Jointed Plain Concrete Pavement Research Articles

Investigation of load transfer efficiency in jointed plain concrete pavements (JPCP) using FEM

Owing to heavy traffic loads, rigid pavements encounter various types of failures at transverse joints during their lifetime. Three-dimensional finite-element method (3D-FEM) was used to assess the structural response of jointed concrete pavement under moving tandem axle loads. In this study, 3D FEM was verified using an existing numerical model and field measurement of the concrete slab traversed by a moving truck. This paper also investigated the effects of multiple parameters: material properties, slab geometry, load magnitude and frictional status of the slab and base layer on load transfer efficiency (LTE) of the transverse joints. Further study has been done to investigate the slab performance without the dowel bars which occurs when parts of the pavement needed to be repaired using precast slabs. The aggregate interlock between the new slab and the existing slab is simulated by frictional interface. In 3D FEM model, the load transfer efficiency has been improved by increasing the elasticity modules of the concrete slab and the base layer or increasing the slab thickness. This can decrease the joints' deflections, reduces the damages on pavement joints. Removing dowel bars adversely affected the load transfer.

Dynamic Effects of Moving Loads on the Jointed Plain Concrete Pavement Responses

Dynamic Effects of Moving Loads on the Jointed Plain Concrete Pavement Responses

Investigation on the freeze-thaw damage to the jointed plain concrete pavement under different climate conditions

Freeze-thaw damage is one of the main threats to the long time performance of the concrete pavement in the cold regions. This project aims to evaluate the influence of the freeze-thaw damages on pavement distresses under different climate conditions. Based on the Long-Term Pavement Performance (LTPP) data base, the freeze-thaw damage generated by four different kinds of climate conditions are considered in this project: wet-freeze, wet-non freeze, dryfreeze and dry-non freeze. The amount of the transverse crack and the joint spalling, along with the International Roughness Index (IRI) are compared among the test sections located in these four different climate conditions. The back calculation with the Falling Weight Deflectometer (FWD) test results based on the ERES and the Estimation of Concrete Pavement Parameters (ECOPP) methods are conducted to obtain concrete slab elastic modulus and the subgrade k-value. These two parameters both decrease with service time under freeze condition. Finally, MEPDG simulation is conducted to simulate the IRI development with service year. These results showed the reasonable freeze-thaw damage development with pavement service life and under different climate conditions.

Ride quality stability of jointed plain-concrete road pavements with short slabs

Curling and warping of jointed plain-concrete road pavements are not only unfavourable from the structural point of view but also from a functional perspective because road users can perceive different ride qualities during the day due to changes in slab curvature. The use of short slabs, an innovation of traditional jointed plain-concrete pavements, allows a reduction in concrete thickness due to traffic load configurations and also a reduction in curling and warping. The objective of this study was to compare the stability of ride quality in traditional and short-slab pavements. Using a walking profiler, precise international roughness index (IRI) measurements were taken every 10 m on both types of pavements in Chile at different times of the day and over two slab tracks. Roughness measurements using a high-speed laser profilometer over 12 km of additional short slabs in Chile were also considered. Changes in IRI of up to 0·6 m/km were obtained on traditional pavements. In contrast, the results clearly demonstrated the stability of the ride quality offered by short slabs, with users experiencing the same roughness at different times of the day.

Unsealed joints in urban concrete pavements for buses

Urban pavements for buses need to resist high traffic demands without regular invasive maintenance interventions that affect the pavement clients. Although jointed plain concrete pavements can provide these requirements, sealing the joints and keeping them sealed for 10 years costs up to 45% more than unsealed joints. The objective of this paper is to evaluate the performance of unsealed transverse joints in urban pavements for buses. The field measurements made after 8 years in-service (average) in 270 unsealed joints in Chile, 150 on bus corridors and 120 on their adjacent lanes, show that only ten joints of the bus corridors were affected by very low spalling (30 mm) due to the construction process and not due to the performance of the unsealed joints. The adjacent lanes have zero joints affected by spalling. Furthermore, no pumping or measurable joint faulting was detected even after 5 million accumulated equivalent single-axle loads. These results, the 50 years of Wisconsin's experience in the USA and the deficiencies of joint seals place unsealed joints as a cost-effective alternative to optimise urban pavements for buses, considering the needs of the pavement clients – that is, users and municipal transportation agencies.

