Current Topics in Transport

CT41.5

Concrete road design and

construction – update (2007-2009)
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 CURRENT TOPICS IN TRANSPORT
NO. 41.5

CONCRETE ROAD DESIGN AND CONSTRUCTION – UPDATE

(2007–2009)

This issue of Current Topics includes over 75 abstracts of reports, conference pa-
pers, books and journal articles which focus on the design, construction, model-
ling, testing, evaluation and repair of concrete pavements. Amongst the specific
subjects included are abstracts on noise reduction trials, control of cracking
and spalling, use of recycled products and specifications for concrete pavement
design. These items have been selected from the material added to the Transport
Research Laboratory’s Library Database between 2007 and 2009. Much of the rel-
evant English language published literature from the UK, USA, Australia and Europe
is included; some of the non-UK literature is included courtesy of the OECD Interna-
tional Transport Research Documentation (ITRD) database.

Produced by: TRL Information Centre,

Crowthorne House, Nine Mile Ride, Wokingham, Berkshire, RG40 3GA.

TRL titles are published on behalf of TRL by IHS:

IHS BRE Press, Willoughby Road, Bracknell RG12 8FB

May 2010 Price £30.00

© TRL, Transport Research Laboratory 2010 ISSN: 1464-1380

 CONCRETE ROAD DESIGN AND CONSTRUCTION – UPDATE
(2007–2009)
Concrete Materials 2009
Transportation Research Record: Journal of the
Transportation Research Board
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2009-00 / (n2113) / 163p / + refs
ISBN: 9780309126274
ISSN: 0361-1981
These 18 papers are concerned with the following
aspects of concrete materials: a moisture
transport model; pervious concrete pavement;
soy methyl esters to reduce fluid transport
in concrete; chloride transport in hydrated
cement paste; ultrafine fly ash and silica fume
in concrete; chloride ion permeability of latex-
modified concrete; recycled concrete aggregate
coefficient of thermal expansion; magnetized
water in concrete; bond stresses of bridge deck
overlays; effect of relative humidity on coefficient
of thermal expansion of concrete; D-cracking
preventive measures; rigid pavements containing
recycled concrete aggregate; effect of clinker
chemistry on salt scaling resistance of concrete;
reuse of crushed returned concrete; simulation
of fracture resistance of concrete materials; and
rapid-setting material for pavement repairs.
Evaluation of Portland Cement Concrete
Pavement With High Slag Content Cement
Anderson, KW
Uhlmeyer, JS
Williams, K
Russell, MA
Weston, J
Washington State Department of
Transportation
(Transportation Building, 212 Maple Park,
Olympia, WA, 98504-7300, USA)
Washington State Department of
Transportation
(Transportation Building, 212 Maple Park,
Olympia, WA, 98504-7300, USA)
Federal Highway Administration
(400 7th Street, SW, Washington, DC, 20590,
USA)
2009-06 / 36p / - refs
The performance of a section of concrete
pavement built with 30% Ground Granulated
Blast Furnace Slag (GGBFS) is compared to a
control section of concrete pavement built
with 25% GGBFS to determine if the higher slag
content pavement is more resistant to wear from
studded tires. This report details the construction
of the pavement, construction quality control
tests, and initial base line wear, friction, and
smoothness results.
Developing a Methodology to Calibrate
Mechanistic-Empirical Pavement Design
Guide Procedures for Rigid Pavement Design
in Argentina
Bustos, MG
Cordo, OV
Girardi Mancini, P
Pereyra, MO
Conference Title: Transportation Research
Board 88th Annual Meeting. Location:
Washington. Held: 20090111-20090115
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2009-00 / 14p / + refs
This paper presents a methodology developed
to adjust and calibrate the Mechanistic-Empirical
1
Pavement Design Guide (MEPDG) distress models
to local conditions in Argentina, to be used in
rigid pavement structural design. A wide range
of climatic conditions was covered by selecting
test sections of rigid pavements located in
different regions of the country. Local road
agencies provided information about pavements
structure, and traffic volume and load spectra.
Field distress data and IRI was collected during
the study, and the data was processed using
MEPDG software. Finally, calibration factors
were determined for the different distress
models of rigid pavements. The results show
that climatic conditions in Argentina seem to
be very influential on the values obtained for
calibration factors.
Stringless Portland Cement Concrete Paving
Cable, JK
Jaselskis, EJ
Walters, RC
Bauer, CR
Li, L
Journal of Construction Engineering and
Management
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-11 / v135 (n11) / p1253-1260 / + refs
ISSN: 0733-9364
This paper describes results from a study
evaluating stringless paving using a combination
of global positioning and laser technologies. A
concrete paver manufacturer and a machine
guidance solution provider developed this
technology and successfully implemented it on
construction earthmoving and grading projects.
Concrete paving is a new area for considering this
technology. A concrete paving contractor in Iowa
agreed to test the stringless paving technology
on 2 challenging concrete paving projects
located in Washington County, Iowa, during the
summer of 2003. The research team from Iowa
State University monitored the guidance and
elevation conformance to the original design.
They employed a combination of physical depth
checks, surface location and elevation surveys,
concrete yield checks, and physical survey of the
control stakes and string line elevations. A final
check on profile of the pavement surface was
accomplished by the use of the Iowa Department
of Transportation Light Weight Surface Analyzer.
Due to the speed of paving and the rapid changes
in terrain, the laser technology was abandoned
2
for this project. Total control of the guidance and
elevation controls on the slip form paver were
moved from string line to a global positioning
system (GPS). Results indicate that GPS control
is a feasible approach to controlling a concrete
paver. Further enhancements are needed in the
physical features of the slip form paver hydraulic
system controls and in the computer program for
controlling elevation.
Investigation of Settlement of a Jointed
Concrete Pavement
Chen, D
Won, MC
Hong, F
Journal of Performance of Constructed
Facilities
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-11 / v23 (n6) / p440-446 / + refs
ISSN: 0887-3828
A section of jointed concrete pavement on
U.S. 75, which was built from 1982 to 1985,
in the Paris District of the Texas Department
of Transportation (TxDOT) experienced severe
pumping and settlement, even though 2 types
of treatment (full depth repair and polyurethane
foam injection) were performed. An extensive
field investigation was conducted using ground
penetrating radar, falling weight deflectometer,
dynamic cone penetrometer, and coring to
identify the causes of the continued pumping
and settlement problems, and develop an
optimal repair strategy. The pavement evaluation
included tie bar condition, load transfer efficiency
(LTE) at transverse and longitudinal construction
joints, and base support conditions. Some of the
tie bars failed in shear due to corrosion, which
resulted in substantially low LTEs (<40%) at
longitudinal construction joints. Pumping and
settlement problems were more pronounced
where the tie bars failed; the resulting large
deflections exacerbated the pumping and
settlement problems. The results demonstrate the
importance of adequate LTEs (>80%) provided by
tie bars, base and subgrade support, in providing
satisfactory JCP performance. Inadequate design
or construction of any of these critical elements
could lead to performance problems, potentially
including severe settlement, which is quite
difficult to repair. To repair this pavement section,
the Paris District of TxDOT is planning to retrofit
tie bars by the “slot stitching” method, along
with filling the voids under the slab using grout,
followed by thin overlay using latex modified
concrete to correct the differential elevation
problems at longitudinal construction joints. It is
expected that this repair strategy will address the
distress problems and extend the pavement life.
Mechanical Properties of Concrete Pavement
with Different Isolation Layers on Lean
Concrete Base
Chen, Y
Li, X
Zhang, Q
Zhou, Z
Walubita, LF(ED)
du Plessis, L(ED)
Huang, S(ED)
Simate, GS(ED)
Liu, Z(ED)
Conference Title: GeoHunan International
Conference: Challenges and Recent Advances
in Pavement Technologies and Transportation
Geotechnics. Location: Changsha. Held:
20090803-20090806
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-00 / p56-64 / + refs
ISBN: 9780784410424
With increasing traffic volumes and higher
wheel loads, the structures of Cement Concrete
Pavement (CCP) with lean concrete base (LCB)
have been used widely in China. However,
reflection cracking is one of the primary distresses
in CCP on LCB. Although bond breaker mediums
have been utilized with success to reduce and
minimize undesirable cracks reflecting from lean
concrete bases, the mechanisms of delaying or/
and reducing reflection cracking propagation
have yet to be fundamentally understood. In
this paper, with the basic parameters obtained
from Qing-Lian highway, three-dimensional FEM
considering contacts between layers was utilized
to analyze the pavement systems with different
bond breaker media. It was found that pavement
performance is less favorable under wheel
loading when there is a good bond breaking.
However, the pavement performance is more
favorable under thermal loading when there is
a good bond breaking. A good bond breaking is
essential for CCP on LCB as the undesirable cracks
are the results of the thermal loading. Based on
this study, it was found that wax can be used
effectively to reduce the tensile stresses at the
interface between CCP slab and LCB such that the
erratic cracks due to the temperature variations
can be minimized.
Test Study on Abrasion of Skid-Resistant
Textures on Concrete Pavements
Chen, Y
Zhang, Q
Walubita, LF(ED)
du Plessis, L(ED)
Huang, S(ED); Simate, GS(ED)
Liu, Z(ED)
Conference Title: GeoHunan International
Conference: Challenges and Recent Advances
in Pavement Technologies and Transportation
Geotechnics. Location: Changsha. Held:
20090803-20090806
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-00 / p107-115 / + refs
ISBN: 9780784410424
An accelerated analog abrasion instrument,
previously developed and manufactured by
the authors, is used to study the abrasion and
attenuation of skid-resistant textures on different
cement concrete pavements. The abrasion
processes of groove concrete pavement, exposed
aggregate concrete pavement and porous
concrete pavement are investigated in detail. The
attenuation of their skid-resistant textures is also
numerically analyzed individually based on test
results. It can be concluded that the abrasion and
attenuation processes of skid-resistant textures
on concrete pavements are controlled by their
own structural formation and the actual abrasion
resistance. As a preliminary research, this is of
much significance for future research. It may also
lay the foundation for predicting the theoretic
service duration of the skid-resistant textures on
these three types of concrete pavements.
3
Construction QA/QC Testing versus Selection
of Design Values for PCC Pavement
Foundation Layers
Douglas, SC
White, DJ
Roesler, JR
Hunsinger, P(ED)
Hay, S(ED)
Tanner, J(ED)
Conference Title: 2009 Mid-Continent
Transportation Research Symposium. Location:
Ames. Held: 20090820-20090821
Iowa State University, Ames
(Center for Transportation Research and
Education, Ames, IA, 50010, USA)
2009-00 / 10p / + refs
Traditional quality assurance/quality control (QA/
QC) practices for construction of embankment,
subgrade, and aggregate base layers in Portland
cement concrete (PCC) pavement foundation
systems generally relies on a soil classification
scheme, percent relative compaction, and
moisture content. These parameters are measured
periodically during construction from a small
volume of material to quantify acceptance.
Pavement analysis and design, on the other
hand, is based on selection of mechanistic-input
parameters, such as layer thickness and elastic
modulus values. Although indirect, the parameter
values measured during QA/QC testing are
often assumed to be surrogates to mechanistic
parameters, but the relationships are complex,
nonunique, and highly variable. A disconnect
therefore exists between what is selected
for design and the parameter values chosen
to “ensure” quality during the construction
process. Further, the spatial nonuniformity of
the pavement foundation layers, although often
recognized as “key” to pavement performance,
is not addressed by construction QA/QC or
pavement design and rarely in pavement analysis.
This paper highlights some of the assumptions
with selecting pavement design values and the
methods used for construction QA/QC testing,
focusing specifically on geotechnical parameters.
Weaknesses with traditional approaches are
identified, and new ideas are highlighted that
might better link construction quality to the
selection of pavement design inputs.
