PAVIMENTOS DE HORMIGÓN

APLICACIÓN DE TECNOLOGÍAS DE ALTO RENDIMIENTO

PRACTICES FOR CONSTRUCTING SMOOTH, LONG-LASTING,
LOW-MAINTENANCE CONCRETE PAVEMENTS
MARK B. SNYDER , PRESIDENT – PERC, LLC; PAST PRESIDENT OF

Ciudad Autónoma de Buenos Aires

Hotel Pestana, 26 de Junio de 2019
 Importance of Pavement Smoothness
• Agency Perspective:
1. It’s important to the user (taxpayer).
2. Smoother roads last longer.
3. Smoother roads stay smoother longer.
4. Smoother roads are safer.
5. Smoother roads save money.
• Contractor Perspective:
1. Reflects the quality of your work.
2. $$$

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 IRI Requirements
Argentina (2017):
% of Requirements (m/km)
hectometres
New Const. New Const. New Const. PPP
5% Bonus 5% Penalty Projects
50 <1.5 <1.0 <1.7 <1.8
80 <1.8 <1.3 <2.0 <2.0
100 <2.0 <1.5 <2.2 <2.2
Typical U.S.:
– <1.10 m/km (70 in/mile) for posted speeds > 72kph (45 mph)
– <1.42 m/km (90 in/mile) for posted speeds < 72 kph (45 mph)
– Maintenance triggers vary widely
– Incentives and disincentives vary widely

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 Minnesota Ride Quality Requirements
• Use Inertial Profiler and ProVal software to compute mean
roughness index (MRI)
• Exclusions:
– Posted speed limit < 45 mph (72 kph)
– Ramps and loops
– Acceleration/deceleration lanes and projects < 1000 ft (300m) long
– Intersections constructed under traffic
• Pay adjustments (inferred requirement = 65 in/mile [1.02 m/km])
Smoothness Pay Adjustment
<45 in/mile [<0.71 m/km] $890 USD/0.1 mile [$553 USD/0.1km]
45 – 85 in/mile [0.71 – 1.34 m/km] 2892.5-44.5*MRI /0.1 mile
[1799.4-1.756*MRI] /0.1 km
>85 in/mile [>1.34 m/km] Correct to 65.0 in/mile [1.02 m/km]
Sections 2399 in MnDOT 2018 Construction Specification –
http://www.dot.state.mn.us/pre-letting/spec/2018/2018-spec-book-final.pdf

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 Minnesota Ride Quality History
Mean Smoothness (m/km)
PCC-A
2015 2016 2017 2018
Contractor A 0.98 0.73
Contractor B 0.95
Contractor C 0.91 0.97 0.76
Contractor D 0.95 0.95 0.86
Contractor E 0.87
Contractor F 1.00 0.73
Contractor G 0.74 0.69 0.63 0.72
Contractor H 0.75 0.91 0.80 0.72
All Contractors 0.80 0.91 0.83 0.76

5 | TITLE 5
 Minnesota Ride Quality Requirements
– Pay Adjustments for Corrective Work

Percent Improvement (%I) Pay Adjustment, USD/0.1 mile

>70.0 $180
0.0 – 70.0 -180 + 5.143 (%I)
<0.0 Correct to %I > 0.0

Section 2399 in MnDOT 2018 Construction Specification -

http://www.dot.state.mn.us/pre-letting/spec/2018/2018-spec-book-final.pdf

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 General Concepts for Constructing
Smooth, Long-Lasting Pavements

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 Critical Factors
• A good paving mixture
• A good grade & trackline for paving
• Stringline management
• Continuous supply of material to paver
• Consistent paving material workability
• Well maintained paving equipment
• Proper operation of paving equipment
• Controlled density of paving material
• A skilled and dedicated crew

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 Key Properties of Concrete

• Workability
• Durability
• Strength

(Workability and durability

are as important as strength)

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 Aggregate Gradation
• CONTROLS workability!!
– Aggregate shape and texture are important, too!
• Well-graded combined aggregate gradation will:
– Reduce water demand
– Lower drying shrinkage
– Increase workability
– Improve strength

