Portland Cement Concrete Pavement Research Articles

Sustainable End-of-Life Tyre Management: A Comprehensive Analysis of Environmental Impacts and Crumb Rubber Integration in Composite Concretes

The research explores pollution prevention strategies associated with end-of-life tyres (ELTs) through sustainable practices, focusing on repurposing ELTs into crumb rubber (CR) for use in composite concretes for civil engineering applications. Three disposal approaches are considered: recycling into crumb rubber for use in cement composites to enhance acoustic properties, incineration for cement production, and landfill disposal. The study aims to assess the environmental impact of each method, particularly in terms of carbon dioxide (CO2) emissions during the recycling phase, utilizing the OpenLCA program for a comprehensive life cycle analysis. The primary objective is to provide insights into the sustainability of incorporating recycled rubber in concrete mixes as fine aggregate to improve concrete acoustic and shock absorbance properties. The research also gathers data on CO2 emissions from ELT incineration for cement production and the environmental implications of ELT’s landfill disposal. By comparing these three strategies, the study offers a holistic perspective on the environmental ramifications of ELT management. Notably, a recent study highlights the energy recovery and CO2 emissions from ELT incineration, demonstrating the potential benefits of recycling. The research identifies a gap in existing studies, emphasizing the need to consider the entire life cycle, including the transportation and use stages. Notably, the use stage significantly contributes to environmental impacts, with carbon emissions ranging from 550 to 840 kg CO2 eq., per car tyre. Additionally, a proposed inventory analysis method evaluates greenhouse gas emissions from Portland cement concrete pavement construction, revealing that raw material production accounts for most emissions. The findings of this research are providing valuable insights for policymakers, industry professionals, and environmentalists aiming for sustainable practices in the construction sector. By allocating a fraction of tyre production CO2 emissions to obtain raw material for concrete composites, the study suggests a potential avenue for reducing environmental impact. Further calculations using the OpenLCA program may refine these recommendations.

Synergistic design of mechanical properties between implantable sensor and concrete based on three-dimensional refined numerical model

With the ongoing advancement in the construction and development of intelligent infrastructures, there has been a significant integration of sensors within structures. Portland Cement Concrete (PCC) pavement, being a predominant form of transportation infrastructures, necessitates comprehensive analysis due to its critical role. Given that flexural strength is a paramount design criterion for PCC pavements, concrete beams are selected as the primary focus for this study. Initially, a sophisticated three-dimensional numerical model is constructed. This model intricately incorporates the concepts of concrete damaged plasticity (CDP) and the cohesive zone model (CZM) to examine the interaction between the sensor and the concrete beam. The veracity of the numerical model is rigorously validated through methodical three-point bending tests, ensuring its reliability and accuracy. Subsequently, an innovative method for the synergistic design and assessment of the mechanical properties of the implantable sensor in conjunction with the concrete component is introduced. This methodology is underpinned by a novel synergistic performance index system. The system is stratified into different layers, with synergy degree as the target layer, and bearing performance, deformation coordination, and damage control as the criterion layer. In the final phase of the research, the study delves into the impacts of various factors such as size parameters, packaging materials, and positioning of the sensor on its synergistic performance with the concrete. The insights derived from this research are poised to offer valuable guidance for the integrated synergistic design of sensors. This is envisioned to facilitate optimal integration, ensuring long-term and precise monitoring of concrete structures, thereby contributing significantly to the field of intelligent infrastructure construction and maintenance.

Experimental investigation on damage of concrete beam embedded with sensor using acoustic emission and digital image correlation

With the construction and development of intelligent roads, an increasing number of sensors are being embedded into the road structures. Portland cement concrete (PCC) pavement is one of the main forms of road pavement, but the mechanical behaviors of the PCC pavement with sensor embedding are less studied. In this study, the damage mechanism of PCC pavement is investigated by using the three-point beam bending test, considering the sensor embedding and the coating of the sensor surface. The effect of sensor embedding on the flexural mechanical properties and the damage failure modes of concrete beams are evaluated by using the acoustic emission (AE) technique and the digital image correlation (DIC) technique. Moreover, the concept of degree of coupling (DC) is introduced to reveal the collaborative bearing mechanism between sensor and concrete, and is characterized by an evaluation model considering ultimate bearing capacity, critical instability point, collaborative bearing capacity, AE ring counts, and AE energy. The findings can provide valuable insights in the packaging design of sensor to guarantee the coupling between the sensor and the surrounding concrete for accurately monitoring the long-term performance of road infrastructure.