4
Evaluation of D-Cracking Preventive
Measures in an Ohio Test Pavement
Dryden, J
Chapin, LT
Conference Title: Transportation Research
Board 88th Annual Meeting. Location:
Washington. Held: 20090111-20090115
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2009-00 / 15p / + refs
A test pavement located on part of State Route
2 near Vermilion, Ohio, was built in 1975 with
sections designed to investigate the role of
pavement design and materials variables that
include aggregate source and size, subbase
drainage systems, pavement joint design,
subbase materials, joint sealants, cement, type of
cure, and joint spacing on D-cracking. In 1998, this
study was initiated to better understand concrete
durability among the different composition
variables of the pavement sections after 23
years of performance. This study established a
methodology to analyze the pavement sections,
gathered data, and analyzed the data using
SAS statistical software. Significant findings
on the variables affecting the performance
of pavement sections were obtained. Key
findings show the impact of aggregate source
and size, joint sealants, and vapor barriers on
pavement D-cracking performance and overall
pavement performance. Based on the findings
of this research, the requirement to use larger
size aggregate in concrete pavement was
incorporated into the Ohio Department of
Transportation (ODOT) 1997 Construction and
Material Specifications. Also, the 2009 ODOT
specifications will eliminate the requirement for
joint sealing in new concrete pavement based on
in part on the findings of this study.
Importing Pavement Innovation
Garber, SI
Rasmussen, RO
CE News
Zweig White Information Services
(IBM Plaza, Chicago, Il, 60611, USA)
2009-10 / v21 (n9) / p58-62 / - refs
ISSN: 1051-9629
The use of geotextiles as an interlayer between
cementitious layers in concrete pavements has
not been common in the United States. However,
as this article describes, a recent tour made by
U.S. highway practitioners while visiting with
their German counterparts identified the use
of nonwoven geotextiles as an alternative to a
hot-mixed asphalt interlayer. German engineers
have more than 25 years of experience using
nonwoven geotextile interlayers, both in
concrete overlays and new concrete pavement
construction projects. During this time,
German engineers have learned how to adjust
the manufacture of nonwoven geotextiles
to create a material with a combination of
specific characteristics that would perform
the best under concrete pavement surfaces.
German standards and specifications have been
developed. Subsequent to the study tour, the
U.S. Federal Highway Administration sponsored
a small project to focus on documenting
the accomplishments of the Germans and
the results of initial U.S. implementation
efforts of this practice. Using translations of
published specifications and standards, along
with the results of interviews with German
practitioners, initial recommendations for the
proper selection of material, design methods,
and construction techniques were developed.
Recent field trials in Missouri and Oklahoma
have demonstrated successes in incorporating
nonwoven geotextiles in typical construction
practice. In both instances, minimal adjustments
to typical construction methods were introduced.
Contractors reported reduced overall costs and
ease in construction. Long-term success will be
measured by pavement performance. Currently,
there are more implementation projects
underway throughout the country. Expectations
are hopeful that nonwoven geotextile interlayers
will become widespread in the U.S., particularly
in the application of unbonded concrete overlays
as a pavement rehabilitation technique.
Properties and Early-Age Cracking Potential
of Blended Cement Concrete
Ge, Z
Wang, K
Gao, Z
Chen, D(ED)
Estakhri, C(ED)
Zha, X(ED)
Zeng, S(ED)
Conference Title: GeoHunan International
Conference: Challenges and Recent Advances
in Pavement Technologies and Transportation
Geotechnics. Location: Changsha. Held:
20090803-20090806
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-00 / p163-170 / + refs
ISBN: 9780784410455
Stress due to the temperature and moisture
gradients in concrete slab often causes pavement
curling and warping that may further cause
concrete crack if the slab is under restraint
conditions. The adding of supplementary
cementitious materials (SCMs) can reduce the
risk of cracking by reducing the temperature
stress. However, under cold weather condition,
the slower strength development due to SCMs
could increase the risk. This paper reported a
study result of using blended cement to reduce
such a risk. In this study, the properties of ternary
cement concrete, such as setting time, heat
of hydration, and datum temperature, were
investigated. The risk of early-age cracking for
different concrete mixes under different weather
conditions was evaluated by the HIPERPAV. The
test results indicated that fly ash replacement
generally increases the setting time; while the
slag replacement reduced the setting time.
Both fly ash and slag replacement reduced
the generated heat. When the amount of slag
increased, the datum temperature and activation
energy increased. HIPERPAV analysis indicated
that there was little risk of early-age cracking
for binary or ternary cement concrete under
average summer weather conditions due to
proper strength development of the concrete.
However, the risk of early-age cracking for the
concrete pavement increased under spring or
fall weather conditions.
5
Curling of New Concrete Pavement and Long-
Term Performance
Gedafa, DS
Hossain, M
Siddique, ZQ
Fredrichs, K
Meggers, D
Hunsinger, P(ED)
Hay, S(ED)
Tanner, J(ED)
Conference Title: 2009 Mid-Continent
Transportation Research Symposium. Location:
Ames. Held: 20090820-20090821
Iowa State University, Ames
(Center for Transportation Research and
Education, Ames, IA, 50010, USA)
2009-00 / 13p / + refs
Curling results from the temperature differential
across the concrete slab thickness and may
induce undue stresses in newly placed slab. This
study deals with the finite element (FE) analysis
of curling, curling stresses, field measurement of
curling on a newly built jointed plain concrete
pavement, and comparison of its long-term
performance using both the Mechanistic-
Empirical Pavement Design Guide (MEPDG)
and HIPERPAV II software. The FE analysis was
performed with a software program ANSYS.
The test section was modeled as a three-layer
system with 12 in. (300 mm) concrete slab, 4
in. (100 mm) treated drainable base, and 6 in.
(150 mm) lime-treated subgrade. All layers were
assumed to be linear elastic. Temperature data
were collected at five different depth locations
across the concrete slab with digital data loggers.
Curling was measured on five different days
with a simple setup. The effect of temperature
nonlinearities across the slab thickness was also
examined. The results show that both upward and
downward curling increase as the temperature
differential increases. The maximum stress
resulting from the combined effect of curling
and traffic loading due to positive temperature
differential is higher than that due to the
negative temperature differential of the same
magnitude. Since temperature differential has
a significant influence on curling, both curling
and curling stresses can be mitigated at an
early age with temperature control, namely via
enhanced curing. Both MEPDG and HIPERPAV II
(HIgh PERformance concrete PAVing) showed
approximately the same performance for the PCC
thickness ranging from 12 in. (300 mm) to 8.5 in.
(215 mm) for this project. Performance prediction
from HIPERPAV II is very sensitive to the change in
PCC thickness less than 9 in. (230 mm), whereas
6
MEPDG prediction is not as sensitive to the
thickness change as with HIPERPAV II.
A Methodology for Developing a
Performance Model for Pervious Concrete
Pavement
Golroo, A
Tighe, SL
Conference Title: Transportation Research
Board 88th Annual Meeting. Location:
Washington. Held: 20090111-20090115
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2009-00 / 21p / + refs
Pavement performance models have been
mainly developed based on long term pavement
condition data. Developing performance models
is a challenging task, especially, in case of a new
type of pavement such as Pervious Concrete
Pavement (PCP) which has been recently
investigated and limited relative data is available.
This paper proposes a methodology to develop
performance models for the PCP incorporating
limited data. To deal with incomplete data,
soft computing techniques can provide some
assistance. Firstly, this paper proposes fuzzy
sets to quantify severity, density, and weighting
factors of pavement distresses to define a
novel condition index for the PCP. Secondly,
a combination of homogeneous and non-
homogeneous Markov model has been proposed
to develop a realistic performance model
incorporating the condition index. To build up
Markov model, transition probability matrices are
presented utilizing normal distribution functions.
Thirdly, the Latin Hypercube Simulation (LHS)
technique is employed to incorporate the
probability distribution function operations to
compute the future condition of the PCP. The
future condition of the PCP is expressed by
single expected values (deterministic model)
and compared with probability distribution
functions (probabilistic model). Finally, a
semi-Markov model has been proposed as an
efficient alternative tool to improve the Markov
process by reducing a large number of transition
probabilities. Overall, this paper presents four
modeling techniques that are applied in an
interactive manner to provide a methodology
to predict PCP condition.
Use of Soft Computing Applications to Model
Pervious Concrete Pavement Condition in
Cold Climates
Golroo, A
Tighe, SL
Journal of Transportation Engineering
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-11 / v135 (n11) / p791-800 / + refs
ISSN: 0733-947X
Development of an adequate performance
model based on an appropriate condition
index has been a major challenge for engineers
particularly in case of a new type of design such
as pervious concrete pavement structures (PCPSs)
which suffer from limited long term performance
data sets especially in colder climates. Soft
computing techniques are significantly efficient
at dealing with subjective, incomplete, and
limited data. This paper proposes three most
effective soft computing methods: fuzzy sets, the
Latin Hypercube Simulation technique, and the
Markov Chain process. A novel comprehensive
condition index based on severity, density,
and weighting factors of distresses occurring
on PCPS has been developed incorporating
fuzzy sets. A combination of homogeneous
and nonhomogeneous Markov Chain has
been applied to develop performance models.
Transition probability matrices are presented
using probability distribution functions rather
than single values. A simulation technique
is then used to incorporate the probability
distribution function operations to compute the
future condition of the pavements. The future
performance of the pavements is expressed
by both single expected values and suitable
probability distribution functions. Ultimately, a
probabilistic versus deterministic performance
curve is presented.
Mixture Design of Pavement Surface
Course Considering the Performance of
Skid Resistance and Disaster Proof in Road
Tunnels
Guo, Z
Yang, Q
Liu, B
Journal of Materials in Civil Engineering
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-04 / v21 (n4) / p186-190 / + refs
ISSN: 0899-1561
Incidents may arise in road tunnels, in particular
at the tunnel entrance and exit. Investigation
conducted in the road tunnels in the provinces
of Guizhou and Yunnan in China showed that
the concrete pavement surface skid resistance
decreased rapidly inside the tunnels and was
significantly different from that outside the
tunnels. Pavement surface skid resistance is
one of the most important factors that affect
travel safety, in particular wet weather skidding
accidents. Countermeasures are necessary
to enhance the skid resistance on concrete
pavements in tunnels. The writers made an effort
to investigate possible pavement surfaces to
provide long-lasting skid resistance, including
porous concrete surface and open graded
friction course (OGFC) surface. Porous concrete
was paved directly on the regular concrete
pavement and OGFC was paved on the existing
surface of concrete pavement to provide
sufficient skid resistance. Accelerated abrasion
devices have been developed to evaluate the
skid resistances of the porous concrete and
OGFC, respectively. Regular asphalt materials
will burn easily and emit toxic gas in fire, which
may reduce the survival rate for tunnel users
involved in fire accidents. Fire-retardant asphalt
has been developed to reduce the tendency of
asphalt materials to burn and reduce emission.
7
Roller-compacted Concrete Pavements for
Highways and Streets
Halsted, GE
2009 Annual Conference and Exhibition of
the Transportation Association of Canada -
Transportation in a Climate of Change
Transportation Association of Canada (TAC)
(2323 St. Laurent Boulevard, Ottawa, Ontario,
K1G 4K6, Canada)
2009-10 / 15p / 9 refs
ISBN: 9781551872773
Roller-compacted concrete (RCC) consists of an
engineered mixture of dense-graded aggregates,
portland cement and water. This zero slump
concrete mixture, when placed with an asphalt
paver and compacted to high density, provides a
high-strength, durable pavement structure. RCC
uses no forms, requires no conventional finishing,
and needs no dowels or reinforcing steel, making
it an economical choice. RCC provides superior
performance under conditions of heavy wheel
loads, extreme climates, and difficult operating
conditions. Typically, the construction of heavy-
duty pavements with RCC has been focused in
log handling yards, intermodal terminals, freight
depots, and other heavy duty applications. But
the past ten years has seen an increase in using
RCC to create cost-effective pavements for many
conventional highway and street applications.
RCC provides a rigid pavement structure that
does not rut and can stand up to the abuse of
heavy vehicle traffic. Excellent smoothness can
be achieved with RCC pavements through the
use of high-density paving equipment, surface
grinding, and/or the application of thin concrete
or asphalt overlays. RCC construction is fast
and is competitive on an initial cost basis with
asphalt pavements. Over its lifetime, RCC will
exhibit significantly lower maintenance costs.