Daily Cycles of Temperature-Independent Curvature in Jointed Plain Concrete Pavements

AbstractCurvature due to temperature curling and moisture warping has a large effect on the performance and assessment of jointed plain concrete pavements (JPCP). Accurate curvature prediction can ...

Foundation Voiding in Jointed Plain Concrete Pavements

AbstractLoss of support as a result of voids underneath concrete slabs can initiate and propagate slab cracking in jointed plain concrete pavements. This paper investigates the hypothesis that foun...

Pavement performance evaluation models for South Carolina

This paper develops pavement performance evaluation models using data from primary and interstate highway systems in the state of South Carolina, USA. Twenty pavement sections are selected from across the state, and historical pavement performance data of those sections are collected. A total of 8 models were developed based on regression techniques, which include 4 for Asphalt Concrete (AC) pavements and 4 for Jointed Plain Concrete Pavements (JPCP). Four different performance indicators are considered as response variables in the statistical analysis: Present Serviceability Index (PSI), Pavement Distress Index (PDI), Pavement Quality Index (PQI), and International Roughness Index (IRI). Annual Average Daily Traffic (AADT), Free Flow Speed (FFS), precipitation, temperature, and soil type (soil Type A from Blue Ridge and Piedmont Region, and soil Type B from Coastal Plain and Sediment Region) are considered as predictor variables. Results showed that AADT, FFS, and precipitation have statistically significant effects on PSI and IRI for both JPCP and AC pavements. Temperature showed significant effect only on PDI and PQI (p < 0.01) for AC pavements. Considering soil type, Type B soil produced statistically higher PDI and PQI (p < 0.01) compared to Type A soil on AC pavements; whereas, Type B soil produced statistically higher IRI and PSI (p < 0.001) compared to Type A soil on JPCP pavements. Using the developed models, local transportation agencies could estimate future corrective actions, such as maintenance and rehabilitation, as well as future pavement performances.

Measurement of Deflections and Determination of Jointed Plain Concrete Pavements Stiffness by Falling Weight Deflectometer

Within the the National Sustainability Programme I, project of Transport R&D Centre (LO1610), the determination of measured jointed plain concrete pavements deflections to load was monitored. Impacts of climate and other effects upon resulting concrete pavement deflections were studied in the first place. The main issue for FWD measurements is the selection of suitable climatic conditions.In addition, loading transfer efficiency (LTE) at slab joints, which is a specific feature of concrete road pavements, was studied.

Impact of variability of mechanical and thermal properties of concrete on predicted performance of jointed plain concrete pavements

The performance of jointed plain concrete pavement is affected by various design parameters including mechanical and thermal properties of concrete. Out of these, coefficient of thermal expansion, elastic modulus and modulus of rupture are a few important ones and to evaluate the effects of these material properties on pavement performance, simulations were carried out in MEPDG. All other design parameters such as traffic, design life, climate and road bed soil conditions were considered as constant and pavement performance was evaluated. The simulation results appreciated that with an increase in coefficient of thermal expansion of concrete, the pavement performance was adversely affected. In addition, with an increase in elastic modulus and modulus of rupture values of concrete, the strength of concrete increases and resultantly an improved pavement performance was obtained. It became evident that these material parameters should be carefully considered while designing a rigid pavement.