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11 | TITLE
 Aggregate Bins

16 to 32 mm 8 to 16 mm 4 to 8 mm 0 to 4 mm

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 Cement
• The “glue” that holds concrete together
• More cement can mean more strength, but:
– Need more air entraining admixture for desired air
– Need more water, resulting in more drying shrinkage
– Increased risk of segregation with more paste
– More bleed water, increasing permeability
– Earlier sawing required
– Stiffer mixture
– Less fatigue capacity

13 | TITLE
 Cementitious Materials Content
• Use no more cementitious material than is
necessary to meet strength and workability
– Typical minimum is about 300 kg/m3 for slipform

• Supplementary Cementitious Materials

(SCMs) may retard strength gain

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 How SCMs Work

Cement C-S-H
+ = +
Water CH + SCM + Water = more C-S-H

(w/c = 0.365, RCP: @ 28 days)

9000
8000
7000
RCP (Coulombs)
6000
5000
4000
3000
2000
1000
0
Class F Class C1 Class C2 GGBFS
Source: National Concrete Pavement Technology Center All fly ash 25% replacement, GGBFS 35%

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 Water-Cementitious Mat’l Ratio
• Lower w/cm = higher strength, durability
– Slipform paving: 0.45 max (0.40 typ)
– Fixed-form paving/hand pours: 0.50 max (0.45 typ)

For w/cm below

about 0.40,
autogenous
shrinkage may
be a concern.

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 QA/QC
• Certification of batching
equipment
• Pre-qualification of contractor
• INSPECT, INSPECT, INSPECT
– Flexural strength
– Air Content
– Unit Weight
– Water/cementitious ratio
– Thickness
– Smoothness
– Dowel alignment
– Field operations
Photo credit: PCA

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 Microwave Oven Testing of Water Content in
Freshly Mixed Concrete – AASHTO T 318
18 | TITLE
 Quality Starts from the Ground Up
• Roadbed
(subgrade and
subbase) design
and construction
are key to:
– Long-term
performance
– Smoothness (initial
and long-term)

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 What is Good Support?
• Uniformity in Material and Grading (most
important!)
• Resistant to erosion
• Engineered to control roadbed soil
expansion/frost heave

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 Place Base to Specified Tolerances

• Enhance pavement
performance
• Minimize loss of paving
material
• Minimize/eliminate
thickness penalties
• Enhance smoothness

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 Stabilized Bases
• Soil-Cement (SC), Cement-Treated Base (CTB), Asphalt-
Treated Base (ATB), Lean Concrete Base (LCB)
• Potential for concrete pavement cracking with very stiff base
• Typical specified 7-day f’c limits for SC, CTB and LCB: 5.0 - 8.0 MPa

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 Track Line
Extend base 1 m beyond
outside edge of pavement -
keep it clean!

Paver sinkage !!

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 Placement Factors Impacting Dowel Alignment/Location
• Baskets
– Basket rigidity and design
• wire sizes, leg shapes (“J” vs
“A”/”V”/”U”)
– Handling

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 Placement Factors Impacting Dowel Alignment/Location
• Baskets
– Basket anchoring – pins, support layer, etc.
• Especially a concern for concrete overlays and new construction on
stabilized bases
• See FHWA Tech Brief: Dowel Basket Anchoring Methods – May 2016

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 FHWA Tech Brief on Basket Anchoring
Recommended practices
for:
• Anchor types (design,
length, etc.)
• Anchor locations and
quantities
• Construction practices to
minimize potential
basket damage and
movement
• Basket braces and other
supplemental support
systems Available at: www.fhwa.dot.gov

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 Placement Factors Impacting Dowel Alignment/Location

• Dowel Bar Insertion (DBI)

– Dowel feed issues
– Equipment problems (e.g.,
damaged insertion forks)
cause systematic problems
– Concrete mixture too stiff or
too soft/consolidation around
dowel bars
– “Floating” dowels (e.g., FRP)?
“Sinking” dowels?
– Automated saw cut location
marks