This paper will include the applications, benefits,
design, construction, testing, performance,
and sustainability of RCC for pavements, with
examples of successful applications across North
America.
Behaviour and Performance of Pervious
Concrete Pavement in Canada
Henderson, V
Tighe, S
Norris, J
2009 Annual Conference and Exhibition of
the Transportation Association of Canada -
8
Transportation in a Climate of Change
Transportation Association of Canada (TAC)
(2323 St. Laurent Boulevard, Ottawa, Ontario,
K1G 4K6, Canada)
2009-10 / 20p / 17 refs
ISBN: 9781551872773
Pervious concrete offers sustainable and
environmental benefits for stormwater
management and urban development. Pervious
concrete can be used in low volume, low speed
applications in urban and rural settings without
creating impermeable space. Therefore it is a low
impact development that does not put additional
demand on the stormwater management system
and in some applications will lower the demand
on the stormwater management system. Recent
use of pervious concrete in Canada includes four
test areas that were constructed to evaluate the
performance of pervious concrete in a freeze-
thaw climate. The test areas are monitored
regularly through surface distress evaluations,
permeability and light weight deflectometer
testing. Laboratory testing is carried out to
evaluate performance in accelerated freeze-thaw
testing, compressive and flexural strength, void
content and permeability. Two of the test areas
are instrumented with moisture sensors and static
strain gauges. The data from the instrumentation
is available in real time which allows for efficient
comparisons and evaluations. The ability for
pervious concrete to drain moisture from the
surface is measured through permeability testing
and development of distresses on the surface
are noted in surface distress evaluations. This
paper includes the findings to date from the
various field and laboratory testings and the data
collected from the instrumentation.
Effectiveness of Noise Barriers Installed
Adjacent to Transverse Grooved Concrete
Pavements
Herman, LA
Mcavoy, DS
Richardson, W
Ohio University, Athens
(Department of Civil Engineering and ORITE,
Stocker Center, Athens, OH, 45701, USA)
Ohio Department of Transportation
(25 South Front Street, Columbus, OH, 43215-,
USA)
Federal Highway Administration
(400 7th Street, SW, Washington, DC, 20590,
USA)
2009-09 / 108p / + refs
In recent years the Ohio Department of
Transportation (ODOT) has reconstructed a
number of roadways where asphalt pavements
were replaced with random transverse grooved
concrete pavements. Upon completion, residents
living adjacent to the reconstructed roadways
have complained of increased noise levels. The
Federal Highway Administration (FHWA) Traffic
Noise Model (TNM) is used to determine if
predicted traffic noise levels warrant abatement
and to design the abatement structures. The
public perception problem described above
suggests that the model does not result in
adequate noise barrier abatement designs near
random transverse grooved concrete pavements.
The overall goal of this project was to provide
ODOT with accurate TNM noise predictions when
modeling random transverse grooved concrete
pavement highways. Three random transverse
grooved PCC roadway sites were chosen for
study where high quality sound recordings
were taken. Sites 1 (Cincinnati I-275) and 2
(Troy I-75) were chosen to represent the noise
quality experienced by residents adjacent to
the roadway, where the residential areas were
separated from the roadway by sound barriers.
Site 3 (Madison County I-70) was chosen to study
the attenuation of road noise with distance in
an easily-characterized environment; an open
soybean cropland essentially level on both sides
of the roadway with no noise barrier. Through a
paired t-test the research findings determined
that the sample means of the TNM average
pavement and the ODOT random transverse
grooved pavement were not equivalent based
upon a level of confidence of 95 percent. An
examination of the one-third octave band
frequency levels indicated that at frequencies
greater than 500 Hz, the measured traffic noise
levels exceeded both the TNM average pavement
type and TNM ODOT random transverse grooved
pavement predictions. However, at frequencies
less than 500 Hz the predictions tended to
exceed the measurements. It is recommended
that the experimental version of TNM developed
for this project, using the current ODOT random
transverse grooved concrete pavement REMEL,
should not be used in practice due to its
potential to under-predict traffic noise levels.
A new surface texture specification should also
be developed for concrete pavements to replace
the current specification in order to reduce tire/
pavement noise levels while maintaining or
improving safety and durability characteristics.
Evaluation of Coefficient of Thermal
Expansion Test Protocol and Its Impact on
Jointed Concrete Pavement Performance
Jahangirnejad, S
Buch, N
Kravchenko, A
ACI Materials Journal
American Concrete Institute Committee 316
2009-00 / v106 (n1) / p64-71 / + refs
ISSN: 0889-325X
In order to determine the typical concrete
paving mixture thermal expansion coefficient
(CTE sub PCC) with mixture coarse aggregate
derived from eight different Michigan sources,
a laboratory investigation was conducted. Trap
rock, gravel, slag, dolomite, and limestone were
included in the primary aggregate class. The
provisional AASHTO TP60 protocol was used to
determine the CTE sub PCC. For each mixture-
age combination, there was fabrication of three
replicate test specimens. Prior to testing, there
was moist curing of the test specimens for 3, 7,
14, 28, 90, 180, and 365 days. There was a 4.51
to 5.92 µe per degree F (8.11 to 10.65 µe per
degree F) value range for average measured CTE
sub PCC. That the number of heating and cooling
cycles that the specimen is subjected to, the age
of specimen at time of testing, and aggregate
geology have statistically significant impacts
(at 95% confidence level) on measured CTE
sub PCC magnitude is indicated in test results.
The test variables’ practical impact on jointed
plain concrete pavement transverse cracking
performance is also discussed.
9
Physical Properties of Rapid-Setting Concrete
Using Ultra Fine Fly Ash
Jeon, S
Nam, J
An, J
Kwon, SA
Won, MC(ED)
Cho, Y(ED)
Tayabji, SD(ED)
Yuan, J(ED)
Conference Title: GeoHunan International
Conference: Challenges and Recent Advances
in Pavement Technologies and Transportation
Geotechnics. Location: Changsha. Held:
20090803-20090806
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-00 / p107-118 / + refs
ISBN: 9780784410486
Generally, Ultra Fine Fly Ash (UFFA) has the
advantage that it advances greater concrete
workability and that it activates a greater
pozzolanic reaction than common fly ash due
to its ultra fine particle size. These properties
enhance concrete durability by reducing
permeability and increasing resistance to alkali
silica reaction (ASR) and sulfate attack, etc. For
these reasons, UFFA can be used in rapid setting
concrete. The purpose of this study is to develop
and evaluate the rapid setting concrete with UFFA
as a repair material for early-opening-to-traffic.
In previous studies, if only UFFA is added to the
rapid setting concrete mixture, the pozzolanic
reaction does not happen actively. In this study,
the chemical and physical tests were performed
for rapid setting concrete with a combination of
UFFA and calcium hydroxide. This enabled the
activity of pozzolanic reaction to be evaluated
as well as the effectiveness of this mixture on
enhancing concrete durability was investigated.
This study found that adding UFFA decreased the
water/cement ratio of concrete and compensated
the reduced portion of the early strength of
concrete. Additionally, rapid setting concrete
with UFFA and calcium hydroxide activated a
greater pozzolanic reaction than normal-UFFA
concrete. As the calcium hydroxide increased,
the electrical indication of the concrete’s ability
to resist chloride ion penetration was promoted
significantly.
10
Suggestion of Optimum Mix Design
and Construction Practice for Tire Noise
Reducing Fine-Grain Exposed Aggregate PCC
Pavement
Lee, S
Park, C
Chon, B
Cho, Y
Park, D
Conference Title: Transportation Research
Board 88th Annual Meeting. Location:
Washington. Held: 20090111-20090115
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2009-00 / 15p / + refs
It is essential for transportation agencies to make
an effort to provide safe and smooth pavement.
Fine-grain exposed aggregate PCC (EAP) pavement
has been successfully used in Europe and Japan
as an alternative solution to reduce noise level
of PCC pavement and to enhance long term skid
resistance, simultaneously. As the advantages of
the fine grain EAP pavement are well recognized
and there are a number of research reports, more
comprehensive and thorough research is sought
for better design and field practice specifications.
This study aims to investigate the fundamental
properties of the EAP pavement, and expects
to provide useful information for design or
construction practice specifications. In order
to accomplish this goal, this study conducted
a series of experimental works. An appropriate
type of coarse aggregate was verified, and
the optimum exposure technique and mix
proportions were explored in the consideration
of retarders (type, concentration and quantity),
aggregate (size and grading), curing method and
mix proportions. It was found that 13mm size
aggregate is appropriate for the fine-grain EAP.
This study regarded the penetration resistance
as an indication of exposure timing. The
recommended timing is when the penetration
resistance is over 100MPa yet no later than 30
hours after application of retarder. In addition
to those conclusions, this study also provides
valuable and detailed information for the future
guidelines for design and field practices of the
fine-grain EAP pavement.
Deflection and Stress Analysis of Concrete
Slab under Temperature and Axle Load
Coupling
Li, X
Ma, S
Hou, X
Won, MC(ED)
Cho, Y(ED)
Tayabji, SD(ED)
Yuan, J(ED)
Conference Title: GeoHunan International
Conference: Challenges and Recent Advances
in Pavement Technologies and Transportation
Geotechnics. Location: Changsha. Held:
20090803-20090806
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-00 / p140-146 / + refs
ISBN: 9780784410486
A concrete slab edge will tend to curl up when it
is subjected to a negative temperature gradient
extending through the slab thickness. The
tendency to curl up can induce tensile stresses
on the top of slab as the pavement is restrained
by its weight or other factors. At present in
cement concrete pavement design in China
the total stress as a result of load stress plus
temperature stress results in transverse crack
from the bottom to top of the slab is the only
transverse crack considered. In recently many
researchers have noticed top-down cracks in
concrete pavement slab, and the top-down
cracking has been observed in China through
coring. Therefore, in order to understand the
influences of coupling curling and loading
stress on slab cracking, the single slab resting
on elastic foundation with frictionless interface
is simulated by finite element model (FEM). In
FEM the axle load positions from an edge of the
slab to another edge are considered and the
negative temperature gradients are considered
also. From the calculated results when a negative
temperature gradient is combined with an
axle load, high tensile stress will occur on the
top of slab, so top-down cracking will occur.
Therefore, in concrete pavement design the top-
down cracking in concrete pavement should be
considered in the design.
Experimental Evaluation of Interface Friction
and Study of Its Influence on Concrete
Pavement Response
Maitra, SR
Reddy, KS
Ramachandra, LS
Journal of Transportation Engineering
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-08 / v135 (n8) / p563-571 / + refs
ISSN: 0733-947X
In cement concrete pavements, a separation
membrane is usually placed between the base
and the concrete slab to make the interface
condition smooth. A smoother interface
condition offers less resistance to the movement
of the slab caused by variation in temperature
and moisture. However, a rough interface is
useful in reducing load associated stresses. As
the degree of bonding between the slab and the
foundation influences the friction mobilized at
the interface, a realistic assessment of interface
friction is necessary for rational design of
concrete pavements. In the present study, the
interface friction of typical concrete pavements
was evaluated by performing a number of
push-off tests. For this purpose, concrete slabs
were laid over different types of bases with
smooth as well as rough interface condition.
A parametric analytical study was conducted
using finite-element method to evaluate the
effect of different interface conditions on the
critical responses of pavement subjected to the
combined action of axle load and temperature
variation.
Load Transfer Characteristics of Dowel Bar
System in Jointed Concrete Pavement
Maitra, SR
Reddy, KS
Ramachandra, LS
Journal of Transportation Engineering
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-11 / v135 (n11) / p813-821 / + refs
ISSN: 0733-947X
In a jointed concrete pavement, the dowel bar
system and the aggregate interlock are two
mechanisms for transferring wheel loads from
11
one panel to the adjacent panel. The aggregate
interlocking load transfer mechanism is effective
for narrow joints while the dowel bar system works
well for both narrow and wider joints. This paper
examines the effects of different parameters on
load transfer efficiency of a joint with the help of
a three-dimensional finite-element model for the
analysis of a dowel-jointed concrete pavement.
