Reinforced Concrete Pavement Research Articles

Designing a Risk Management Model for Continuously Reinforced Concrete Pavement (CRCP) Using Network Analysis

Project managers, using the correct economic program and tools for controlling threats and taking opportunities, can reach the goal. Purpose of managers in terms of cost, time, quality and safety depends on certain and uncertain factors. Uncertainties in estimation and feasibility studies are not measurable or are hidden from experts. Hence, having a comprehensive and complete plan that identifies, analyses, studies, evaluates and examines unforeseen incidents, technical mistakes which are not considered, and or hidden costs that are imposed at the time of execution of the project which had been no plans for them before, can minimize the project risk. In our country, using and benefiting from continuously reinforced concrete pavements (CRCP) in recent years has been increasing. Therefore, continuously reinforced concrete pavement application creates problems for managers during implementation in our country, due to being new. In this research, we have tried to use the Dematel method and network analysis to provide a model for review, identification, and rating, considering the most important risks of the armed concrete pavement, the ongoing construction of the honorary street, Eftekhari.

An Approximate Model for Continuously Reinforced Concrete Pavement under Temperature Loading

An Approximate Model for Continuously Reinforced Concrete Pavement under Temperature Loading

CHARACTERIZATION OF UNDERLYING LAYER STABILIZATION MATERIAL FOR MECHANISTIC-EMPIRICAL DESIGN OF RIGID PAVEMENTS

The Mechanistic-Empirical Pavement Design Guide (MEPDG) is applied to calculate pavement responses against the cumulative damage over time, taking into account the general properties of materials, traffic, environmental conditions and pavement structure. The procedure described in the guide was used in this paper to provide appropriate design alternatives for the existing conditions. The two most common types of rigid pavements for highways, Continuously Reinforced Concrete Pavement (CRCP) and Jointed Plain Concrete Pavement (JPCP) were considered in the design. The base layer material was chosen in such a way that a reasonable design life and distress level can be obtained. For each type of chemical stabilization techniques of the underlying layers, the satisfactory design cases were proposed based on the M-E design procedure. For CRCP, the results were also compared with those obtained from the procedure suggested by Texas Department of Transportation (TxDOT) pavement design manual.

Analysis of Flexural Capacity of Fiber Reinforced Concrete Pavements

Analysis of Flexural Capacity of Fiber Reinforced Concrete Pavements

Improved Backcalculation Procedure for Continuously Reinforced Concrete Pavement

Falling weight deflectometer (FWD) testing is effective in evaluating the structural response of in-situ concrete pavements through the backcalculated pavement layer parameters. Specifically, the FWD data can be used to backcalculate the foundation layer and concrete stiffness or the soil layer stiffness, effective slab thickness, and slab–base interface condition. Since continuously reinforced concrete pavement (CRCP) has closely spaced transverse cracks, the traditional backcalculation assumption of an infinite slab can lead to significant errors in the backcalculated results. In this paper, solutions for backcalculated modulus of subgrade reaction ( k-value), elastic modulus of concrete ( E), and effective thickness ( heff) for different crack spacing have been derived from 2-D finite element analysis. AASHTO sensor configuration (0, 12, 24, 36 in.) was recommended for CRCP with crack spacing ≥6 ft, and an alternative solution for crack spacing of 4 and 5 ft was proposed with AREA24. Crack load transfer efficiency (LTE) across transverse cracks had limited impact on backcalculated results if the LTE was >80%. As expected, the backcalulation values were sensitive to the load plate’s longitudinal position relative to the transverse crack especially for crack spacings smaller than 8 ft. The proposed backcalculation method was applied to a field CRCP test section with different crack spacing, reinforcement ratio, and base types.

Incorporating Road User Costs into Integrated Life-Cycle Cost Analyses for Infrastructure Sustainability: A Case Study on Sr-91 Corridor Improvement Project (Ca)

Life-cycle cost analysis (LCCA) is a decision-making tool that allows governing agencies the ability to assess several long-term alternative investment options. This paper presents a LCCA analysis process which integrates the Federal Highway Administration (FHWA) program, RealCost (a road user cost calculation program), the FHWA-endorsed Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) and Caltrans specific design tools (CalFP and CalAC), into the existing Caltrans LCCA process (a modified version of the FHWA LCCA process). In using tools backed by the FHWA and validated through previous agency use, the presented process has a potential to be replicated on urban corridor improvement projects across the US while aiding agencies in achieving economical sustainability throughout the infrastructure maintenance phases. This paper also fills the gap identified by Ozbay et al. in 2004, incorporating road user cost calculations into the LCCA process. Validation was achieved through the execution of the recently completed $1.4 B US California SR-91 Corridor Improvement Project. The SR-91 team used the presented tool to choose one of the two alternatives (maintain HOV SR-91 lane and add I-15 HOV lane using long-life Portland Cement Concrete Pavement or add Express Lane to SR-91 and I-15 using long-life Continuously Reinforced Concrete Pavement and Asphalt Concrete Pavement), equating to an estimated life-cost savings of $32 M.