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 Sawcut Not Over Dowel Bar

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 What’s the Concern?
Load
Spalling Cracking
Transfer
Horizontal Skew Yes Yes Yes
Vertical Tilt Yes Yes Yes
Horizontal Translation – – Yes
Longitudinal – – Yes
Translation
Vertical Translation Yes – Yes

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Potential Dowel Misalignment Problems

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Measuring Dowel Alignment and Location
– Magnetic Imaging Tomography

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 Measuring Dowel Alignment and
Location – Other Techniques
• Ground-Penetrating Radar (GPR)
• Ultrasonic tomography
– Utilizes sound waves
– Like GPR, can also detect other
issues, such as delamination

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 Misalignment and Mislocation:
How Much is Too Much???

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 Most Recent “Big” Study
• NCHRP 2009 – Report 637,
“Guidelines for Dowel Alignment
in Concrete Pavements”
– Field tests and evals
– Laboratory tests
– 3D FEM and theoretical analysis
– Pavement performance modeling
– Design and construction guidelines
and recommendations for dowel
alignment levels

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 Field Evaluation
• 35,000 dowels | 2,300 joints | 60 projects | 17
states
• Typical range of misalignment/mislocation with no
significant effect on pavement performance:
– Horizontal skew or vertical tilt: < 13mm over 45cm
dowel
– Longitudinal translation:
± 50mm over 45cm
dowel
– Vertical translation:
± 13mm for 30 cm or
less in thickness

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 Laboratory Testing
• 64 single-dowel tests
• Two-part test:
– Pull-out to simulate joint opening
– Shear test to simulate loading on damaged system
• Results:
– Dowel lubrication significantly affects pullout force
– Dowel rotation as extreme as 50mm per 45cm dowel does not affect
shear capacity
– Reduction in concrete cover from 90mm to 30mm causes severe
reduction in ultimate shear capacity
– Reduction in dowel embedment length to 75mm and less significantly
reduces shear capacity
– Combinations of misalignment and mislocation have a compounding
effect on shear performance

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 Effect of Embedment Length

Initial slope = shear stiffness

Max shear force = shear capacity

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 Dowels Do Not
Need to be at Mid-Depth

• Dowel requires only

adequate cover (concrete
shear capacity) and to
avoid conflict with saw
cut

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 Two thresholds to consider for each
positioning measure:

Develop TH1 (Acceptance) values based on what is reasonably achieved with good
practices.

Develolp TH2 (Rejection) values based on what causes distress or other performance
issues.

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 ACPA Guide Spec Acceptance Limits
Limit Adjustments for
Criterion Lower Limit Upper Limit Alternative Equip
Tolerances
0.75 in. Decrease upper limit by
Composite Misalignment 0 in. [19mm]/18 in. (rot. accuracy – 0.25 in
[450mm] [6mm])

Increase lower limit and

Side Shift (Longitudinal decrease upper limit by
-2 in. [-50mm] 2 in. [50mm]
Translation) (long. trans. accuracy –
0.5 in [12mm])

Horizontal Translation N/A* N/A* N/A*

Nominal Slab Nominal Slab Increase lower limit and

Depth (Distance from Pavement decrease upper limit by
Thickness/2 Thickness/2
Surface to Dowel Centroid) (depth accuracy –
- ½ in [13mm] + ½ in [13mm] 0.25in [6mm])

Adjust weighting
Joint Score 0 15
40 | TITLE factors, not JS limit.
 ACPA Guide Spec Rejection Limits
Limit Adjustments for
Criterion Rejection Levels
Alternative Equip Tolerances
Decrease by (rot. accuracy – 0.25
Composite Misalignment > 2 in. [50mm]
in [6mm])
|Side Shift| > (L-8)/2 in
Side Shift (Longitudinal Decrease by (long. trans.
Translation) (L = nominal dowel accuracy – 0.5 in [12mm])
length)
Horizontal Translation N/A* N/A*
< Saw Cut Depth
+ ¼ in [6mm] + dowel
Depth (Distance from
diameter/2 or > Slab Decrease upper limit by (depth
Pavement Surface to Dowel
Thickness – (2 inches accuracy – 0.25in [6mm])
Centroid)
[50mm] +dowel
diameter/2)**
Effective Panel Length > 60 ft Adjust weighting factors, not JS
Joint Score
[20 m] limit.