The model was compared using experimental
data available in the literature. The group action
of the dowel bar system was also examined and
useful relationships have been developed for
estimation of the relative load shared by the
individual dowel bars. These relationships will
be useful in the design and evaluation of dowel
jointed concrete pavements.
A Mechanistic-Empirical Tie Bar Design
Approach for Concrete Pavements
Mallela, J
Gotlif, A
Darter, MI
Ardani, A
Littleton, P
American Concrete Pavement Association
(1225 Eye Street, NW, Suite 300, Washington,
DC, 20005-, USA)
Applied Research Associates, Incorporated
(ERES Division, 9030 Red Branch Road, Suite
210, Columbia, MD, 21045-, USA)
2009-08 / 135p / + refs
Longitudinal joints are used in concrete
pavements to relieve curling and warping stresses
in concrete pavement slabs and to control
longitudinal cracking. These joints also may serve
as construction joints for accommodating paving
operations. Tie bars typically are used across the
joints to hold the adjacent slabs together. Field
experience has shown that the longitudinal joints
can widen over time if tie bars are not adequately
designed and installed in the longitudinal joints.
Widening of longitudinal joints increases the
risk of transverse slab cracking and loss of joint
load transfer, and if the joint becomes wide
enough it may cause safety concerns. Most State
highway agencies use standard design details for
tie bar size, depth of embedment, and spacing;
however, the design and installation practices
may vary from one agency to another. The
current method of tie bar design is based on
the concepts of subgrade drag theory (SDT). The
theory determines the quantity of steel required
to drag a concrete slab over an underlying layer
without yielding or pulling out the steel bars. The
12
dragging force is calculated based on the slab
thickness, its unit weight, the friction between
the slab and the underlying layer, and the
distance to the closest free edge of the pavement.
Based on this concept, the American Association
of State Highway and Transportation Officials
(AASHTO) 1993 Guide for Design of Pavement
Structures provides charts for estimating tie bar
sizes and spacings. However, this method fails
to take into account the effects of temperature
drop, drying shrinkage, and loading conditions
on tie bar design when determining the required
steel content. This report addresses the need
for a more rational procedure for tie bar design
based on mechanistic-empirical (M-E) concepts.
Study on the interface treatment of concrete
deck pavement
Pan, Y
Guo, Z
Ling, C
Won, MC (ed)
Cho, Y (ed)
Tayabji, SD (ed)
Yuan, J (ed)
Conference Title: GeoHunan International
Conference: Challenges and Recent Advances
in Pavement Technologies and Transportation
Geotechnics. Location: Changsha. Held:
20090803-20090806
ASCE (American Society of Civil Engineers)
(1801 Alexander Bell Drive, Reston, Virginia,
20191-4400, USA)
2009-00 / p52-60 / + refs
ISBN: 9780784410486
Today, serious deterioration has occurred on
concrete deck pavement in China. One reason
for the problem is the interface slippage
between the concrete deck and the pavement.
An efficient interface treatment can solve the
problem. The interface treatment contains
two aspects: the concrete deck treatment and
the adhesion layer. Concrete deck treatment
can change the physical form of the concrete
deck and is more reliable in improving the
shear performance of the concrete deck
pavement. This paper summarizes and presents
a comparison through physical form analysis
and indoor tests of three kinds of concrete
deck treatment: manual work treatment,
milling treatment and sandblast treatment.
The test results show that milling treatment
can improve shear performance more than
sandblast treatment. This paper suggests a more
reliable way to improve the shear performance
of concrete deck pavement.
Nonwoven Geotextile Interlayers for
Separating Cementitious Pavement Layers:
German Practice and U.S. Field Trials
Rasmussen, RO
Garber, SI
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
American Association of State Highway and
Transportation Officials
(444 North Capitol Street, NW, Suite 249,
Washington, DC, 20001, USA)
National Cooperative Highway Research
Program
(Transportation Research Board, 500 Fifth
Street, NW, Washington, DC, 20001-, USA)
2009-05 / 21p / - refs
Pavement engineering is traditionally a
conservative field, but successful pavement
engineers will constantly seek out proven
innovative concepts with potential to improve
pavement performance while reducing costs.
Many pavement structures in the United States
consist of more than one cementitious layer that
requires separation. This could be a new concrete
pavement (jointed or continuously reinforced)
atop a cementitious base or, becoming
increasingly popular, an unbonded concrete
overlay. In both cases, an interlayer is often
required for separation. While hot-mix asphalt
is commonly used for this purpose, associated
constructability, cost, and performance issues
need to be recognized. The German highway
community has more than 25 years of experience
using an alternative interlayer made of a
nonwoven geotextile. With proper selection and
placement, these interlayers have resulted
in excellent performance in separating new
concrete pavement layers from the cementitious
bases commonplace on the German motorway
system. While this application also exists in
the United States, the possibility of using the
nonwoven geotextile as a separation interlayer
in an unbonded concrete overlay system has
also generated significant interest because of
the potential cost savings involved. This report
documents the German experience and gleans
better practices for using nonwoven geotextile
interlayers between cementitious layers in the
United States. The report covers field trials
in Missouri and Oklahoma along with other
information so that pavement engineers can
make an informed decision on the viability of
this innovative but proven alternative.
A Sustainable Pavement Alternative
Rocke, S
Bowers, J
Ce News
Zweig White Information Services
(IBM Plaza, Chicago, Il, 60611, USA)
2009-01 / v20 (n12) / p40-42 / - refs
ISSN: 1051-9629
Although pervious concrete has been used
extensively in humid climates for nearly three
decades, it is a relatively new practice in cold-
weather areas. This article provides an overview
of the benefits of using pervious concrete and
how it can successfully be used in colder, arid
climates. The use of pervious concrete helps
to recharge the underground aquifer and can
reduce stormwater impacts by substantially
decreasing hard surface runoff. Pervious
concrete also cleans stormwater by filtering it
and removing many suspended solids. Pervious
concrete can be used to manage stormwater
by either re-introducing it to groundwater
(retention), or collecting and releasing it to a
downstream storm drain infrastructure system
at a prescriptive rate (detention). Whether it’s
used for retention or detention, the pervious
concrete system comprises two main layers. The
top layer consists of the cured pervious concrete
slab. Underneath the pervious concrete is a
gravel layer that provides additional compressive
strength and storage space for stormwater. Mix
design, with uniform aggregate size and a slightly
lower water/cement ratio than conventional
concrete, is key to a successful pervious concrete
layer because the cured slab must achieve a
balance between strength and porosity. Pervious
concrete is typically more expensive than
traditional concrete in terms of preparation work
and installation. While the same materials are
used, more design work and installation steps
are involved. Lacking the tensile strength of
reinforced concrete or asphalt, pervious concrete
is currently not used for major roadways. It works
best in light parking lots, alleys, and walkways
and urban streets that handle cars traveling as
fast as 35 mph. The sustainable rewards of using
pervious concrete may make it worth the added
costs and other challenges involved.
13
Early Performance of Pervious Concrete
Rohne, RJ
Izevbekhai, BI
Conference Title: Transportation Research
Board 88th Annual Meeting. Location:
Washington. Held: 20090111-20090115
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2009-00 / 18p / + refs
This paper discusses the construction and early
performance of a pervious concrete test cell at
the MnROAD facility. The cell is subjected to
daily loading of an 80-Kip 5-axle semi-trailer,
two times a day, four days a week and 102-Kip
5-axle semi-trailer twice a day, one day a week.
Performance was evaluated by comparing Falling
Weight Deflectometer (FWD) deflection basins to
those of normal concrete pavements of similar
thickness design. Stress-strain response of the
pavement system was computed from dynamic
strain gauge data. Temperatures and freeze-
thaw cycles at various pavement depths where
monitored. An in-situ method for measuring
time rate of flow was developed. Petrographic
analysis revealed differences in porosity between
the surface and bottom layers as well as drying
shrinkage cracking. Normal sanding and salting
operations during the winter do not appear to
have impacted the pore structure within the
pervious concrete after three years of service.
Spalling and raveling were prevalent at the
tooled joints and occurred in sections where
the surface could have prematurely dried due
to overworking. The test cell driveway showed
superficial wear near the joints after its first
season in service. Large 12x12 ft rectangular
block cracking was observed after 2 ½ years as
well as reflective cracking propagated from joints
of the surrounding curb. Critical parameters
including time rate of flow, raveling, and cracking
will continue to be monitored.
Evaluation of Fly Ash Quality Control Tools
Rupnow, TD
Louisiana Transportation Research Center
(4101 Gourrier Avenue, Baton Rouge, LA,
70808-4443, USA)
2009-03 / 2p / - refs
Many entities currently use fly ash in Portland
cement concrete (PCC) pavements and structures.
14
Although the body of knowledge is great
concerning the use of fly ash, several projects
per year are subject to poor performance
where fly ash is named as the culprit. Generally
the “bad” projects arise due to one of two
commons errors: (1) poor understanding of
what fly ash is and how it affects concrete
pavement construction and performance or (2)
a switch of fly ash sources midstream during the
construction project. From information cited
by the American Concrete Institute (ACI) and
others, there is general agreement that the use
of fly ash is associated with improved workability
and finish ability, increased time of setting,
unpredictable change in time between initial
and final set, strength gain, a temperature rise in
mass concrete, reduced permeability in mature
concrete, increased resistance to sulfate, chloride
attack improvement, freeze thaw resistance,
modulus of elasticity, resistance to de-icing salts,
and resistance to corrosion of reinforcing steel.
The objective of this research is to identify tools
available for quality control (QC) of class C fly ash
delivered to a construction site.
Evaluation of Ternary Cementitious
Combinations
Rupnow, TD
Louisiana Transportation Research Center
(4101 Gourrier Avenue, Baton Rouge, LA,
70808-4443, USA)
2009-03 / 2p / - refs
Many entities currently use fly ash, slag, and other
supplementary cementitious materials (SCMs) in
Portland cement concrete (PCC) pavement and
structures. Although the body of knowledge is
limited, several states are currently using ternary
cementitious combinations for structures and
pavements. Increased use of SCMs will not only
reduce the cost of PCC pavement and structures,
it will also reduce the carbon footprint by utilizing
byproducts of other industries. This project
will investigate the use of potential ternary
mixtures incorporating various combinations and
replacement levels of SCM and their respective
performance. The supplementary cementitious
materials to be used are one source of class C fly
ash, class F fly ash, and grade 100 and grade 120
ground granulated blast furnace slag.
Prestressed Pavement Rehabilitation
Stoffels, SM
Schokker, AJ
Yin, H
Singh, V
Yeh, L
Lopez de Murphy, M
Pennsylvania State University, University Park
(N/A, University Park, PA, 16802, USA)
Pennsylvania Department of Transportation
(Bureau of Construction and Materials, 1118
State Street, Harrisburg, PA, 17120-, USA)
Federal Highway Administration
(400 7th Street, SW, Washington, DC, 20590,
USA)
2009-06-23 / 243p / + refs
In 1989, a landmark pavement project was
opened to traffic in Blair County, Pennsylvania,
that received national attention. The pavement
was a two-mile section of prestressed concrete
pavement that was constructed on the
northbound lanes of what is now Interstate 99.
The pavement has now started to show signs of
distress, including transverse cracks, longitudinal
cracks, spalling, and seal failure at the armored
contraction joints. In addition, there are signs of
shoulder separation and some localized subgrade
failure. However, the ride quality of the pavement
is still very good. Due to the uniqueness of this
pavement section, and the lack nationally of any
other similar sections in terms of design and age,
traditional rehabilitation and overlay options are
not necessarily directly applicable. The objective
of this project was to develop recommendations
for feasible rehabilitation strategies for the
prestressed concrete pavement on I-99 in Blair
County. As part of the work, the expected design
lives and cost-effectiveness of the strategies were
evaluated.
