bluuebunny/crossref_metadata_2025 huggingface dataset:
OPTIMISATION OF NON-SKID CHARACTERISTICS IN CONSTRUCTION OF CONCRETE PAVEMENTS
Authors: Charonnat Yves , Lefebvre Jean-Pierre , Sainton Alain
Published: January 2025

This study focuses on optimizing the non-skid characteristics of concrete pavements to enhance road safety and durability. Initially, burlap was drawn over fresh concrete to create surface friction by exposing sand grain ridges, providing micro-roughness. However, this method didn't ensure water drainage, posing aquaplaning risks. Thus, scoring with a broom was introduced in 1966 to add macro-roughness by creating larger bumps, significantly improving grip. Over time, the effectiveness of these surface treatments decreased due to traffic wear, leading to the exploration of new techniques to maintain roughness. This research delves into the evolution of surface concrete roughness under traffic effects, highlighting the necessity for both micro and macro-roughness for effective skid resistance and water drainage. The study then explores innovative methods, such as molding deep grooving and enhancing surface wear resistance, to achieve durable and safe pavement surfaces. Studding with very hard fine gravel was identified as an effective approach to ensure surface longevity and non-skid properties. The process involves gauging, distributing, and embedding hard aggregates into the surface mortar under supervised conditions, followed by a detailed examination of stripping techniques to further enhance surface quality without compromising the concrete's integrity. Results from applying these techniques in France show significant improvements in pavement roughness and durability. The study concludes with a comparison of the non-skid characteristics and noise levels of treated pavements, demonstrating the efficacy of these optimized construction methods for concrete pavements. (Abstract generated by AI tool ChatGPT 4)
PAVEMENT PERFORMANCE ANALYSIS OF THE ILLINOIS INTERSTATE HIGHWAY SYSTEM
Authors: Dwiggins Mark E. , Darter Michael I. , Hall James P. , DuBose James B.
Published: January 2025

The Illinois Interstate highway system consists primarily of CRCP and JRCP. These pavements were constructed mostly between 1957 and 1980. Extensive pavement design, traffic and performance data were obtained from 3400 one-directional miles of Interstate highway. The average ESALs application rate has increased by an annual compounded growth rate of 7 percent, far more than expected. Survival curves showing the percent of total length overlaid as a function of age and ESALs were developed for each pavement type and design. The average life span until 50 percent of the sections were rehabilitated was 23 years, after earring about triple the design ESALs over that time period. Durability cracking ("D" cracking) of PCC aggregates severely affects CRCP performance, shortening the average life by five years or more. The average life of JRCP was shortened only by about one year by "D" cracking. Overall, 8 in CRCP performed equally as well as 10 in JRCP, however, non "D" cracked 8 in CRCP performed better than 10 in JRCP. Overall, even though there have been a variety of specific design, materials and construction problems, the Illinois CRCP and JRCP have performed very well in carrying far more than their design traffic.
Pavement Rehabilitation in an Urban Environment: Minnesota Repair Standards Rehabilitate Twin Cities Freeways
Authors: Zoller Terry , Williams Joel , Frentress Dan
Published: January 2025

This article details the comprehensive efforts by the Minnesota Department of Transportation (Mn/DOT) to address and standardize concrete pavement rehabilitation across the Twin Cities' freeways. Prior to 1982, disparate repair practices across districts led to inefficiencies in construction and bidding processes. Addressing this, the Concrete Rehabilitation Committee was established, bringing together experienced district personnel and contractors to standardize repair techniques, construction procedures, and bidding items. The article outlines a prioritization system for repairs, categorized into five levels based on the severity of pavement condition and available funding, ranging from basic joint sealing to addressing severe pavement conditions requiring comprehensive approaches. The rehabilitation methods are categorized into three types: Type A (Joint and Crack Maintenance), Type B (Partial Depth Repairs), and Type C (Full Depth Repairs), each with detailed procedures for execution. The narrative also highlights several Mn/DOT projects that illustrate the practical application of these standards, showcasing their effectiveness in extending pavement life and improving freeway conditions despite challenges like heavy traffic volumes and damage from studded tires. Implementing these standardized procedures has enabled Mn/DOT to significantly enhance the efficiency and effectiveness of concrete pavement rehabilitation in urban environments. The collaborative approach, annual reviews, and adaptation of techniques such as milling for concrete removal have been pivotal in achieving durable repairs and extending the lifespan of pavement structures. (Abstract generated by AI tool ChatGPT 4)
PERFORMANCE OF CONCRETE PAVEMENT WITH ECONOCRETE BASE
Authors: Wu Shie-Shin , Hearne Thomas M.
Published: January 2025