Development of a full-Scale approach to predict overlay reflective crack

ABSTRACT Resurfacing a moderately deteriorated Portland cement concrete (PCC) pavement with asphalt concrete (AC) layers is considered an efficient rehabilitation practice. However, reflective cracks may develop shortly after resurfacing because of discontinuities (e.g. joints and cracks) in existing PCC pavement. In this paper, a new accelerated full-scale testing approach was developed to study reflective crack growth in AC overlays. Two hydraulic actuators were used to simulate a moving dual-tire assembly with a loading rate of more than five-thousand-wheel passes per hour. A load cycle consists of three steps, simulating a tire approaching, moving across, and leaving a PCC discontinuity. Experiments were conducted to compare the reflective crack behaviour of two overlay configurations. Both test sections were fully cracked in less than an hour. The initiation and propagation of reflective cracks were explicitly documented using crack detectors in conjunction with a camera. The proposed full-scale testing protocol offers a repeatable and efficient approach to systematically investigate the effects of various overlay configurations, thus enabling the identification of optimal design against reflective cracking.

Role of Fly Ash in the Repair Interface between Magnesium Phosphate Cement and Cement Concrete

This paper examines a rapid repair material for cement concrete pavement based on magnesium phosphate cement (MPC) blended with fly ash (FA). Three kinds of stress forms for rapid repair of Portland cement concrete pavement (PCCP) were evaluated and the role of FA in the repair interface was studied. The optimal mixture ratio of FA-MPC mortar was determined, and the compressive and flexural strength tested. The composite specimens were then designed to test the interfacial bonding, tensile, and plain shear strength. Finally, the multi-scale mechanism of FA in the interface was analyzed by a pull-off adhesion test, nanoindentation test, scanning electron microscope (SEM)/energy dispersive spectrometer (EDS), Raman spectrum, and molecular dynamics simulation. The optimal content of FA in MPC mortar was 20%. The laminated beam structure had the maximum strength, and the interface load bearing capacity was the lowest. For further multi-scale analysis, the results of the pull-off adhesion test showed the adhesion strength of interface was increased by the curing age and loading rate. Adhesion capacity of basalt aggregate and FA-MPC was stronger than that of Portland cement mortar and FA-MPC. The elastic modulus of MPC-aggregate interface was more than that of MPC-OPC mortar. SEM/EDS and Raman spectrum results showed that the MPC blended with FA had cracks and defects at the interface formed with cement mortar. Less FA formed near the interface. The good adhesion ability of FA and basalt aggregate was verified by molecular dynamics simulation. By contrast, poor adhesion strength with cement mortar was confirmed.

An in-situ method to evaluate the interlayer bond between hot-mix asphalt and portland cement concrete surface

Proper bonding between different layers of a composite pavement is a major factor in ensuring that the entire structure acts as a monolithic layer under load. This paper studies the bonding between hot mix asphalt (HMA) overlay and Portland cement concrete (PCC) pavement using tack coats. An in-situ pull-off test method was developed for use on project sites on a routine basis to screen and test the quality of bond between asphalt layer and concrete layer. This test replaces the arduous process of coring through often times very thick concrete layer with steel rebars, transporting the core to a lab, trimming the concrete side of the core to fit the shear jig, and finally conducting a shear test. Results show that the in-situ pull-off test method developed in this study is strongly correlated to the laboratory based direct shear test. Limits were also suggested to indicate an adequate bond strength in the PCC–HMA interlayer on the basis of laboratory and field testing. This study also evaluates the influence of various factors on the performance of the interlayer bond in laboratory. These factors include the type of tack coat, application rate, the texture of the concrete pavement surface, the surface cleanliness and the surface moisture. Results indicate that sandblasting and hydro-demolition textures offer the best interlayer bond strength, the influence of application rate is not significant on the interlayer bond strength and the influence of surface moisture and cleanliness are dependent on the type PCC surface texture.