Analytical Approach to Predicting
Temperature Fields in Multilayered Pavement
Systems
Wang, D
Roesler, JR
Guo, D
Journal of Engineering Mechanics
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2009-04 / v135 (n4) / p334-344 / + refs
ISSN: 0733-9399
An accurate and rapid estimation of the pavement
temperature field is desired to better predict
pavement responses and for pavement system
design. In this paper, an innovative method to
derive the theoretical solution of an axisymmetric
temperature field in a multilayered pavement
system is presented. The multilayered pavement
system was modeled as a 2-Dl heat transfer
problem. The temperature at any location (r,z)
and any time t in an N-layer pavement system
can be calculated by using the derived analytical
solution. The Hankel integral transform with
respect to the radial coordinate is utilized in
the derivation of the solution. The interpolatory
trigonometric polynomials based on discrete
Fourier transform are used to fit the measured
air temperatures and solar radiation intensities
during a day, which are essential components in
the boundary condition for the underlying heat
transfer problem. A FORTRAN program was coded
to implement this analytical solution. Measured
field temperature results from a rigid pavement
system demonstrate that the derived analytical
solution generates reasonable temperature
profiles in the concrete slab.
What You Need to Know About Concrete
Paving in Hot or Cold Weather
Better Roads
James Informational Media, Incorporated
(2720 South River Road, Suite 126, PARK RIDGE,
IL, 60018-, USA)
2008-08 / v78 (n8) / p52-54 / - refs
ISSN: 0006-0208
This article highlights findings from a new report
from the Federal Highway Administration’s
Concrete Pavement Technology Program, “Curing
Practice for Slipformed Concrete Pavements.”
Extreme weather temperatures can adversely
affect curing, potentially causing permanent
15
damage in the concrete pavement. Hot weather
can result in lower ultimate strength. Concrete
needs to be kept cool and protected from early
drying in those conditions. In cold weather, it
is prone to delayed setting, loss of water, slow
strength development and cracking due to low
hydration rates, and therefore, concrete should
be kept warm. The official definition of hot
weather is given. It includes an average daily air
temperature of more than 77 degrees Fahrenheit,
and an air temperature for more than one-half
of any 24-hour period that is not less than 86
degrees. Under such conditions, the concrete
team should verify its mix in the laboratory to
flag compatibility problems. Precautions that
can be taken to reduce moisture loss are also
described. Steps for paving in cold weather are
also outlined.
In-Situ Measurement of Interlocking
Concrete Pavement Response to Vehicular
Loading and Environment
Adhikari, S
Tighe, S
Burak, R
2008 Annual Conference and Exhibition of
the Transportation Association of Canada:
Transportation - a Key to a Sustainable Future
Transportation Association of Canada (TAC)
(2323 St. Laurent Boulevard, Ottawa, Ontario,
K1G 4K6, Canada)
2008 / 18p / 7 refs
ISBN: 9781551872579
This paper presents an innovative research
project involving the design, construction and
instrumentation of seven interlocking concrete
pavement (ICP) crosswalks. In total there are four
different structural designs presented. These
were constructed at the Centre for Pavement and
Transportation Technology (CPATT) test track and
at the University of Waterloo Ring Road in 2007
and will involve the development of mechanistic-
empirical design models for ICPs. Each of the
test sections is instrumented with four sets of
sensors to monitor the pavement performance
under heavy truck traffic, typical municipal
loadings and to quantify environmental effects. A
database is being generated for all seven sections
and the measured stress, strain, temperature and
moisture measurements are analysed to evaluate
the expected long-term performance of the
structural components of ICP crosswalk designs.
This paper outlines the design, instrumentation,
and initial pavement performance for the seven
16
crosswalk sections. The paper also provides
some data and in-situ performance of the seven
crosswalks.
Long Term and Seasonal Variations of
Pavement Surface Friction
Ahammed, MA
Tighe, SL
2008 Annual Conference and Exhibition of
the Transportation Association of Canada:
Transportation - a Key to a Sustainable Future
Transportation Association of Canada (TAC)
(2323 St. Laurent Boulevard, Ottawa, Ontario,
K1G 4K6, Canada)
2008 / 21p / 20 refs
ISBN: 9781551872579
Pavement surfaces should have adequate
friction to minimize the skid related accidents.
Pavement surfaces should also exhibit sufficient
friction withstanding the seasonal and long
term variation. Several past studies have
addressed these aspects with no significant or
useful conclusions. The seasonal variation of
surface friction was measured monthly for both
portland cement concrete (PCC) and asphalt
concrete (AC) pavements. For long term friction
performance analysis, field data of Long Term
Pavement Performance (LTPP) program were
obtained for both PCC and AC pavements
incorporating all geographic/climatic regions
of Canada and United States. Analysis has shown
that seasonal variation of AC and PCC pavements
wet surface friction are identical and dependent
on ambient or pavement temperature during
the testing (driving). AC surface friction was
shown to increase for up to about eighteen
months following the construction and decrease
thereafter for about six years. For PCC pavements,
friction increases for about 2.5 years following
the construction and then decreases for about
twelve years.
Simplified method for concrete pavement
design with discrete structural fibers
Altoubat, SA
Roesler, JR
Lange, DA
Rieder, KA
Construction & Building Materials
Elsevier Science Ltd
(The Boulevard, Langford Lane, Kidlington,
Oxford, OX5 1GB, United Kingdom)
2008-03 / v22 (n3) p384-393 / 49 refs
ISSN: 0950-0618
The addition of discrete macro fibers to plain
concrete increased the flexural capacity of
concrete slabs supported on ground. Flexural
strength tests (i.e., ASTM C78) did not capture the
added toughening mechanisms fibers imparted
to concrete slabs. Based on the results of small
and large-scale testing, the equivalent flexural
strength ratio (Re,3) was used to quantify the
increased flexural capacity of synthetic and
steel-fiber reinforced concrete slabs over plain
concrete slabs. An effective flexural strength
approach was proposed for the design of fiber-
reinforced concrete pavements. The method
applied a percentage increase to the modulus
of rupture (MOR) of plain concrete based on
the measured Re,3 value for the fiber-reinforced
concrete mixture. The effective MOR accounts
for the contribution of fibers to the added slab
flexural capacity and fits into existing linear
elastic-based design guidelines for concrete
pavement. Large-scale test results verified the
proposed design approach for fiber-reinforced
concrete pavements. The proposed method
is applicable for concrete mixtures reinforced
with relatively low volume fractions of fibers
that produce Re,3 values between 20% and 50%.
Such fiber concrete mixtures are practically and
economically attractive as they can be mixed,
placed, and compacted with normal paving
techniques. (A) Reprinted with permission from
Elsevier.
Alternate Mitigation Materials for Alkali-
Silica Reaction (ASR) in Concrete
Ballard, ZJ
Caires, WS
Peters, SR
J.A. Cesare and Associates, Incorporated/
Construction Technical Services
(7108 S Alton Way, Building B, Centennial, Co,
80112, USA)
Colorado Department of Transportation
(4201 East Arkansas Avenue, Denver, CO,
80222, USA)
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
2008-11 / 74p / + refs
Contractors are finding it difficult to obtain
Class F fly ash for concrete paving projects,
but Colorado Department of Transportation
(CDOT) specifications do not currently allow
Class N fly ash to be substituted for Class F fly
ash. The purpose of this study was to determine
the effectiveness of Class N fly ash and other
pozzolans for mitigating alkali-silica reaction
(ASR) and resisting sulfate attack. First, a literature
review was performed to find research on Class
N fly ash. Second, other state departments
of transportation (DOTs) were contacted to
determine if Class N fly ash is used and how it is
specified. Third, laboratory tests were conducted
to determine the effectiveness of Class N fly ash
and other materials in mitigating ASR when
compared to Class F fly ash. Using one source
of Class F fly ash, one source of Class N, and one
source of reactive aggregate (fine and course),
the effectiveness of Class N was determined
by testing each combination in accordance
to Colorado Procedures CP-L 4201 and CP-L
4202. Class N fly ash was found to be effective
in mitigating ASR. Once the effectiveness
of Class N and other products tested was
determined, further testing on a Class D mix
design was performed for potential effects on
fresh and hardened concrete. Testing included
entrained air on plastic concrete, rapid chloride
permeability (ASTM C1202-05), and compressive
strength at 7, 28, and 56 days. It was determined
that CDOT should modify the concrete pavement
specifications to allow the use of Class N fly ash
and other alternate materials. Implementation
into concrete construction will involve economic
evaluations by the contractors. Potential Class F
fly ash shortages will likely promote mix designs
with alternate materials.
17
Evaluation of MMFX 2 Steel Corrosion-
Resistant Dowel Bars in Jointed Plain
Concrete Pavement
Battaglia, IK
Wisconsin Department of Transportation
(Bureau of Highway Construction, 3502
Kinsman Boulevard, Madison, WI, 53704-, USA)
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
2008-08 / 35p / + refs
The performance of MMFX 2 steel dowel bars was
compared to epoxy-coated steel dowel bars after
five years of service in 9-in. jointed plain concrete
pavement (JPCP). Performance indicators included
dowel bar corrosion, pavement smoothness and
load transfer efficiency (LTE) at the transverse
joints. Cores through dowel bars revealed that no
corrosion had occurred on either type of dowel
after five years in service. Results of International
Roughness Index (IRI) testing at several pavement
ages indicated that pavement smoothness was
similar for sections constructed with both types
of dowels and was average for JPCP in Wisconsin.
The LTE of epoxy-coated dowel bar sections
(median value of 92%) was slightly higher than
the median value of 87% for MMFX 2 dowel bar
sections. However, these values indicate that
both types of dowels have provided adequate
load transfer for JPCP. Two life cycle cost analysis
scenarios using a typical Wisconsin Department
of Transportation (WisDOT) rehabilitation
schedule and analysis period illustrated that use
of MMFX 2 steel dowels would be cost effective
if they provided an additional 15 years of initial
service for JPCP. Results of this investigation
did not suggest that either epoxy-coated steel
or MMFX 2 steel dowel bars provide superior
performance when used in the construction of
JPCP. A detailed literature search of accelerated
corrosion testing concluded that MMFX 2 steel
demonstrated corrosion resistance that was
close to or better than epoxy-coated steel with
damaged coating but did not out-perform steel
with intact epoxy coating. Given the inconclusive
results of this field study and literature review,
it is not recommended that MMFX 2 steel dowel
bars be approved for use in future WisDOT JPCP
construction.
18
Evaluation of high-early strength PCC
mixtures used in full depth repairs
Buch, N
Van Dam, TJ
Peterson, K
Sutter, L
Construction & Building Materials
Elsevier Science Ltd
(The Boulevard, Langford Lane, Kidlington,
Oxford, OX5 1GB, United Kingdom)
2008-03 / v22 (n3) p162-174 / 5 refs
ISSN: 0950-0618
The research described herein was conducted as
a part of NCHRP Project 18-04B, Early Opening-to-
Traffic Portland Cement Concrete for Pavement
Rehabilitation [Van Dam TJ. Durability of ‘Early-
Opening-to-Traffic’ Portland cement concrete for
pavement rehabilitation. Final Report, NCHRP
Web Document 76, Transportation Research
Board, National Research Council, Washington,
DC; 2005.]. In the study fourteen different high-
early strength Portland cement concrete (PCC)
full-depth repair mixtures (two replicates or
batches were prepared for each mixture for a
total of 28 batches) were designed for a 6–8
h opening to traffic window. The fresh and
hardened concrete properties, freeze-thaw
durability and microstructural properties of the
concrete were assessed as part of the laboratory
testing program. As a result of this assessment
it was determined that high-early strength
PCC mixtures of adequate strength could be
produced, but that interactions between the
various constituents could result in durability
problems in some mixtures, particularly those
made with Type III cement and high-range water
reducers. It is recommended that durability-
related testing be conducted on such mixtures
to ensure longevity of the repair. (A) Reprinted
with permission from Elsevier.
Steel Versus GFRP Rebars?