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 Stringlines
• Can be wire, cable, woven nylon, polyethylene rope, or
another similar material
• Stringlines control:
o the “steering” of the
paving machine
o the elevation of the
pavement surface
o the pavement thickness
Alignment
Sensing
Wand

Elevation
Stringline
Sensing
Wand
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 Stringline Management

• Clean and tight splices

• Use rigid stakes – watch for
staking errors
• Maximum stake spacing of 8m
o No perceptible sagging
o Adjust stake spacing to fit
conditions
o See Staking Interval Calculator at
apps.acpa.org for recommendations
on curves

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 Stringline Management
• Continually check line tension
• Place winches at ≤ 300m
• Stringlines on both sides of
paving?
• Cantilever or trusses needed to
reach stringline?

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 Stringless control of full-width highway paving.

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 What is “Stringless Paving”?
 An alternative to
conventional stringline
paving.
 Uses electronic guidance
systems instead of pins,
sensors, and stringline to
control elevation and
steering of the paving
machine(s).
 Sometimes called“3D
paving.”

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 Four Basic Steps
1 – Create survey control network.
2 – Collect field survey data of existing surface.
3 – Design roadway/create 3D model; convert data for machine
inputs.
4 – Transfer simplified model to the paving machine, set up
instruments, tie into control points, and pave!

STEP 1 STEP 2 STEP 3 STEP 4

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 Machine Control Improvements

– Places engineer’s design

directly into machine(s).
– Controls elevation, slope, and
steer of machines with truer
input.
– Reduces or eliminates chords
created by stringline
hubs/pins.
The control points that – Reduces wave patterns
! link the 3D model to the introduced by improperly
real world are the key to tensioned stringline sensors.
paving accuracy.

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 Quality and Process Control Benefits
 More precise (digital)
machine control,
tighter tolerances.
 Better and more
consistent ride quality.
 Better control over
material quantities
and costs.
 Lower yield loss.
Control of horizontal and vertical
! curves is significantly more accurate
to the plan – arcs are paved rather
than a series of chords!

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 Concrete Placement

• Deposit concrete as close to

paver as possible
• Avoid stop & go operation
• Maintain uniform speed &
head
• No front end loaders or
backhoes to distribute
concrete

50 | TITLE 50
 Concrete Placement Issues
• Do not add water to concrete in
front of paver
– Reduced strength
– Reduced durability

• Proper vibration effort

– Control consolidation across paving width
– Provide just enough fines at surface for a tight
finish

51 | TITLE
 Consolidation
• The internal vibrators on the paver fluidize
the concrete for extrusion
• Adequate consolidation
– Required around dowels and tie bars
– Throughout the slab

52 | TITLE
 Examples of
Poor
Consolidation

Lower in-place strength,

honeycombing
53 | TITLE
 Over-Consolidation
• Over vibration can cause settlement,
loss of air void system, less durable
concrete

IMCP Manual

54 | TITLE
 Vibrator Frequency Monitoring

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 Two-Lift Construction
• Placement of concrete in two lifts
(wet-on-wet) no more than 60
minutes apart.
• An increasingly common practice
in the U.S.
• Standard practice in some
European countries since 1980s
• Primary benefit: ability to use
marginal and recycled aggregates
in lower lift
• Side benefit: Improved ride
quality
– IRI values as low as 0.5 m/km have
been reported

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 Use of Real-Time Smoothness (RTS)
Measurements to Improve
As-Built Pavement Quality

57 | TITLE
 Real-Time Smoothness Measurement
What it is:
• An integrated system
of profile data
collection sensors
and processing
software that
provides real-time
profile feedback to
the contractor.
What it is not:
• A replacement for conventional profiling for acceptance
• A replacement for better practices to construct smoother
pavements