Evaluation of the impact of selected material and technological parameters of dowel bars on the behaviour of Portland Cement Concrete pavement

Evaluation of the impact of selected material and technological parameters of dowel bars on the behaviour of Portland Cement Concrete pavement

Investigation of Interface Fracture between BFPMPC and Cement Concrete

Recently, there has been wide concern about the mechanical properties of the repair interface for the magnesium phosphate cement mortar as a repair material with Portland cement concrete pavement. In this paper, based on the previous research results about basalt fiber reinforced and polymer modified magnesium phosphate cement (BFPMPC) mortar, the fracture behavior of the interfacial transition zone (ITZ) for BFPMPC and Portland cement concrete (PCC) was further pursued and studied. Firstly, a nanoindentation test was carried out on the repair interface with creep characteristics. Results showed that a synergistic effect and elastic moduli of multiple ITZs in repair interface were verified and determined. Then, the creep characteristic of ITZ was described by proposed fractional rheology characteristics in BFPMPC-PCC ITZ with further validation by finite element analysis. Finally, the interface fracture model combined with dislocation theory was proposed and analyzed. The results showed that satisfactory agreements had been obtained between the calculated results of interface fracture model and experiments. It was indicated that the fracture essence for BFPMPC-PCC ITZ was revealed by the interface fracture model. This finding, as a novel aspect and insight for interface fracture of bi-cementitious-based materials, was provided and the pursued direction of materials design for interface enhancement in pavement rapid repair was expected.

Dynamic Response Analysis of JPCP with Different Roughness Levels under Moving Axle Load Using a Numerical Methodology

In-service Portland cement concrete (PCC) pavements are subject to repeated dynamic loads from moving vehicles; thus, the actual stress generated in a PCC pavement may significantly differ from the static stress, which is normally used in the design and evaluation of pavement performance. Calculating the stress in PCC pavements under moving vehicle loads is of importance to assess their actual service condition, particularly for pavements with different surface roughness levels as the deteriorated roughness might cause large stress in PCC pavement subject to dynamic loads. In this paper, a method is proposed to compute the dynamic response in terms of loads and stresses generated in jointed plain concrete pavements (JPCPs) under a moving axle load, considering the effects of the pavement surface roughness, the vehicle parameters (including vehicle speeds and axle weights), and the pavement structure parameters (including thickness and elastic modulus of different layers and the existence of dowel bars). The dynamic axle load is firstly generated based on the quarter-car model, running through three successive slabs of which the surface roughness is determined by the power spectral density method, and the critical locations in slabs where the largest tensile stresses occur are identified. The combined effects of various pavement surface roughness levels, vehicle speeds, axle weights, and pavement structure parameters are evaluated in terms of the stress and the dynamic factor defined as the ratio of the tensile stress under dynamic load to the tensile stress under static load. For the roughness level D, the tensile stress can reach a maximum value of 3.13 MPa, and the dynamic factor can reach a maximum value of 2.46, which is much larger than the dynamic factor of 1.15 or 1.2 currently used in design guidebooks. Increasing the thicknesses of pavement slab or the subbase layer is an effective way to reduce the tensile stress in JPCP, while increasing the thickness of base layer is not effective. The results of this study can benefit future pavement design and pavement performance evaluation by providing the actual stress and the useful dynamic factor values for various conditions of field pavements. Moreover, preventive maintenance, particularly the improvement of pavement surface roughness, can be planned by referring to the results of this study, to avoid large tensile stress generated in JPCPs.

Development of Real-Time Monitoring System Based on IoT Technology for Curing Compound Application Process during Cement Concrete Pavement Construction.

Among the construction processes of Portland cement concrete pavement (PCCP), the curing compound spraying process is one of the most important processes. If the curing compound spraying amount does not meet the standard or if the curing compound is not applied evenly, distresses occur at the early age of construction, ultimately causing deterioration in concrete pavement performance. The purpose of this study is to develop a real-time monitoring system for a curing compound spraying process based on the Internet of Things (IoT) and sensing technologies to improve the construction quality of concrete pavement. To achieve the goal of this research, we conducted various laboratory and field experiments. The curing compound spraying amount and sprayed status were measured and analyzed using flowmeters, image acquisition sensors, and an image processing program, and the data were provided to workers in real time and simultaneously transmitted to the IoT cloud to form a database. From this study, it is confirmed that the IoT-technology-based curing compound spraying amount and sprayed status monitoring systems can be successfully established to manage construction quality related to the curing of concrete pavement.