Overall Changes in Surface Characteristics after Diamond Grinding Continuously Reinforced Concrete Pavement

AbstractThe paper presents the results of a case study to quantify the deterioration of a diamond-ground continuously reinforced concrete pavement (CRCP) surface in terms of macrotexture, skid resistance, ride quality, and pavement noise over time. The influence of site-specific features such as traffic speed and load, pretexturing prior to the grinding operation, lane, wheel path, and trafficking direction on the deterioration of the surface properties is considered. The four surface properties were measured before and immediately after the grinding operation and at three subsequent time intervals after 4, 9, and 15 months. Panel data analysis incorporating fixed effects was implemented to evaluate the influence of the site-specific features on the deterioration of the surface properties. The study provides statistical evidence of deterioration. A significant reduction in macrotexture and skid resistance was apparent. An increase in noise was evident soon after grinding. No significant change in roughnes...

Characteristics of Crack Spacing and Crack Width of Continuously Reinforced Concrete Pavement Based on Long-Term Field Surveys

PURPOSES : The purpose of this study is to investigate characteristics of crack spacing and crack width and their relationship in continuously reinforced concrete pavement (CRCP) based on the data obtained from long-term field observations. METHODS : The crack spacings and crack widths are measured periodically over 10 years at two different CRCP sections: one with asphalt bond breaker beneath concrete slab, and the other with bonded lean concrete base beneath concrete slab. The effects of steel ratio, type of underlying layer, terminal treatment method, and seasonal temperature change on the crack characteristics are evaluated by analyzing the measured data. RESULTS : The CRCP with lean concrete base shows smaller crack spacings than those of the CRCP with asphalt bond breaker. As the steel ratio increases, both the crack spacing and crack width tend to decrease. The crack width becomes larger as the crack age increases, but once the crack age is over a certain value the crack width tends to converge. When the terminal anchor lug system is not used and the expansion joints are employed at the terminals, the crack spacings and crack widths increase near the terminal sections. The crack spacing and crack width seem to be proportional each other, but not necessarily linearly, and their relationship is more distinguished in the summer when the crack widths become smaller. CONCLUSIONS : The steel ratio, underlying layer type, terminal treatment method, and seasonal temperature change affect the characteristics of cracks and the crack spacing and crack width are related to each other.

Field Application and Performance of Continuously Reinforced Concrete Pavement via Mechanical Tube-feeding Method

PURPOSES : The field application and performance of continuously reinforced concrete pavement (CRCP), constructed by using the mechanical tube-feeding method, are evaluated in this study. METHODS: The location of the rebar was evaluated by using the MIRA system. The early-age CRCP performance was evaluated via visual survey, in which the crack spacing and crack width were examined. RESULTS: The location of longitudinal reinforcing bars was evaluated via MIRA testing and the results showed that the longitudinal rebars all lie within a given tolerance limit () of the target elevation. In addition, owing to the low temperature when the concrete was pured, the crack spacing in the Dae-Gu direction is slightly wider than that of the Gwang-Ju direction. Almost all of the crack spacings lay within the range of 1.0 m~3.0 m. A crack width of

Accuracy Improvement of Analysis Results Obtained from Numerical Analysis Model of Continuously Reinforced Concrete Pavement

PURPOSES : The purpose of this study is to develop a method for improving the accuracy of analysis results obtained from a two-dimensional (2-D) numerical analysis model of continuously reinforced concrete pavement (CRCP). METHODS : The analysis results from the 2-D numerical model of CRCP are compared with those from more rigorous three-dimensional (3-D) models of CRCP, and the relationships between the results are recognized. In addition, the numerical analysis results are compared with the results obtained from field experiments. By performing these comparisons, the calibration factors used for the 2-D CRCP model are determined. RESULTS : The results from the comparisons between 2-D and 3-D CRCP analyses show that with the 2-D CRCP model, concrete stresses can be overestimated significantly, and crack widths can either be underestimated or overestimated by a slight margin depending on the assumption of plane stress or plane strain. The behaviors of crack width in field measurements are comparable to those obtained from the numerical model of CRCP. CONCLUSIONS : The accuracy of analysis results from the 2-D CRCP model can be improved significantly by applying calibration factors obtained from comparisons with 3-D analyses and field experiments.