Chen, RH
Choi, J
GangaRao, HV
Kopac, PA
Public Roads
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
2008-09 / v72 (n2) / p2-9 / - refs
ISSN: 0033-3735
Glass fiber-reinforced polymer (GFRP) reinforcing
bar offers the potential of reducing construction
costs and improving pavement performance. This
article describes field tests that were conducted
in West Virginia to evaluate GFRP reinforcing bars
in continuously reinforced concrete pavements
(CRCP). The West Virginia Department of
Transportation allocated a 2,000 ft long, two-lane
section of a highway as the testing ground for the
study. The experimental design incorporated two
CRCP sections--a GFRP-CRCP test section and a
steel-CRCP test segments--for comparison. The
sections were monitored continuously during
the first three days to investigate early-age
cracking behavior. As the concrete cured during
this period, changes were recorded in concrete
strain, reinforcement strain, and temperature.
Researchers located, counted and measured
early-age cracks to estimate the spacing and
width. This data, along with additional crack
data obtained one month and four months after
construction, were analyzed and compared. The
data on early-age performance from the GFRP-
CRCP field test section compares favorably with
those from the steel-CRCP section. Crack width
for the GFRP-CRCP section was larger than that
of the steel-CRCP section due to larger crack
spacing and lower stiffness of reinforcement,
but it still meets AASHTO limiting criterion for
crack width. The findings also show that GFRP-
reinforced CRCPs can be constructed at low cost
and without added construction time. More
research is needed to evaluate the long-term
performance of GFRP.
Horizontal Cracking in Portland Cement
Concrete Pavements: Literature Review
Choi, S
Won, MC
University of Texas, Austin
(Lyndon B. Johnson School of Public Affairs,
Austin, TX, 78712, USA)
Texas Department of Transportation
(Office of Research and Technology Transfer,
P.O. Box 5080, Austin, TX, 78763-5080, USA)
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
2008-06 / 21p / + refs
Until recently, full-depth punchout was
considered the only structural distress in
continuously reinforced concrete pavement
(CRCP). However, over the last few years, during
punchout repair projects, it was discovered that
CRCP distresses identified as full-depth punchout
were actually caused by partial-depth horizontal
cracking (HC) at the depth of longitudinal steel.
Quite often, the bottom portion of concrete
was solid, with no cracking. It appears that
horizontal cracking in CRCP might have existed
from the early days of CRCP usage, although not
recognized until recently. Consequently, there
are very few publications available on this issue.
As a first report in this research project, this
report summarizes the findings of three papers
related to horizontal cracking. Two papers were
identified that addressed HC in CRCP. Out of
those two, one paper provides general discussion
on HC in CRCP, without detailed analysis.
The other paper investigated the effects of
environmental loading, material properties, and
design variables on HC in CRCP. Two-dimensional
plain strain finite element modeling was used
to analyze the effects of temperature variations
along the slab depth, coefficient of thermal
expansion (CTE) and modulus of elasticity of
concrete, and number of steel layers. The findings
are in agreement with what’s been observed in
the actual CRCP: larger temperature variations,
higher values of CTE and modulus of elasticity
of concrete, and one-mat steel, rather than
double-mat steel, produce higher potential for
HC in CRCP. One additional paper was identified
that addressed HC in semiconductor application.
Thermal stress as well as mechanical stress is the
primary cause of the cracking. The mechanism of
the horizontal crack in the electrical circuit board
is very similar to that of PCC pavement. Even
though the findings in one paper show a clear
relationship between design/environmental/
19
materials variables and horizontal cracking
potential, the modeling was made with simplified
assumptions that are not realistic. As a result,
the finite element modeling is of value as far
as identifying the relationships is concerned,
but not sophisticated enough to provide
quantifiable relationships, which could be used
to develop design standards or specifications to
mitigate horizontal cracking. More realistic and
sophisticated modeling using advanced theories
of concrete cracking is needed, which is one of
the objectives of this research project.
Identification of Compliance Testing Method
for Curing Effectiveness
Choi, S
Won, MC
University of Texas, Austin
(Lyndon B. Johnson School of Public Affairs,
Austin, TX, 78712, USA)
Texas Department of Transportation
(Office of Research and Technology Transfer,
P.O. Box 5080, Austin, TX, 78763-5080, USA)
Federal Highway Administration
(400 7th Street, SW, Washington, DC, 20590,
USA)
2008-06 / 53p / + refs
Curing has substantial effects on the long-term
performance of Portland Cement Concrete
(PCC) pavement. The Texas Department of
Transportation (TxDOT) requires two applications
of curing compounds, with a maximum 180
sq ft/gal per each application. However, no
compliance testing is conducted for curing and,
from a practical standpoint, compliance with
specification requirements are rarely verified. The
purpose of this research was to identify simple
testing procedures that can be implemented
to verify the compliance with specification
requirements on curing. To this end, various
test methods that appear to have potential for
compliance testing for curing were evaluated
in the field. The test methods evaluated include
penetration resistance, initial surface adsorption,
surface temperature, reflectance, relative
humidity, and dielectric constant. A factorial
experiment was set up for field testing, and the
test methods were evaluated in the field. Varying
rate of curing compound applications as well
as application time was included as variables
in the factorial experiment. Advantages and
limitations of each method were identified and
discussed. Based on the findings, it is concluded
that the methods evaluated are neither practical
20
nor accurate enough to be included in TxDOT
specifications as a compliance testing. Rather,
it appears that evaluating curing compound
application rates by measuring curing cart speed
could present the most feasible method for
compliance testing.
Controlling Runoff Beautifully
Chusid, M
Miller, SH
CE News
Zweig White Information Services
(IBM Plaza, Chicago, Il, 60611, USA)
2008-07 / v20 (n6) / p33-35 / - refs
ISSN: 1051-9629
Although pervious concrete has been used
in the United States for almost 40 years,
increased awareness of environmental issues has
contributed to its popularity as a way to control
runoff. This article provides an overview of how
pervious concrete works, its benefits, and design
considerations. Water flows through pervious
concrete, not over it. Stormwater percolates into
the ground beneath, recharging the natural water
table instead of running off and causing erosion.
The material’s volume contains 15- to 40-percent
void space. These voids are created by making
concrete without fine aggregate. Mixtures are
designed with just enough cement paste to
coat the coarse aggregate, but not to fill all the
spaces between the aggregate. For strength, and
to keep the paste from flowing and filling the
voids, a low water/cementitious material ratio
is required. The concrete is usually placed over
a base of coarse aggregate. To preserve the void
structure, the concrete is not vibrated during
placement. When properly designed and placed,
pervious pavement can drain at 3 to 8 gallons
per square foot per minute. Pervious concrete
is suitable for use in some street pavements,
tree wells, and sea walls. Typically, 6 inches of
pervious concrete provides suitable strength
for parking lots and residential driveways; 8
to 10 inches is appropriate for low-volume
streets and commercial driveways. Pervious
concrete is not appropriate for high-volume
streets or pavements expecting heavy truck
traffic. The material has performed well in areas
experiencing dry freeze, hard dry freeze, or wet
freeze. Cost of materials and overall placement
for pervious pavements varies considerably by
region, but any extra costs of pervious pavement
are often recovered in whole or in part by savings
through elimination of other runoff-control
structures. Color is often added to the concrete
mix to make an aesthetically pleasing surface.
Hydrologic Comparison of Four Types of
Permeable Pavement and Standard Asphalt
in Eastern North Carolina
Collins, KA
Hunt, WF
Hathaway, JM
Journal of Hydrologic Engineering
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2008-12 / v13 (n12) / p1146-1157 / + refs
ISSN: 1084-0699
A permeable pavement parking lot in eastern
North Carolina consisting of 4 types of permeable
pavement and standard asphalt was monitored
from June 2006 to July 2007 for hydrologic
differences in pavement surface runoff volumes,
total outflow volumes, peak flow rates, and
time to peak. The 4 permeable sections were
pervious concrete (PC), 2 types of permeable
interlocking concrete pavement (PICP) with
small-sized aggregate in the joints and having
12.9% (PICP1) and 8.5% (PICP2) open surface
area, and concrete grid pavers (CGP) filled
with sand. The site was located in poorly
drained soils, and all permeable sections were
underlain by a crushed stone base layer with a
perforated underdrain. All permeable pavements
significantly reduced surface runoff volumes and
peak flow rates from those of asphalt (p<0.01).
Of the permeable pavements, CGP generated the
greatest surface runoff volumes (p<0.01). The
PICP1 and CGP cells generated significantly lower
total outflow volumes than all other sections
evaluated (p<0.01), and had the lowest peak
flows and the longest time to peak. Response of
the PICP1 cell was likely due to an increased base
storage volume resulting from an elevated pipe
underdrain whereas the CGP cell response was
attributed to water retention in the sand fill layer.
Overall, different permeable pavement sections
performed similarly, but were substantially
different from asphalt. Subtle differences in the
performance of CGP were primarily due to the
characteristics of the sand filled media compared
to small aggregate typically used in PC and PICP
joints and bedding.
Development and Implementation of a
Performance-Related Specification for SR 9a,
Florida: Final Report
Evans, L
Smith, KL
Gharaibeh, NG
Darter, MI
Applied Research Associates, Incorporated
(ERES Division, 9030 Red Branch Road, Suite
210, Columbia, MD, 21045-, USA)
Florida Department of Transportation
(605 Suwannee Street, Tallahassee, FL, 32399-
0450, USA)
Federal Highway Administration
(400 7th Street, SW, Washington, DC, 20590,
USA)
2008-11 / 78p / + refs
The primary objective of this study was to develop,
implement, and evaluate a Level 1 performance-
related specification (PRS) for the construction of
a jointed plain concrete pavement in the State
of Florida. The study included an evaluation
of the construction quality levels achieved on
recent Florida JPCP projects and the formulation
of a Level 1 PRS using the results of the quality
evaluation and defined Florida Department of
Transportation (FDOT) pavement practices as a
basis. The Level 1 PRS defined the sampling and
testing requirements for three acceptance quality
characteristics (AQCs): thickness, strength, and
smoothness. The corresponding performance-
based pay factor curves were developed for
each AQC. The Level 1 PRS was included as an
overriding special provision in the July 2001
letting of the paving project SR 9A (I-295 Leg)
in southeast Jacksonville, Florida. Construction
of the PRS project took place in 2004–05. Three
lanes and tied shoulders were placed in both
directions. AQC measurements obtained from
the project were used to compute PRS pay
factors and establish pay adjustments for the
contractor. The higher-than-target (i.e., higher-
than-design) quality levels achieved by the
contractor resulted in significant pay increases
for the contractor under the PRS. Feedback from
FDOT and the contractor indicated that this first
PRS implementation in Florida was successful,
particularly with respect to the layouts of lots and
sublots and quality achieved. Several suggestions
were received to improve and streamline the
PRS process.
21
Backcalculation Analysis of Rigid Pavement
Properties Considering Presence of Subbase
Layer
Fwa, TF
Setiadji, BH
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 23p / + refs
The common backcalculation methods for
evaluating rigid-pavement properties provide
estimates of two parameters, namely the elastic
modulus of pavement slab, Ec and the modulus
of subgrade reaction, k. The backcalculated
Ec and k allow the structural capacity of the
rigid-pavement system to be computed readily.
However, the backcalculated k is a composite
value representing the combined effect of the
subbase and the subgrade, it does not enable
one to assess the existing structural condition
of the subbase and subgrade separately. To
overcome this shortcoming, this paper proposes
the use of a 2-layer foundation backcalculation
procedure to backcalculate the elastic modulus
values Ec, Eb, and Es of the pavement slab, the
subbase layer, and the subgrade respectively.
Using LTPP measured data, it is shown that
(i) the Ec computed by the Ec-k and the Ec-
Eb-Es backcalculation schemes represent the
upper- and lower-bound values respectively;
(ii) although the parameters computed by the
two backcalculation schemes, i.e. k versus Eb
and Es, cannot be related directly by theory
because they represent different theoretical
foundation models, the two sets of values are
found to provide consistent representation of the
structural capacity of pavement foundation. This
additional information permits the pavement
engineer to better assess the structural condition
of pavement slab, subbase and subgrade
respectively. It is proposed that both the Ec-k
backcalculation program and the Ec-Eb-Es
backcalculation program be used in parallel to
provide a more complete evaluation for rigid-
pavement structures.