In a study of a 16-mile three-lane section of Interstate 85 in Randolph and Davidson Counties, North Carolina, which opened to traffic in 1984, early signs of pavement distress were observed, particularly reddish-brown stains on the concrete shoulders due to water infiltration. This prompted an investigation to identify the sources of water infiltration, the path of water travel within the pavement system, and its impact on pavement performance. The study found that water infiltration occurred through joints and the concrete-soil interface at the edge of the concrete shoulders, exacerbated by the clay subgrade's dramatic volume change with moisture content variation. The longitudinal joints, formed by inserting plastic strips to create weak planes in the fresh concrete, and the econocrete base beneath the pavement facilitated water flow beneath the slabs, leading to hydrostatic pressure and pumping action from traffic loading. To address these issues, 5500 ft of shoulder drains were installed to evaluate their effectiveness in removing water from the pavement structure. The study resulted in recommendations for improving pavement designs, including the necessity of shoulder drains, the challenges of achieving perfectly sealed joints, the importance of proper dowel alignment, and considerations for the design and tie-down methods of dowel baskets. The findings led to changes in NCDOT's approach to concrete pavement design, emphasizing positive pavement drainage systems, sealing all joints, improving dowel basket design, and temporarily halting the use of econocrete bases. The study underscores the critical role of water management in pavement durability and the need for design adaptations to mitigate water-related damages. (Abstract generated by AI tool ChatGPT 4)
Rapid Rehabilitation Techniques with Cement Concrete Applied to Combatting Rutting and Rippling in Flexible Pavements
Authors: Van Wijk R. , Stoelhorst D. , Cobeton F. Smits
Published: January 2025

In the Netherlands asphaltic roads are far more common than concrete road surfaces. As a result ruts and ripple formation on waiting lanes at intersections occur very frequently. This means that regular repair work has to be carried out at certain intervals, depending on the prevailing traffic load, Often the induction straps for the electronic traffic control have to be replaced too. The need to maintain these road sections places a significant and recurrent financial burden on road managing authorities. Moreover, repair techniques of this type often cause serious traffic disruption due to the excessively large volume of traffic presently using Dutch roads. A more permanent solution is replacing the affected area with a concrete surface. The advantages of an extended service life must be weighed against the considerable time required for the concrete to harden. However, it is unacceptable for a traffic lane to be out of order for a lenghty period. At present two contractors are offering two new techniques which reduce the construction time to such an extent that it seems possible now to install cement concrete road surfaces between two consecutive rush hour peaks. One of these techniques uses doweled prefabricated slabs which are connected to each other. The second technique is based on the use of a high-quality concrete that hardens quickly and that is given a vacuum treatment after it has been applied. As little experience exist with these techniques two test sections were built. This paper describes the construction of these two test sections and deals with the results.
RCC PAVEMENTS IN SPAIN
Authors: Jofre Carlos , Josa Alejandro , Fernandez Rafael , Kraemer Carlos
Published: January 2025

This paper deals with the design, construction and performance of roller compacted concrete (RCC) pavements in Spain. The first known applications of RCC pavements in Spain took place around 1970. They were mainly pavements subjected to light traffic, located on housing developments, urban streets and rural roads. A broad experience with RCC pavements has also been gained since 1984 in main highways and freeways, including new roads, strengthening stretches, rehabilitation and widening schemes. From the experience acquired conclusions have been reached regarding different aspects of this technology: design standards, materials, mix manufacture, construction and control procedures during the work. In the paper those aspects of the design, construction and performance of RCC pavements that concern the Spanish experience are described.
RIGID PAVEMENT DESIGN FOR ROADS AND STREETS ELASTIC LAYERED METHOD
Authors: Chou Yu T.
Published: January 2025

The current design procedure of rigid pavements for military roads, streets, walks, and open stor­age areas was reviewed. The two computer programs used in the current and the elastic layered method were described. The development of the procedure using elastic layered method and the discrepancies between the two procedures are presented. Design example was given illustrating the procedure for designing rigid pavement for military roads and streets.
SIX YEARS EXPERIENCE WITH EXPERIMENIAL CONCRETE PAVEMENT SECTIONS IN ONTARIO
Authors: Kazmierowski Thomas J. , Wrong Gerry A.
Published: January 2025

In 1982, four experimental sections of rigid pavement were constructed on Highway 3, southeast of Windsor to assess the comparative performance and overall serviceability of various pavement, drainage, and shoulder designs plus 2 types of surface textures. Recent innovative developments in concrete pavement design methodology, material specification, construction techniques, and pavement drainage systems prompted Ontario's Ministry of Transportation to construct these alternative test pavements. A summary of the design and construction details, plus the performance results of an ongoing monitoring program are documented in this paper. The performance of the pavement sections is described in terms of load transfer and pavement edge deflections based on FWD testing, Pavement Condition Ratings, roughness, skid resistance, joint movement and a crack survey. Observations of noise levels, traffic volumes, and surface texture are discussed. Conclusions based on six years of performance results indicate the superior performance of the free draining base materials. In addition, some anomalous behaviour based on pavement cracking and roughness suggest additional areas of process control are warranted.
THE PERFORMANCE OF JOINTED CONCRETE PAVEMENTS AS AFFECTED BY FACTORS OTHER THAN TRAFFIC INDUCED STRESS
Authors: Strauss P. J. , Mitchell M.F.
Published: January 2025

