bluuebunny/crossref_metadata_2025 huggingface dataset:
FAST TRACK PAVING: MEETING THE NEED FOR EARLY USE OF PAVEMENT
Authors: Chase Gerald W. , Lane John , Smith Gordon
Published: January 2025

Fast Track is the name that has been given to a technique that permits Portland cement concrete pavements to be opened to traffic in a day or less. The method has been developed and used in the state of Iowa to minimize the time that a roadway is denied to traffic because of the placement of new pavement. Through the proper selection of cement type, mix design, and curing conditions, it has been possible to achieve beam flexural strengths in excess of 400 psi in 12 hours. The Iowa Department of Transportation (DOT) con­siders 350 psi the minimum flexural strength necessary to open a pavement to traffic. The Fast Track paving technique was first used on several demonstration projects in 1986. In 1987, the technique was used for nine additional projects where there was a need to open the roadway to traffic as soon as possible or to facilitate subse­quent paving operations. This paper discusses the development effort, mix design, construction techniques, and pavement performance for several projects. Fast Track paving offers an attractive solution to private owners and govern­ ments who cannot allow a roadway to be closed to traffic for a significant period of time.
FAULTING EVOLUTION IN UNDOWELED PCC PAVEMENTS WITH SLABS CURLED UPWARDS
Authors: Poblete M. , Valenzuela R. , Clasing E. , Salgado J. , Gutierrez P.
Published: January 2025

This study presents findings from a comprehensive research project examining the evolution of faulting in undoweled Jointed Plain Concrete Pavements (JPCP) in Chile over a period of 3.5 years. Systematic observations indicated a seasonal variation in faulting, with an increase during the wet winter months followed by a decrease in the dry season, across pavements up to 10 years old. This phenomenon was attributed to the accumulation of sandy fines beneath the slab edges rather than erosion, challenging traditional understandings of faulting mechanisms. Surprisingly, the presence of rigid cement-treated bases did not mitigate faulting, suggesting that slab upliftment prevents edge-to-base contact under load, thus not contributing to faulting from voids under the leave edge. The study found that faulting severity in Chile's PCC pavements is generally mild, with less than 4 mm displacement, and becomes imperceptible in older pavements constructed on granular subbases. Additionally, no significant geographical variation in faulting development was observed across the country, despite differences in rainfall and thermal conditions. The paper highlights the importance of fine particle redistribution by traffic-induced air pumping during dry periods, which tempers faulting progression. The findings underscore the complex interplay of climatic, structural, and material factors in faulting evolution and suggest reconsideration of current pavement design and maintenance strategies to better accommodate these dynamics. (Abstract generated by AI tool ChatGPT 4)
Florida Econocrete Test Road A 10-year Progress Report
Authors: Larsen Torbjorn J. , Armaghani Jamshid M.
Published: January 2025

The Florida Econocrete Test Road was designed and constructed in response to the energy crisis of the 1970's. In addition to using econocrete bases with 3-in concrete pavements, several experimental features were included. Among those were the principle of elastic joints applied to the pavement-base interface, the CRCP, and to specially designed dowels. Thin unbonded reinforced pavements were also included. Common variables were joint spacings of 15-ft. and 20-ft., and skewed as well as transverse joints. The 10 year performance study was based on structural response in load-deflection tests and performance rating using the Mays Meter. All concrete sections were compared to a standard concrete pavPment section as then built by the Florida Department of Transportation. The experimental sections generally performed equivalent or better than the concrete reference section. The study also included asphalt pavements placed on econocrete base structures. These sections were compared to an asphalt reference section as presently built by the Department. Again, the experimental sections fared well when compared to the reference section.
ILLINOIS' EXPERIENCE WITH A RECYCLED CONCRETE INLAY
Authors: Van Matre Frank R. , Schutzbach Amy M.
Published: January 2025

This paper describes a research project which evaluated the feasibility of recycling a deteriorated concrete pavement. A cracked and badly faulted 24-foot wide jointed reinforced concrete pavement was selected for the study. Originally constructed in 1964, the pavement cross-section consisted of 10 inches of concrete over six inches of aggregate subbase. A 27-foot wide inlay was constructed to take advantage of the bituminous shoulders that had been reconstructed in 1978. The two northbound lanes of the four lane project were constructed in 1986, and the two southbound lanes completed in 1987. The construction seauence consisted of removing the inner l 1/2 feet of each shoulder, breaking the pavement with a diesel pile driver, crushing the broken concrete, cement stabilizing the aggregate subbase in-pl ace to a depth of seven inches, and constructing a new 10-inch continuously reinforced concrete pavement. The recycled concrete mix contained both coarse and fine crushed concrete. Small amounts of natural sand and fly ash were added for workability. The crushed concrete met standard auality requirements with the exception of the sodium sulfate soundness test. The mix properties of the recycled concrete were comparable to those of a conventional concrete mix. The Illinois Department of Transportation is monitoring the long-term performance of the pavement. The feasibility of the recycling process and the cost savings potentially associated with such a process indicate that recycling deteriorated concrete pavements is yet another viable rehabilitative technique.
INTRODUCTION OF RECENT THIN BONDED CONCRETE OVERLAY CONSTRUCTION AND EVALUATION OF THOSE PERFORMANCES IN JAPAN
Authors: Ibukiyama Shiro , Kokubun Shuichi , Ishikawa Ken
Published: January 2025