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 Ames Engineering Real-Time Profiler
• Laser-based
system
• Monitors profile
directly behind
paver
• Displays profile
and IRI in real time
• Identifies areas of
localized
roughness and
must-grind
locations

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 GOMACO Smoothness Indicator (GSI)
The GSI includes:
• GSI computer assembly
• real-time graphic display
• media storage card
• two sonic sensors
• slope sensor,
• distance counter

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 With RTS Measurements You Can…
• Identify events during concrete paving that affect
smoothness.
• Examples:
• Dowel basket rebound

• Concrete load effects

• Stringline sag
• Localized roughness

• Etc.

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 Benefits of Real-Time Smoothness
– Opportunity to correct objectionable profile features
caused by:
• Stringline disturbance
• Track line variability
• Non-uniformity of concrete
– Same-day validation of adjustments:
• Vibrator frequencies
• Paving speed
• Concrete head
• Concrete mixture proportions
• Hydraulic sensitivity relative to machine control input
(for both stringline and stringless paving)
•…

62 | TITLE
 Benefits of Real-Time Smoothness

– Process changes and construction artifacts are identified

earlier – decision-making feedback loop is tightened.
• Conventional profiling ≈ 12 to 24 hours
• Real-time profiling ≈ 1 minute to 1 hour

Profile Data Process Change?

63 | TITLE
 Finishing Operations
 Minimize hand finishing – do not over-finish
Surface does not have to be super-smooth
 Longer straight edges produce smoother surface
 Do not add water to facilitate finishing – if used, it
should be fogged, not sprayed
 Finishers have final impact on smoothness and surface
durability

High
Spalling
Potential

64 | TITLE 64
 Use 5-m float for smoothness

Need for finishing is minimized by

Selecting a workable mix
65 | TITLE Properly operating the paving equipment
65
 Concrete Texturing
(affects safety & noise level)
• Common Methods
– Transverse tine (3 by 3 mm,
random) – out of favor!!
– Longitudinal tine (3 by 3 by 20
mm) – better/preferred?
– Turf/broom drag
– Diamond grinding (for new??)

66 | TITLE 66
 Exposed Aggregate Surface

Step 1 - Curing compound + retarder

- water-repellent coefficient > 90 % (first 24 h)

Step 2 - Curing compound (applied after brushing)

67-|water-repellent
TITLE 67
coefficient > 85 %
 Brushing
Machine

Exposed aggregate surface

8 or 11 mm max size

68 | TITLE 68
 Macrotexture Requirements
• Argentina (2017)
– Sand patch: Initial average >0.9 mm, std dev <0.3 mm
– Laser: 50% > 1.0 mm; 80% > 0.9mm; 100% > 1.0 mm
– PPP: 50% > 0.8 mm; 80% > 0.7mm; 100% > 0.6 mm
– Various friction test values for PPP projects
• Minnesota (2018)
– Sand patch – individual test results
• Accept all tests > 1.0 mm
• 0.8 – 1.0 mm: accept if contractor amends operations
• <0.8 mm: diamond grind represented area to achieve >1.0 mm
• Friction trigger values rarely published (but would be lower)

69 | TITLE 69
 Average OBSI Level and Variability (44-ft Avg, PWL=95%) (dBA)

95
97
99
101
103
105
107
109
111
113
115
D.Grnd (CO-202)
Trf.Drag (Hvy) (CO-202)
Brlp.Drag (Std) (IA-101-2)
Brlp.Drag (Hvy) (IA-101-2)
3/4" L.Tine 1/16"D+Turf (IA-101-2)
Rndm. L.Tine 1/8"D+Brlp (CO-202)
Crpt.Drag-SnglSaw (KS-205)
Crpt.Drag-NrmlSaw (KS-205)

70 | TITLE
Trf.Drag (Hvy) (IA-101-2)
3/4" L.Tine 1/16"D+Turf (IA-101-1)
D.Grnd 110 Deep-NrmlSaw (KS-205)

