bluuebunny/crossref_metadata_2025 huggingface dataset:
SUMMARY AND EVALUATION OF CONCRETE PAVEMENT TEXTURING PRACTICES
Authors: Rugenstein E. E.
Published: January 2025

The article "Summary and Evaluation of Concrete Texturing Practices" by E. E. Rugenstein provides an in-depth analysis of various concrete texturing methods used across the United States to improve roadway safety and manage surface water on pavements. It highlights the role of texturing in preventing hydroplaning and enhancing skid resistance, essential for modern high-speed traffic conditions. The article reviews different texturing techniques, such as burlap drag, wire broom, and transverse tine texturing, detailing their effectiveness and durability based on experiments conducted in states like Arizona, California, and Georgia, among others. The study identifies significant differences in the performance of longitudinal versus transverse textures, noting that longitudinal textures generally offer higher friction and better durability under conditions like snowplowing. It discusses the evolution of texturing practices, citing specific state-driven adaptations and the impacts of these adaptations on accident rates and pavement performance. For instance, California's study on longitudinally grooved pavements indicated a 69 percent reduction in wet pavement accidents. The findings and guidelines from organizations such as the American Concrete Paving Association and Federal Highway Administration are also discussed, which advocate for specific grooving patterns and depths to optimize skid resistance and manage water drainage effectively. The article concludes with recommendations for the construction and maintenance of textured pavements to ensure safety and durability, emphasizing the importance of uniform application techniques and the selection of appropriate texturing tools and materials. (Abstract generated by AI tool ChatGPT 4)
THE DESIGN OF BRITISH AIRPORTS AUTHORITY PAVEMENTS
Authors: Calverley M. A.A.
Published: January 2025

The article "The Design of British Airports Authority Pavements" by M.A.A. Calverley provides a comprehensive overview of pavement design and maintenance practices utilized by the British Airports Authority (BAA) across its seven major UK airports. This detailed examination covers the development, planning, design, and construction of new pavements and the maintenance of existing ones, with a focus on meeting or exceeding the standards set by the UK Civil Aviation Authority and international guidelines from ICAO. The paper highlights the adaptation of the Load Classification Group (LCG) system which incorporates modified Load Classification Numbers (LCN) to assess and design pavement strength based on aircraft weight and configuration, and the evolution of this system to accommodate increasing aircraft loads and ensure safety. The design strategies discussed include the use of Portland cement for rigid pavements due to its cost-effectiveness and durability compared to flexible pavement options. The document also discusses the operational challenges and environmental considerations at the BAA managed airports, emphasizing the need for pavements that are economical, durable, and minimally disruptive during maintenance. The approach taken by BAA not only ensures compliance with stringent safety and operational standards but also adapits to the ongoing changes in aircraft technology and airport operations. (Abstract generated by AI tool ChatGPT 4)
ZERO-MAINTENANCE DESIGN FOR PLAIN JOINTED CONCRETE PAVEMENTS
Authors: Darter Michael I. , Barenberg Ernest J.
Published: January 2025

This study outlines a design approach for plain jointed concrete pavements intended for heavy traffic, emphasizing a "zero-maintenance" performance over a designated period. The concept of "zero-maintenance" targets the absence of structural maintenance activities such as crack repair and slab replacement. Through extensive field surveys across various regions and comprehensive analytical studies using mechanistic models, researchers developed two distinct structural design approaches. One employs a new serviceability/performance model based on historical data from the original AASHO Road Test and other sources, while the other leverages a mechanistic fatigue analysis model to evaluate the impact of traffic load and environmental factors like thermal curling. The application of these models is supported by a novel computer program, JCP-1, designed to assist engineers in the rigorous design process. The procedures are validated by field data, ensuring their practical applicability for real-world engineering challenges. The study is backed by the Federal Highway Administration, highlighting its significance in advancing pavement engineering to meet modern traffic demands and environmental conditions. (Abstract generated by AI tool ChatGPT 4)
35 YEARS OF PAVEMENT DESIGN AND PERFORMANCE
Authors: Ray Gordon K.
Published: January 2025

The article, "35 Years of Pavement Design and Performance," provides a comprehensive retrospective analysis of developments in concrete pavement design from 1945 to 1980. Authored by Gordon K. Ray, it draws from his extensive experience in field studies, laboratory research, and interactions with global pavement engineers. The focus is on evaluating the influences of field performance, test roads, and laboratory research on pavement design improvements, particularly under the strain of increasing loads. The text explores the evolution of design features like subgrades, subbases, pavement thickness, jointing, and reinforcement, highlighting their adaptation to meet emerging traffic demands and environmental challenges. Significant milestones include the transition from basic to more complex subbase materials and the optimization of pavement thickness based on empirical and theoretical analyses. The paper also discusses the performance of various pavement types, including plain, mesh-reinforced, continuously reinforced, and prestressed pavements, emphasizing the need for a holistic approach to design to achieve long-term durability and functionality. Ray's narrative underscores the necessity of integrating comprehensive design principles, such as proper subgrade selection, effective drainage, and appropriate choice of materials, to ensure pavement longevity. By reflecting on past lessons and promoting an open-minded approach to pavement design, the paper aims to enhance the understanding and practices of modern pavement engineers, encouraging them to consider global performance data and ongoing research in their designs. This historical perspective is intended to guide future innovations in pavement technology, ensuring they are robust, sustainable, and tailored to anticipated traffic and environmental conditions. (Abstract generated by AI tool ChatGPT 4)
A COMPOSITE PAVEMENT DESIGN PROCEDURE
Authors: Larson T. J.
Published: January 2025