22
Effect of dry-shaking treatment on concrete
pavement properties
Garcia, A
Fresno, DC
Polanco, JA
Construction & Building Materials
Elsevier Science Ltd
(The Boulevard, Langford Lane, Kidlington,
Oxford, OX5 1GB, United Kingdom)
2008-11 / v22(n11)p2202-2211 / 26 refs
Although concrete pavements are the preferred
solution of contractors for floors in industrial
applications, comparatively little research has
been done in this field. In this paper, six different
experimental pavements with different types of
concrete surface finishes have been studied from
the point of view of the effect of dry-shaking
treatment. The different surface finishes analyzed
include hand finishing, repeated power finishing
without spreading dry-shaking hardeners on the
concrete and spreading chippings of iron filings,
corindon, quartz and cement on it. The tests have
been focused on the main requirements of an
industrial pavement: abrasion resistance, impact
and chemical attack resistance focusing on the
most common type of chemical aggression in
industry. Water penetration has been studied
too. The results indicate that dry-shaking
treatments are in general beneficial for the
pavements and, moreover, that different types
of hardeners produce very different effects on
the pavement characteristics. (A) Reprinted with
permission from Elsevier.
Evaluation of polyester fiber reinforced
concrete for use in cement concrete
pavement works
Gupta, S
Kanta Rao, VVL
Sengupta, J
Road Materials and Pavement Design
Lavoisier
2008 / v9(n3) p441-61 / 27 refs
ISSN: 1468-0629
Polyester fibre reinforced concrete (PFRC)
was evaluated for use as a cement concrete
pavement material. The study focussed on
laboratory evaluation of various mechanical and
durability properties of PFRC, with and without
fly ash. Some tests were also conducted after
24 months to study the long-term behaviour
of PFRC. The PFRC exhibited improved flexural
and compressive strength, abrasion resistance,
and reduced drying shrinkage over that of plain
cement concrete (PCC). There is no significant
change / reduction in durability compared with
PCC. There is also no reduction in the long-
term properties of PFRC. A load-deflection test
carried out on PFRC slabs using a falling weight
deflectometer indicted that the deflection
of PFRC and PCC slabs, of similar thickness, is
comparable. It is concluded that polyester fibres
are alkali-resistant, and PFRC can be used in
the pavement quality concrete and as overlays,
with no adverse effect on concrete. The use of
fibres can result in a cement saving of up to
10%, and in the presence of fly ash, the saving
in cement can be up to 35%. Due to their non-
biodegradability, the use of polyester fibres in
cement concrete road works can also help in
environment protection.
Properties of concrete mixtures containing
slag cement and fly ash for use in
transportation structures
Hale, WM
Freyne, SF
Bush, TD
Russell, BW
Construction & Building Materials
Elsevier Science Ltd
(The Boulevard, Langford Lane, Kidlington,
Oxford, OX5 1GB, United Kingdom)
2008-09 / v22(n9)p1990-2000 / 11 refs
The research program was designed to supply
initial data on the influence of slag cement on
the fresh and hardened properties of concrete
to be used in pavements and bridge structures.
There were three goals in the study. The first
goal was to determine if slag cement performed
better or worse with different Type I cements
available in Oklahoma. Three different Type I
cements were examined along with four different
concrete mixtures. The four mixtures contained
varying amounts of slag cement, fly ash, or a
combination of both materials. The second
goal of the research program was providing
the Oklahoma Department of Transportation
with information on ternary concrete mixtures.
The final goal was to determine if the proposed
replacement limits for slag cement and fly ash
were adequate for concrete pavements and
bridge structures. The results of the research
showed that the addition of slag cement was
largely positive for all cements, whereas the
addition of fly ash produced mixed effects. (A)
Reprinted with permission from Elsevier.
Heavily cement stabilised pavements: design,
construction and performance
Hallett, J
McQueen, J
Recycling and Stabilisation Conference, 2008,
Auckland, New Zealand
New Zealand Institute of Highway Technology
(NZIHT)
(Po Box 4273, 4601, New Zealand)
2008-06 / 16p / - refs
Experience has shown that if the cemented
material at the crack interface is durable,
it is possible to design a very economical
pavement with a cracked cemented layer
that will still provide a high modulus layer
in the pavement. This experience includes a
number of rehabilitation and road widening
projects constructed in Dunedin City in the
early 1980’s and on SH 16 in 2004 that utilised
heavily cemented sub-base layers. All projects
were constructed on very soft sub-grades with
options such as full depth unbound granular or
structural asphaltic concrete (AC) being costly
options because of material cost and the effect
on services, earthworks, drainage etc. The SH
16 pavements utilised heavily cement stabilised
layers but were different from the Dunedin
situation in that the basecourse was stabilised
insitu and was pre-cracked by allowing trafficking
immediately after construction. After 4 years
of trafficking the pavements are performing
well and have retained their design modulus
value with no reflective cracking in the chip
seal surface. This paper describes the design,
construction and performance of the Dunedin
City and SH 16 pavements utilising heavily
cement bound pavement layers. (a)
23
Simulation of Concrete Paving Operations on
Interstate-74
Hassan, MM
Gruber, S
Journal of Construction Engineering and
Management
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2008-01 / v134 (n1) / p2-9 / + refs
ISSN: 0733-9364
The objective of this paper was to study and
optimize the concrete paving operations
taking place in the reconstruction project of
Interstate-74 using computer simulation. To
achieve this objective, field data were collected
during construction, and were then used to
determine adequate probabilistic density
functions for the activities’ duration and to test
a developed simulation model. Upon testing,
the developed model was used to study the
impacts of resources on the flow of operations
and on the cost effectiveness of the construction
process. In general, application of simulation
methods to concrete paving operations was
successful and its accuracy was acceptable as
compared to field measurements. Based on the
results of a sensitivity analysis of the critical
resources, multiple factors were considered in
the decision-making process to ensure that all
aspects of the operation are evaluated. This
includes total operation time, productivity,
costs of the operation, average truck delay, and
idle times for the paver and the spreader. For
the conditions pertinent to this construction
site, ten trucks, one paver and one spreader,
and three finishing and plastic-covering crews
are recommended. Using this set of resources
would result in a prompt and effective execution
of the operation. Practical implementation and
limitations of the developed model in similar
construction operations is discussed.
24
Properties of Roller-Compacted Concrete
Containing High-Volume and Low-Volume
Nonplastic Aggregates for Pavements
Hassani, A
Shekarchizade, M
Akbarnejad, S
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 21p / + refs
Traditional asphalt and concrete pavements
generally suffer from severe rutting and cracking
due to heavy loading and hot and dry weather
which prevail in most of the Middle East
countries, so that the roller-compacted concrete
pavements (RCCPs) frequently is used as a
substitute. It was found that RCCP mechanical
properties depend on fine content considerably.
A comprehensive laboratory investigation was
carried out to evaluate the workability, strength
and durability properties of roller compacted
concrete pavements (RCCP) containing high-
volume and low-volume non-plastic aggregates
Fractions Finer Than 75 æm (FFT75). Firstly
concrete mixtures were made with 0%, 5%, 7.5%,
10%, 18% and 25% non-plastic Natural Filler (NF)
in order to determine an optimum percent of
usage, then concrete mixtures were made with
2.5%, 7.5%, 10% and 15% non-plastic finer than
sieve #200, in order to examine the possibility
of using unwashed aggregate. Also, in this paper
the image analysis was performed on FFT75 to
investigate the relation between these very fine
materials, rheological and mechanical properties
of RCCP. Material <75 æm was analyzed using
a scanning optical microscope. In addition
the variables affecting the mix proportion of
RCCP such as cement content, and the effect of
Super Plasticizer (SP) have been evaluated and
discussed. Results showed that it is feasible to use
unwashed aggregates in RCCP mixes but a few
limitations should be carefully considered. Also
natural filler caused to improve the mechanical
properties of RCC. In sequence, one of the major
findings was that the main factor that controlled
most of hardened properties is achieving
sufficient compaction and unlike conventional
concrete increasing cement content may not
result in strength increase. Based on the results
obtained, the optimum aggregates proportion
and W/C ratio have been found in order to
make RCC for pavement applications that meet
all specified limits in the ACI 325.10 state-of-
the-art report and ACI 211.3R-97. The image
analysis results justified that FFT75 materials
have considerable characters that affect the
fresh and harden concrete properties. Finally
the optimum percentage of Superplasticizer
was determined and because of its effects on
the workability and strength properties it can
be used in mixtures with unwashed aggregates
to solve their mechanical problems.
Precast concrete - sustainable paving
Howe, J
Concrete
The Concrete Society
(Century House, Telford Avenue, Crowthorne,
Berkshire, RG45 6YS, United Kingdom)
2008-09 / v42(n8)p28-29 / 2 refs
The recently launched BRE Green Guide and
brand new BRREAM 2008 programme shed
new light on the sustainability credentials of
precast concrete paving. At the same time tough
Government measures are proposed, demanding
a sustainable approach to surface water drainage
on all types of development. This document
discusses environmental ratings, paving credits,
benefits of use, and government action.
Evaluation of Current Pavement Texturing
Practices in Minnesota
Izevbekhai, BI
Eller, AJ
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 16p / + refs
In Minnesota, concrete pavements are finished by
dragging an inverted turf or a stiff-bristled broom
longitudinally on the surface of freshly placed
concrete pavements, right behind the paving
machine. Prior to 1998, most concrete pavements
were finished with a combination of the burlap-
drag and transverse-tining. Subsequently those
pavements were reconstructed and finished with
current broom or turf drag. The study sought
to ascertain if current texturing techniques
resulted in higher wet weather accident events.
A Minnesota Department of Transportation (Mn/
DOT) study selected segments in the network
where current texturing techniques replaced
previous textures. Annual wet weather accidents
data from the Mn/DOT database were analyzed.
By examining annual wet weather accident
counts, total accident counts and crash rates for a
ten year period, current textures were compared
to previous textures. The paper discusses how
three statistical tools were used to compare wet
weather accident data from previous texturing
to data from current texturing. Statistical tools
showed that current texturing practices did not
cause an increase in the annual wet weather
accidents and crash rates, as well as ratio of
wet to dry weather accidents, in the chosen test
sections.
Environmental effects on development of
pavement joint cracks
Jeong, J-H
Transport (Proceedings of the ICE)
Thomas Telford Ltd
(Thomas Telford House, 1 Heron Quay, E14 4JD,
United Kingdom)
2008-05 / v161(nTRS)p55-63 / 17 refs
A test road consisting of jointed plain concrete
pavement divided into 22 sections was
constructed by the Korea Highway Corporation
to investigate the environmental effects on the
development of joint cracks. These 22 sections
were observed for approximately three to
seven weeks after construction. The pavement
placed in the morning presented a higher rate
of crack development at the saw-cut joints, due
to a positive built-in temperature difference.
Additional joint cracking was delayed for a few
days after construction because the pavement
was exposed to rainfall. For pavement sections
placed in the afternoon, drying shrinkage
appeared to have a greater effect on crack
initiation at the saw-cut joints than temperature
did up to three or four days after placement,
when tensile creep had decreased sufficiently.
The effect of joint crack time on the long-term
joint behaviour was also investigated in the test
road two years after placement of the concrete.
(A)
25
Flexural Strengthening of RC Structures with
Textile-Reinforced Concrete
Jesse, F
Weiland, S
Curbach, M
Dubey, A(ED)
ACI (American Concrete Institute)
(P.O. Box 9094, Farmington Hills, MI, 48333-
9094, Farmington Hills, MI, 48333-9094, USA)
2008-03 / 49-58 / + refs
Textile-reinforced concrete (TRC) is a high-
performance composite in which technical
textiles made of high-performance fibers are
embedded in a fine-grained concrete matrix.