Drag

Other
Trf.Drag (Hvy) (IA-101-4)
D.Grnd (IA-101-4)
3/4" L.Tine 1/16"D+Turf (IA-101-4)
D.Grnd 110 Deep-SnglSaw (KS-205)
3/4" L.Tine 1/8"D+Turf (IA-101-2)
D.Grnd 120 Deep-SnglSaw (KS-205)
D.Grnd 120 Deep-NrmlSaw (KS-205)
3/4" L.Tine 1/8"D+Turf (IA-101-1)
1/2" T.Tine 1/16"D+Brlp (IA-101-2)
Brm.Drag (MN-320)
Brlp.Drag (Std) (IA-101-1)
Transverse Tining
Diamond Grinding

Trf.Drag (Std) (IA-101-4)

Longitudinal Tining
3/4" L.Tine 1/8"D+Turf (IA-101-4)
D.Grnd 130 Deep-SnglSaw (KS-205)

Transverse Grooving
Brlp.Drag (Hvy) (IA-101-4)
1/2" T.Tine (GA-203)
L.Groove (CO-202)
Longitudinal Grooving
Brlp.Drag (Std) (IA-101-4)
3/4" L.Tine 1/16"D+Brlp (IA-101-2)
D.Grnd 130 Shlw-SnglSaw (KS-205)
1/2" T.Tine 1/16"D+Brlp (IA-101-1)
3/4" L.Tine 1/8"D+Brlp (Lng) (IA-101-2)
Trf.Drag (MN-320)
3/4" L.Tine (ND-206)
3/4" L.Tine 1/16"D+Brlp (IA-101-1)
D.Grnd 130 Deep-NrmlSaw (KS-205)
D.Grnd (GA-203)
3/4" L.Tine 1/8"D+Brlp (CO-202)
Trf.Drag (Std) (IA-101-2)
3/4" L.Tine 1/8"D+Brlp (Lng) (IA-101-4)
3/4" L.Tine 1/16"D+Brlp (IA-101-4)
D.Grnd 130 Shlw-NrmlSaw (KS-205)
Trf.Drag-SnglSaw (KS-205)
1/2" T.Tine 1/16"D+Brlp (IA-101-4)
1" L.Tine 1/8"D+Brlp (IA-101-4)
1/2" T.Tine 1/8"D+Brlp (IA-101-2)
Trf.Drag (ND-323)
3/4" L.Tine 1/8"D+Brlp (Shrt) (IA-101-2)
3/4" L.Tine 1/8"D+Brlp (Lng) (IA-101-1)
D.Grnd (IA-101-2)
3/4" L.Tine 1/8"D+Turf (CO-202)
1/2" T.Tine (GA-203)
3/4" L.Tine 1/8"D+Brlp (Shrt) (IA-101-4)
Trf.Drag (Hvy) (IA-101-3)
Brlp.Drag (Std) (IA-101-3)
3/4" L.Tine 1/8"D+Brlp (Shrt) (IA-101-1)
Brlp.Drag (Hvy) (IA-101-3)
1/2" T.Tine 1/8"D+Brlp (IA-101-4)
3/4" L.Tine 1/8"D (Sine)+Brlp (CO-202)
3/4" L.Tine 1/16"D+Turf (IA-101-3)
D.Grnd (IA-101-3)
Trf.Drag (Std) (IA-204)
1/2" T.Tine (GA-203)
D.Grnd (CO-305)
1/2" L.Tine 1/8"D+Brlp (IA-101-2)
3/4" L.Tine 1/4"D+Brlp (IA-101-2)
3/4" L.Tine 1/16"D+Turf (IA-204)
Trf.Drag (Std) (IA-101-3)
3/4" L.Tine 1/8"D+Brlp (Lng) (IA-101-3)
1/2" T.Tine 1/16"D+Brlp (IA-101-3)
3/4" L.Tine 1/8"D+Turf (IA-101-3)
1" L.Tine 1/8"D+Brlp (IA-101-3)
1/2" L.Tine 1/8"D+Brlp (IA-101-1)
3/4" L.Tine 1/4"D+Brlp (IA-101-4)
Trf.Drag (MN-319)
1" L.Tine (CO-305)
1/2" L.Tine 1/8"D+Brlp (IA-101-4)
3/4" L.Tine 1/8"D+Brlp (Shrt) (IA-101-3)
3/4" L.Tine 1/8"D+Turf (IA-204)
3/4" T.Groove (Bridge) (GA-203)
D.Grnd (MN-319)
3/4" L.Tine-SnglSaw (KS-205)
3/4" L.Tine 1/16"D+Brlp (IA-101-3)
1/2" T.Tine (ND-206)
3/4" L.Tine 1/8"D+NoPreTex (IA-101-2)
3" T.Tine (ND-206)
Rndm. T.Tine (1"/2"/3"/4") (ND-206)
1/2" T.Tine 1/8"D+Brlp (IA-101-3)
1" T.Tine (GA-203)
3/4" L.Tine 1/8"D+NoPreTex (IA-101-4)
4" T.Tine (ND-206)
1/2" T.Tine (GA-307)
3/4" L.Tine 1/8"D+NoPreTex (IA-101-1)
1/2" T.Tine (GA-307)
Exp.Agg A (QC-340)
1" T.Tine (Skew) (ND-206)
1" T.Tine 1/8"D+Brlp (IA-101-2)
1" T.Tine 1/8"D+Brlp (IA-101-1)
3/4" L.Tine 1/4"D+Brlp (IA-101-3)
3/4" L.Tine-NrmlSaw (KS-205)
3/4" L.Groove (VA-336)
2/3" T.Tine 1/16"D+Turf (IA-204)
1/2" L.Tine 1/8"D+Brlp (IA-101-3)
3/4" T.Tine (IA-310)
3/4" T.Tine (ND-206)
Rndm. T.Tine (Mrqtte.) (IA-310)
Exp.Agg B (QC-340)
1/2" T.Tine (GA-307)
2" T.Tine (ND-206)
3/4" L.Tine 1/8"D+NoPreTex (IA-101-3)
Rndm. T.Tine (5/8" Avg.) (NC-322)
ShotPeened (QC-340)
1" T.Tine 1/8"D+Brlp (IA-101-4)
3/4" T.Tine (OH-325)
3/4" T.Tine (OH-325)
Noise vs. Surface Texture