Perencanaan Tebal Perkerasan Kaku Jalan Raya Cadas - Kukun Kabupaten Tangerang

ABSTRACT Portland cement concrete pavement or more commonly called rigid pavement or Rigid Pavement, consists of a Portland cement concrete slab and a foundation layer (may or may not exist) on the subgrade. This concrete slab can use reinforcement or without reinforcement depending on the planning. This is different from flexible pavements where the stiffness of the pavement is obtained from the thickness of the subbase layers, the foundation and the surface layer. Because the most important thing is to know the load-bearing capacity of the structure, the factor that needs to be considered in designing concrete road pavements is the strength of the concrete itself. The varying strength of the subgrade or foundation has little effect on the structural capacity of the pavement (the thickness of the concrete slab). The subbase layer, if used under a concrete slab, is intended as a working floor and for drainage to prevent pumping. Pumping is the event of the release of water accompanied by subgrade grains through joints and cracks or on the pavement edge, due to deflection or vertical movement of the concrete plate due to traffic loads, after free water has accumulated under the concrete plate. Pumping can cause cavities to occur. under the concrete plate causing damage or cracks to the plate Key words: Rigid Pavement,Semen Portland,Pekerasan Lentur , Pumping.

A bio-inspired mineral precipitation method to improve the freeze-thaw resistance of cement concrete pavement

Mineral precipitation has been proven to be an effective surface treatment for reducing the porosity of Portland cement concrete (PCC), leading to significant improvement in its freeze-thaw (F-T) resistance. Inspired by human teeth, this study proposes to produce a protective surface layer for PCC through in-situ precipitating hydroxyapatite (HAP), the same mineral found in the tooth enamel, on the concrete surface to improve its freeze-thaw resistance. This protective layer was generated by simply treating the mortar surface with a diammonium hydrogen phosphate (DAP) solution. Experimental results reveal that the F-T resistance is significantly improved, with the DAP-treated specimens surviving three times as many cycles as the control group. The proposed treatment also enhances the compressive strength of the mortar specimens by 35% and reduces saturated water absorption by up to 50%. Analysis of mineralogy suggests that DAP reacts with calcium ions from hydrated cement, leading to HAP precipitation and calcium phosphate on the cement mortars' surface. Particularly, the nanoindentation results indicate that the mineral phase with a lower density tends to react more readily with DAP, leading to its conversion into minerals with significantly higher packing density. Quantitative backscattered scanning electrons (BSE) images and mercury intrusion porosimetry (MIP) analysis verify that the microstructure of the cement mortar surface was densified by the formation of HAP and calcium phosphate induced by the proposed treatment. The proposed method exhibits great potential in enhancing the longevity of PCC pavements in cold regions.

Predicting Compressive Strength of M20 Concrete with Partial Replacement of Coarse Aggregates by Nueva Ecija Sourced Recycled Portland Cement Concrete Pavement using XGBoost Algorithm

This research delves into the potential impact of replacing the coarse aggregates in M20 concrete with recycled concrete. The study aims to explore the possibility of recycling waste material from road construction to address sustainability challenges in the construction industry, especially in developing countries like the Philippines. The research adopts an experimental design involving preparing and testing recycled concrete aggregates, alongside sample preparation and testing. The study also employs the XGBoost machine learning algorithm to help predict the compressive strength of concrete. The XGBoost algorithm was trained using fine-tuned hyperparameters, and the model's evaluation was done using R-squared and Root Mean Squared Error. The research findings indicate a positive correlation between RCA content and compressive strength, with the average compressive strength of concrete mixtures increasing over time. The XGBoost outperforms the Multi Linear Regression model in predicting compressive strength, and incorporating RCA within the optimal range can enhance the strength properties of concrete. The study concludes that the XGBoost model with fine-tuned hyperparameters is reliable for predicting compressive strength, contributing to sustainable concrete production and reliable strength outcomes.

Study on Thermal Reflective Cracking of Asphalt Concrete Overlays on Concrete Pavements Under Moderate Temperature Variations Using Finite Element Model

This study investigated the effects of moderate daily temperature variations on reflective cracking in asphalt concrete (AC) overlays on Portland cement concrete (PCC) pavements using three-dimensional (3D) finite element (FE) modeling. The FE model consists of an AC overlay on top of PCC slabs, followed by aggregate base and subgrade. The year-round temperature variations were divided into discrete groups using a clustering technique and each group was applied separately in the FE model. The maximum stress and strain values associated with each temperature variation group were determined using the FE model and used as the driving force corresponding to the thermally induced damage in the AC overlay. The results show that the maximum stress and strain values in the overlay depend on the hourly temperature variation as well as the seasonal temperature profile. The daily temperature variation controls the deformation of the underlying PCC slabs, whereas the seasonal temperature profile determines the viscoelastic properties of the AC overlay. The estimated maximum tensile stress and strain values suggest that the AC overlay is primarily subjected to damage from repetitive thermal loading instead of one-time fracture events for moderate temperature variations. In addition, when the AC overlay is fully bonded to the PCC slabs, the thermal strains are much greater than the traffic induced strains, indicating a high possibility of thermal reflective cracking being the dominant damage mechanism for these cases.