This paper presents an evaluation of thin bonded concrete overlays (TBCO) as a method for repairing existing concrete pavements in Japan. It outlines the successful application of steel fiber reinforced concrete (SFRC) overlays on jointed Portland cement concrete pavement (PCCP) and continuously reinforced concrete pavement (CRCP), overcoming past limitations due to inadequate bonding and performance issues. The focus is on the Mori Bypass Highway in Hokkaido, showcasing the implementation on deteriorated concrete slabs and the comparison of TBCO with traditional pavement methods. Key findings include the effectiveness of TBCO in extending the service life of pavements, demonstrated through reduced cracking and improved wear resistance. The paper discusses the construction process, emphasizing the importance of bond strength between the overlay and existing pavement for durability. The use of SFRC is highlighted for its crack control properties, with preventative repair methods enhancing the overlay's performance. The study concludes that TBCO, particularly with SFRC, offers a promising solution for pavement repair in Japan, noting the need for further research and adoption of such techniques. The authors acknowledge the support from the Hakodate Construction Liaison Office, underscoring the collaborative effort behind this innovative pavement repair approach. (Abstract generated by AI tool ChatGPT 4)
LOAD TRANSFER RESTORATION AT JOINTS
Authors: Christory J.P. , Nissoux J.L. , Orsat P. , Verbee F.
Published: January 2025

The development of a cost-effective method for restoring load transfer at concrete pavement joints has significant implications for maintaining the longevity and usability of roadways. Recognizing early signs of damage in concrete pavements, a French team proposed an innovative solution to restore load transfer by using a method that involves minimal machinery and low amounts of resin for anchoring. This method notably differs from existing techniques by its efficiency, reduced costs, and ability to handle high traffic levels without significant road closures. Initial in-situ tests demonstrated the method's effectiveness in reducing deflections and ensuring the perfect transmission of loads across joints, suggesting its short-term viability. The method, characterized by drilling holes across the joint and inserting a specially designed connector, addresses the challenges of early joint deterioration without extensive machining or the use of large quantities of resin. Further developments led to the design of a complex key that combined metallic and spring elements to ensure constant compression and adaptability to thermal conditions. However, this approach was eventually simplified to a connector system that achieved the desired load transfer restoration with even greater efficiency. Practical applications of this method on French roadways and the development of specialized machinery for rapid installation highlight its potential to significantly extend the service life of concrete pavements at a lower cost compared to traditional maintenance strategies. This method's adoption could transform concrete pavement maintenance, offering a sustainable solution to common deterioration challenges faced worldwide. (Abstract generated by AI tool ChatGPT 4)
LONG-TERM PERFORMANCE STUDY OF RIGID PAVEMENTS
Authors: McCullough B. Frank , Won Moonchel , Hankins Kenneth
Published: January 2025

This paper reports the performance of two types of concrete pavements throughout their complete life cycles. The pavements were constructed in Houston and have received a relatively large amount of traffic volume and loads. The two pavement types are a Jointed Reinforced Concrete Pavement (JRCP) and a Continuously Reinforced Concrete Pavement (CRCP). The jointed pavement was a part of the Gulf Freeway constructed in 1947 and rehabilitated in 1985, after 38 years of service. The continuously reinforced pavement was constructed on IH610 Loop frontage roads in 1964 and is still in service after 24 years. Both pavements were considered to have experimental features at the time of construction. The jointed pavement was constructed with both the flexible subbase and the embankment soil being "wrapped" in an asphalt membrane. The continuously reinforced pavement contained several experimental sections in which the coarse aggregate type, the percent steel, and the preformed crack spacing was varied. The paper describes the study given to each experimental feature and suggests design and construction aspects which were developed from the analysis.
NATIONWIDE PERFORMANCE OF CONCRETE PAVEMENT REHABILITATION
Authors: Hall Kathleen T. , Darter Michael I. , Snyder Mark B. , Carpenter Samuel H. , Forster Stephen W.
Published: January 2025