3/4" T.Groove (GA-307)

3/4" T.Tine (OH-325)
ColdMilled (IA-204)
Rndm. T.Tine (3/4"Avg.) (IA-310)
3/4" T.Tine (OH-325)
3/4" T.Tine (OH-325)
2/3" T.Tine 1/8"D+Turf (IA-204)
3/4" T.Groove (GA-307)
3/4" T.Tine 1/8"D+Turf (IA-204)
1" T.Tine (ND-206)
1" T.Tine 1/8"D+Brlp (IA-101-3)
Rndm T.Tine 1/8"D+Brlp (WisDOT) (IA-101-2)
3/4" T.Groove (IA-204)
T.Tine+Exp.Agg (QC-340)
Rndm. T.Tine 1/16"D+Turf (3/4" Avg.) (IA-204)
3/4" T.Tine (IA-309)
3/4" T.Tine (IA-309)
Rndm. T.Tine 1/8"D+Turf (3/4" Avg.) (IA-204)
Rndm T.Tine 1/8"D+Brlp (WisDOT) (IA-101-1)
3/4" T.Tine (IA-309)
Rndm T.Tine 1/8"D+Brlp (WisDOT) (IA-101-4)
1" T.Tine (GA-307)
Rndm. T.Tine (ND-323)
Rndm T.Tine 1/8"D+Brlp (WisDOT) (IA-101-3)
Rndm. T.Tine (MN-319)
 Noise vs. Friction
112
Diamond Grinding
Drag
Longitudinal Tining
110
Transverse Tining
Other
Average OBSI Level (dBA)

108

106

104

102

100
10 20 30 40 50 60 70 80
Average DFT/CTM-Estimated SN40S (ASTM E 274 Skid Trailer, Bald Tire)

