices related to material availability and regional concerns, and as approved by the FAA. Item P-501 provides guidance on the following: 1. Concrete materials (including composition and materials requirements) 2. Construction methods (including equipment, concrete placement, finishing, jointing, curing, and sealing) 3. Method of acceptance (including sampling and testing) 4. Contractor quality control 5. Basis for payment As part of a recent study, a proposed specification for construction of concrete airfield pavements has been developed for possible adoption by the FAA. The proposed specification places emphasis on the need to produce a durable end product, vis-à-vis, a durable concrete pavement. The product requirements that are specified are a combination of prescriptive requirements for certain materials as well as end product requirements for the as-delivered concrete and for the as-placed concrete. There is less emphasis on the means and methods to produce the end product. This should allow the contractor reasonable flexibility to use innovative construction methods and equipment that will result in cost savings to owner agencies without sacrificing the quality of the product. Specifically, the proposed specification will allow constructors to identify sources of variability in the airfield concrete pavement construction process and to minimize the variability; thus delivering an end product that is consistent and durable. The proposed specification intent is to: 1. Inspire creativity and maintain a standard for the evaluation of the construction 2. Incorporate a system of measurement consistent with acceptance criteria that will validate the design parameters 3. Encourage innovation and be "results-oriented" 4. Result in a product of the highest quality and consistent with the available local materials. This paper presents highlights of the proposed specification.

Framework for Design and Construction of Long-Life Concrete Pavements

In the past, concrete pavements were routinely designed and constructed to provide low-maintenance service life of 20 to 25 years. In fact, the majority of the U.S. interstate and the primary system were designed on the basis of the 20 to 25 year initial service life. Experience has shown that pavements in high volume traffic corridors need to be designed and constructed to provide longer service life because of the difficulties in performing effective repair and rehabilitation activities along these high volume highway corridors. In addition, the public is no longer tolerant of frequent extended lane closures to perform repair activities. It is becoming an established practice in the U.S. to require that concrete pavements provide low-maintenance service life of 40 plus years. PCC pavements can meet this specific requirement if proper considerations are incorporated in the design and good construction practices, including use of sound concrete making materials, are followed. This paper provides an overview of current U.S. practices and efforts at optimizing pavement design features and construction practices to minimize early age failures and provide long-term low-maintenance service in excess of 40 plus years. The paper also provides a framework for ensuring that the critical design and construction features that impact long-term service are recognized and accounted for. The design and construction features discussed include features that improve slab cracking and deflection responses, features that minimize maintenance operations, and construction features that assure long-life pavement.

IMPROVED TECHNIQUES FOR ASSESSING RIDE QUALITY ON CONCRETE PAVEMENTS

Under current procedures used in Australia for testing and interpretation of road profiles it is difficult to identify and isolate pavement sections responsible for unpleasant ride vibration. For the construction of new concrete pavements, in particular, where subsequent correction of profiles is very expensive, there is a need for improved procedures to give early feedback of the ultimate ride quality. To help identify and treat pavement problem areas, numerical models were developed to simulate ride vibration and pavement grinding. The ride and grind simulation models cover four generic vehicle classes – passenger cars, heavy commercial vehicles, offroad recreational and sports utility vehicles and motorcycles – and conventional pavement grinding equipment. A number of vibration response presentation formats were developed to help quantify ride vibration severity, intrinsic unevenness and grind treatment effectiveness. The models and key findings of the study are presented in this paper through contrasting examples of responses from the models to a selection of road profiles before and after virtual (theoretical) remedial grind treatment.

Fifteen Years Performance of a Concrete Pavement Rehabilitation Project in Canada

The Ministry of Transportation of Ontario (MTO) undertook the rehabilitation of an exposed concrete pavement exhibiting various distress manifestations in the summer of 1989. Highway 126 in Southwestern Ontario is a four-lane divided arterial with 22,000 AADT and 9.6% commercial traffic in year 2000. The existing pavement, originally constructed in 1963, consisted of 230 mm mesh reinforced Portland Cement Concrete (PCC) pavement with dowelled joints at a spacing of 21.3 m. The rehabilitation strategy selected for southbound lanes was a 180 mm thick plain jointed unbonded PCC overlay to address the severe 'D' cracking and spalling at all the joints and cracks. The rehabilitation of the northbound lanes, which had experienced moderate deterioration, consisted of using the latest concrete pavement rehabilitation (CPR) techniques, material specifications and construction methods, which included full depth repair, partial depth repair, diamond grinding and joint sealant replacement. This paper will discuss the evaluation of this rehabilitated pavement in terms of roughness measurements, frictional resistance measured, and pavement condition ratings. Overall, the fifteen-year performance of the rehabilitated concrete pavements has been good with acceptable levels of ride quality, frictional resistance and distress propagation.