The influence of carbonation on the formation of calcium oxychloride

Some jointed plain concrete pavements in the midwestern region of the United States of America have exhibited damage at the joints. This damage manifests itself in cracking and spalling in a small section (approximately 100 mm wide) along joints. These cracks may be due to either freeze-thaw cycling of concrete with a high degree of saturation or chemical reactions that occur between the deicing salt and the cementitious matrix. For example, deicing salts (e.g., CaCl2 MgCl2) may react with the cementitious matrix leading to the formation of calcium oxychloride. The formation of calcium oxychloride leads to matrix damage that results in the cracking and spalling of the concrete.The objective of this paper is to document the effect of carbonation on the potential for calcium oxychloride formation in a cementitious matrix. This paper examines ground hydrated cement paste powder made of different ordinary portland cements and portland cement containing fly ash, slag or silica fume. Each of these materials are tested for their potential to react with CaCl2 after exposure to different levels of carbonation. The results indicate that the potential of calcium oxychloride formation decreases with the increase in the degree of carbonation. For long carbonation durations or higher degree of carbonations, there is no calcium oxychloride formation even if the calcium hydroxide is not totally carbonated. It appears that this is due to the fact that carbonation reaction creates a calcite barrier around the remaining calcium hydroxide. The calcite barrier reduces the potential for reaction between calcium hydroxide with the deicing salt. This work indicates that in addition to previous work that has shown that calcium oxychloride formation can be reduced with the use of supplementary cementitious materials and topical treatments (sealers), carbonation is a factor that should be considered in determining the amount of calcium oxychloride that can form in a cementitious matrix.

Review of national and state-level calibrations of AASHTOWare Pavement ME design for new jointed plain concrete pavement

For the design of new jointed plain concrete pavements (JPCPs), three national calibrations of the AASHTOWare Pavement ME Design have been necessary due to model and database updates. Local calibration is also recommended to better match a state’s experience. To date, 8 states have changed the calibration coefficients to local values, while 11 states have implemented national coefficients. This study presents a review of the national and local calibrations and a comparison in terms of, (1) pavement performance prediction and (2) thickness design. It was found that the difference between the local and national calibrations was significant in terms of predicted pavement performance, but much less with respect to thickness design. Furthermore, a full factorial was conducted to study the impact of various design features on the local calibrations. The results showed that the difference between the national and local calibrations decreased as optimum design features such as short joint spacing were used.

Evaluation of the approach used for modeling the base under jointed plain concrete pavements in the AASHTO Pavement ME Design Guide

This study evaluates the modeling of different base types under new jointed plain concrete pavements (JPCP) in the AASHTO Pavement ME Design Guide. It was found that the Pavement ME overestimated the stress in JPCP for unbonded stabilized bases and granular bases and underestimated the stress for bonded stabilized bases when compared to other models. The error in stress estimation results from modeling an unbonded base with a bonded-but-weightless base in the structural model, which is critical when the environmental loading is predominant and/or the base is stiff. Because the separation between layers that are not bonded cannot be accommodated, the behavior of a granular base cannot be accurately reflected, especially not by an elastic continuum.

Uncracked joints in plain concrete pavements: causes, effects and possibilities of improvements

During the construction of Jointed Plain Concrete Pavements (JPCPs) in Chile, it was observed that joints remained uncracked. The objectives of this paper are to evaluate the effects of uncracked joints (UnCrJ) in JPCPs and to propose possible solutions or improvements to avoid or minimize this phenomenon. Considering low thermal amplitude as cause of UnCrJ, a rational-based, detailed and empirically validated model is used to predict UnCrJ and crack width. The modelled results are not only due to material changes but also to the location of the series of cracks in time in the JPCP system. The paper contributes with this rational approach, instead of an empirical-simplified one, to achieve the objectives. For the modelled conditions, the “as-built” slab length range is 8 m to 56 m instead of the 4 m designed one. Then, more curling, joint faulting, water infiltration in sealed joints and load transfer efficiency ≤ 70% are expected. The alternative solutions proposed are associated to innovations as short joints spacing, unsealed joints and saw-cuts up to 50% thickness made with thin blade (≤ 3mm), which was verified with new field evidence provided in the article.