71 | TITLE
 Concrete Curing
• Need to maintain adequate
moisture & temperature regimes
• Inadequate curing leads to
– Excessive moisture loss at surface
= plastic shrinkage cracking
– Weak surface => durability
problems
– Excessive slab warping (built-in
warp)
• Must assure timely curing
behind paver

72 | TITLE
 Curing Compounds
• Coating placed on concrete surface to prevent
moisture loss
– Resin or wax based
– Clear or white-pigmented
• Advantages:
– Easy to use - not labor intensive
– Economical
• ASTM C 309 & AASHTO M148 (Type 2, Class B)
• All curing compounds are not created equal even if
they meet specs
– Water retention is a key to successful curing
73 | TITLE
 Curing Compound Application
• Time of application
– Apply as soon as surface sheen has disappeared
• Use automated equipment for uniform
coverage
• Cover all exposed surfaces (incl. sides)
– Re-apply at joints after sawcutting
• Typical application rate: 4 to 5 m2/l (150-200 ft2/gal)
Curing time: Typically 72 to 96 hours
• Check nozzles regularly for uniform spray (avoid
clogging)

74 | TITLE
75 | TITLE 75
 Joint Sawing
• Why saw?
• Saw timing
– Sawing window
– Maturity testing
– HIPERPAV
– Early-entry saws
– Joint width
• Mixture effects

76 | TITLE
 Joint Sawing

77 | TITLE
 Factors that Shorten Window

Sudden temperature drop

High wind, low humidity
High friction base
Bonding between base & slab
Porous base (PATB)
Retarded set (delayed and shortened)
Delay in curing application

78 | TITLE
 Crack Prediction with HIPERPAV
(free download)

www.hiperpav.com

79 | TITLE
 Joint Sawing QA/QC Issues
Check planned vs. actual locations

Check saw cut depth

Ensure saw cut is carried through vertical edges

80 | TITLE 80
 Joint Layout
• Critical to crack control
• Typically decided by
engineer
– No knowledge of contractor,
equipment, processes
– Hard to precisely place
things like utilities
• Field adjustments can and
should be made

81 | TITLE
 Field Adjustments are Sometimes Necessary

Adjust joints that are

within 5 ft of a
utility!

Contractor must also consider impact of

relocating joints!!!

82 | TITLE
 If Joints Aren’t Properly Adjusted…

83 | TITLE
Joint Layout Design
EB237 – Concrete Pavement Field
Reference: Pre-Paving
IS006, Intersection Joint Layout
IS061 – Design and Construction
of Joints for Concrete Streets
R&T Update 6.03 – Concrete
Roundabouts
TB010 – Design and Construction
of Joints for Concrete Highways
TB017 – Airfield Joints, Jointing
Arrangements and Steel
TB019 – Concrete Intersections: A
Guide for Design and Construction
Publications available at: www.acpa.org

84 | TITLE
 Summary/Closure
• Construction of smooth, durable [concrete]
pavements requires a “whole system”
approach
– Quality materials
– Trained personnel
– Appropriate, well-maintained equipment
– Well-developed specifications
– Well-developed quality control and quality
assurance program
• Potential benefits to highway agencies
include:
– Increased service life
– Deferred or reduced maintenance
– Lower life-cycle costs
– Reduced traffic congestion & accidents
• Potential benefits to contractors include:
– Fewer corrective measures
– Increased incentives/reduced penalties
– Reduced cost of claims

85 | TITLE
 Acknowledgments
• American Association of State Highway and
Transportation Officials (AASHTO)
• American Concrete Pavement Association
• Instituto del Cemento Portland Argentino
• U.S. National Concrete Pavement Technology Center
(Iowa State University)
• Mr. Gary Fick and the U.S. National Concrete Pavement
Technology Center (Iowa State University)
• Shiraz Tayabji, Fugro Consultants, Inc.
• U.S. Federal Highway Administration Pavement
Technology Program
• U.S. National Highway Institute

86 | TITLE
 Questions?

87 | TITLE