This paper summarizes the results of extensive field, laboratory, and analytical studies conducted into the evaluation and rehabilitation of concrete pavements. The field studies included 349 concrete pavement rehabilitation projects throughout the United States, the construction of a large load transfer restoration experiment on I-1O in Florida, and a full-depth repair experiment on I-74 in Illinois. A major laboratory study was conducted to investigate anchoring of dowels into existing concrete slabs for full-depth repair load transfer. The rehabilitation techniques studied were diamond grinding, full-depth repair, partial-depth repair, load transfer restoration, edge support restoration, bonded concrete overlay, unbonded concrete overlay and crack and seat/AC overlay. Detailed condition data, traffic data, design and construction data and climate data were collected for each project. Analyses of the field and laboratory data were conducted to identify sig­nificant factors influencing the performance of rehabilitated concrete pavements, and to develop predictive models for distresses observed on rehab­ilitated concrete pavements, including faulting, cracking, joint deterioration, rutting, and ref­ lection cracking. These models may be used to predict the performance of rehabilitated concrete pavements under various traffic, design, and climate conditions. The major findings and predictive models obtained from this study were incorporated into a computer system for evaluation and rehabilitation of jointed plain, jointed reinforced, and contin­uously reinforced concrete pavements. This practical, user-friendly system developed for use on a personal computer is intended to assist engineers in project evaluation and selection 0f cost-effective rehabilitation techniques.
PERMEABLE BASE DESIGN AND CONSTRUCTION
Authors: Mathis Daniel M.
Published: January 2025

This paper will present the state-of-the-practice in pavement drainage (i.e.. permeable bases) for new or reconstructed asphalt concrete (AC) and Portland cement concrete (PCC) pavements. Rather than using impermeable dense-graded materials many States have gone to using open­ graded or "permeable" bases to all ow infiltrated moisture to rapidly drain through the base and out from beneath the pavement structure. Because of the relative unfamiliarity with permeable base pavement structures and with the varying designs in use, this paper synthesizes permeable base pavement systems being used in this country.
PRELIMINARY EVALUATION OF PROCEDURES FOR THE ASSESSMENT OF LOAD TRANSFER ACROSS JOINTS AND CRACKS IN RIGID PAVEMENTS USING THE FALLING WEIGHT DEFLECTOMETER
Authors: Owusu-Antwi Emmanuel B. , Meyer Alvin H. , Hudson W. R.
Published: January 2025

Loss of load transfer across joints and cracks in rigid pavements is one of the major factors responsible for concrete pavement distress. This loss of load transfer has a significant influence on performance and thus on life cycle cost considerations of rigid pavements. It is therefore necessary to detect such defects in rigid pavements in their early stage so that the proper rehabilitation measures can be applied. For rigid pavement evaluation in order to determine the existence of such defects and the rehabilitation procedures necessary, the Texas SDHPT has recently purchased a number of Falling Weight Deflectometers (FWD) for use on the concrete pavements in the state. This study was primarily instituted to develop techniques for the analysis of FWD deflection data for the assessment of load transfer across joints and cracks of rigid pavements. This paper describes the evaluation of procedures for the assessment of load transfer at transverse joints and cracks developed in previous studies, using FWD data collected on a controlled JRCP laboratory test facility and a number of test sections on in-service pavements for their implementation in the field. These procedures are also applicable to the evaluation of longitudinal joints in rigid pavements, particularly rigid shoulder joints. The results of the analysis presented indicate that the FWD can be used effectively to assess load transfer across joints and cracks in rigid pavement. In some cases, however, more sensitive deflection sensors are necessary to detect the changes in load transfer at joints and cracks of concrete pavements in the field which, although of small magnitude, may be enough to result in significant distress at these discontinuities, with a consequent reduction in performance.
RELIABILITY ANALYSIS OF CHINA'S HIGHWAY CONCRETE PAVEMENT DESIGN PROCEDURE
Authors: Zhang Guodong , Zhu Zhaohong
Published: January 2025

This paper presents the application of relia­ bility concepts to China's current highway con­crete pavement design procedure. The fatigue life of slab is assumed to follow two-parameter Weibull distribution and theoretical reliabil­ity formula is derived by using "interference theory". First-order approximation method is used to obtain the mean and variance of fatigue life from the means and variances of design parameters. Reliabilities are calculated at various traffic levels, variability levels, and slab thicknesses. Sensitivity analysis upon the results shows that pavement design reliability is significantly influenced by fac­tors such as traffic, concrete modulus of rup­ture, slab thickness, and level of material variability. A probabilistic design procedure is developed by introducing a reliability fac­ tor in the present design process.
RESTORATION OF SURFACE PROPERTIES OF CONCRETE PAVEMENTS: OVERVIEW OF PRACTICES AND ASSESSMENT IN FRANCE
Authors: Christory J.P. , Corboeuf A. , Nissoux J.L. , Verhee F.
Published: January 2025