Design and construction techniques as developed overseas have been used in Southern Africa on Portland cement concrete pavements with little variation based on local experience, This paper describes methodology by which Portland cement jointed unreinfored pavements are being evaluated with the aim of improving local design and contruction techniques. Indications are that failures found on the pavements can primarily be attributed to inadequate construction techniques and control. Although the pavements are performing very well (only 11 % of the road system have cracked outside the joints) it is felt that an improvement in performance is possible if subgrades are compacted properly to reduce settlement, non erodible subbases are constructed, load transfer at joints are enhanced by using low shrinking concrete, joints are kept properly sealed and Portland cement paved shoulders are used.
THICKNESS DESIGN OF CONCRETE PAVEMENTS BY PROBABILISTIC METHOD
Authors: Huang Yang H. , Sharpe Gary W.
Published: January 2025

A probabilistic finite element computer program was developed for the practical design of concrete pavements. Based on the variability of traffic, material and geometric parameters, the cracking index, which is currently being used as a design criterion in most of the mechanistic methods, is converted into reliability, so the effect of variability on thiclaless design can be evaluated. It is shcMn that the use of reliability as a design criterion results in a more reasonable and realistic design. The program can be applied to slabs on liquid, solid or layered foundations. Results obtained from different types of foundations are compared and a manual method for estimating reliability is presented.
A NONLINEAR MECHANISTIC MODEL FOR DOWEL LOOSENESS IN PCC PAVEMENTS
Authors: Guo Hua , Larson Roger M. , Snyder Mark B.
Published: January 2025

This paper describes a nonlinear mechanistic model that was developed to simulate the behavior of loose (or nonuniformly supported) dowel bars in rigid pavements. This model can be used in conjunction with other structural models to predict the responses of portland cement concrete (PCC) pavement to loads when various degrees of dowel bar looseness or loss of support exist. Numerical examples are presented to demonstrate that longitudinal flexural stresses, which produce transverse cracking, are sensitive to the degree of dowel bar support. These examples indicate that each increase of 0.076 mm (0.003 in) looseness can produce a 10% increase in the maximum load-related stress at the pavement edge, a 14% increase of the maximum load-related stress at the middle of the slab, and a 14% decrease in load transfer efficiency. For PCC pavement thickness design procedures that are based on fatigue criteria, this additional longitudinal stress can be significant. These results indicate that steps must be taken during construction to minimize initial dowel bar looseness, as has been suggested by many investigators. Research is needed to further quantify the effects of dowel bar looseness on concrete pavement behavior and performance with respect to the results of previous studies that were conducted assuming uniform dowel bar support.
A RIGOROUS ANALYTICAL SOLUTION OF A CONCRETE SLAB SUBMITTED TO INTERIOR AND EDGE LOADS WITH NO, PARTIAL AND FULL SHEAR TRANSFER AT THE EDGE
Authors: Van Cauwelaert Frans
Published: January 2025

This article presents a comprehensive analytical solution for evaluating the stresses and deflections in concrete slabs subjected to both interior and edge loads, with considerations for no, partial, and full shear transfer at the edges. By expanding upon Westergaard's formulas and integrating partial and full shear transfer scenarios, the study offers a more nuanced understanding of slab behavior under various loading conditions. The methodology involves deriving general solutions for infinite slabs under rectangular loads and subsequently adapting these solutions to slabs of finite dimensions and isolated loads. Through rigorous mathematical modeling and comparison with finite element methods, the accuracy of the proposed analytical solutions is validated. The findings affirm the validity of certain Westergaard equations, particularly the 1948 formula for edge load stress, and introduce a new formula for stress calculation that accounts for different shear transfer conditions. This research provides a valuable tool for the design and analysis of concrete pavements, allowing for precise stress and deflection predictions. It highlights the impact of shear transfer at the slab edges on overall slab performance, offering insights that could lead to more efficient and effective concrete pavement designs. (Abstract generated by AI tool ChatGPT 4)
ANALYSIS OF CRC PAVEMENT UNDER MOISTURE, TEMPERATURE, AND CREEP EFFECTS
Authors: Kadiyala Subrahmanya M. , Zollinger Dan G.
Published: January 2025