A novel insight into the interface fracture between magnesium phosphate cement mortar and cement concrete

ABSTRACT This paper focused on fracture problem about interfacial transition zone (ITZ) formed after repairing between magnesium phosphate cement (MPC) mortar and old Portland cement concrete (PCC) pavements. Firstly, the mode Ⅱ cracks on the ITZ were hypothesized and the interface fracture model with dislocation theory was proposed. The stress field at the crack tip was represented by Airy stress potential function and Fourier Transform, and the structural characteristics of the kernel solution of Cauchy were retained. Then, combined with the oscillation term, the Dirac function was replaced by the normal distribution function to obtain stable fracture parameters. Besides, the ϵ about 8 ‰ of the crack length in model was analyzed. Secondly, the elastic moduli of ITZs were obtained by nanoindentation experiments. Results showed the elastic modulus of ITZ between MPC mortar and ITZ-1 (the interface in concrete) was lowest. Such weakest position in repair interface was further verified by finite element analysis (FEA). Finally, a twodimensional model was developed to validate the fracture model. Simulation results were found consistent with the theoretical solution of interface fracture model. The developed interface fracture model can provide insights for evaluating the shear behavior of the interface between MPC mortar and concrete.

Evaluation of acceptance risks and rewards for highway materials using statistical power analysis

ABSTRACT State highway agencies (SHAs) use contractor test results in the acceptance and pay rewards of materials and construction. F- and t- tests are commonly used for validating contractor test results. However, these tests are based on sample statistics, which may lead to significant acceptance risks and inconsistent rewards. In this study a Monte Carlo simulation process was developed to systematically quantify the acceptance risks and assess the implications on pay factors (PF). The simulation was performed using typical acceptance quality characteristics (AQCs), such as thickness, for Portland cement concrete (PCC) pavements. The statistical power of the F- and t-test was determined. The analysis indicated that specific combinations of contractor and agency sample sizes and population characteristics have a greater impact on the acceptance risks and may provide inconsistent PF. Thus, the findings of this study can assist both agencies and producers to better assess the acceptance risks and rewards associated with the validation procedures. Therefore, the proposed methodology can be adopted by SHAs to develop statistically valid verification procedures and thus more rational quality assurance (QA). Producers may use such analysis to identify the level of risks and rewards associated with the current production and identify potential improvements in quality.

Performance Comparison of Break and Seat and Rubblization Rehabilitation Techniques for Reflection-Crack Mitigation: Case Study in Louisiana

Hot mix asphalt (HMA) overlays are constructed on Portland cement concrete (PCC) pavements to improve long-term performance. A significant disadvantage of using HMA overlays on PCC pavements is the development of reflection cracks. Reflection cracks are influenced by traffic loads and periodic temperature changes. The objective of the study was to compare field performance of two slab-fracturing (i.e., break and seat, and rubblization) techniques commonly used in Louisiana, U.S. Four PCC pavement rehabilitation projects with at least one slab-fracturing technique and a corresponding control section were evaluated. Field structural capacity and performance data were collected and analyzed to determine the effect of each reflection-crack mitigation technique on performance. Resilient modulus (Mr) of the existing subgrade was found to significantly influence the structural and functional performance of the pavement sections evaluated. Pavement sections with weaker subgrades were shown to be not suitable for slab-fracturing rehabilitation techniques. For the four field projects evaluated, rubblized test sections showed higher cracking resistance than the control sections. The break and seat technique did not consistently improve or reduce the crack resistance of pavement sections compared with their corresponding control sections because of variations in subgrade Mr values. Sections with smaller sized (i.e., 6 in. break pattern and rubblized particles) fractured particles exhibited higher cracking resistance. Rubblized and selected break and seat sections for the field projects evaluated exhibited lower overall performance compared with their corresponding control sections, which is attributed to other underlying subsurface conditions. Additional study is required to continuously monitor the pavement sections.