Non-destructive Performance Evaluation of Experimental Short Continuously Reinforced Concrete Pavement

As a proposed long-term pavement solution for bus stops and corridors in highly urbanized areas, four experimental continuously reinforced concrete pavement (CRCP) sections with different percentages of longitudinal steel were built in Sao Paulo, Brazil. The pavement sections are only 50 meters long each, a short construction length in comparison to traditional CRCP, which is normally built as long as the construction process allows. A four-year cracking survey of the experimental sections showed that the shorter section length, perhaps due in part to the lack of anchorage, results in a cracking pattern unlike that of the CRCP with traditional lengths. Additionally, two non-destructive tests were carried out to evaluate the structural performance of the experimental sections. First, deflection tests using a falling weight deflectometer (FWD) were conducted to measure the load transfer efficiency (LTE) across all cracks and to determinate slab parameters by backcalculation. Second, dynamic load tests to obtain the concrete stresses under a known load. The results show that the LTE values are adequate (above 90%) in all sections, despite its distinct crack pattern and that tensile stresses at the bottom of the slab are within critical strength values for the concrete. The results from this experimental study are discussed in light of the current literature for CRCP design and performance.

Application of Fiber Reinforced Polymer in the Structure of Continuously Reinforced Concrete Pavement

Continuously Reinforced Concrete Pavement is smooth and almost needs not maintenance, which has long service life as well as a great potential application. Fiber reinforced polymer as a new type of composite materials with high strength, light weight, corrosion resistance and fatigue resistance which substitutes conventional steel rebars gives solutions to the problems caused by corrosion of reinforcement. In this paper, combined with the excellent properties of FRP rebars, FRP-CRCP is introduced in detail from structural response analysis, structure design, construction and the function of self-monitoring. Moreover, it is pointed out the problem of the design index and standard for FRP-CRCP that still needs further research.

Design of GFRP reinforced CRCP and its behavior sensitivity to material property variations

Non-corrosiveness, light weight, and high strength-to-weight ratio of Glass Fiber Reinforced Polymer (GFRP) rebars would have favorable impacts on the Continuously Reinforced Concrete Pavements (CRCPs), in terms of lowering the maintenance cost and extending the longevity of the pavement. To examine the viability of GFRP rebars as CRCP’s reinforcement, the U.S.’s first GFRP-CRCP test section was constructed on Route 9 in Martinsburg, West Virginia, together with a conventional steel-CRCP test section for comparison purpose. In this paper, we introduce overall design methodology of these CRCP test sections, which involves mechanistic and numerical analyses. The reinforcement design of #7 longitudinal rebars at 6in. (15.24cm) spacing (1.0% ratio) is proposed to be mechanically and economically feasible for the GFRP-CRCP, when applied with 6500psi (44.82MPa) concrete on the cement-stabilized subbase. For the GFRP-CRCP design, shrinkage and thermal properties of concrete appear to be the most influential design parameters to the performance of the proposed GFRP-CRCP. Even though the actual field performance of the CRCP test sections shows appreciable discrepancy with its prediction, it still remains within the allowable limit for structural integrity. The properties of subbase and concrete deviating from their proposed design is presumably the cause of the discrepancy.

Spalling related to Coefficient of Thermal Expansion (CoTE) of Continuously Reinforced Concrete Pavement in Texas