A numerical procedure is presented for studying the effects of steel reinforcement and environmental parameters on the early­ aged behavior of continuously reinforced concrete (CRC) pavements. The numerical procedure consists of two stages. The first stage predicts shrinkage strains developed due to moisture loss in the concrete pavement. It uses the semi-discrete method of nonlinear finite element analysis to predict the moisture distribution in CRC pavement as a function of time. This model is verified with published theoretical and experimental results. An existing finite element model (originally developed for the analysis of moisture distribution in subgrade materials) is modified and adapted for moisture distribution analysis in concrete pavements. Both shrinkage and thermal strains are determined in two stages of analysis. Shrinkage strains (predicted in the first stage) and the thermal strains (predicted in second stage) imposed due to variations in ambient temperature are used as input to the stress analysis. The second stage predicts stress distribution taking into account concrete creep in the pavement after initial development of the crack pattern. The CRC pavement is represented in the finite element analysis with two-dimensional plane strain elements. Bond slip is modeled at the interface of concrete and steel. Analysis of the internal restraint is performed to determine subsequent concrete pavement stresses due to environmental effects. A finite element code was developed specifically for the prediction of the resultant stresses in the concrete pavement.
ANALYSIS OF STRUCTURAL RESPONSE OF CONCRETE PAVEMENTS UNDER CRITICAL THERMAL-LOADING CONDITIONS
Authors: Wu Chung-Lung , Tia Mang , Larsen Torbjorn J.
Published: January 2025

This paper presents the results of a parametric analysis of structural response of concrete pavements under simultaneous action of traffic loads and temperature variations in the slab. The parameters studied include (1) temperature differential in the slab, (2) slab length, (3) modulus of subgrade reaction, (4) concrete elastic modulus, (5) slab thickness, (6) edge stiffness, and (7) joint stiffness. The effects of using a bonded interface in a composite pavement slab were also analyzed under the thermal-load condition. The finite element computer program FEACONS, developed at the University of Florida, was used to compute the maximum thennal-load-induced stresses in the concrete slabs. Temperature was assumed to vary linearly along the slab depth. The results were also compared with those obtained by the Westergaard equations and the influence charts developed by Pickett and Ray. The results of the analysis show that the temperature differential in the slab has significant effects on the structural response of concrete pavements. Also, the effects of these pavement parameters under critical thermal­ loading conditions are different from those under full subgrade support condition. It was observed that, with the presence of temperature differential in the slab, the effects of modulus of subgrade reaction can not be determined without considering other pavement parameters. For example, with a shorter slab length, the computed maximum thermal-load induced stress increases as the modulus of subgrade increases. The reverse is true for a pavement with longer slab lengths. The use of a bonded interface in a composite pavement slab is most effective in reducing the maximum stresses in the slab when a thinner layer is placed on top of a thicker layer. These observations point to the importance of considering thermal curling effects in concrete pavement analysis and design.
AUSTRALIAN DEVELOPMENTS TO REDUCE ROAD TRAFFIC NOISE ON CONCRETE PAVEMENTS
Authors: Nichols John , Dash David
Published: January 2025

In the Australian State of New South Wales, the Roads and Traffic Authority in its Northern Region is constructing trial concrete pavements with variations in surface texture to study the relationships between surface texture, tire noise and skid resistance. The trials are being conducted with the sponsorship of the Cement and Concrete Association of Australia on new dual carriageway concrete pavement sections of the F3 Freeway which is part of the Federally funded National Highway system. The F3 Freeway connects the principle cities of Sydney and Newcastle. The aim of the research is to detail production of a predictable and uniform concrete surface texture that will provide minimum tire noise with a defined skid resistance.
CALIBRATED MECHANISTIC DESIGN PROCEDURE TO PREVENT TRANSVERSE CRACKING OF JOINTED PLAIN CONCRETE PAVEMENTS
Authors: Salsilli Ricardo A. , Barenberg Ernest J. , Darter Michael I.
Published: January 2025

A comprehensive design procedure for jointed plain concrete pavements to control transverse cracking has been developed. A rigorous mechanistic procedure to compute the slab edge stress at the critical location was developed. The design procedure directly considers the following design components: - slab thickness, length .and width to prevent repeated load and thermal curling stress related cracking - shoulder lane joint load transfer system - base support of the slab - transverse joint load transfer system to prevent faulting - transverse joint sealant system to prevent spalling - subdrainage of the cross section. The analysis system can include a two or three layer system subjected to different axle load configurations: single, dual, dual-tandem, and tridem. Different boundary conditions or shoulder types can be analyzed including bituminous, tied concrete, or widened outer lane. Thermal curl stress is considered assuming a linear temperature differential through the slab thickness, which makes it possible to directly consider its effect on joint spacing. The structural thickness and length design of the concrete slab is based on a fatigue damage analysis. The main improvement in this procedure is the development of a fatigue relationship based on field slab tests. Selected sections of the AASHO Road Test and the accelerated traffic tests performed by the Corps of Engineers were utilized in developing the above relationship. A user friendly computer program was developed that computes fatigue damage and estimates transverse cracking as well as joint faulting, joint spalling and PSR.
COMPARISON OF ROLLER COMPACTED CONCRETE PAVEMENT RESPONSES TO STATIC AND DYNAMIC LOADS
Authors: Wu Chung-Lung , Todres H.A. , Bock Brian T.
Published: January 2025