Combined Effect of Water Reducer–Retarder and Variable Chloride-Based Accelerator Dosage on Rapid Repair Concrete Mixtures for Jointed Plain Concrete Pavement

AbstractOn-site addition of accelerator to rapid repair concrete mixtures can result in accidental overdose. Since these mixtures are designed to contain large accelerator dosages, an overdose will produce concrete with extremely high accelerator amounts, well above those recommended by the manufacturer. This study investigated the effect of calcium chloride–based accelerator dosage on the stresses and cracking behavior of realistic concrete mixtures that contain multiple chemical admixtures. The findings indicate the effect of accelerator dosage on increasing the temperature gradient in concrete leading to higher tensile stress generation with upward or downward curling. The effect is exacerbated when there is a simultaneous coincidental occurrence in the maximum of cement paste heat flow and ambient temperatures. The apparent activation energy determined through the heat of hydration or strength measurements shows a drop when chemical retarders are added, whereas for accelerators the effect appears to b...

Large-Scale Deployment of Performance-Related Specifications for Jointed Plain Concrete Pavement

For the 2015 construction season, the Illinois Tollway management awarded nine contracts that include performance-related specifications for jointed plain concrete pavement (JPCP) to be placed along the I-90 corridor between Chicago and Elgin, Illinois. Overall, the nine contracts have a total value of over $550 million, with more than $50 million of the JPCP subject to performance-related specification incentives and disincentives. Deployment of this volume of performance-related paving has required the development of specifications and special provisions as well as a more focused approach to monitoring the testing of the concrete materials as paving is proceeding. Enhanced communication and documentation processes have also been created to ensure that the flow of materials test data and the impacts that the data are having on the calculation of incentives and disincentives can be transmitted to the contractors as quickly as possible. The communication processes include contractor responses and feedback to the materials test data and the financial impact resulting from the test data, with electronic documentation of communication between the testing labs, the tollway and its quality contractors, and the paving contractors. This study documents the development of the current performance-related JPCP specifications, including the challenges encountered in trying to establish performance-related specifications for such a large number of concurrent projects, the solutions employed to overcome those challenges, and the impact on both the tollway and the contractors as a result of the deployment of performance-related JPCP.

Validation of Staged Construction Pavement Design with the Falling Weight Deflectometer

In 2005, the Illinois Tollway staff rehabilitated a 33-mi-long segment of Interstate Highway 88 in Illinois by rubblizing deteriorated jointed plain concrete pavement (JPCP) and placing a hot-mix asphalt (HMA) overlay on the rubblized JPCP. The pavement design called for the ultimate pavement structure to be constructed in two stages: the first at the time of rubblization, when at least 6.0 in. of HMA would be placed, and the second 10 years later, when 2.0 in. of HMA would be cold milled and 6.0 in. of HMA placed back. The pavement design called on the tollway staff’s experience with rubblization and research surrounding the fatigue endurance limit to develop a staged construction strategy. The strategy would reduce up-front construction costs by placing a minimum of 6.0 in. of HMA at initial construction. The tollway staff was confident that the strategy would work, but the pavement performance was monitored annually for verification. Annual monitoring included pavement distress condition surveys, deflection testing and deflection data analysis, and pavement coring. In particular, the tollway staff desired confirmation that the staged construction strategy would yield a perpetual asphalt pavement by controlling the amount of bottom-up fatigue cracking that would develop in the asphalt mat. After 9 years of observations and data analysis, the staff has confirmed the pavement is exhibiting the properties of a perpetual pavement and the staged construction strategy should ultimately prove successful.

