bluuebunny/crossref_metadata_2025 huggingface dataset:
VERIFICATION OF THE STRUCTURAL BENEFITS OF CONCRETE SHOULDERS BY FIELD MEASUREMENTS
Authors: Slavis Charles V. , Ball Claire G.
Published: January 2025

The justification and use of portland cement concrete shoulders with portland cement concrete pavement has for the most part been based on universal justification of paved shoulders combined with superior performance of the concrete as a paving material. secondary benefits such as the ability to limit water infiltration, reduction in maintenance costs, and simplified construction procedures were also taken into consideration. Recent investigations have shown that portland cement concrete shoulders can significantly contribute to the structural integrity of the mainline PCC pavement. This benefit has been quantified to show greater life expectancy for existing pavements and also to design more cost effective new concrete pavements. The research leading to substantiate the structural benefit to the mainline pavement was conducted in two phases. In 1976, field measurements were conducted on a new pavement. These measurements established the structural benefit of the concrete shoulder and provided a base line condition for further investigations to test these benefits over the design life of the pavement. In 1982, the 1976 sites were retested. The new data substantiated the findings of the original research. Using the field data from the 1982 field study and results of theoretical analysis, procedures showing the benefit of concrete shoulders in pavement design and pavement life expectancy were established.
DELAMINATION IN BONDED CONCRETE OVERLAYS OF CONTINUOUSLY REINFORCED PAVEMENT
Authors: Lundy James R. , McCullough B. Frank
Published: January 2025

The Texas State Department of Highways and Public Transportation (SDHPT) has placed over 25 lane miles of bonded concrete overlay (BCO) in the Houston area. Following the successful construction of a 1,000 foot test section in 1983, the SDHPT overlaid approximately 3.2 miles of an eight lane freeway. Debonding of some areas were reported within one year of completion. After debonding was discovered early in 1987, a study was initiated to determine the location, extent and cause of the delaminations. Furthermore, the investigation was to determine if debonding was a progressive phenomenon. Several techniques were used to characterize the extent of debonding. For the conditions in Houston, manual sounding of the overlay followed by video tape recording of the pavement yielded the most practical and economical survey results. The use of ground penetrating radar to locate delaminated area was found to be inappropriate for the conditions presented in Houston. When assessing the development of delamination with time, operator variance in sounding and seasonal effects have a pronounced influence on the evaluation. The survey results showed the use of portland cement grout as a bonding agent reduces the chance of debonding under conditions present in Houston. Also, the use of steel fiber reinforcement with siliceous river gravel or crushed limestone aggregate with welded wire fabric reduces the likelihood of delamination when compared to siliceous river gravel and welded wire fabric.
DEVELOPMENT AND SELECTION OF THE PREFERRED 4R STRATEGY
Authors: Voigt Gerald F. , Knutson M.J.
Published: January 2025

The development and selection of the preferred 4R strategy—Resurfacing, Restoration, Recycling, and Reconstruction—are vital to maintaining the structural integrity and functionality of pavements while optimizing costs. Since the Federal-Aid Highway Acts of 1976 and 1981, the focus has shifted towards rehabilitating existing pavements rather than constructing new ones, primarily for economic reasons. To apply a 4R technique effectively, a detailed project survey is essential to gather comprehensive design, traffic, environmental, and distress/condition data. This enables the design engineer to accurately assess the deterioration extent and causes, facilitating the development of cost-effective rehabilitation strategies. Evaluation of pavements incorporates all collected data to narrow down the most efficient solutions by addressing the causes of deterioration rather than merely its symptoms. The selection of the appropriate 4R option hinges on understanding each technique's unique design details and construction requirements, aimed at restoring the pavement to an acceptable condition. The decision-making process, grounded in engineering analysis, evaluates structural adequacy, material deterioration, drainage conditions, and functional adequacy to ensure the longevity of the pavement. Life-cycle cost analysis (LCA) emerges as the cornerstone in choosing the most cost-effective 4R strategy by equating present and future costs while considering the effects of inflation and interest rates. It emphasizes the importance of selecting a real interest rate that reflects long-term economic trends, avoiding biases towards alternatives based on initial costs alone. The comprehensive approach outlined stresses the need for detailed project surveys, evaluations, and considering non-pavement factors in the development of 4R strategies, ensuring the rehabilitation efforts are both effective and economical. This methodological approach ensures the sustainable management of pavement infrastructure, maximizing the use of available resources while maintaining road safety and functionality. (Abstract generated by AI tool ChatGPT 4)
DEVELOPMENT OF A LONG-TERM MONITORING SYSTEM FOR TEXAS CRC PAVEMENT NETWORK UTILIZING EXPERIMENTAL DESIGN
Authors: Chou Chia-pei J. , McCullough B. Frank
Published: January 2025