The objective of the study was to compare Roller Compacted Concrete (RCC) pavements responses to static and dynamic loads. Two sets of non-destructive load testing were performed on RCC pavements. The first set used static loading and dynamic loading was utilized for the second. Static loading was provided by front wheels of a Letro-Porter (front loader) and a Heavy Weight Deflectometer (HWD) was used for dynamic loading. A back-calculation procedure for estimating concrete pavement parameters is also presented. The Roller Compacted Concrete pavements were located at Moran Terminal, Boston, Massachusetts. The pavement consisted of a RCC layer of 38 cm (15 in.), a 23-cm (9-in.) gravel subbase and a compacted subgrade. The RCC layer was constructed in three lifts from bottom to top of 14, 14, and 10 cm (5.5, 5.5 and 4 in.). Four slabs were selected for testing. Strains and deflections were measured for static loading tests. A Benkelman beam was used for measuring the static load induced deflections. Deflection basins were determined during HWD tests. Load transfer efficiency at cracks and construction joints was also measured for both tests. The back-calculation procedure has been demonstrated to be satisfactory in estimating in situ pavement material properties. Using estimated RCC elastic moduli and estimated moduli of subgrade reaction, the stresses in the slabs caused by the static loads were computed by the finite element computer program JSLAB and compared to field measured stresses. It was found that the computed stresses were always greater than the measured values. A factor of safety of about 4% can be expected when HWD deflection data are used in place of static vehicle test data in rigid pavement analysis and design.
Concrete Block Paving Tested as Articulated Slabs
Authors: Shackel Brian , O'Keeffe Winamo , O'Keeffe Lindsay
Published: January 2025

This paper describes the experimental evaluation of articulated slabs composed of concrete block paving laid and compacted within a steel frame. By testing the paving in isolation from the bedding sand, basecourse and other elements of a complete block pavement it proved feasible to study the load spreading and other structural characteristics of the pavers themselves. This provided insights into the structural behaviour of concrete block paving under load. Factors studied in the project included the effects of paver shape, laying pattern, joint width, spacer nibs and load repetition. Each of these factors was shown to significantly influence the structural capacity of the paving course. By analysing the paver performance as a quasi-elastic slab it was possible to quantify the behaviour of block paving in a form suitable for inclusion in mechanistic pavement design and analysis. Where appropriate these measures were compared with data obtained both from Accelerated Trafficking Tests and Falling Weight Deflection studies of full scale block pavements.
CONCRETE HIGHWAY PAVEMENTS IN AUSTRALIA
Authors: Ayton G.P.
Published: January 2025

Since 1975, the Roads and Traffic Authority (RTA) has promoted the increased use of concrete pavements throughout the state of New South Wales (NSW). In the period up to mid-1993, approximately 1300 lane-km of concrete pavement have been constructed. The Australian industry expanded rapidly in an environment which is geographically remote from overseas areas of long­ standing experience such as the USA and Western Europe. The adoption of this relatively new technology in the Australian context attracted close attention from both the media and the travelling public. Neither group is tolerant of difficulties associated with the "learning curve" process and it has therefore been a major priority to implement and refine good design and construction practices as rapidly as possible. Current Australian practice reflects a blending of local experience with that from leading overseas authorities. (17) This paper summarises local developments in Australian concrete pavement technology since the mid 1970's and discusses the major lessons learnt from both the achievements and the problems encountered along the way.
CRACKING AND CORROSION IN CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS
Authors: Verhoeven K.
Published: January 2025

In the study "Cracking and Corrosion in Continuously Reinforced Concrete Pavements" by K. Verhoeven from the Belgian Cement Industry Collective Research Centre, the durability and performance of continuously reinforced concrete (CRC) pavements in Belgium, where over 18 million m² of CRC pavements were constructed between 1970 and 1990, are examined. Initially, reinforcement percentages were set at 0.85% based on semi-empirical formulas, later reduced to 0.67% due to changes in concrete consistency and a desire to optimize material use. The study meticulously categorizes CRC pavements into designs based on reinforcement percentages and evaluates them across various periods, focusing on cracking patterns and corrosion behavior of the longitudinal steel reinforcement. Through comprehensive field analysis of twenty selected road sections, including core sample evaluations for corrosion and detailed observations of crack patterns, the study provides insights into the optimal cracking patterns for CRC pavements and the factors influencing these patterns, such as reinforcement percentage, friction with underlying layers, and climatic conditions. It was found that average crack distances significantly influence pavement durability, with ideal distances ranging from 1 to 1.50 m, depending on design and underlying conditions. Corrosion of the steel reinforcement was observed to be minimal, with certain sections showing more pronounced effects linked to environmental factors and pavement age. The study concludes that with proper design and consideration of environmental factors, CRC pavements can exhibit long-term durability with minimal corrosion, challenging previous concerns about pavement fragmentation and reinforcing the value of CRC in modern infrastructure. (Abstract generated by AI tool ChatGPT 4)
Design Strategies for Concrete Pavement on Soft Ground - Case Study for Tokyo International Airport
Authors: Hachiya Yoshitaka , Soda Shuichi , Sato Katsuhisa
Published: January 2025