Conditions of economy, ecology, and energy have made it mandatory to review concepts and procedures in the orothodox methods of constructing and designing rigid pavement systems. The pavement concept proposed herein has the potential of providing a system which addresses the postulated requirements, particularly in areas where quality aggregates have become sparce or depleted. The system proposed consists of an econocrete base with a relatively thin layer of quality concrete bonded to it. Econocrete has found wide application in pavement construction but primarily as a subbase for a concrete pavement. However, the properties of econocrete are better utilized when the econocrete layer is bonded to the pavement and becomes an integral part of the system. To take full advantage of the econocrete layer in this manner, an appropriate design procedure must be provided which will take due account of material characteristics of the composite layers. For this purpose a design procedure is proposed, taking advantage of the theoretical work presented by S. D. Kohn in "Structural Design of Composite Pavements." The procedure contained herein establishes a method to estimate the shear stress at the interface between the composite layers. A limiting shear stress at the interface provides the necessary criterion for a rational estimate of layer thickness. This presentation provides a rational procedure, taking due account of traffic and material properties, for the design of a composite pavement system. Although the procedure has general application, it is specifically in­ tended to find use in the design of a rigid pavement using a high quality thin concrete wearing course bonded to an econocrete composite base structure.
A CRACKING MODEL FOR PLAIN JOINTED PORTLAND CEMENT CONCRETE PAVEMENTS
Authors: MacLeod D.R. , Monismith C.L.
Published: January 2025

This paper examines the relationships between two modes of distress and performance for plain, jointed portland cement concrete without dowels at transverse contraction joints. The two modes examined are joint faulting and cracking which are major contributors to loss in serviceability for well designed and constructed pavements in California, Analysis of 500 lane miles of faulted pavement indicates that faulting is related to the number of EALs and that the type of cement-treated material influences faulting behavior. Guidelines are presented for prediction of faulting distress. Cracking analyses using finite element procedures indicate that the strength of the cement-treated layer has an important effect on fatigue life of pcc pavements. Detailed traffic analyses of 600 lane miles of pavement in the San Francisco Bay Area, considering thermal stresses and material variations, indicate that there is a collision fatigue relationship for pcc pavements when the fatigue relationship: nf = 225,000 is used. The analyses also indicate that there is little time differential between the onset of first and third stage cracking. Once 20 percent of the slabs show first stage cracking, the serviceability of the pcc pavement is terminating. Analyses indicate that this performance model is also applicable to other environments in California. The results of the study are used to illustrate the framework for a rehabilitation management system for plain, jointed pcc pavements.
A RIGID PAVEMENT REHABILITATION DESIGN SYSTEM
Authors: Seeds Stephen B. , Hudson W. Ronald , McCullough B. Frank
Published: January 2025

This paper summarizes the development, use, and applicability of the new Texas Rigid Pavement Rehabilitation Design System, RPRDS. Like other pavement design systems, RPRDS makes use of the systems concept and incorporates a number of pavement design and analytical models into a computer program, RPRDS-1, for the generation, analysis, and comparison of numerous pavement design strategies. Unlike other design systems, RPRDS only considers structural rehabilitation, i.e. overlay construction, where the design model used is an improved and extended version of the ARE Inc/FHWA and Texas SDHPT rigid pavement overlay design procedures, RPODl and RPOD2. In addition, provision is made in RPRDS for the consideration of other factors which affect pavement performance and accompany overlay construction. These include ACP, CRCP, and JCP type overlays; concrete shoulder construction; variable concrete flexural strength; as well as variable overlay thickness. Basically, RPRDS generates a number of feasible overlay design strategies based on user inputs, performs a present value cost analysis on each, and then presents those which are optimal. The other design and analytical models used to complete this task include 1) a distress/maintenance prediction model, 2) a traffic delay cost (during overlay construction) model, and 3) a model for the prediction of overlay construction cost. The original study which is summarized in this paper was conducted at the Center for Transportation Research at The University of Texas at Austin as part of a cooperative research program with the Texas SDHPT. Hopefully, this paper will not only provide a summary of RPRDS but also some basis for its use nationwide.
BONDED CONCRETE RESURFACING
Authors: Halm Harold J.
Published: January 2025