This article presents an overview of practices and assessment in France regarding the restoration of surface properties of concrete pavements, focusing on enhancing skid resistance, safety, and durability while minimizing environmental disturbances. The evolving priorities in highway pavement management underscore the importance of integrating aesthetic, urbanistic, and functional considerations, including stormwater management and noise reduction. The article outlines a new circular under preparation in France aimed at improving skid resistance through mechanical processes, emphasizing the qualitative aspects of pavement surface treatment over quantitative metrics. It discusses the significance of microtexture and macrotexture in achieving desirable skid resistance, detailing the specifications for aggregates to ensure durability and resistance to polishing. The article also highlights various surface treatment techniques, including surface dressings, sawn grooving, and peening, based on over 15 years of French experience. These techniques are evaluated for their effectiveness in restoring skid resistance on heavily trafficked pavements, with a special focus on transverse grooving and its impact on water drainage and pavement drying. The comprehensive approach to pavement restoration presented in this article reflects a broader commitment to road safety, environmental considerations, and the overall performance of highway networks. (Abstract generated by AI tool ChatGPT 4)
The Design of Plain Doweled Jointed Concrete Pavement
Authors: Kelleher Karleen , Larson Roger M.
Published: January 2025

This report explores the controversies and consensus on the use of dowel bars in jointed concrete pavements, focusing on medium to heavy truck traffic routes. Historically, dowels have been recognized for their role in load transfer at expansion joints and in long, reinforced slabs. However, their application in shorter, heavily trafficked slabs remains debated, partly due to past design practices not adequately considering the pavement structure as a holistic system. This has led to premature failures exacerbated by heavy traffic and poor drainage. Research and observations indicate significant pavement deterioration over time, prompting a need for a more reliable design procedure that encompasses the entire structural system, including dowel use for load transfer. The report emphasizes that dowels, installed initially in pavements, play a crucial role in preventing faulting or differential slab elevations caused by various factors like traffic, frost heave, and soil swelling. It also highlights the necessity of considering dowels in most pavement designs due to their effectiveness in ensuring structural integrity and longevity, especially under medium and heavy traffic conditions. Additionally, the report discusses the function of joints in mitigating internal stresses and preventing distresses like faulting, spalling, and cracking. It advocates for a comprehensive design approach that includes adequate load transfer mechanisms, quality materials, and proper construction practices. By summarizing findings from various states and countries, the report underscores the need for uniform design considerations while acknowledging the impracticality of a one-size-fits-all manual due to diverse environmental conditions. The objective of this report is to consolidate past findings, share experiences, and advocate for the adoption of dowels as a standard in the design of plain jointed concrete pavements to enhance their performance and durability across varying traffic loads and environmental conditions (Abstract generated by AI tool ChatGPT 4)
THIN OVERLAYS OF STEEL FIBER REINFORCED CONCRETE AND CONTINUOUSLY REINFORCED CONCRETE STATE OF THE ART IN BELGIUM
Authors: Verhoeven Karel
Published: January 2025

In Belgium, resurfacing of existing roads with cement concrete has been a common practice for over a decade, with approximately 500 km of roads overlaid with continuously reinforced concrete pavement (CRCP). This interest expanded to include thin resurfacings (<15 cm) of steel fibrous reinforced concrete (SFRC) and thin continuously reinforced concrete (TCRCP) due to the advantages offered by steel fibrous reinforced concrete in terms of lower fiber content and better incorporation possibilities. Experimental sections constructed since 1982, covering nearly 25 km of roads, have explored the use of SFRC and TCRCP overlays on both old concrete and bituminous pavements. The study reveals promising outcomes for thin overlays in SFRC, particularly when applied over bituminous underlayers, showcasing remarkable and durable bond strength. The best results were achieved with new leveling courses with an overall open structure. On old concrete pavements, achieving an adequate bond is crucial for success, necessitating intensive roughening of the existing surface. Grout application showed minimal improvement in bond strength. TCRCP overlays, particularly those with a thickness of 14 cm, demonstrated satisfactory performance with no significant issues. Utilizing welded-wire fabric for reinforcement can offer cost savings and facilitate construction under traffic conditions. This research, conducted with financial assistance from the IRSIA organization and supervised by a Working Party chaired by Prof. dr. ir. F. Van Cauwelaert, aims to establish practical guidelines for thin resurfacing and explores the relationship between empirical experience and thickness design computations. The study underscores the potential of thin concrete resurfacings in the rehabilitation of the Belgian road network, emphasizing careful consideration of bond strength and overlay thickness for successful implementation. (Abstract generated by AI tool ChatGPT 4)
CONCRETE PAVEMENT DESIGN AND CONSTRUCTION PRACTICES BY THE TEXAS DOT
Authors: Wimsatt Andrew J.
Published: January 2025