The study aimed to develop an experimental design for evaluating the performance of Texas' continuously reinforced concrete (CRC) pavements through a network-level condition survey. Recognizing that some CRC pavement sections were nearing the end of their service lives from a structural standpoint, the research sought to establish a long-term monitoring system using distress conditions as a more realistic measure of performance compared to traditional serviceability indices. Key contributions include the development of a distress index (DI) and a decision criteria index (DCI) to assess current pavement conditions and predict terminal service life. The DI was formulated through discriminant analysis of survey data from 1974 to 1984, incorporating several distress manifestations to quantify pavement condition. An experimental design was adopted to select influential variables on pavement performance, including design and construction parameters, environmental conditions, traffic, and pavement age. This design facilitated the collection of comprehensive data for Texas' CRC pavement network, leading to a robust information bank for evaluating pavement performance and predicting future conditions. The study surveyed 425 test sections from 112 pavement projects, utilizing distress index calculations and preliminary data analysis to explore the relationship between selected variables and pavement performance. The research concludes that distress conditions offer a more accurate reflection of pavement performance than serviceability indices. The developed DI and DCI enable effective ranking of rehabilitation needs, with the experimental design and condition survey laying the groundwork for future performance prediction models. This approach demonstrates significant potential for improving pavement management and rehabilitation strategies, ultimately contributing to the efficient allocation of resources for pavement maintenance and rehabilitation. (Abstract generated by AI tool ChatGPT 4)
DEVELOPMENT OF LIFT-UP METHOD FOR REHABILITATION OF SETTLED PRESTRESSED CONCRETE PAVEMENTS
Authors: Sato Katsuhisa , Hachiya Yoshitaka , Inukai Haruo
Published: January 2025

The article "Development of Lift-Up Method for Rehabilitation of Settled Prestressed Concrete Pavements" introduces a novel approach to rectify unevenness and settlement issues in prestressed concrete (PC) pavements, particularly common in infrastructure such as airports constructed on reclaimed land or high embankments. Traditional methods, such as concrete overlays or reconstruction, require significant downtime, prompting the need for a more efficient solution. This study presents a lift-up method that leverages hydraulic jacks and automated control systems for precise, safe, and rapid adjustment of settled slabs. The process involves installing jacks at specific settlement areas without prior equipment installation, significantly reducing labor and time by automating lifting and grouting operations. Tests conducted on pavement models confirm the method's efficacy, showcasing its ability to lift slabs with minimal disruption. By offering a detailed comparison between traditional methods and the proposed solution, the research underscores improvements in safety, efficiency, and cost-effectiveness, suggesting a promising alternative for PC pavement rehabilitation. This method's scalability and adaptability to different settlement types and pavement conditions herald a significant advancement in civil engineering practices, potentially transforming how infrastructure maintenance and rehabilitation are approached. (Abstract generated by AI tool ChatGPT 4)
EVALUATION OF DOWEL PLACEMENT USING A DOWEL BAR INSERTER
Authors: Bock Brian T. , Okamoto Paul A.
Published: January 2025

This paper presents the results of several field investigations to evaluate the effectiveness of automatic dowel bar inserter equipment to properly place dowel bars in rigid pavements. Results of three studies using the ground penetrating radar technique to measure dowel bar misalignment are summarized. Two investigations were sponsored by the Demonstration Projects Division of the Federal Highway Administration. The third radar survey was sponsored by the Wisconsin Department of Transportation, Madison, Wisconsin. A commercially available radar system capable of locating steel embedded in concrete was used. The system produces a real time graphic recording and that indicates the horizontal position and relative depth of the embedded steel. Cores were obtained to calibrate the graphic recordings and to obtain the actual embedded depth of the steel bars. In two of the three studies dowel bar alignment using the radar technique was measured along a section where a Guntert and Zimmerman dowel bar inserter was used and where dowels were placed in wire basket assemblies. Overall, the dowel bar inserter performed well compared to the basket assembly construction. Dowel depth, misalignment (vertical and horizontal), and longitudinal displacement are generally comparable.
Experiences and New Developments in Concrete Road Construction in the Federal Republic of Germany
Authors: Schmidt Michael
Published: January 2025

This article discusses the experiences and advancements in concrete road construction in Germany, focusing on the requirements and strategies used to accommodate heavy traffic, severe weather conditions, and environmental impacts. In Germany, concrete pavements are preferred for highways with heavy traffic, airports, and industrial floors, necessitating robust construction to endure for about 30 years. Key requirements include adequate slab thickness, continuous load transfer at joints, protection against water, and a high-load carrying capacity base. Innovations include dowelled and anchored joints, optimized structural design with short slabs and joint sealing techniques to mitigate crack formation and ensure durability. The article highlights the importance of a strong bond between the concrete pavement and its base to minimize stress and prevent water penetration, which can lead to erosion and pavement failure. Advanced designs also incorporate measures to enhance joint sealing and explore alternatives like roller compacted concrete with asphalt overlays for improved performance and cost-efficiency. The study emphasizes ongoing research to refine construction practices, address challenges such as noise pollution, and ensure the longevity and sustainability of concrete pavements under increasing traffic demands and environmental constraints. (Abstract generated by AI tool ChatGPT 4)
AN INVESTIGATION OF THE USE OF ROLLER COMPACTED CONCRETE IN A HEAVILY-TRAFFICKED, HIGH-SPEED APPLICATION IN AUSTRALIA
Authors: Jameson Geoffrey W. , Sharp Kieran G. , Rollings Raymond S.
Published: January 2025