Successful thin bonded resurfacing of concrete pavements dates back to 1913. Following World war II, the U.S. Air Force and the Navy resurfaced a number of airport pavements with bonded techniques in an effort to repair and increase load bearing capacity of older pavements. Due to the lack of high production cost effective equipment, little interest was seen for highway work. The development of slipform paving equipment and high speed milling machines in conjunction with the completion of the Interstate system and escalating asphalt prices created new interest in bonded resurfacings for the highway engineer. A 1973 research project in Iowa utilizing thin sections of fibrous reinforced resurfacing coupled with a successful program of bonded dense concrete bridge deck overlays led Iowa Engineers to believe they had come up with an alternate for the traditional bituminous restoration procedure. Numerous Iowa research and full scale Interstate contracts have since resulted in new techniques and design recommendations which make a thin bonded concrete resurfacing a viable and economical approach to the rehabilitation of concrete pavements.
CONTINUOUS NONDESTRUCTIVE EVALUATION OF CONCRETE PAVEMENTS SOME ASPECTS OF THE METHOD USED IN FRANCE FOR GOVERNMENT OPERATED ROADS
Authors: Christory J.P.
Published: January 2025

Concrete slabs rarely exhibit inherent defects, their degradation being related to a deterioration in the substructures. The main purpose of continuous evaluation is to assess pavement bearing conditions and, where possible; pavement external behavior indicators are used for this purpose. For the most significant indicators (slab degradation, detachment, deflection) rapid or semi-rapid measuring instruments have been developed, some operating under traffic at speeds over 50 km/h. The GERPHO (photographic road sur­ vey unit) allows continuous photography of pavements and of the interesting part of the shoulder at a speed between 50 and 60 km/h. It reveals the structural defects of pavements: cracks, pumping wells. The APL (longitudinal profile analyzer) used with a special analysis version provides data on slab faulting based on measurements at 7.5 km/h. The DMBD (slab deflection measurement system) and the COLLOGRAPHE work at much lower rates (about a kilometer/hour). If utilization precautions are taken, particularly as concerns temperature, these devices complement very effectively the high-output investigations. They provide data on slab bearing conditions before deterioration is shown by visible defects. In addition to their use in the monitoring of pavement condition and maintenance scheduling, this equipment is used during construction with certain slab strengthening techniques for example (grouting, tying, etc.).
CORPS OF ENGINEERS DESIGN PROCEDURES FOR RIGID AIRFIELD PAVEMENTS
Authors: Rollings Raymond S.
Published: January 2025

The Corps of Engineers has prepared new design procedures for rigid airfield pavement design. Plain, reinforced, fiber-reinforced, prestressed, and continuously reinforced concrete pavements may be designed with these procedures. This paper describes the development of the Corps of Engineers rigid pavement design procedures, the assumptions and modifications required for each type of concrete pavement, and an example design of a medium-load airfield pavement.
EVALUATION OF PAVEMENT SERVICEABILITY ON THE INTERSTATE SYSTEM IN OREGON
Authors: Beecroft Gordon , Miller Lawrence C.
Published: January 2025

Measurements of road roughness using a PCA Road Meter have been made on the 1156 km (718 mile) Interstate System in Oregon annually since 1972. For purpose of comparison and analysis, the measurements are converted to present serviceability index (PSI) values using the ride measurements only. The highway system has been broken down into homogeneous sections based on the pavement structure and construction contract. Structural strip maps were prepared showing the material and thickness of each component of the pavement structure with date of construction and any subsequent overlays. The PSI ratings plotted on this strip map show the pavement performance trend for each section. The superior performance of some pavements has been documented and sections that will be in need of early rehabilitation identified. Analyses of PSI vs. age and PSI vs. heavy truck traffic have been made and compared with PSI values calculated from the Brokaw model equations. The goal of this work is to develop PSI trend curves as an aid to providing advance predictions of when rehabilitation of the pavement sections will be required. This simple and inexpensive method can be very useful in programming future overlay and rehabilitation projects in the management of the pavement system.
EXPERIENCE WITH NONDESTRUCTIVE STRUCTURAL EVALUATION OF AIRPORT PAVEMENTS
Authors: Bush Albert J. , Hall Jim W.
Published: January 2025

Nondestructive testing (NDT) has become an accepted and highly requested procedure for evaluation of airport pavements. This paper describes recent improvements and additions that have been made to the NDT procedure described in Federal Aviation Administration Advisory Circular No. 150/5370-11. The improvements described allow the application of the method to composite pavements, present a method for determination of the radius of relative stiffness from deflection basin measurements, and give procedures for computation of overlay thickness requirements. NDT evaluation results from a number of portland cement concrete airport pavements are presented, and responses from airport operators as to the usefulness of the results are discussed.
INFLUENCE OF STRESS RANGE ON PLAIN CONCRETE PAVEMENT FATIGUE DESIGN
Authors: Domenichini Lorenzo , Marchionna Aurelio
Published: January 2025