The Texas Department of Transportation (Texas DOT) is a decentralized organization consisting of twenty-four geographical Districts (Figure 1). Each District makes its own decision as to what pavement type will be designed and constructed. However, the Department's use of concrete pavement in highway projects has increased significantly over the past decade, especially in urban areas and in high truck traffic corridors. A paper presented at the Fourth International Conference on Concrete Pavement Design and Rehabilitationdescribed and analyzed the use of the 1986 AASHTO Guide for Design of Pavement Structures procedure in determining concrete pavement thicknesses for Texas DOT highway projects (Ref. 1). This paper will discuss the other concrete pavement design and construction practices by the Texas DOT. The paper will present and describe the background behind the various Texas DOT concrete pavement design standard plan sheets included in highway construction plans. Currently, the Texas DOT has standards for continuously reinforced concrete pavement (CRCP) , plain dowelled jointed concrete pavement (CPCD), skewed plain jointed concrete pavement (CPSJ), and jointed reinforced concrete pavement (JRCP). In conjunction with these standards, the Texas DOT terminal anchorage standards, wide flange terminal joint standards, and joint sealing standards will be presented and discussed. The background behind the CRCP standard will be of particular interest, since the current longitudinal steel requirements were developed using a design procedure generated by a research project with the University of Texas. Examples of interstate highway projects built recently with the various standards will also be briefly presented. After the standards are presented, a summary of concrete pavement usage in Texas since 1983 will be presented. Fmally, the paper will briefly describe ongoing efforts and findings in the research area that will affect concrete pavement design and construction procedures in the future. The overall objective of this paper is to generally summarize the experience the Texas DOT has had with concrete pavement design and construction since the beginning of the U.S. Interstate program. As a result, the paper will indicate the current state of the practice concerning concrete pavement design and construction by this transportation agency.
CONCRETE PAVEMENTS FOR PORT AREAS IN BELGIUM EXPERIENCE AND INNOVATIONS
Authors: Hendrikx Lambert
Published: January 2025

The growing transport by trucks and the increasing use of containers have created an important need for durable pave­ments with very low maintenance cost. The Belgian port authorities and many operators prefer to use concrete pavements for port areas, as well monolithic concrete slabs (cast in situ) as concrete blocks. Since 1980, in the port areas of Antwerp, Zeebrugge and Ghent more than 2.5 million m2 container terminals have been paved with concrete. The paper reviews briefly the Belgian experience and innova­tions with different types of concrete pavements for heavy-duty applications. Finally some design recommendations are presen­ted.
Experiment of concrete pavements at LCPC's fatigue test track
Authors: Balay J.M. , Darbois B. , Gramsammer J.C. , Nissoux J.L. , Sainton A.
Published: January 2025

The article presents an experiment conducted on the pavement fatigue test track of the Laboratoire Central des Ponts et Chaussees (LCPC) in France, aimed at validating the designs proposed by the French Catalogue for concrete pavements under heavy traffic conditions. Initiated by the French Highway Department and the concrete pavement contracting and cement industries, the experiment tested four types of concrete pavement structures for durability against fatigue. These structures were selected from the French design guide and included various configurations of concrete slabs, with and without dowels, on different subbase supports. The test track, operational since 1984, simulated the passage of millions of trucks to assess the performance of these pavement structures under accelerated loading conditions. Instrumentation was extensive, with strain gauges embedded in concrete, subbases, or glued to dowels to monitor stress, displacement, and damage, along with surface measurements for assessing pavement behavior under load. Initial results indicated a close correlation between experimental findings and the French pavement design method's predictions, validating its reliability for designing durable concrete pavements. The finite element method (FEM) was utilized for theoretical modeling, complementing experimental data with simulations to understand pavement behavior more comprehensively. This comprehensive experiment not only demonstrates the robustness of the French design guide for concrete pavements but also underscores the necessity of incorporating thermal, hydraulic, and mechanical considerations in pavement design to accurately predict and enhance pavement longevity. (Abstract generated by AI tool ChatGPT 4)
IMPROVED DESIGN OF UNBONDED CONCRETE OVERLAYS
Authors: Hall Kathleen T. , Darter Michael I. , Seiler Wayne J.
Published: January 2025

An unbonded concrete overlay is an excellent choice for long-lasting rehabilitation of a deteriorated concrete pavement. However, concerns over thickness and joint design of unbonded concrete overlays hinder their more widespread use. This paper reviews the existing approaches to unbonded overlay thickness design, examines actual field behavior and long-term performance of these overlays, and presents a framework for an improved design approach which relates design to performance. Four approaches to unbonded overlay design are considered: the traditional Corps of Engineers procedure, design of the overlay as a new pavement, and multilayer pavement design using either elastic layer theory or plate theory. These approaches are evaluated with respect to their theoretical bases, inherent assumptions, sensitivity to various design inputs, and compatibility with actual field performance of unbonded overlays. The major distresses in jointed unbonded overlays are linear cracking and comer breaks due to combined loading and curling; reflection cracking and other distresses are much less significant. Continuously reinforced unbonded overlays exhibit little distress of any kind except reflection cracking over transverse joints. However, the objectives of the existing approaches to unbonded overlay thickness design have little connection to the observed performance of either overlay type. Finite element analysis holds the most promise for an improved approach to unbonded overlay design. Two­ dimensional, plate theory-based multilayer finite element programs (or equations developed from them) are capable of realistically modelling most, but not all, of the complex factors which must be considered. Recommendations are given for further research needed to fully develop improved methods for unbonded overlay analysis and design.
PERFORMANCE OF ONTARIO'S FIRST MAJOR REHABILITATION AND OVERLAY PROJECT
Authors: Kazmierowski Tom , Sturm Harry
Published: January 2025