This paper describes a trial of roller compacted concrete (RCC) pavement in a high-speed traffic application in Melbourne, Australia. The trial was unique because the use of RCC has been generally confined to low-speed, heavy duty applications because of the perceived difficulties in constructing it to a sufficiently high rideability standard when used as a wearing surface in high-speed applications. The construction of the pavement and problems encountered during construction are described, together with the results of acceptance testing and other tests conducted on the mix. The results of an evaluation of the characteristics of the pavement surface since 1988 are described in detail, including skid resistance, surface texture, roughness, joint and crack movement and the development of surface cracking. Changes made to the materials and construction specifications as a result of the trial, especially with respect to compressive strength, moisture content and construction techniques, are reported.
DURABILITY OF PAVEMENT REPAIRS: POINT OF VIEW ABOUT THE ROLE OF FIBERS
Authors: Grandhaie F. , Granju J.L. , Ringot E.
Published: January 2025

The work described in this paper is part of a research program aimed at establishing the factors which give a good durability to pavement repairs made with metallic fiber reinforced concrete. The experimental study shows that fibers, as they do not significantly reduce the shrinkage of concrete, have a positive effect by enhancing (by 15%) its relaxation and creep capacity. On the other hand, one must not ignore the indirect effects of cracking which may be of major importance. A finite elements study demonstrates that, among these effects, the stresses induced by the passage of vehicules, very dependent on the cracking characteristics, give a significant advantage to the fiber reinforced overlays.
EARLY OPENING OF PCC PAVEMENTS TO TRAFFIC
Authors: Okamoto Paul A. , Wu Chung-Lung , Cole Lawrence W.
Published: January 2025

The objective of the study was to produce information from pavement load tests that will permit early loading of portland cement concrete (PCC) highway pavements by construction and/or public vehicular traffic. This ongoing study was undertaken to provide additional information and further develop guidelines proposed in a recent FHWA sponsored investigation. Full-scale load test data and calculated pavement responses were collected and analyzed. An in-depth dowel bar bearing stress analysis at early concrete ages was also made. Results were used to further develop early loading guidelines, refine the analysis of dowel bearing pressures, and evaluate the effects of early loading fatigue damage. Deflection and strain data were collected from full-scale load tests slabs constructed and loaded at ages ranging from five to 26 days. Each slab section consisted of three pairs of two-lane slabs. Sections were constructed with a both an aggregate interlock and doweled joint. Slabs were either constructed over a granular subbase or lean concrete base. Slab thickness was 254 mm (10 in.). Strains and deflections due to a 90 kN (20 kip) single-axle load with dual wheels positioned at slab edges, longitudinal joints, transverse joints, and interior positions were measured at early ages. Results were compared to stresses and deflections computed using the ILLI-SLAB finite element computer program. A detailed investigation of dowel bar bearing pressures was also conducted to evaluate maximum bearing pressures and pressure distributions. Modulus of concrete-dowel interaction computed using a three dimensional finite element computer program was input into the traditional Friberg analysis. Assumptions used in the Friberg analysis at early ages were modified based on the JSLAB finite element computer analysis.
EVALUATION METHOD FOR JOINT LOAD TRANSFER EFFICIENCY IN CONCRETE PAVEMENTS
Authors: Kawamura Kazuyuki , Nakagawa Shinichi , Nishizawa Tatsuo , Kasahara Atsushi
Published: January 2025

In concrete pavement, to reduce the stress which occurs in concrete slabs by allowing movement of the con­ crete slabs such as expansion, shrinkage and warping, various types of joints are installed. These joints become structural weak points. In most cases, the failure of con­crete pavement advances from joints. The joints must act as the structure by which the load is transmitted between loaded slabs and unloaded slabs. Therefore, primarily dowels have been used. There is a large influence by load transfer on the service performance of concrete pavement. However in the joints of RCCP, sawn joints have generally been used. The capability of load transfer in these sawn joints is dependent on the width of the crack opening. With concrete pavement containing RCCP, it is important to establish a technique to evaluate reasonably the capability of load transfer. So far, the capability of load transfer has been evaluated by the difference of deflection in both loaded slabs and unloaded slabs. How­ ever, it can be said that the load transfer efficiency does not represent directly the mechanical behavior of joints. Therefore, when the behavior of joints is mechanically evaluated, it is necessary to introduce a mechanical model that properly simulates joint behavior. This study was conducted to develop a mechanical model properly simulating joints. The following investigations were conducted : 1. Construction of a test road for RCCP 2. Measurement of deflection by FWD at joints 3. Calculation of load transfer efficiency using deflec­tion 4. Proposal of shear spring model 5. Determination of the coefficient of shear spring by backcalculation from FWD deflections 6. Stress calculation near joint edges using shear spring model
EVALUATION OF THE IMPACT OF CONCRETE PAVEMENT RESTORATION TECHNIQUES ON PAVEMENT PERFORMANCE
Authors: Jang Yi , McDaniel Rebecca R.
Published: January 2025