This study presents an innovative approach to managing concrete pavement on soft ground, with a focus on the Tokyo International Airport expansion project. It addresses the challenges of designing pavements on reclaimed land, where differential settlement of the subsoil can significantly affect pavement behavior over time. The authors propose a pavement management system that evaluates the need for rehabilitation based on the extent of pavement subsidence and its adherence to subsoil settlement, analyzing two scenarios: one where pavement subsidence fully follows subsoil settlement, and another where it does not, leading to surface distress. The study utilizes the West Terminal area of the Tokyo International Airport as a case study to apply their analysis, revealing the need for rehabilitation up to three times over a 20-year period for over 60% of the area. It suggests utilizing thin bonded concrete overlays and a lift-up method for prestressed concrete pavements as rehabilitation strategies, with the latter's applicability confirmed through large-scale experiments. The paper concludes with a comprehensive management strategy, highlighting the need for accurate subsoil settlement estimation, sufficient load-carrying capacity, and established rehabilitation procedures to ensure pavement performance and durability on soft ground. (Abstract generated by AI tool ChatGPT 4)
DEVELOPMENT OF LOAD TRANSFER COEFFICIENTS FOR USE WITH THE AASHTO GUIDE BASED ON FIELD MEASUREMENTS
Authors: McCullough Frank , Moody Eric D.
Published: January 2025

This study aims to refine the load transfer coefficients employed in the design of rigid pavements, particularly continuously reinforced concrete pavements (CRCP), within the AASHTO Guide framework. Initiated due to the limitations in scope of the AASHO Road Test, which underpins current AASHTO pavement design guidelines, this research seeks to incorporate broader conditions reflective of varied pavement structures encountered in Texas. Through extensive field measurements and analysis, new load transfer coefficients were developed to better predict CRCP performance, factoring in variables such as slab configurations, joint types, and environmental conditions not previously accounted for. The methodology involved assessing in-service pavements for load transfer efficiency using the falling weight deflectometer (FWD) data, followed by statistical analysis to establish more accurate and regionally tailored coefficients. Findings indicate a notable deviation from the traditional AASHTO Guide recommendations, advocating for revised coefficients that cater to local materials, climatic variations, and traffic conditions. This adaptation promises to enhance pavement longevity and performance, ensuring more cost-effective and reliable pavement structures. The study’s outcomes are poised to influence future revisions of the AASHTO Guide, aligning pavement design practices with the evolving demands of infrastructure development and maintenance. (Abstract generated by AI tool ChatGPT 4)
Effects of Lateral Distribution of Heavy Vehicles on Fatigue Cracks of Concrete Pavements
Authors: Nishizawa Tatsuo , Kajikawa Yasuo , Fukuda Tadashi
Published: January 2025

Lateral distribution of heavy vehicles affects largely on the fatigue cracks of concrete pavements. When the width of concrete slab is small, wheels of heavy vehicles tend to pass near its longitudinal joint and in this case transverse crack would occur from the joint edge. On the other hand, where the width of slab is large, longitudinal cracks occurring from the transverse joint would be more predominant. Therefore, in the guides for the design of the concrete pavement (1,2) the lateral distribution of wheels of large vehicles is taken into account. However, data on the lateral distribution of wheels is limited because of the difficulty of the data acquisi­tion. In this study, we developed Traffic Load Auto Measur­ing System (TLAMS) (3), which can monitor traffic flow by recording wheel positions, speeds as well as headways. Using the lateral distribution of wheels obtained by TLAMS, fa­tigue analysis of concrete pavements was conducted and the effects of lateral distribution of wheels were investigated in this study.
EVALUATION OF CONCRETE PAVEMENT REHABILITATION IN PENNSYLVANIA
Authors: Stoffels Shelley M. , Kllareskl Walter P. , Cady Phillip D.
Published: January 2025

Concrete pavement rehabilitation (CPR) is an engineered system of pavement rehabilitation with the purpose to repair rather than to overlay the pavement. Typically, full-depth patching, grinding, subsealing, spall repair, and joint sealing are CPR treatments. These techniques have been used for several years with varying degrees of success. In order to evaluate the use of CPR, it is necessary to have information about the life cycle of the treatments. This information will facilitate the economic analysis of CPR versus other rehabilitation strategies such as overlays. This paper presents the results of a study performed in Pennsylvania on the life-cycle evaluation of CPR treatments. The paper focuses on full-depth patching, grinding, and subsealing. Project data collection included profiles, falling weight deflections, fault measurements, condition surveys, and cores. The objective of the research was to determine what performance characteristics and service life can be expected of each CPR treatment. To accomplish this objective, seven selected interstate CPR projects in Pennsylvania were reviewed. The projects were monitored from 1988 through 1990. Considering the data from these sections, it is estimated that a concrete pavement rehabilitation treatment consisting of full-depth patching, subsealing, and grinding will have a service life of approximately five years. Despite the relatively short service life of the surveyed CPR sections, life-cycle cost analysis indicated that CPR is the most economical treatment based on a dollars-per-lane-mile capitalized cost evaluation, not considering user costs. The magnitude of user costs is extremely site-specific and must be considered on a case-by-case basis.
FLEXURAL FATIGUE DESIGN CURVE FOR CONCRETE PAVEMENT IN CONSIDERATION OF PROBABILISTIC PROPERTIES OF FATIGUE PHENOMENA
Authors: Koyanagawa Masashi , Yoneya Hiroshi , Fukuda Tadashi
Published: January 2025