The rehabilitation of concrete freeways has challenged highway authorities for many years. This challenge has been met with the utilization of various techniques such as full and partial depth repairs, diamond grinding and unbonded overlays. In 1989, the Ontario Ministry of Transportation constructed a project to demonstrate the feasibility of these techniques in their jurisdiction, and to monitor the long term performance of the various applications. The project incorporated the use of full depth and partial depth repairs followed by diamond grinding and joint sealant replacement on the northbound lanes (NBL). The southbound lanes (SBL) received an 180 mm thick plain jointed unbonded PCC (JPCP) overlay. The rehabilitation project has now been in service for three years and a number of performance characteristics have been monitored. These include pavement roughness and skid resistance with testing completed on an annual basis while pavement load response, condition surveys and noise emissions testing have been undertaken on an as need basis. The results of this testing and analysis are presented in this paper.
PREDICTION	OF CRCP TERMINAL MOVEMENTS
Authors: McCullough Frank , Moody Eric D.
Published: January 2025

The purpose of this study is to provide pavement designers with substantive information about CRCP terminal movement. A mechanistic model, PSCP2, was used to analyze free end movement and to predict the size of terminal movements. Field measurements were conducted at SH-225 in Houston, Texas, in order to supplement the CRCP movement field data from a previous research study. A comparison between the collected data and the predictions of the PSCP2 program was periormed to verify the reliability of the PSCP2 mechanistic model. A procedure was presented that estimates the terminal movement of a CRCP.
The Construction and Performance of Concrete Pavements Reinforced with Flexarm
Authors: Peshkin David G. , Darter Michael I. , Aunis Jacques
Published: January 2025

This article discusses the construction and performance of Continuously Reinforced Concrete Pavements (CRCP) reinforced with Flexarm, a novel steel reinforcement developed in France to address CRCP construction challenges. Initially, CRCP's historical background in the U.S. and Europe is explored, noting its established use in the U.S. for heavy highway loadings and its later adoption in Europe. The article then introduces the development of Flexarm in the mid-1980s as a solution to logistical and labor-intensive challenges posed by traditional CRCP construction methods. Flexarm's design, characterized by its flat ribbon shape, high yield stress, and ease of installation, aimed at reducing the effective work zone and labor at construction sites. The paper presents a comprehensive field evaluation of CRCP pavements in France using conventional and Flexarm reinforcement. This evaluation includes observations from construction sites and performance analyses based on crack spacing, crack width, and overall pavement condition. The findings suggest that while there are differences in crack spacing and width between pavements reinforced with conventional steel and those with Flexarm, further research is necessary to understand these differences' significance fully. The article highlights the efficiency and potential benefits of using Flexarm, including a reduced work zone, lower labor requirements, and improved safety. It suggests that Flexarm's high strength, corrosion resistance, and cost competitiveness make it an appealing option for CRCP construction in new projects, reconstructions, and unbonded overlays. Concluding, the article calls for additional research to validate the long-term performance of Flexarm-reinforced pavements and to develop an acceptable design methodology that accounts for its unique properties. The outcome of such research could have significant implications for the design and construction of CRCP, potentially influencing practices in the U.S. and elsewhere. (Abstract generated by AI tool ChatGPT 4)
THE ROAD AND THE ENVIRONMENT, A MARRIAGE OF CONVENIENCE: THICK POROUS PAVEMENTS
Authors: Christory Jean-Pierre , Pipien Gilles , Soudieu Bernard , Chauchot Jean
Published: January 2025

In the paper "The Road and the Environment, a Marriage of Convenience: Thick Porous Pavements," authors Jean-Pierre Christory, Gilles Pipien, Bernard Soudieu, and Jean Chauchot address the evolving demands on urban road construction towards integrating environmental considerations. With urban areas expanding, there's a rising emphasis on roads not just as traffic conduits but as elements contributing to environmental management, including noise control, hydrological management, and pollution control. The research focuses on the development and application of porous concrete pavements, distinguished by their capacity to handle noise, water, and pollution more effectively than traditional materials. These pavements, characterized by their thickness (generally over 15 cm) and lack of post-compacting variation, have demonstrated significant advantages in environmental management without compromising on traditional road durability and reliability. Field trials in France have confirmed the effectiveness of these pavements in urban settings, showing promise in terms of noise reduction, water management, and overall environmental impact mitigation. The paper suggests that with ongoing advancements in technology and design, porous pavements can significantly contribute to more sustainable and environmentally friendly urban infrastructure development. (Abstract generated by AI tool ChatGPT 4)
Validating Loss of Support for Concrete Pavements
Authors: Chapin L. Travis , White Thomas D.
Published: January 2025