Concrete Pavement Restoration (CPR) techniques were applied on a 30 mile stretch of I-65 between SR-114 and US-231 at Crown Point, in Indiana, in 1985. At the time of rehabilitation, some typical functional and structural distresses were developed. The distresses included comer, diagonal, longitudinal and transverse cracking and faulted, spalled and broken joints. The deteriorated surface resulted in a rough ride and a low skid resistance with potential slippery problems. Three types of full depth patches (dowelled, inverted T, and inverted T with a middle dowelled joint) were constructed to replace sections of severe pavement breakups. Partial depth patches were placed to repair minor surface distresses. Cracks were routed and sealed, and joints were refaced to inhibit intrusion of water. Diamond grinding was employed to restore the smooth riding quality and to increase the skid resistance, as well as to remove faulting at joints and cracks. This study evaluated the impact of the CPR techniques on pavement condition and performance. The three types of full depth patches were still functioning well after five years in service. However, the dowelled full depth patch had lower load transfer coefficients than the inverted T full depth patches. The middle contraction joint installed on inverted T patches did not function as desired, and therefore its use should be discontinued. The partial depth patches performed poorly and required continuous maintenance throughout the study period. Diamond grinding greatly reduced the roughness and moderately increased the wet skid resistance of the concrete pavement. The quick reduction of the wet skid resistance after rehabilitation limited the service life to 5 to 6 years. The concrete pavement continued to deteriorate after rehabilitation and the amount of concrete defects have been increasing at a significant rate. However, most of the defects were in the low severity category and the pavement was still structurally sound by the end of this study. A life cycle cost analysis indicated that CPR was more cost effective than an asphalt overlay for this project even though CPR gained a service life that is shorter than the typical service life of an asphalt overlay. This study indicated that the cost of CPR and the service life of a pavement after rehabilitation are determined not only by the success of CPR techniques, but also by the condition and remaining service life of the original pavement at the time of rehabilitation. Therefore, it is strongly recommended that adequate condition evaluation and cost analysis be performed before rehabilitation to determine the feasibility of CPR.
FACTORS AFFECTING PERFORMANCE OF CONCRETE PAVEMENTS
Authors: Armaghani Jamshid M.
Published: January 2025

This article examines the various factors influencing the performance of concrete pavements, drawing primarily from experiences in Florida. The discussion begins with the observation that concrete pavements which do not exhibit distress within the first few years typically perform well throughout their intended lifespan. This generalization is explored through an examination of Florida's jointed concrete pavements, which range in age and exhibit varying degrees of performance. The research suggests that pavement distress often arises from a combination of factors rather than fatigue failure alone. Key areas of focus include the effects of temperature-induced displacements on slab warping and curling, and the consequent impact on pavement distress. The study details the role of initial slab warping during construction and its permanent deformation, further complicated by daily temperature cycles. It also addresses the significant issue of water intrusion through joints and its damaging effects, such as pumping and joint faulting, which compromise pavement integrity. The investigation extends to pavement design considerations, emphasizing the importance of doweled joints, slab geometry, and base stiffness in mitigating distress. Additionally, the composition of the concrete mixture, particularly the use of high early strength concrete, is scrutinized for its tendency to induce microcracks, leading to premature pavement failure. The article concludes with recommendations for improving pavement performance, including considerations for design, mixture composition, and construction practices, underlining the necessity for a multifaceted approach to address the complex nature of concrete pavement performance. (Abstract generated by AI tool ChatGPT 4)
GLASNOST AND CONCRETE PAVEMENT ENGINEERING: DEVELOPMENTS CONCERNING SLABS-ON-GRADE FROM THE FORMER SOVIET UNION
Authors: Khazanovich Lev
Published: January 2025

Advances in the state-of-knowledge concerning the behavior of slabs-on-grade achieved in the former Soviet Union are presented and discussed. Most of these are at present solutions to applied mathematics problems, but may be rendered applicable to concrete pavement engineering if recast in more practical forms using the capabilities of high speed computers. The Paper focusses on issues pertaining to the study of edge loading and load transfer phenomena in multi-layered concrete pavement systems. Contributions from the East are currently considered for incorporation in a mechanistic design procedure against catastrophic modes of failure ("limit states"), operative in addition to long-term, fatigue­ type distress mechanisms.
GRINDING OF A TRANSVERSELY GROOVED CEMENT CONCRETE PAVEMENT OF THE EUROPEAN MOTORWAY E 40 AT BIERBEEK
Authors: Caestecker C. , Heleven L.
Published: January 2025