A concrete pavement fatigue design procedure accounting for the strees range induced by the applied loads is proposed. As a matter of fact the stress range, whose value is variable in time as temperature and traffic stresses in the pavement vary, affects the concrete fatigue strength and laboratory fatigue laws accounting for such a parameter have been defined. The Tepfers's fatigue law has been checked and corrected according, to the experimental results of the AASHO Road Test. The structural analysis of several concrete AASHO sections has been performed superimposing the seasonal and dayly variations of the warping stresses with the traffic induced stresses and imposing that the cumulative damage up to failure induced by the effective number of repetitions associated to each resultant stress condition satisfies the Miner's law. A corrected design fatigue law is therefore proposed and some practical design suggestions are developped based on the analysis of the influence of the stress range.
MECHANISTIC DESIGN OF RIGID PAVEMENTS
Authors: Majidzadeh Kamran , Ilves George J. , McComb Richard
Published: January 2025

This paper deals with the development and verification of a stress analysis model (RIGMUL) and the use of this model in a program for the design of rigid pavements. RIGMUL is the result of coupling finite element plate theory with multilayer elastic layer theory and consists of a two-layer rigid slab resting on a semi-infinite three-layer elastic solid foundation. The features of RIGMUL include variable thickness of slabs, the effects of curling, warping, voids and partial contact, the effect of load transfer across joints and cracks by specifying either dowel bars, aggregate interlock, or load or shear transfer efficiency, the ability to analyze up to nine slabs in any configuration, and the ability to determine the stresses in both rigid layers as well as anywhere in the subbase and subgrade layers. Model verification includes comparison with known solutions whenever possible; however, since this model is an extension beyond the scope of existing theories, qualitative comparisons are also included. The pavement design program uses RIGMUL for stress analysis; however, the input requirements have been drastically simplified for the convenience of the user. The output includes the expected design life in fatigue, along with a prediction of the amount of joint faulting, and the probability of void formation, corner cracking, and pumping.
NATIONWIDE EVALUATION OF CONCRETE PAVEMENTS - ILLINOIS DEMONSTRATION
Authors: Darter Michael I. , Snyder Mark B. , Smith Roger E.
Published: January 2025

This paper describes the concrete pavement evaluation stem (COPES). This computerized system is capable of efficiently collecting, processing and evaluating large amounts of pavement data to improve the design, construction, materials, and maintenance of concrete pavements. The COPES data bank also provides extensive information that can be used for many pavement management purposes. Both historical data (e.g., design, traffic, construction, maintenance, climate, materials, ... ) and field data (e.g., distress, serviceability, ... ) are obtained for each pavement section included in COPES. Jointed plain, jointed reinforced and continuously reinforced pavements can all be included in COPES. The user can retrieve pavement information rapidly and easily using a remote computer terminal, and can perform many analyses and evaluations of the data. COPES was demonstrated on over 400 miles (644 km) of Interstate pavement in Illinois. Brief results from the Illinois demonstration included in this paper show that much valuable information can be obtained through the evaluation of in-service concrete pavements on a state level, and indicates the great potential value for evaluating pavements on a nation­ wide level. This would permit the development of broad based recommendations to be used by individual states, AASHTO and FHWA for improving concrete pavement technology.
Pavement Evaluation at Dulles International Airport
Authors: Smith , , Treybig , , Fowler ,
Published: January 2025

This study evaluates the structural integrity and remaining life of pavement sections at Dulles International Airport, using nondestructive deflection testing methods, specifically the heavy load vibrator from the Corps of Engineers Waterways Experiment Station (WES) and the Dynaflect system. The testing covered runways, taxiways, and adjacent pavements, yielding approximately 1350 deflections with the WES vibrator and 2700 with the Dynaflect. The analysis segmented the pavements into various sections based on deflection responses, with further classification into distressed and non-distressed panels. The deflection data were extensively analyzed, involving the plotting of deflection profiles for each lane and comparisons between the WES and Dynaflect systems. This allowed the assessment of structural conditions and the estimation of subgrade support values for each pavement section. The results indicate that most pavement sections at Dulles are in good condition, with distress primarily due to environmental factors rather than structural failures. The study also discusses the correlation and differences in measurements between the WES and Dynaflect systems, noting a significant similarity in their deflection readings, which suggests both tools are effective for evaluating pavement integrity. The paper concludes with recommendations for future maintenance and rehabilitation strategies based on the expected remaining life of the pavements. It proposes a monitoring program to ensure optimal maintenance scheduling and prolong the operational life of the airport's pavements. This approach underscores the importance of periodic, data-driven evaluation to manage airport infrastructure efficiently. (Abstract generated by AI tool ChatGPT 4)
PERFORMANCE OF 26 AND 20 YEARS OLD PRESTRESSED CONCRETE PAVEMENTS AT ALGIERS HOUARI BOUMEDIENE AIRPORT
Authors: Mellouk Mohamed , Ray Michel
Published: January 2025