Undersealing of concrete pavements is an important restoration mechanism. The success of its application is dependent on having a capability for locating the appropriate points of application. The future of the undersealing process will be dependent on focusing on the more general loss-of-support concept. This paper will outline the Epoxy/Core Test Method, which has proven to be an effective presence of voids evaluation method.
A 15 YEAR PERFORMANCE AND EVALUATION OF CRCP EXPERIMENTAL ROAD
Authors: Noda E. , Nawada T. , Kashiwabara S. , Kanazawa E.
Published: January 2025

This study presents a comprehensive 15-year evaluation of the Continuously Reinforced Concrete Pavement (CRCP) implemented in the Nakayama Bypass on National Highway Route 112. Spearheaded by a collaborative effort from The Nippon Road Co., Ltd., the Tohoku Regional Construction Bureau, Road Management Technology Center, Tohoku Branch, and Rainbow Consultants Co., Ltd., the research aims to assess the long-term performance, durability, and maintenance requirements of CRCP under various traffic and environmental conditions. The methodology encompasses detailed inspections and performance analyses, including pavement condition surveys, crack mapping, deflection measurements, and structural integrity assessments. This longitudinal study also integrates advanced evaluation techniques to understand the CRCP's behavior over its service life, focusing on crack propagation, load transfer efficiency, and overall pavement stability. Results indicate that CRCP, with its design and construction innovations, exhibits superior durability and performance compared to traditional pavement types. Notably, the CRCP section demonstrated remarkable resistance to traffic-induced stresses and environmental impacts, showcasing minimal maintenance needs over the 15-year period. The study also highlights the importance of initial quality control and precise construction practices as key factors contributing to the pavement's longevity and reduced lifecycle costs. Conclusively, the findings advocate for the broader adoption of CRCP in road infrastructure, emphasizing its cost-effectiveness and sustainability benefits. This research contributes valuable insights into pavement engineering, offering a robust evidence base for future CRCP projects and innovations in pavement technology. (Abstract generated by AI tool ChatGPT 4)
A PERVIOUS CEMENT CONCRETE WEARING COURSE BELOW 73 DB(A)
Authors: Nissoux Jean-Louis , Gnagne Claudie , Lefebvre Jean-Pierre , Pipien Gilles
Published: January 2025

This article presents an innovative approach to addressing traffic noise pollution through the development of a pervious cement concrete wearing course capable of achieving noise levels below 73 dB(A). Focusing on noise attenuation as a critical quality of service for road users, the study explores two primary strategies: reducing noise emission at the source and implementing absorbent structures to mitigate noise transmission. By examining the impact of road surface materials on noise levels, the research introduces a specific pervious cement concrete formulation designed to offer significant noise reduction benefits. The collaborative effort between laboratory studies and construction companies underscores the practical application and feasibility of this solution in real-world settings. Highlighting the material's effectiveness in not only reducing ambient noise but also in contributing to the overall improvement of road infrastructure quality, the study positions pervious cement concrete as a valuable tool in the quest for quieter, more comfortable urban environments. (Abstract generated by AI tool ChatGPT 4)
A FOUNDATION FOR HIGH PERFORMANCE BONDED CONCRETE OVERLAY DESIGN AND CONSTRUCTION GUIDELINES
Authors: Rasmussen Robert Otto , McCullough B. Frank , Zollinger Dan G. , Yang Sungchul
Published: January 2025

This article lays the foundation for developing high-performance bonded concrete overlay (BCO) design and construction guidelines, emphasizing the critical role of early-age behavior due to temperature and moisture changes on the overlay's long-term performance. The study theorizes that the initial 72 hours post-placement are pivotal, as the bond strength between the BCO and the existing pavement is notably low, yet it is during this period that the overlay is most susceptible to developing critical stresses at the bond interface. These early stresses, if not properly managed, can adversely affect the BCO's durability and effectiveness. By exploring the interplay between bond strength development and environmental factors, the research aims to offer actionable insights for enhancing BCO resilience. The guidelines proposed promise to inform future BCO projects, ensuring that overlays not only achieve their intended performance goals but also contribute to the sustainability and longevity of pavement infrastructure. (Abstract generated by AI tool ChatGPT 4)
A REALISTIC MODEL FOR DRAINAGE OF WATER THROUGH A JOINTED CONCRETE PAVEMENT
Authors: Hassan Hossam F. , Feng Aiwen , White T.D.
Published: January 2025

This study presents a realistic model for assessing drainage through a jointed concrete pavement by employing a finite element method (FEM). Utilizing data from an instrumented section of US 36 in Hendricks County, Indiana, the research evaluates subdrainage performance in relation to rainfall, highlighting the importance of accurately estimating net inflow to pavements. Two rainfall events were analyzed, demonstrating the model's effectiveness in simulating pavement drainage, with a particular focus on the infiltration capacity of joints and the efficiency of outlet pipes. The findings suggest that the joint infiltration rate is significantly lower than previously estimated, impacting both the peak outflow and drainage duration. Recommendations include further analyses with varied joint seal conditions and an emphasis on low suction values in moisture suction tests due to their critical role in numerical analysis outcomes. (Abstract generated by AI tool ChatGPT 4)
CRACKING OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS AT A YOUNG AGE
Authors: Nissoux Jean-Louis , Lemarignier Thierry , Marzin Jacques , Acker Paul
Published: January 2025