In the mechanistic design method for concrete pavement, the flexural fatigue curve has a great influence when analyzing the fatigue life of the pavement. The flexural fatigue curve is obtained from the results of fatigue test of concrete. However, generally, the flexural fatigue strength of concrete shows a fair amount of scatter as its specific property, and accordingly, the reliability of concrete pavements are influenced considerably by this scatter. Therefore, in order to design concrete pavement rationally, it is necessary to determine the flexural fatigue design curve in consideration of the probabilistic properties of fatigue phenomena of concrete. In this study, the probabilistic properties of flexural fatigue failure are obtained from test data. And, applying Monte Carlo simulation technique to them, analyses are made of the influence of scatter in the fatigue phenomena of concrete on the service life of concrete pavement and an investigation is made on the flexural fatigue curve for concrete pavement design.
GUIDELINE RECOMMENDATIONS FOR TIMING CONTRACTION JOINT SAWING OF PCC HIGHWAY PAVEMENTS
Authors: Okamoto Paul A. , Nussbaum Peter J. , Smith Kurt D.
Published: January 2025

Timing of contraction joint sawing is essential to avert ravelling at sawcut edges and uncontrolled cracking of concrete pavements. The objectives of the study, sponsored by FHWA, were to determine the "near" and "far" joint sawcutting window of opportunity and to evaluate nondestructive testing methods and strength indicators that will assist in determining when sawcutting should be initiated. To determine "near" sawing strength indicators, sawing tests were made on large-scale concrete slabs with different aggregates and cement contents. Relationships were developed between surface ravelling, sawcut acceptance rating, and compressive strength. Recommended minimum concrete strengths were developed as a function of cement content and aggregate type. Observations of sawcutting and strength development at several highway projects provided comparisons between laboratory and construction site strength development and sawcut quality. Restraint axial and curling (bending) stresses were also calculated using early age temperature histories of concrete pavements. Observati6ns of sawcutting and strength development at several highway projects provided comparisons between construction site strength development and monitoring of crack development below sawcuts. Early age strength properties developed as part of the laboratory investigation and strengths measured in the field were used with calculated restraint stresses to develop guidelines which can be used to determine the "far" sawcutting limit of opportunity.
LABORATORY STUDY OF POROUS CONCRETE FOR ITS USE AS TOP-LAYER OF CONCRETE PAVEMENTS
Authors: Onstenk Erik , Aguado Antonio , Eickshen Eberhard , Josa Alejandro
Published: January 2025

Included in the project 'Optimization of the Surface Characteristics of Concrete Roads in Accordance with Environmental Acceptance and Traffic Safety', funded by the European Commission by means of the Brite/Euram project BE-3415, a laboratory program is being carried out by Dutch, German and Spanish institutes in order to study the composition and characteristics of porous concrete for its use as top-layer of concrete pavements. The main objective of this laboratory work is to optimize the composition of porous concrete with respect to strength, acoustic properties, drainage, durability and costs comparable to porous asphalt. This latter material is now widely used in different European countries due to its noise reducing and drainage properties. These two aspects {noise produced by traffic and drainage) are currently considered very important because of environmental impact and safety matters. The main parts of the work which is being carried out can be summarized in the following points: a. Optimization of porous concrete mixtures. In this part three favourite porous concrete mixtures (one in each country) have been selected after studying their flexural, compressive and splitting tensile strength, dry density, accessible porosity, and permeability. The main parameters studied were the grading and maximum size of aggregates, and the type of additives (polymers, silica fume, superplasticizers) to be used. Each selected mixture was adapted to the specific conditions of the corresponding country. b. Tests on the favourite mixtures. Favourite mixtures have been tested in order to study their static and dynamic modulus of elasticity, noise absorption characteristics, skid resistance, resistance to pulling-out of grains by the action of traffic (mechanical wear) and frost-thaw resistance. c. Additional tests on the selected mixtures. Several other tests are planned to study several characteristics of porous concrete behaviour as, for instance, fatigue strength, de-icing behaviour and the effect of clogging of the pores. Results obtained so far have given very useful information on the relationship between porous concrete composition (grading and size of aggregates, type and amount of additives, water/cement ratio, etc.) and porous concrete characteristics (accessible porosity, permeability, flexural tensile strength, compressive strength, splitting tensile strength, modulus of elasticity, frost-thaw resistance, etc.). These relationships were actually used to define the most appropriate mixtures to be used in specific projects. In this paper the testing program carried out, as well as the results obtained so far and the corresponding practical consequences (in some cases already checked in several experimental stretches) are described.
LONG TERM PERFORMANCE OF UNCONTROLLED LONGITUDINAL CRACKING AND FAILED LONGITUDINAL JOINTS IN CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS
Authors: Moody Eric D. , McCullough Frank
Published: January 2025