Prestress concrete runways and taxiway were built in Algiers Airport in 1954 and 1960. They were prestressed longitudinally by hydraulic flat jacks and transversally by tendons; sliding abutments exist at each end. The first year's measurement findings are described as follows a joint and end displacements, climatic conditions, friction coefficient, and stresses in the slab. After 26 years, the primary runway with often more than 50,000 movements per year (equivalent to a total traffic of 12,000 B 747), had some transverse cracks and three very localized failures due to poor concrete batches ; during 20 years of life the secondary runway presented a settlement due to peat deposits, and an upheaval of joints. Detailed non destructive pavement testing results, theoretical study of the residual life (by American and French methods), and the existence of tested rehabilitation procedures, lead to the following life expectancies under the forecast of very heavy traffic : - A few months for the secondary runway because of its low transverse prestress design value (therefore a thick overlay is foreseen) ; - Roughly ten years for the primary runway (only a thin overlay is foreseen in 1985). Based on this experience, general and particular conclusions are proposed on prestress concrete airport pavements.
PERFORMANCE OF CONCRETE PAVEMENTS IN SWITZERLAND A CHECK OF THE VALIDITY OF THE AASHTO INTERIM GUIDE DESIGN METHOD
Authors: Scazziga Ivan F.
Published: January 2025

The design method for concrete pavements in force at the moment in Switzerland has been published in 1971 and is based on the results of the AASHO­ Road-Test. A previously started research program with the initial purpose of finding a new design method was then transformed into an instrument for the verification of the method which had aready been adopted. This program of field observation of the behaviour of selected concrete pavements is now running since 15 years. The paper gives the construction details of the observed pavements and a description of the measurements of present serviceability and traffic. The com­parison of actual pavement performance to theoretical values to be expected by calculations with the AASHO-Road-Test equations shows up to now a good, sometimes "conservative" agreement of both curves. Present performance values indicate a service life expectancy higher than originally designed for. This first verification recognises the method as valid without urgent need of modification.
PORTLAND CEMENT CONCRETE SHOULDER PERFORMANCE IN THE UNITED STATES (1965-1980)
Authors: Slavis Charles
Published: January 2025

During the 1960's and early 1970's several states constructed PCC shoulders to evaluate their performance and develop design standards. The earliest, and best documented of these projects include the Illinois projects of 1965, 66, 67, and 71; the Kentucky project of 1972; and the 1971 projects in Iowa, Michigan, Nebraska, Pennsylvania, and Texas, Principal variables included in these evaluation studies were thick­ness, pavement type (plain and reinforced), joint spacing, tie bars, and subbase. In 1973 a report, Highway Research Record 434, on the initial performance of these early pavements was prepared and presented to the Highway Research Board. The items discussed in this report included thickness, subgrade, longitudinal joint sealing, longitudinal joint key, tie bars, contraction joints, corrugated rumble strips, and reinforcement. Major conclusions of the report centered around design requirements and construction, At the time of this early study the PCC shoulders ranged in age from Oto 7 years, with only three installations being over 2 years old. These shoulders are now a minimum of 7 years old, and the original Illinois installations have been in service for up to 15 years. The purpose of this paper is to report on the inspection and re-evaluation of these PCC shoulders. A comparison of both the conclusions of the 1973 report and an evaluation of current design practices based on 15 years of experience has been made. Recommended modifications to current design practices indicated by the current study findings are included.
SOME NEW CONSTRUCTION METHODS FOR PRESTRESSED CONCRETE AIRPORT PAVEMENTS
Authors: Sato Katsuhisa , Fukute Tsutomu , Inukai Haruo
Published: January 2025

Studies on the applicability of a class III prestressed concrete. (PC) slab, in which cracking at the bottom of the slab is permitted, and the development of a new type of PC precast slab with a new jointing system (horn-joint) for air­ port pavements have been carried out. From the results of theoretical analysis and a series of full scale loading tests on class III PC pavements, it has become clear that a class III PC slab can be satisfactorily used for airport pavements. This type of pavement may be a more rationalized one for heavy aircraft. In addition, the results of a series of full scale loading tests on the PC precast slab pavement connected with horn-joints have shown that this new type of pavement has a sufficient load carrying capacity and can be applied even to pavements subjected to heavy aircraft. Since an allowance for the curing time on in-situ concrete is not necessary in this type of pavement, the construction time is so fast that it may be ideal for the rapid repairs of existing pavements.
STRUCTURAL DESIGN OF CONCRETE PAVEMENTS WITH LEAN CONCRETE LOWER COURSE
Authors: Packard Robert G.
Published: January 2025

A procedure is presented for the structural design of concrete pavements incorporating a lower layer of lean concrete, either as a subbase constructed separately or as a lower layer in monolithic construction. An analysis of flexural stresses is used to recognize the strength and elastic properties of the materials and the layer thicknesses. Modifications of conventional linear elastic theory are made based on the properties of concretes at low cement contents and on experimental and performance data. Because these data are limited, the design procedure is suggested as a preliminary guide. Simplified design charts are presented for conventional highway truck loadings; design data are also given that may be used for aircraft and other loadings.
DESIGN AND CONSTRUCTION OF CONCRETE AIRCRAFT PAVEMENTS IN TROPICAL CLIMATES WITH PARTICULAR REFERENCE TO PLASTIC SHRINKAGE CRACKING
Authors: Farthing D.W. , Wilson Scott
Published: January 2025