Concrete volume changes due to temperature and moisture variations (environmental loading) are severely restrained in Continuously Reinforced Concrete Pavement (CRCP) by longitudinal reinforcement and base friction, resulting in numerous transverse cracks, which are held tight by primarily longitudinal steel. Tight transverse cracks provide good load transfer at transverse cracks, ensuring good performance of CRCP. In general, an adequate amount of longitudinal steel and base friction used in CRCP will restrain concrete volume changes to an adequate level, keeping transverse cracks tight and providing good CRCP performance. In Texas, the performance of CRCP is excellent; however, severe spalling problems have been observed in CRCP sections where a certain type of coarse aggregate was used, resulting in costly repairs and traffic delays. This study investigated the causes of severe spalling problems in CRCP in Texas. Fourteen CRCP sections with severe spalling and 10 sections with no spalling distress were identified. A minimum of two cores were taken from each section and concrete material properties, including Coefficient of Thermal Expansion (CoTE) and modulus of elasticity, were evaluated. Test results indicate a strong correlation between spalling and concrete CoTE. Concrete with a CoTE larger than 9.9 × 10-6/°C (5.5 × 10-6/F) is quite prone to severe spalling. On the other hand, CRCP sections with a concrete CoTE smaller than 9.9 × 10-6/°C showed almost no spalling problems.

Cracks in Continuously Reinforced Concrete Pavement

In this study, an analytical formula is introduced to predict the number of cracks and crack width in continuously reinforced concrete pavements (CRCPs). The effects of different parameters on the crack width are investigated. The analytical results show that length, thickness, reinforcement ratio and relative humidity have a considerable effect on shrinkage strain, number of cracks and crack width. Through case study using the equations, the minimum steel ratio to keep crack width below the allowable crack width in CRCP is suggested. The validity of the equations is also verified by comparing the analytical results with experimental data.

연속철근콘크리트 포장의 횡방향 철근 설계방법 및 시공관련 이슈 검토

연속철근콘크리트 포장의 횡방향 철근 설계방법 및 시공관련 이슈 검토

Comparison of performance of overlay pavements constructed on deteriorated concrete pavements using LTPP database

Deteriorated roads should be rapidly repaired to minimize traffic congestion when detours are unavailable. Various overlay methods have been developed to achieve effective repairs of aged and deteriorated concrete pavements. To select the most effective type of overlay, it is necessary to analyze and compare the performance of various types of overlay pavement sections. In this study, the performances of Unpretreated Asphalt Overlay (UAO), Pretreated Asphalt Overlay (PAO), and Bonded Concrete Overlay (BCO) sections constructed on Jointed Plain Concrete Pavement (JPCP), Jointed Reinforced Concrete Pavement (JRCP), and Continuously Reinforced Concrete Pavement (CRCP) were analyzed and compared using the U.S. Long-Term Pavement Performance (LTPP) database. Calculations of the Pavement Condition Index (PCI) of overlay sections were performed and predictions and comparisons of their lifespans were made. In addition, correlations between predicted lifespans and related factors were analyzed based on overlay type. It was mainly concluded that the BCO pavement showed the best performance whereas the UAO pavement had the worst performance of the three overlay types.

유한요소해석을 이용한 연속철근콘크리트 포장의 횡방향 철근 설계 검토

유한요소해석을 이용한 연속철근콘크리트 포장의 횡방향 철근 설계 검토

COMPARATIVE STUDY OF POLYMER FIBRE REINFORCED CONCRETE WITH CONVENTIONAL CONCRETE PAVEMENT

Road transportation is undoubtedly the lifeline of the nation and its development is a crucial concern . The traditional bituminous pavements and their needs for continuous maintenanc e and rehabilitation operations points towards the scope for cement concrete pavements. There are several advantages of cement c oncrete pavements over bituminous pavements. This pemphasizes on POLYMER FIBRE REINFORCED CONCRETE PAVEMENTS, which is a recent advancement in the field of reinforced concrete pavement design. A comparative study of these pavem ents with the conventional concrete pavements has b een made using Polypropylene fiber waste as fiber reinforcement.

Research of the Properties of Basalt Fiber Reinforced Polymer Bar for Continuously Reinforced Concrete Pavement

Continuously reinforced concrete pavement (CRCP) does not require any contraction joints which is a high-performance pavement structure type that just need a sufficient number of reinforced pavement longitudinal configuration to constrain sideway random crack width. With continuous basalt fiber as reinforced material and synthetic resin as the matrix material and adding appropriate adjuvants, basalt fiber reinforced polymer (BFRP) bar form a new type of material after pultrusion processing and surface treatment technologies. BFRP on the mechanical properties were studied by two kinds of test methods which are using extensometer strain detection and fiber optic strain sensing and the parameter of homegrown BFRP bars mechanical properties. Because of the lower tensile elastic modulus of BFRP bars compared with rebar, the mechanical properties of basalt fiber-steel wire composite bar has been studied along with the research corrosion and flexural properties of BFRP bar.