This study, conducted by Eric D. Moody and B. Frank McCullough, examines the long-term performance of repairs on uncontrolled longitudinal cracking and failed longitudinal joints in continuously reinforced concrete pavements (CRCP), focusing on projects in Houston, Texas. The late 1970s and early 1980s saw extensive uncontrolled longitudinal cracking in CRCP, prompting the Texas Highway Department and the University of Texas at Austin to investigate the causes and remedies. Two primary repair methods were analyzed: polymer concrete crack fill and longitudinal joint "stitching." The polymer concrete method involved widening the crack, filling it with polymer concrete, and sealing it to prevent water ingress and reinforcing steel corrosion. This method showed promising results, with a significant proportion of repairs rated as good several years post-repair. The stitching method aimed to reestablish load transfer at failed longitudinal joints by cutting slots across the joint and epoxying a steel bar into the slots. This method also demonstrated effectiveness, with the majority of repairs in good condition and improved load transfer capabilities. Both repair techniques have proven effective, with polymer concrete repairs performing exceptionally well and longitudinal joint repairs significantly improving load transfer. Despite the labor-intensive nature of these repairs, they are recommended for future use in CRCP maintenance. However, the study suggests exploring more economical and less labor-intensive alternatives to improve cost-effectiveness. The success of these methods highlights the importance of continued research and development in CRCP repair techniques to enhance pavement longevity and performance. (Abstract generated by AI tool ChatGPT 4)
NOISE-REDUCING CONCRETE PAVEMENTS
Authors: Descornet G. , Fuchs F. , Buys R.
Published: January 2025

This study by Descornet, Fuchs, and Buys focuses on the development of noise-reducing concrete pavements, exploring various surface treatments designed to enhance safety and comfort for road users by improving wet pavement skid resistance and reducing noise. The Belgian Road Research Centre, leveraging decades of experience with concrete pavements, has identified key treatments such as transverse brushing, deep transverse grooving, chip-sprinkling, and aggregate exposure. Each method aims to address specific challenges, including the mitigation of rolling noise and enhancement of skid resistance, while considering economic and environmental impacts. Particularly, the research highlights the benefits of the exposed aggregate surface treatment, which not only improves skid resistance but also significantly reduces noise levels compared to traditional grooved or chipped pavements. The findings suggest that this approach offers a promising solution for constructing safer, more comfortable, and acoustically friendly concrete pavements. The study's insights into the impact of microtexture, macrotexture, and megatexture on vehicle-road interactions provide valuable guidance for optimizing pavement design to balance performance, safety, and environmental considerations. (Abstract generated by AI tool ChatGPT 4)
NON DESTRUCTIVE TESTS PROCEDURE FOR FIELD EVALUATION OF TRANSVERSE JOINTS IN CONCRETE PAVEMENTS
Authors: Prozzi J. , Balmaceda P. , DeBeer M.
Published: January 2025

A methodology for evaluating the condition of jointed portland cement concrete pavements (JCP) by non-destructive deflection testing was recently applied on the N4 (National Route 4) between Middelburg and Witbank in South Africa. A set of two calibrated Multi-Depth Deflectometers (MDD) measured traffic-associated vertical absolute deflections at both sides of a transverse joint. An 80 kN rear axle truck was used to simulate traffic. A piezo-electric film strip triggered the data accumulation process. Joint efficiencies were then calculated from absolute deflections measured by both MDDs. It was found that temperatures at the top and at the bottom of the slab, as well as temperature gradient, have a significant effect on maximum absolute deflections and hence joint load transfer efficiencies. For the range of vehicle speeds considered in this study, the effect of speed on deflections and joint efficiencies was found to be insignificant if compared with the temperature effect. Deflections decreased for increasing surface temperatures while joint load transfer efficiencies calculated by means of the AASHTO formula did not follow a definite trend owing to the influence of the temperature gradient, the surface temperature and the front axle of the test vehicle. Joint load transfer efficiency is one of the inputs of theoretical-mechanistic models for the calculation of stresses and deflections in the pavement structure. In this paper, charts have been developed for deflection vs joint efficiency and stresses vs joint efficiency. Stresses and deflections have been calculated by the ILLI-SLAB finite element computer program code. Calculated stresses and deflections increased significantly for decreasing joint efficiencies. There was a discrepancy between theoretically calculated results and deflections measured in the field. The effect of temperature, the curvature of the slab, the load configuration and the dynamic application of loads were not considered in the parametric study. This is seen to be the major cause of this discrepancy.