The design and construction of concrete aircraft pavements in tropical climates present particular problems. One of the most frequent is plastic shrinkage cracking and this has occurred in certain areas of the pavements at the recently constructed Gaborone International Airport in Botswana. In order to place the problem in context, the paper first deals with concrete aircraft pavement design and construction with particular reference to the principles and methods adopted for the pavements at Gaborone. The paper continues with an introduction to the principles and types of cracking that can occur which is followed by a detailed -analysis of the causes of the plastic shrinkage cracking at Gaborone. Finally the remedial measures undertaken are described and procedures suggested by which such cracking may be minimised in the future.
DESIGN AND REHABILITATION OF PCC PAVEMENTS IN NORWAY - A NEW STRATEGY
Authors: Borchgrevink T. , Trevland G.
Published: January 2025

In Norway concrete pavements are used on 2 lane highways with ADT of 5000 to 15000. We use thin pavements, and in our specifications the min. thickness varies from 15 to 20 cm. Today 90% of all passenger cars and 50% of all trucks use studded tires during the winter. Important requirements for pavements therefore are resistance to wear from studs, freezing and thawing and salt, and we must find simple, inexpensive methods to rehabilitate pavements. The use of Silica and other admixtures makes it possible to deliver high strength concrete at reasonable cost. Based on our experience on results from a test road we continue our design using thin pavements. In 1978 modern pavement profilers were introduced in Norway, and we have been experimenting with their use. Today our procedures for rehabilitation include the use of profilers for milling down the pavement. We drive directly on the milled surface until a new milling or resurfacing is performed. Different profilers and the methods of us have been tested to obtain a safe riding surface at reasonable cost. To ensure future maintenance and rehabilitation we are adding 30 to 70 mm to the design thickness of the pavement, depending on future traffic. When the surface develops longitudinal rutting along the wheel tracks, it is removed and the cross-section restored by grinding down with a pavement profiler. This process can be repeated 2 to 3 times.
DESIGN OF PRESTRESSED PCC OVERLAYS ON RIGID PAVEMENTS
Authors: Mendoza Aberto , McCullough B. Frank
Published: January 2025

This paper presents the procedure followed to determine the necessary thickness and prestress level of the prestressed section in Cooke County. The experimental section in Cooke County is located on southbound IH-35. between stations 728 + 10 and 781 + 50. The present pavement structure is a+ 4 inch of existing ACP on a 10 inch jointed concrete pavement of 38 foot width and 20 foot joint spacing. The project consists of removing the existing ACP, patching the jointed pavement where necessary, sealing and overlaying with approximately 2 inches of new ACP and placing the prestressed concrete pavement on top. Figure 1 presents a sectional view of the existing pavement structure. The JCP section in Cooke County was opened to traffic for the first time in 1949. Eventually, some parts of the section had to be overlaid with asphaltic concrete for general improvement of ride quality, pavement performance and skid resistance. The number of 18k ESAL accumulated since time of construction till 1984 and the projected repetitions for the next 20 years is presented in Table 1. The traffic report as obtained from the Texas State Department of Highways and Public Transportation is enclosed in Appendix A.
DRAINAGE AND ERODABILITY: INTERNATIONAL SEMINAR SYNTHESIS AND NEW RESEARCH RESULTS RELATED TO FIELD PERFORMANCE
Authors: Ray Michel , Christory Jean-Pierre , Poilane Jean-Paul
Published: January 2025

This scientific article provides a comprehensive summary of the International Seminar on Drainage and Erodability at the Concrete Slab-Subbase-Shoulder Interface, held in Paris in March 1983. The seminar, attended by engineers from various European countries and the United States, discussed recent research and new results concerning the drainage and erodability of pavement structures. The discussions covered a range of topics including the impact of drainage systems on extending pavement service life, the interaction of water with pavement structures, and the crucial role of subbase erodability in pavement deterioration. Key findings from the seminar underscore the significance of implementing adequate drainage systems to improve the longevity of both new and existing pavements. Erodability of materials, especially at the subbase level, was identified as a pivotal factor in the overall durability of pavement structures. Research presented at the seminar indicated that proper drainage could significantly mitigate the degradation processes, particularly in heavy traffic scenarios and adverse climatic conditions. The paper synthesizes the evolution of new concepts in pavement engineering and emphasizes the need for further studies on the interplay between drainage, material erodability, and pavement design. It calls for enhanced collaboration among researchers to refine the design procedures for pavement drainage systems, aiming to maximize the effective service life of road infrastructures. (Abstract generated by AI tool ChatGPT 4)
ECONOMIC AND TECHNICAL ASSETS OF CONCRETE OVERLAYS
Authors: Dermience Marcel
Published: January 2025