In the study "Grinding of a Transversely Grooved Cement Concrete Pavement of the European Motorway E 40 at Bierbeek," by C. Caestecker and L. Heleven, the authors evaluate the efficacy of grinding as a method for reducing road noise and maintaining skid resistance on a section of the E 40 motorway in Belgium. Since 1972, the roadway's continuously reinforced concrete pavement featured transverse grooves for improved drainage and skid resistance. However, concerns over noise pollution led to the exploration of alternative surface textures, including chemically exposed aggregate and grading adaptations. The grinding technique, widely used in the USA for surface evenness restoration, was tested in Belgium to address noise issues while preserving skid resistance. The study reports on a grinding project undertaken on 5 of 6 lanes over a 400-meter section, utilizing a high-power grinding machine equipped with diamond wheels. This process aimed to smooth the transverse grooves to reduce rolling noise while maintaining sufficient skid resistance. Noise, skid resistance, and evenness measurements were conducted before and after grinding, showing significant noise reduction (ranging from 5.4 to 7.0 dB(A) for total noise and 2.6 to 6.1 dB(A) for rolling noise) and very high skid resistance across all lanes. The evenness measurements revealed substantial improvement, particularly for shorter wavelengths. The results validate grinding as an efficient, economical, and durable solution for restoring surface properties of old concrete roads, suggesting it as a viable alternative to asphalt overlays for road renovation. This conclusion supports grinding's potential applicability in other European contexts, offering a balance between environmental concerns and traffic safety. (Abstract generated by AI tool ChatGPT 4)
IDENTIFICATION OF COARSE AGGREGATES PRONE TO SURFACE DETERIORATION AND D-CRACKING IN CONCRETE PAVEMENTS
Authors: Salcedo Marco A. , Scholer Charles F. , Dolch William L.
Published: January 2025

This study investigates the influence of coarse aggregates on the durability of concrete pavements exposed to freezing and thawing cycles, particularly focusing on the phenomena of surface deterioration and D-cracking. Argillaceous aggregates from Indiana pavements showed significant surface damage within one to two years of construction, despite being from approved sources and the concrete being air entrained for freeze-thaw protection. The deterioration was linked to the aggregates themselves, with no apparent damage to the surrounding cement paste. The research aimed to understand the role of osmotic effects in the aggregates' failure by conducting laboratory experiments to simulate the freezing conditions with and without salt solutions. The findings revealed that the argillaceous aggregates exhibited osmotic phenomena, leading to an additional detrimental mechanism during freezing and thawing when a salt concentration gradient exists. This study confirms the significant impact of osmotic pressure on aggregate failure and suggests a simple testing procedure to identify aggregates prone to such deterioration. The results have implications for the selection and testing of coarse aggregates used in concrete pavements, particularly in environments where deicing agents are applied. (Abstract generated by AI tool ChatGPT 4)
NEW DEVELOPMENTS IN THE CONSTRUCTION OF CONCRETE PAVEMENTS ON THE BRUSSELS-NATIONAL AIRPORT
Authors: Hendrikx Lambert , Denayer Jozef , De Puysseleyr Patrick
Published: January 2025

The Brussels National Airport has been undergoing extensive expansion works since 1989 under the "ZAVENTEM 2000" masterplan, aiming to enhance and maximize the airfield's overall movements' profitability. This initiative involves the placement of approximately 1,200,000 m² of both asphalt and concrete surfaces across taxi-ways and platforms in eight phases. Notably, about 500,000 m² of new platforms are to be mainly constructed with high-quality, 35 cm thick concrete pavements. By the end of 1992, over 300,000 m² of concrete paving had been successfully installed, employing innovative two-layer slipform paving techniques for 10-metre widths. This paper discusses the innovative construction methods and the new practices introduced in the pavement works. Special attention is given to ensuring the durability of the concrete against de-icing products used during cold weather, incorporating a special penetrating sealer for top surface protection. Moreover, the design and construction of the pavement have been optimized to accommodate the load characteristics of modern aircraft, including the use of air-entrainment techniques to resist de-icing chemicals. Furthermore, the construction approach, leveraging two slipform paving machines in tandem, has proven economically beneficial and conducive to achieving a high-quality finish, particularly at longitudinal joints. The concrete mixture is designed with a minimum of 375 kg/m³ cement and the inclusion of air-entraining agents, which, alongside a penetrating sealer treatment, provides extra protection against de-icing products. In conclusion, the advancements in construction techniques, materials, and concrete technology have contributed significantly to the successful expansion of the Brussels National Airport, ensuring the durability and functionality of its pavements under the rigors of airport operations (Abstract generated by AI tool ChatGPT 4)
TEN YEARS EXPERIENCE WITH EXPERIMENTAL CONCRETE PAVEMENT SECTIONS IN ONTARIO
Authors: Kazmierowski Thomas , Bradbury Alison
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 innovative concepts in concrete pavement design. The demonstration project was evaluated and reported on in 1985 and 1988 after three and six years of service, and most recently in 1992 after ten years of service. The concrete pavement consisted of four plain jointed undowelled concrete pavement (JPCP) sections varying in design and length. The performance of the pavement sections is described in terms of load transfer and centre slab deflections based on Falling Weight Deflectometer (FWD) testing, roughness, skid resistance, joint movement and a crack survey. Observations of noise levels, traffic volumes, and surface texture are discussed. A brief summary of the design and construction details, plus the performance results of an ongoing ten year monitoring program are documented in this paper. Conclusions based on ten years of performance results indicate the higher levels of serviceability achieved with the free draining base section and full depth section.
A NEW MATERIAL (POLYOLEFIN FIBER REINFORCED CONCRETE) FOR THE CONSTRUCTION OF PAVEMENTS AND WIDE-TOPPING OF ASPHALT ROADS
Authors: Ramakrishnan V.
Published: January 2025