Analysis of stress relaxation in jointed plain concrete pavements

The cracks in concrete pavements are formed at early-age as consequence of internal stresses in the concrete. Therefore, the stress relaxation has an essential influence on the cracking process. To model this process allows to identify, for instance, the time for saw-cutting the joints or the cracks width that affects load transfer. Previously, the authors proposed a new equation of the relaxation factor, based on a theoretical and practical analysis of the transversal cracking in jointed plain concrete pavements. The objective of the present paper is to analyze the utility of this new equation of relaxation in the design and construction of jointed plain concrete pavements. For that, other cracking processes in plain concrete pavements (jointed and non-jointed) were modelled with the proposed equation. Wherever is possible the modelling results were compared with observations of the real behaviour of pavements. From the design point of view, with the modelling results of transverse crack width (&gt;1.0 mm) is possible to considerate in the design, optimal slabs length with thinner cracks for better aggregate interlock. And for the longitudinal cracking in jointed plain concrete pavements, the modelling and the field observations, yield cracks width that provide load transfer (0.1 mm). From the construction point of view, the cracking process in non-jointed plain concrete pavements, shows is possible to construct pavements of 7 m width in one gang without cracks risk, and adjustments can be made to a better prediction of the time of occurrence of the 1st transverse cracks.

2D ANALYSIS OF STRESSES AND DISPLACEMENTS OF ROLLER COMPACTED CONCRETE PAVEMENTS (RCCP) FOR LOW VOLUME ROADS UNDER VEHICULAR LOADING

The American Concrete Institute (ACI) 116R defines RCC as “Concrete compacted by roller compaction; concrete that in its unhardened state will support a roller while being compacted”. RCC as a pavement material has been gaining acceptance over the past years. RCC can combat the problems often encountered with flexible bituminous pavements. RCC is the commercial name used for concrete placed with conventional hot mix bituminous paving equipment then compacted with vibratory rollers. This early stiffness makes the compaction process of RCC a feasible construction method and therefore eliminates the need for forms, finishing, dowels and steel reinforcement. The main objective of pavement design is to calculate the optimal thickness of different structural layers. In the design of rigid pavements, it is important to determine the thickness of slab in case of rigid slab taking most of the load carrying capacity. Roller Compacted Concrete Pavement belongs to the family of rigid pavements. Therefore the methods used for jointed plain concrete pavements are used for analyzing and designing of Roller Compacted Concrete Pavement. These methods primarily depend on “WESTERGAARD’s” analytical solution, which determines the mechanical response of a concrete slab under vehicular loading. Analysis of rigid pavements consists of determination of stresses, strains and displacements in a slab induced by vehicular and/or environmental loading. The model pavement will be analyzed under a tire load of 30kN with tire pressure of 0.5N/mm 2 , tire load of 51kN with a tire pressure of 0.7N/mm 2 , tire load of 65kN with a tire pressure of 0.74N/mm 2 ; applied at three different locations namely, the pavement center, the pavement corner and the pavement edge using ALIZE, IAONNIDES and PORTLAND CEMENT ASSOCIATION (PCA) equations. For the applied tire load relative stresses and displacements will be calculated at three different locations. IRC: SP-62-2004 guidelines have been followed.

Finite-Element Analysis of Stress Concentration around Dowel Bars in Jointed Plain Concrete Pavement

AbstractStresses in the concrete surrounding dowel bars is a major factor that contributes to transverse joint distress in jointed plain concrete pavement (JPCP). In this study, a distribution of stresses around dowel bars was analyzed with special attention to compressive and tensile stresses, which are responsible for cracks’ initiation and propagation. Calculations considering diameter, spacing, and length of dowels in JPCP were made using the finite-element method (FEM). Sliding interfaces with friction that permit separation between dowels and surface concrete were modeled using the full cylindrical surface between each dowel and the surrounding concrete. Practical functional relationships among the studied parameters may be useful in the calculation of maximal stresses in concrete around a dowel bar in dependence on its characteristics. Knowledge about the mechanical behavior of dowel bars at their contact with concrete is important to develop effective doweled joints and to improve the load transfe...