Design and Construction of Concrete Pavement On Interstate 66 in Fairfax County, Virginia Applications of New Technologies

The article details the implementation of innovative technologies in the design and construction of a 10.3-kilometer concrete pavement on Interstate 66 in Fairfax County, Virginia, as part of a $140 million reconstruction project. Key technologies employed include cement stabilization of subgrade soils, use of a stabilized open-graded drainage layer, recycling of the original concrete pavement, and the introduction of fast-track concrete paving techniques. The project faced challenges due to deteriorating conditions of the original pavement, constructed in the early 1960s, under increasing traffic volumes. A comprehensive study involving traffic analysis, soil surveys, and structural assessments informed the decision to replace the existing pavement entirely with a new structure designed for improved drainage and durability. Construction strategies prioritized minimizing traffic disruption and maximizing the use of recycled materials. The successful completion of the project on schedule, despite additional work and unforeseen conditions, illustrates the viability of rapid concrete pavement construction using advanced technologies and materials. (Abstract generated by AI tool ChatGPT 4)

Tire wastes and durability: the influence of crumb rubber and recycled steel fibre on properties of roller compacted concrete

ABSTRACT The roller compacted concrete pavement construction requires essential factors, including durability, strength, sustainability, and economy. Cement substituted 5% silica fume and 27.5% slag by weight to mitigate the detrimental effects of liquids. These optimized substitutions were based on Taguchi design findings. In addition, waste tire byproducts have been studied. Volumetrically, crumb rubber replaced sand at 0, 2, 5, and 10%. RSF was added as a volume of RCCP at 0.2, 0.4, and 0.6%. Increasing CR lowers fresh density by 4%, and increasing RSF increases it by 2.7% compared to reference. Volume voids decreased by 18.2% and absorption by 45.1% as CR and RSF increased, indicating durability. Ion chloride penetration improved as CR and RSF ascent by 41.3% and 57% for 10% CR and 10% CR+ 0.6% RSF mixes, respectively. All mixes were within the durable range (low - very low). RSF makes RCCP more ductile and energy-absorbing. Compared to reference specimens, toughness increased by 909%. Mathematical models describe how CR and RSF affect RCCP's fresh density, permeability void volume, absorption, ion chloride penetration, and toughness. The results of ANOVA indicated a significant correlation between variables. The results suggest that RCC mixtures are more durable against harmful liquids and more ductile.

Comparative analysis of environmental-impact-factor emissions for the production and construction of jointed concrete pavements

Comparative analysis of environmental-impact-factor emissions for the production and construction of jointed concrete pavements

Perencanaan perkerasan jalan raya pada perlintasan sebidang di JPL 136 Kota Madiun

The construction of road pavements at level crossings typically employs flexible asphalt pavements, which are prone to peeling and damage. It has been stated that the pavement structure at at-grade crossings between roads and railway tracks should differ from the pavement structure in sections approaching the crossing. The pavement structure at at-grade crossings is recommended to have greater strength than the pavement structure on existing road sections, such as the use of rigid concrete pavements (Prasarana, 2004). In this research, the road pavement at the JPL 136 at-grade crossing in Madiun City is planned to use rigid cement concrete pavement, with the construction calculation using the cement concrete pavement planning method (Ministry of Public Works and Housing, 2003). After analysis, a rigid cement concrete pavement construction with a thickness of 150 mm, a compressive strength of 35 MPa, longitudinal reinforcement D16-170, and transverse reinforcement D12-100 with BJTS 420 A type was obtained.

Production of rubberized concrete utilizing reclaimed asphalt pavement aggregates and recycled tire steel fibers

The integration of waste tire elements into concrete, specifically granular rubber and discrete steel fibers, signifies a substantial advance in the pursuit of sustainable alternatives for rigid concrete pavements. This incorporation not only improves the ductility of rigid concrete pavements, but also augments their energy absorption capabilities. Similarly, replacing natural aggregates in concrete with reclaimed asphalt pavement (RAP) aggregates makes a large contribution to the reduction of negative environmental impacts, while conserving natural resources from depletion. This investigation explores the potential application of recycled rubber particles from waste tires (WTRR) and RAP aggregates as partial substitutes for natural fine aggregates, and evaluates their impact on the performance of rigid concrete pavements. Eight mixes were cast, each with two variables: (i) fine aggregate type (fine rubber (FRu) aggregates, fine asphalt (FAs) aggregates, and combinations of both types of aggregate) replacing 50 % of the natural fine aggregate; and (ii) waste tire recycled steel fibers (WTRSF) content (0 and 40 kg/m3). The axial compressive stress–strain, flexural load–deflection, and direct shear strength behaviors, together with the dry unit weight and volume of permeable voids for all concrete mixes were investigated and compared. The results show that, although the flexural and shear strengths decrease with the inclusion of FRu and/or FAs, the use of WTRSF noticeably mitigates the losses in strength that arise from the use of WTRR and/or RAP aggregates alone. The inclusion of WTRSF enhances the strain capacity of the concrete and allows the development of adequate post-peak energy absorption capacity in flexural and shear loading. Additionally, the dry unit weight of the proposed composites decreased by as much as 8 %, and their volume of permeable voids lies within the limits of high-durability concrete mixes (9–12 %). Hence, the proposed sustainable concrete composites are promising composites for rigid concrete pavement construction.