This article explores the effectiveness of continuously reinforced concrete (CRC) pavements in France, focusing on their potential to control transverse cracking and improve competitiveness through reduced reinforcement costs. The "Limited Cracking, Organization of Shrinkage" project (1992-1996) aimed to address these issues through several key activities: modeling CRCP behavior, developing new tests for concrete-reinforcement bond characterization, and conducting experimental and numerical studies to understand the impact of various factors on crack control. The research findings indicate that appropriate longitudinal reinforcement can effectively manage crack spacing and width, offering a promising alternative to traditional jointed concrete pavements. The study contributes valuable insights into optimizing CRC pavement design and performance, highlighting the importance of understanding steel-concrete bonding mechanisms and the influence of reinforcement characteristics on crack behavior. (Abstract generated by AI tool ChatGPT 4)
CURING AND INTERLAYER DEBONDING
Authors: Ayton Geoff P. , Haber Edwin W.
Published: January 2025

The article addresses advancements in concrete curing and interlayer debonding practices in Australia, reflecting a blend of local experience since the 1970s and insights from international research. It highlights the evolution of curing compounds for pavements and bases, specifying and monitoring their quality in contracts, and modifications in materials and methods for interlayer debonding to prevent reflection cracking and ensure long-term pavement performance. Particularly, the focus is on managing interlayer friction for early thermal movement and joint induction. Australian specifications are compared with international standards, noting ongoing development work. The study underscores the critical role of interlayer friction in pavement durability, detailing Australian efforts to refine debonding treatments and adapt curing practices for optimized performance. (Abstract generated by AI tool ChatGPT 4)
Design and Construction of Concrete Pavement On Interstate 66 in Fairfax County, Virginia Applications of New Technologies
Authors: Salehi Morteza , Shiells David P.
Published: January 2025

The article details the implementation of innovative technologies in the design and construction of a 10.3-kilometer concrete pavement on Interstate 66 in Fairfax County, Virginia, as part of a $140 million reconstruction project. Key technologies employed include cement stabilization of subgrade soils, use of a stabilized open-graded drainage layer, recycling of the original concrete pavement, and the introduction of fast-track concrete paving techniques. The project faced challenges due to deteriorating conditions of the original pavement, constructed in the early 1960s, under increasing traffic volumes. A comprehensive study involving traffic analysis, soil surveys, and structural assessments informed the decision to replace the existing pavement entirely with a new structure designed for improved drainage and durability. Construction strategies prioritized minimizing traffic disruption and maximizing the use of recycled materials. The successful completion of the project on schedule, despite additional work and unforeseen conditions, illustrates the viability of rapid concrete pavement construction using advanced technologies and materials.  (Abstract generated by AI tool ChatGPT 4)
Design, Construction, Performance and Future Direction of Dowel Bar Retrofit in Washington State
Authors: Pierce Linda M.
Published: January 2025

This article discusses the implementation and outcomes of dowel bar retrofitting for concrete pavements in Washington State, undertaken by the Washington State Department of Transportation (WSDOT). Initially, the Interstate concrete pavements, designed for a 20-year lifespan, were experiencing significant distress due to faulting, leading to inefficient rehabilitation methods like asphalt overlays. In the early 1990s, inspired by successful practices in Puerto Rico, WSDOT explored dowel bar retrofitting as a rehabilitation alternative. The process involved inserting dowel bars into existing pavements to improve load transfer and extend pavement life. The article details the construction of a test section, modifications to the retrofitting process based on findings, costs, and the performance of the retrofitted pavements. It concludes that dowel bar retrofitting is a cost-effective method for rehabilitating faulted concrete pavements, offering a sustainable solution to extend the service life of existing infrastructure. (Abstract generated by AI tool ChatGPT 4)
EFFECT OF TEMPERATURE GRADIENT IN CONCRETE SLAB ON BACKCALCULATED MODULI
Authors: Higashi Shigeo , Matsui Kunihito , Nishizawa Tatsuo
Published: January 2025

This study investigates the impact of temperature gradients within concrete slabs on the backcalculated moduli used for pavement evaluation. Employing Falling Weight Deflectometers (FWDs), tests were conducted at both the center and corner of a concrete slab over 24-hour cycles. Results show that temperature gradients significantly affect pavement deflection and, consequently, the structural evaluation of concrete pavement. Deflections were larger during the day when temperature differences were highest. Backcalculation methods were used to estimate layer moduli, revealing that the base course modulus varied significantly with temperature gradient, confirming slab curling. The study emphasizes the need for careful consideration of test location, time, and analysis techniques that account for temperature-induced deformations in concrete pavement evaluation. (Abstract generated by AI tool ChatGPT 4)