The overlay technique is not new and resurfacings of varying thickness were applied to a large number of damaged roads. The first overlays were built with bituminous materials. Concrete overlays are constructed in Belgium since 1960. When a road gets to the end of its service life, it may be rehabilitated either through the destruction and reconstruction of the pavement or through the construction of an overlay. In this report, a comparison is made of both alter­ natives particularly from an economic point of view, taking into account not only direct cons­truction costs but also maintenance costs and a further parameter recently considered, the user costs due to traffic hindrance. These factors are examined for both asphalt and concrete over­lays. The main reason for the choice in Belgium of continuously reinforced concrete overlays for major roads is the excellent performance of this type of pavement in the long term, the virtual lack of maintenance costs and the reduced user costs.
EROSION OF SUBBASE MATERIALS UNDER RIGID PAVEMENTS
Authors: Van Wijk A.J. , Lowell C.W.
Published: January 2025

Pumping is the major cause of rigid pavement failure. Pumping has been a problem since the 1940s. Stabilized materials have been used in an attempt to prevent pumping. However, these materials did not eliminate pumping or faulting, since they are subject to surface erosion. An understanding and characterization of the sur­face erosion of subbase and shoulder materials are important in pavement design, rehabilita­tion, and economic evaluation. Limited research has been conducted to investigate the erosion of subbase and shoulder materials. Most of the erosion tests used only provide relative ero­sion values and can not be correlated with shear stresses induced by the water in the pavement. However, the shear stresses that cause erosion can be measured in the rotational shear device. These shear stresses can be used to determine a critical shear stress for each material tested. The experimentally obtained shear stresses can be compared with the actual shear stress present underneath the pavement, The paper discusses the importance of erosion in pavement design and rehabilitation, as well as the attempts that have been made to include erosion in the design. Research in the testing of erosion of subbase and shoulder materials is further described with special emphasis on the rotational shear device.
EVALUATION OF THE EFFECT OF COARSE AGGREGATE TYPE ON CRCP THICKNESS
Authors: Torres-Verdin Victor , McCullough B. Frank
Published: January 2025

The significant effect of the coarse-aggregate type on the performance of concrete pavements has not been fully accounted for in the design­ construction process. Among the principal properties of concrete that vary with coarse­ aggregate type are the modulus of elasticity, the coefficient of contraction and expansion, and the tensile strength. These properties, in turn, influence concrete pavement performance. However, the selection of coarse aggregate type is often left to the contractor without evaluating the consequences of using an aggregate whose properties were not considered in the design stage. In order to illustrate the variation of CRCP performance with the two coarse-aggregate types most often used in Texas, i.e., crushed limestone and siliceous river gravel, typical values of the physical properties of concrete produced with these two aggregates were selected from laboratory results. Three different approaches were used to estimate thickness equivalencies between a limestone and a siliceous river gravel CRCP. In the first approach, the AASHTO equation for design of rigid pavements permitted the development of equivalent thicknesses for· CRC pavements. The second and third approaches rely on a design equation and a distress-prediction model, respectively, derived from CRCP condition survey data collected in the state of Texas. The theoretical analyses described in this report and laboratory results both agree with the observed performance of CRC pavements built with these two coarse aggregate types, which is that for similar conditions, generally less distress has been observed in limestone CRC pavements, Findings developed herein could be used to determine approximate equivalent thicknesses for the two aggregate types considered in the study if there is no need for a detailed analysis. Additionally, by using the recommended thickness equivalencies, the designer has enough information to estimate costs of construction of a CRCP section when he is permitted to employ either limestone or siliceous river gravel coarse aggregate.
EVALUATION OF THE FAA DESIGN PROCEDURE FOR HIGH TRAFFIC VOLUME RIGID PAVEMENTS
Authors: Kohn Starr D.
Published: January 2025

Presently, the Federal Aviation Administration's (FAA) pavement design and evaluation procedure is based on the Corps of Engineer's procedure. The Corps procedure is based on accelerated traffic testing of pavement test sections. The highest traffic levels in the testing program were approximately 30,000 coverages of a given gear configuration. Thus, the design curves in the current advisory circular (AC 150/5320-6C) have been drawn to include pass levels of 25,000 annual departures. However, traffic levels at many of the major hub airports are receiving traffic in excess of this level, In order to accommodate the thickness design for these pave­ ments, the design curves have been extrapolated to include pass levels of 200,000 annual depar­ tures. Since adaptation of this extrapolation procedure, some concern has arisen concerning the adequacy of the pavements designed using the method. In response to this concern the FAA initiated a study to determine the adequacy of the design procedure. The study included evaluation of in-service pavements currently receiving more than 25,000 annual departures. Rigid pavement sections at three major hub airports were surveyed and included in the study. This paper will summarize the findings of the field survey of these pavements. Included in the field survey was a visual condition survey using the "pavement condition index" (PCI) pro­cedure and a nondestructive evaluation using the Waterways Experiment Station's (WES) 16-kip vibratory testing device. Data from the condi­tion surveys and nondestructive testing (NDT) will be presented.
EVALUATION, DESIGN AND APPLICATION OF CONCRETE BLOCK PAVEMENTS
Authors: Shackel Brian
Published: January 2025