Reducing Energy Demand in Concrete Pavements by the Use of Blended Cements

This research explores strategies to minimise energy consumption and enhance environmental sustainability in road construction. Focusing on concrete pavement structures, the study evaluates the impact of substituting Portland cement with environmentally friendly alternatives such as fly ash and blast furnace slag. A comprehensive model is employed to analyse the energy demands of different pavement types, considering various cement replacements over their lifetime, from the initial extraction of materials to the conclusion of construction. Results indicate an energy saving potential of 8.63% by substituting 10% of Portland cement with fly ash, while an impressive reduction of 58.63% in cement production energy is achieved by replacing Portland cement with 80% blast furnace slag. The study underscores the significant role of cement variations in mitigating energy consumption, emphasizes the potential of blast furnace slag as a sustainable alternative as well as highlights the significance of alternative cement types in reducing energy consumption in concrete pavement construction, aligning with environmental sustainability goals and offering insights for more eco-friendly infrastructure development.

Study on Temperature Response of Rubberized Concrete Pavement Based on Fiber Bragg Grating Testing Technology.

The temperature response of pavement is not only crucial for assessing the internal stresses within pavement structures but is also an essential parameter in pavement design. Investigating the temperature response of rubberized concrete pavements (RCP) can support the construction of large-scale rubber concrete pavements. This study constructed a pavement monitoring system based on fiber Bragg grating technology to investigate the temperature distribution, temperature strain, temperature effects, and temperature stress of RCP. The results show that the daily temperature-time history curves of concrete pavement exhibit a significant asymmetry, with the heating phase accounting for only one-third of the curve. The temperature at the middle of RCP is 1.8 °C higher than that of ordinary concrete pavement (OCP). The temperature distribution along the thickness of the pavement follows a "spindle-shaped" pattern, with higher temperatures in the center and lower temperatures at the ends. Additionally, the addition of rubber aggregates increases the temperature strain in the pavements, makes the temperature-strain hysteresis effect more pronounced, and increases the curvature of the pavement slab. However, the daily stress range at the bottom of RCP is approximately 0.7 times that of OCP.

Effects of Macro Fibers on Crack Opening Reduction in Fiber Reinforced Concrete Overlays.

Macro fibers have been extensively used in the construction of various concrete structures, including bridges, dams, tunnels, industrial floors, and pavements. However, their effectiveness in reducing crack opening widths in concrete pavements has not been fully explored. This study aims to delineate the role of fibers by identifying the optimal types and volumes for effectively controlling cracks in concrete pavement structures, particularly in thin overlays. The research investigates how different fiber types, such as synthetic and steel, and their respective volumes can mitigate crack propagation in concrete overlays. Additionally, it evaluates the performance of fiber-reinforced concrete overlays compared to conventional dowel bar systems in terms of crack width reduction and overall pavement durability. The findings aim to provide specific design criteria for incorporating macro fibers in concrete overlays to enhance structural integrity and longevity.

Calculated purpose of the distance between the expansion joints of cement concrete pavements of roads

Problem. The article discusses current issues of increasing the efficiency and quality of construction of cement concrete pavements for highways. It is shown that the regulatory documents in force in Ukraine recommend reducing the distances between compression joints and expansion joints during the construction of roads made of cement concrete. However, such a reduction leads to a slowdown in the pace of road construction and a significant increase in construction costs. The increase in cost occurs due to frequent stoppages of a set of concrete-laying machines and the formation of a large amount of concrete waste. The cost of this waste can reach UAH 200 thousand per 1 kilometer of road. In addition, frequent stops of a set of machines when laying cement concrete pavements of highways slow down the time it takes to put roads into operation. Purpose of the work. The aim is to calculate the expansion of cement concrete pavement when heated under operating conditions. Methodology. The work used formulas for thermophysical calculations during thermal expansion of concrete. The paper presents the results of thermophysical calculations of the expansion of cement concrete pavements of highways during their operation at elevated temperatures. It has been shown that when there are a large number of compression joints, they can partially compensate for the space required for concrete expansion. At the same time, they can act as compression joints during low temperatures. A design of double expansion seams has been proposed, which allows increasing the distance between them. The joint work of compression and expansion seams makes it possible to increase the distance between expansion seams. Due to this, it is possible to reduce their number, while simultaneously increasing the speed of construction and maintaining the quality indicators of the coating concrete. Originality: The article presents the results of a production test of thermophysical calculations. It is shown that two experimental sections of road surfaces were built. The concept of the maximum value of thermal expansion of concrete was further developed. Practical value: On one of them, the distance between expansion joints was 101 m, and on the other – about 300 meters. In this case, the distance between the expansion joints in the double seam was 1.5 meters. These parameters were sufficient for efficient and high-quality operation of double expansion joints.