Study on the Properties and Benefits of a Composite Separator Layer in Airport Cement Concrete Pavement

A composite separator layer in Portland cement concrete pavement, formed by a lower bearing layer and micro surfacing, was seldom used in airport pavement, but it has great application potential. This paper studied the properties of the composite separator layer and its benefits for pavement. The basic properties investigated in the study were resilient modulus and interlayer property between the separator layer and concrete. The resilient modulus of the micro surfacing was tested to calculate the modulus of the whole separation layer. The interlayer shearing test was done on core specimens using a self-developed facility that can apply load in the normal direction. Shearing test results show that temperature affects the shape of the shearing curve and normal stress linearly affects the stable shear force. Additionally, an in-situ erosion test was carried out to prove the anti-scouring property of the separator layer. Furthermore, a finite element model (FEM) model was established to study the influence of the composite separator layer. The FEM employed the modulus test results and the measured interlayer characteristic. The interlayer characteristic was simplified into a two-stage constitutional model. Monitored data on the mechanical response of the pavement structure in an airport validated the FEM model. Results show that the separator layer reduces the chance of contraction crack under the sudden temperature drop in the concrete slab before sawing. FEM results show that though the separator layer slightly increases the tensile stress of concrete, the tensile stress is greatly reduced if the slab develops voids in the future. The most significant benefit of the separation layer is it reduces the chance of void occurrence so that the lifespan of pavement with a separator layer is improved compared to regular pavements which frequently have voids beneath the slab. With the finite element model results and cumulative fatigue life equations, the separator layer was estimated to elongate the pavement service life for years, depending on the time voids appear.

Predicting Spacing Factor in Hardened Concrete Using the Fresh Concrete Measurements

Damage induced by freeze–thaw action in Portland cement concrete pavements can be minimized by ensuring the presence of a well-entrained air-void distribution within its cementitious paste. Several methods exist for assessing the air-void system in fresh concrete, principally ASTM C231-17a, ASTM C173-16, and AASHTO T 395. These methods accurately measure the fresh air content, but this alone is insufficient to assess air-void distribution parameters. ASTM C457-16 enables such an assessment but can only be performed on hardened concrete and consequently does not provide real-time assessment. Hence it was highly desirable to develop a system to accurately predict the air-void distribution properties, principally the spacing factor, of a concrete mixture, in real time, to support quality control/-assurance activities. A set of 271 observations was used to develop statistical models for predicting the spacing factor obtained by the RapidAir-based ASTM C457-16 method. The models were based on paste content and fresh concrete test measurements (predictors), for which least absolute shrinkage and selection operator regression analysis were used to select/reject variable(s). The predicted spacing factors (PSFs) obtained using these models in fresh concrete were evaluated on their ability to differentiate between a well-entrained (i.e., spacing factor <0.2 mm) and coarsely entrained (i.e., spacing factor >0.2 mm) air-void system. The PSFs from the base and final models exhibited 88.5% and 81.1% accuracy, respectively—much higher than that of the SAM number alone (48.4%). A larger fraction of the data set consisted of well-entrained spacing factor observations, which limited validation for coarsely entrained air-void systems.

Finite Element Modeling of Direct Transition from Concrete Pavement to Asphalt Pavement

The origin of premature distress in direct transitions from Portland cement concrete pavement (PCCP) to asphalt concrete pavement (ACP) constructed as part of TransMilenio pavement repairs has not been investigated and the related literature is limited, therefore, a three-dimensional finite element (FE) model was used to determine the mechanical responses of a direct ACP-PCCP transition under moving vehicular loading in order to identify failure mechanisms. In this sense, a PCCP model was validated with a falling-weight deflectometer (FWD) test, field measurements, and analytical solutions, then a concrete slab (CS) was replaced with flowable fill and asphalt concrete (AC) to create the direct ACP-PCCP transition. The direct transition model considered: 1) the viscoelastic nature of the AC; 2) non-uniform tire-pavement contact pressure; and 3) the bonding variation of the AC-concrete interface of the transition joint using different coefficients of friction (COF) and the Coulomb-type friction model. The results showed 1) relatively high near-surface shear strain of the AC, primarily at the joint and extending 122 mm from the joint; 2) relatively high compressive vertical strain on the subgrade top; and 3) high vertical differential displacement of the joint surface. It is concluded that the AC may prematurely experience near-surface cracking at the vicinity of the joint and rutting from the subgrade, however, increasing the AC-concrete interface bonding may be conservative for fatigue cracking and vertical differential displacement.