This paper presents the performance characteristics of a newly developed polyolefin fiber reinforced concrete. These polyolefin fibers were used for the first time in South Dakota for the construction of a full-depth pavement and white­ topping on scarified asphalt pavement. The mixture proportions used, the procedure used for mixing, transporting, placing, consolidation, finishing, timing, and curing of the concretes are described. The feasibility of using this high performance polyolefin fiber reinforced concretes in the construction of highway structures has been established and presented in this paper. These polyolefin fibers performed well in the mixing operation without causing any balling or segregation. This new polyolefin fiber reinforced concrete with enhanced fatigue, impact resistance, modulus of rupture, ductility and toughness properties is particularly suitable for the construction of pavements and white-topping.
ADJUSTMENT OF THE FRENCH CONCRETE PAVEMENT DESIGN METHOD
Authors: Nissoux Jean-Louis , Goux Marie-Therese
Published: January 2025

The article presents the adjustments made to the French concrete pavement design method, originally developed in 1988 and revised in 1994. It outlines the integration of empirical data from fatigue tests and long-term observations of national highways into the theoretical model, emphasizing the importance of proper subbase quality, drainage, and the accurate modeling of concrete slab behavior under traffic and environmental stresses. The revised method incorporates adjustments to correction coefficients based on experimental findings, aiming to enhance pavement design for durability and performance. This adjustment reflects a comprehensive approach, combining experimental evidence with theoretical modeling to optimize concrete pavement design standards in France. (Abstract generated by AI tool ChatGPT 4)
ANALYSIS OF A STIFFENED CONCRETE PAVEMENT SYSTEM
Authors: Xue Fei , Lee Chih-Jen , White T.D. , Schneider Stephen J.
Published: January 2025

This study presents a novel approach to enhancing the stiffness of concrete pavements through modifications in section geometry. By employing finite element method (FEM) analysis, the research examines various geometric configurations of stiffened slabs and compares them to conventional flat slabs. The analysis investigates the impact of these modifications on bending and torsion stiffnesses, deflection, and stress responses under different loading conditions. Results indicate that the proposed stiffened pavement geometry significantly reduces deflections and associated stresses, offering potential for improved pavement performance and reduced construction costs. The study underscores the effectiveness of FEM in analyzing complex pavement sections and suggests further research, including field-testing, to optimize pavement design for stress response and economic efficiency. (Abstract generated by AI tool ChatGPT 4)
DESIGN CONSIDERATIONS FOR IMPROVED JPCP PERFORMANCE
Authors: Smith Kurt D. , Yu H. Thomas , Darter Michael I.
Published: January 2025

A major FHWA-sponsored research study on the performance of concrete pavements has recently been completed in which over 300 concrete pavements across North America-of different design and subjected to different traffic and environmental forces were tested and evaluated. An evaluation of the performance of these different concrete pavement sections has provided considerable insight into their long-term performance and behavior. Based on the field performance results and on the current state of the practice, this paper provides guidelines and recommendations for effective jointed plain concrete pavement (JPCP) designs that will lead to an improvement in overall pavement performance.
DEVELOPMENT OF NEW STRESS ANALYSIS AND THICKNESS DESIGN PROCEDURES FOR JOINTED CONCRETE PAVEMENTS
Authors: Lee Ying-Haur , Yen Shao-Tang , Lee Chao-Tsung , Bair Jean-Hwa , Lee Ying-Ming
Published: January 2025

This study focused on the development of an alternative stress estimation procedure to instantly calculate the critical stresses of jointed concrete pavements. Thus, the primary components for stress analysis including gear configurations, total wheel load, tire pressure, a widened outer lane, a tied concrete shoulder, and thermal curling due to a linear temperature differential have to be considered. The well-known ILLI-SLAB finite element program was used for the analysis. The program's applicability for stress estimation was further validated by reproducing very favorable results to the test sections of the Taiwan's second northern highway, the AASHO Road Test, and the Arlington Road Test. With the incorporation of the principles of dimensional analysis and experimental design, a series of finite element factorial runs over a wide range of pavement designs was carefully selected and conducted. Consequently, prediction equations for stress adjustments were developed using a modern regression technique (Projection Pursuit Regression). Subsequently, a simplified stress analysis procedure was proposed and implemented in a user-friendly computer program (TKUPAV) to facilitate instant stress estimations. Together with PCA's cumulative fatigue damage equation, a modified PCA stress analysis and thickness design procedure was also proposed and incorporated into the TKUPAV program. This computer program will not only instantly perform critical stress calculations, but it may also be utilized for various structural analyses and designs of jointed concrete pavements.
LOAD TRANSFER AT TRANSVERSE CRACKS IN CONTINUOUSLY REINFORCED CONCRETE PAVEMENT
Authors: Nishizawa Tatsuo , Shimeno Shigeru , Komatsubara Akinori , Koyanagawa Masashi
Published: January 2025