The paper begins by summarising the results of more than 100 accelerated trafficking tests of interlocking concrete block pavements. The factors studied included the type, thickness and laying pattern of the blocks, the choice of bedding and jointing sands, the thickness and quality of the subbase and the effects of variations in subgrade strength. The paper next describes the derivation of a new methodology for the design of block pavements. The method is suitable for both roads and heavy duty industrial pavements. As an illustration of the method selected design nomographs are presented The paper summarises the advantages and disadvantages of block paving compared both with other forms of concrete paving and with conventional flexible pavements. A range of successful applications of block pavements is then described including pavements both in North America and around the world.
EXPERIMENTAL PRESTRESSED CONCRETE OVERLAY FOR Y-TUNNEL ACCESS-ROAD IN THE CITY OF AMSTERDAM
Authors: Kellersmann G.H. , Smits F.
Published: January 2025

This paper contents a description of the design and construction of an experimental prestressed cement-concrete test-section which was constructed in 1980 to examine the practibility of the application for highway pavements. The test-section consists of 3 slabs, each with a length of 30 m and 7,50 m wide. In order to avoid the stressing actions within the expansion joints the stressing steel is arranged in the diagonal direction. The length was kept reduced in order to keep the expansion joints as simple as possible. The structural design is based on fatigue theory making use of the Palmgren-Miner rule. However the test-section is located on an urban road it has been designed for the northern access road to the Y-tunnel which carries about 70.000 vehicles per day on four lanes. Finally the paper gives a description of some economic aspects.
EXPERIMENTAL PROJECT ON GROUT SUBSEALING IN ILLINOIS
Authors: Slifer James C. , Peter Mary M. , Burns William E.
Published: January 2025

This study conducted by the Illinois Department of Transportation evaluated the effectiveness of undersealing techniques using different grout mixtures in a test section of a highway in Illinois. The experimental project compared the performance of limestone-cement and pozzolan-cement (flyash) grouts, various admixtures, and the impact of different pumping pressures on pavement rehabilitation. The findings indicated that flyash grouts, particularly those mixed with superplasticizers or without any admixture, were superior in reducing pavement deflections at cracks and joints, showcasing higher strengths and better flowability compared to limestone grouts. Additionally, the study revealed that undersealing was more effective in areas with higher initial deflections, whereas it could increase deflections in areas with low initial deflections, suggesting that not all pavement sections are suitable for grouting. The application of grout did not depend significantly on pumping pressures within the range studied (69, 138, and 207 kPa). Long-term observations supported the initial results, endorsing the use of flyash grouts for effective pavement rehabilitation and undersealing operations. This research supports a more selective approach to undersealing, tailoring the choice of grout composition and application based on the specific conditions of pavement deflection. (Abstract generated by AI tool ChatGPT 4)
IMPROVED REHABILITATION OF PORTLAND CEMENT CONCRETE PAVEMENT THROUGH PRESTRESSING
Authors: Friberg Bengt F. , Harmon Thomas G.
Published: January 2025

Rehabilitating portland cement concrete pavements by various methods including overlays is discussed. Problems with current methods of overlaying are identified including reflection cracking. The benefits and methods of prestressing· concrete are addressed. Finally, four methods of applying prestressing to portland cement concrete overlays are suggested.
LABORATORY AND FIELD TESTS CAN PREDICT LONG-TERM FIELD PERFORMANCE OF JOINT SEALANTS
Authors: Spells Sherwood , Klosowski Jerome M.
Published: January 2025

Laboratory tests used in the rubber industry can be valuable tools in predicting relative field performance of several generic highway joint sea­lants. When tested at high or low temperatures or after accelerated weathering, certain sealants show reduced ability to withstand joint movement caused by expansion and contraction of pavement sections. The ability of these sealants to with­ stand vertical deflections caused by heavy trucks on concrete pavement slabs is also affected. These test results may explain why some sealants have limited field success even though they may pass extension/compression tests run at room tem­perature on unaged material.
OPTIMIZED PERFORMANCE AT CONCRETE PAVEMENT JOINTS
Authors: Tayabji Shiraz D.
Published: January 2025

Results of an investigation conducted to develop improved performance at concrete pave­ment joints are presented in this paper. The investigation included development of a finite element analysis computer program, laboratory testing, and evaluation of techniques to improve structural response at joints. The computer program, Program JSLAB, can analyze a large number of jointed concrete slabs consist­ing of a one- or two-layer concrete pavement system resting on a Winkler (spring) founda­tion. Program JSLAB was used to evaluate the effect of the use of fewer nonuniformly spaced dowel bars, tied-concrete shoulders, and widened lanes on joint performance. Theoreti­cal analysis indicates that maximum deflections and stresses at a transverse joint with six or seven nonuniformly spaced dowels are similar to those for a conventional joint with twelve uniformly spaced dowels. No new load transfer devices (LTD) were developed as part of this study. After a review of various planted devices and a study of various LTD shapes, con­figurations, and placement requirements, it was concluded that solid round dowel bars are the most cost-effective mechanical load transfer developed for new construction.