In the structural design of continuously reinforced concrete pavement (CRCP), load transfer across transverse cracks should be properly taken into account. Finite Element Method (FEM) based on the elastic plate theory is a good tool for stress analysis of concrete pavement slab with joints and cracks. Though the load transfer across the cracks could be modeled by three elastic springs, it is difficult to determine the specific values of the spring constants. In this study, the values of the spring constants were backcalculated from the results of loading experiments conducted on test sections of CRCP. It was found that the backcalculated values depend on the temperature in the concrete slabs. The values were verified by comparing the strain predicted by FEM analysis with the measured ones. Effects of the spring constants on thermal strains were also examined.
MECHANISTIC DESIGN AND ANALYSIS PROCEDURE FOR DOWELED JOINTS IN CONCRETE PAVEMENTS
Authors: Hammons Michael I. , Ioannides Anastasios M.
Published: January 2025

This study presents a mechanistic approach for designing and evaluating doweled joints in concrete pavements, offering a significant advancement over traditional empirical methods. The analysis centers on the role of dowels as load transfer devices in jointed concrete pavements. Utilizing principles from previous studies and new analytical developments, the research introduces a rational, easily implemented methodology for determining dowel size and spacing to achieve desired load transfer efficiencies. This mechanistic design procedure incorporates the dimensionless joint stiffness and the effects of variables such as dowel support modulus and joint opening on load transfer. By integrating the work of pioneers like Friberg, Skarlatos, Ioannides, and Hammons, the paper synthesizes a comprehensive design and evaluation framework. Implementation through a user-friendly spreadsheet model allows for interactive modification of dowel parameters, facilitating optimization of joint performance. Additionally, the study outlines a procedure for assessing in-service joints using nondestructive testing, enabling back-calculation of joint properties. Despite its focus on mechanistic aspects, the paper acknowledges the influence of environmental factors like temperature and moisture on pavement behavior, suggesting areas for future research. Overall, this work lays the groundwork for more precise, efficient pavement joint design and evaluation, contributing to the durability and performance of concrete pavements. (Abstract generated by AI tool ChatGPT 4)
NEW TECHNOLOGIES FOR CONCRETE PAVEMENT CONSTRUCTION
Authors: Bager Dirch H. , Krarup Peter
Published: January 2025

New technologies for concrete pavement construction have been demonstrated on a 1750 m long access road to the freeway system in the Northern part of Jutland in Denmark during the autumn of 1995. The new technologies refer both to the cement treated granular base (ROADBASE) and to the concrete pavement itself. The latter being the result of a Brite-EuRam project "ECOPAVE". In the cement treated granular base 25 vol% of the materials are reused products which otherwise had to be landfilled. The reused products are old asphalt, low quality flyash and dust from cement kilns. Due to mechanical vibration a few days after paving, a system of microcracks have been established in the baselayer. For this reason no random cracking formed. The risk for reflective cracking in an overlaying asphalt- or concrete layer therefore is minimized. The concrete layer itself is constructed according to the ECOPAVE (ECOnomic PAVEment) principles. Active transverse cracks for every 1.5 m have been established within two days after paving, thus minimizing the crack widths and thereby eliminating the use of expensive dowels across the cracks. Due to the narrow crack width, load transfer is secured by interlocking between aggregates and rough crack surfaces. The 8.4 m wide, 120 mm thick, ROADBASE layer as well as the 8 m wide 200 mm thick ECOPAVE layer have been paved and totally compacted in full width only using an asphalt paver. The concrete was produced at a stationary concrete mixing plant. The mixing capacity equals a paving speed between 30 and 60 m/h. Even with a cement content as low as 260 kg/m3, and a content of microsilica of 20 kg/m3, the 28 days compressive cylinder strength is higher than 90 MPa. The concrete is freeze/thaw resistant, even in the presence of deicing chemicals though no air entrainment has been used.
PAVEMENT FATIGUE CONCEPTS: A HISTORICAL REVIEW
Authors: Ioannides Anastasios M.
Published: January 2025

This historical review by Anastasios M. Ioannides traces and evaluates the evolution of pavement fatigue concepts, with a focus on the application of Miner's linear cumulative fatigue hypothesis in the design of Portland cement concrete (PCC) and hot mix asphalt (HMA) pavements. The study reviews various fatigue transfer functions and their discrepancies, reflecting the lack of consensus among researchers on the factors controlling pavement fatigue behavior. The review includes early experiments on PCC pavements dating back to the late 19th century and discusses the significant influence of fatigue testing for PCC pavements on modern design concepts. The adoption of Miner's hypothesis, especially after the AASHO Road Test, and its implications for pavement design are critically examined. Alternatives to current fatigue concepts, such as sophisticated fracture mechanics, are recommended to enhance pavement design accuracy. This paper highlights the ongoing USACE study expected to develop an improved methodology for accounting for pavement fatigue, reflecting a comprehensive understanding of fatigue phenomena in pavement materials and the necessity for more accurate design methodologies. (Abstract generated by AI tool ChatGPT 4)
PAVEMENT OVERLAYS IN VIRGINIA
Authors: Sprinkel Michael , Ozyildirim Celik , Hladky Shannon , Moen Cristopher
Published: January 2025

This paper describes the installation and performance of three hydraulic cement concrete overlays in Virginia. Two of the overlays were placed on continuously reinforced concrete pavement, and the other was placed on rutted asphalt pavement. The overlays were placed to increase the flexural strength of the pavement and demonstrate the feasibility of concrete overlays for extending the service life of pavements. One of the overlays was also placed to prevent spalling caused by a shy cover over the reinforcement. The concretes used in the overlays were strong and highly resistant to the intrusion of solutions, characteristic of high performance concretes. Hooked-end steel, polyolefin, and monofilament and fibrillated polypropylene fibers were added to the concrete used in 31-m test sections to improve its toughness and ability to control cracks. The overlay thicknesses are as follows: 51 mm for project A, 102 mm for project B, and sections of 51 mm, 76mm, and 102 mm for project C. Each of the test section was 610 m long. Concretes were tested in the unhardened state for slump and air content and in the hardened state for compressive strength, permeability to chloride ions, freeze-thaw durability, length change, and shear bond strength. The fiber-reinforced concrete was tested in flexure in accordance with ASTM C1018. The overlays were tested for tensile bond strength, skid resistance, and stiffness measured by a falling weight deflectometer. Tests revealed that all of the overlay concretes were strong and had low to very low permeabilities. Freeze-thaw resistance and shear and tensile bond strengths were all acceptable. Pavement stiffness and skid resistance were improved with the addition of the overlays. The addition of fibers to the overlay concretes improved their toughness and appears to be restricting crack widening at 1 year after placement.
DEVELOPMENT OF A PROTOTYPE PERFORMANCE-RELATED SPECIFICATION FOR CONCRETE PAVEMENTS
Authors: Hoerner Todd E. , Darter Michael I. , Kopac Peter A.
Published: January 2025

This paper summarizes the development and sensitivity of a Level 1 prototype performance-related specification (PRS) for concrete pavement construction. The prototype PRS requires that a pavement lot be divided into consistent sublots for the measurement of quality characteristics (QACs), which are then used to estimate future performance and life cycle costs (LCCs). The difference between the LCCs of the target (as­ designed) pavement lot and the actual (as-constructed) pavement lot is used to determine a rational pay adjustment. Both means and variations of all QACs are directly considered in the pay factor determination. A Level 1 prototype is offered as a first step in the implementation of a truly practical PRS. It is designed to be flexible by using an agency's current sampling and testing procedures. Independent pay factor curves are developed for each included QAC. The overall lot pay factor is calculated as the product of the independent pay factors. A Microsoft Windows-based computer program, PaveSpec, was developed to demonstrate the specification (simulating pavement performance and generating pay adjustments).
RESTRAINED SHRINKAGE CRACKING IN CONCRETE
Authors: Weiss W. Jason , Yang Wei , Shah Surendra P.
Published: January 2025

This study, conducted at the NSF Center for Advanced Cement Based Materials at Northwestern University, addresses early age cracking in concrete pavements—a significant problem that reduces pavement lifespan due to a combination of high initial shrinkage rates and slowly developing material properties. To tackle this issue, the research delves into the development of test methods to evaluate shrinkage cracking potential, investigates the effectiveness of various material compositions (such as higher strength concretes, fiber reinforcement, and shrinkage reducing admixtures) in preventing early age cracking, and explores modeling techniques for predicting the onset of cracking.
The findings reveal that restrained ring specimens serve as an effective method for simulating the conditions leading to shrinkage cracking in pavements. It is shown that while increasing concrete's compressive strength can lead to earlier onset of cracking due to higher shrinkage rates and material brittleness, incorporating short randomly distributed fibers (steel, polypropylene, cellulose) or using shrinkage reducing admixtures can significantly delay cracking and reduce crack widths. Additionally, the study demonstrates that tensile creep plays a crucial role in reducing the stresses that lead to early age cracking.
Through a combination of experimental data and theoretical modeling, the research presents a comprehensive overview of strategies to mitigate shrinkage cracking in concrete pavements, suggesting that a multifaceted approach involving material composition adjustments and advanced predictive models offers the most promise for extending pavement lifespans. (Abstract generated by AI tool ChatGPT 4)