Textile-reinforced concrete extends concrete
applications to completely new fields. Besides
slender new concrete elements, strengthening
of already-existing concrete structures by thin
textile-reinforced concrete layers is possible.
This type of strengthening noticeably increases
both the ultimate load-bearing capacity and
serviceability of reinforced concrete structures.
This aspect is shown in the present paper using
experimental results of TRC-strengthened slabs.
Pavement-Integrity Scanner for
Characterization of Modulus Contrast
Between Near-Surface Material and Deeper
Material of Concrete Layer in Pavement
Systems
Joh, S
Kang, T
Cho, M
Kwon, S
Nam, J
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 17p / + refs
A major distress problem in rigid concrete
pavements is early deterioration of near-surface
layers. The quality of near-surface material
governs the long-term performance of concrete
pavement. If the near-surface material of
concrete layer is cured sufficiently well at an
appropriate moisture and temperature, the
concrete pavement system can be expected to
endure fatigue loading of traffic throughout its
26
design lifespan. In this paper, a field measurement
device, referred to as a pavement integrity scanner
(PiScanner), was developed for use in quality
control and quality assurance programs for
concrete layers of pavement systems. PiScanner
is based on the enhanced resonance search (ERS)
technique, which evaluates the vertical variation
of elastic modulus or compressive strength of
the concrete layer in pavement systems. This
information can be used in the construction
period of a concrete pavement to evaluate
curing process of near-surface materials. In
the implementation of PiScanner, two design
schemes were incorporated: a dedicated
hardware device to perform measurements and
an automated analysis algorithm to minimize
user expertise required for analysis. The resulting
PiScanner allows ERS measurements to be
performed in about two minutes with complete
analysis of the measurements in about three
minutes. Two field investigations were performed
on a concrete test slab and at an express highway
in order to prove the reliability and feasibility of
PiScanner. Vertical variations of elastic modulus
of concrete layer were successfully obtained by
PiScanner.
Sustainable management of stormwater
using pervious pavements
Kaduropokune, NPW
Rmit University. School of Civil, Environmental
and Chemical Engineering
(GPO Box 2476v, Melbourne, Victoria, 3001,
Australia)
2008-03 / 2 FILES / + refs
Pervious pavements in car parks and driveways
reduce peak discharge and the volume of runoff
flowing in to urban drains and improve the
water quality by trapping the sediments in the
infiltrated water. The key objectives of the study
are to establish relationships between rainfall
and pervious pavement runoff and quantify
improvements to infiltrated stormwater quality
through the pervious pavement. The field
experimental results were used to calibrate the
PCSWMMPP model and to develop water flow
and quality improvement transfer functions of
the MUSIC model for concrete block and turf
cell pavements. The research reported herein
has demonstrated that pervious pavements
can be introduced as a sustainable stormwater
management initiative and as a key water
sensitive urban design feature to deliver
numerous benefits to the environment. The
outcomes from the study will be useful in
designing environmentally friendly car parks,
pedestrian paths, light traffic driveways, sporting
grounds and public areas in the future. Land
developers and local government authorities
will be major beneficiaries of the study which
has increased the understanding of the use of
pervious pavements and explored a number of
issues that previously inhibited the wider use of
pervious pavements in practice. (a)
Pervious Concrete in Severe Exposures
Kevern, JT
Wang, K
Schaefer, VR
Concrete International
ACI (American Concrete Institute)
(P.O. Box 9094, Farmington Hills, MI, 48333-
9094, Farmington Hills, MI, 48333-9094, USA)
2008-07 / v30 (n7) / p43-49 / + refs
ISSN: 0162-4075
Porous pavement, especially Portland cement
pervious concrete (PCPC), helps control pollution
discharge by allowing rainwater to rapidly
infiltrate into an open-graded aggregate
subbase and into the ground. Hydrocarbons
become attached to the large surface area of
the PCPC or the aggregate subbase and are
reduced by natural attenuation, either through
evaporation or biological degradation. PCPC also
mechanically filters out larger pieces of metal
or biological material for later collection during
routine maintenance. Thus, the majority of first-
flush pollutants are removed by the pervious
concrete system, preventing the pollutants
from entering stormwater collectors and being
conveyed to local surface waters. By allowing
stormwater to naturally percolate into the
soil, PCPC can also reduce or eliminate the
need for stormwater retention areas and the
infrastructure required to convey the water. This
article provides a summary of the authors’ work
in this area that focused on the durability of PCPC
subjected to freeze/thaw cycles.
Adaptation of MEPDG for Design of
Minnesota Low-Volume Portland Cement
Concrete Pavements
Khazanovich, L
Yut, I
Turgeon, C
Burnham, TR
Husein, S
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 24p / + refs
A new Mechanistic-Empirical Pavement Design
Guide (MEPDG) was recently proposed in the
United States. The development of such a
procedure was conducted by the National
Cooperative Highway Research Program
(NCHRP) under sponsorship by the American
Association of State Highway and Transportation
Officials (AASHTO). The performance prediction
models in the MEPDG were calibrated using
nationwide pavement performance data.
Although performance data from the Minnesota
Road Research (MnROAD) facility were actively
used in calibration of the MEPDG, it is necessary
to perform calibrations against a wider range
of local variables to achieve a practical design
procedure for Minnesota. This study examined
the feasibility of adapting a recent version
of the MEPDG for the design of low-volume
concrete pavements in Minnesota. To achieve
this, a comprehensive evaluation of the MEPDG
version 0.910 performance prediction models
was conducted. It was found that the faulting
model produced acceptable predictions,
while the cracking model had to be adjusted.
The cracking model was re-calibrated using
the design and performance data for 65
pavement sections located in Minnesota, Iowa,
Wisconsin, and Illinois. A prototype catalog of
recommended design features for Minnesota
low-volume PCC pavements was developed
using the MEPDG version 0.910. The catalog
offers a variety of feasible design alternatives
for a given combination of site conditions It is
recognized, however, that version 0.910 is not
the final version of the MEPDG. Therefore, the
catalog should be updated after the MEPDG
software is finalized.
27
Indicators of longitudinal unevenness of
roads in the USA
Kropac, O
Mucka, P
International Journal of Vehicle Design
Inderscience Enterprises Ltd
(World Trade Center Building, 29 Route de Pre
Bois, Case Postale 856, 15, Switzerland)
2008 / v46(n4)p393-415 / 19 refs
About 25,800 longitudinal profiles of in-
service roads in the USA (Long-Term Pavement
Performance (LTPP) Program) were evaluated to
obtain indicators of the longitudinal unevenness
(roughness) of the road surface defined by
standards ISO 8608 : 1995 and EN 13036-5 :
2006. Besides the commonly used International
Roughness Index (IRI), also parameters of the
Power Spectral Density (PSD) were evaluated
taking into account not only the whole interval
of effectively acting wavelengths, but also its two
and three partial sub-bands. Differences between
left and right tracks and between Asphalt
Concrete (AC) and Portland Cement Concrete
(CC) wearing courses were considered. For all
the mentioned indicators (21), their Probability
Density Functions (PDF) and numerical statistics
were estimated. (A)
Influence of Joints on Ride Quality and
Roughness Index
Liu, C
Wang, Z
Road Materials and Pavement Design
Lavoisier
(Paris, France)
2008 / v9(n1) p111-121 / 29 refs
ISSN: 14680629
Pavement joints may cause intense vibrations
in moving vehicles, discomforting and even
annoying drivers and passengers at times.
International Roughness Index (IRI) and Present
Serviceability Index (PSI) have been conventionally
chosen to characterize pavement ride quality. In
this study, the increase of IRI and the decrease
of PSI in the presence of concrete joints are
analytically derived by using a vehicle model
and considering different joint geometries. The
dependence of the indices IRI and PSI on joint
width, the vertical fault, and tire-road contact
length, are explicitly derived. Theoretical
predictions on the change of IRI agree well
28
with the reported data. When integrated into a
pavement management system, the proposed
analysis can be employed to set limits on joint
fault depth and to prepare joint maintenance
schedules.
Evaluation of Corrosion Resistance of Steel
Dowels Used for Concrete Pavements
Mancio, M
Carlos, C
Zhang, J
Harvey, JT
Monteiro, PJ
Ali, A
Journal of Materials in Civil Engineering
American Society of Civil Engineers
(1801 Alexander Bell Drive, Reston, VA, 20191-
4400, USA)
2008-10 / v20 (n10) / 650-658 / + refs
ISSN: 0899-1561
In concrete pavements, steel dowels are exposed
to a particularly aggressive environment that
leads to depassivation and greatly reduces the
corrosion initiation stage. Aggressive agents
such as chlorides and carbon dioxide (CO and
subscript 2) have easy access to the dowels
through pavement joints and, consequently,
the corrosion performance of the system
depends largely on the properties of the steel
dowel being used. This study investigates the
corrosion performance of several types of steel
dowels embedded in concrete and subjected
to accelerated corrosion by exposure to 3.5%
sodium chloride (NaCl) solution for 18 months.
Seven types of dowels were tested: bare carbon
steel, stainless steel clad, grout-filled hollow
stainless steel, microcomposite steel, carbon
steel coated with bendable epoxy, and carbon
steel coated with nonbendable epoxies. Half-
cell potential, polarization resistance, visual
inspections, and microscopic investigations by
scanning electron microscopy were carried out
to evaluate their corrosion performance. Results
show that microcomposite steel dowels exhibit
greater resistance to corrosion propagation than
carbon steel dowels, but lesser than stainless clad
and stainless hollow bars. In epoxy-coated bars,
corrosion occurred at a few localized defective
areas, generally at holidays and edges of bar
ends. No significant difference was observed
between nonbendable and bendable epoxy-
coated dowels.
Materials and Construction of Recent High-
Performance Continuously Reinforced
Concrete Pavements in Virginia
Ozyildirim, C
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 14p / + refs
This study evaluated the properties of two
high-performance concrete paving projects in
Virginia. These continuously reinforced concrete
pavements were placed on State Route 288 near
Richmond and on the U.S. 29 Madison Heights
Bypass in Lynchburg; a minimum flexural strength
of 650 psi at 28 days was required for each. In an
attempt to control cracking, reduced shrinkage
was sought through the use of large maximum
size well-graded aggregates and proper curing.
The results showed that satisfactory strengths
can be obtained at 28 days. Concretes with the
lowest water content had the lowest shrinkage,
as expected. For desired performance, good
construction practices including a level base,
correct steel placement, proper consolidation,
timely texturing, and effective curing are
required. Although pavement designs are based
on flexural strength, compressive strength
tests are more convenient and less variable
than are flexural strength tests. Therefore, a
correlation was established between flexural
and compressive strength, and acceptance of the
pavements was based on compressive strength.
Engineering Properties of Florida Concrete
Mixes for Implementing the AASHTO
Recommended Mechanistic-Empirical Rigid
Pavement Design Guide
Ping, WV
Kampmann, R
FAMU-FSU College of Engineering
(Department of Civil Engineering, 2525
Pottsdamer Street, Tallahassee, FL, 32310-, USA)
Florida Department of Transportation
(605 Suwannee Street, Tallahassee, FL, 32399-
0450, USA)
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
2008-08 / 228p / + refs
The coefficient of thermal expansion (CTE) is
a fundamental property of Portland cement
concrete (PCC). The magnitude of temperature-
related pavement deformations is directly
proportional to the CTE during the pavement
design life. Because of its critical effect on PCC
performance, it is proposed to be considered
for distress and smoothness prediction by
the newly developed Mechanistic-Empirical
Pavement Design Guide (MEPDG). To account for
MEPDG implementation in Florida, three typical
Florida concrete mixtures were experimentally
measured for compressive strength, flexural
strength, splitting tensile strength, Young’s
modulus, Poisson’s ratio, and CTE according
to AASHTO TP-60. The test results revealed
that PCC’s CTE rapidly increases within the first
week but stabilizes after 28 days. However, to
accurately analyze the mix designs using the
new mechanistic-empirical concept considering
all three hierarchy levels, nine different jointed
plain concrete pavement (JPCP) models were
generated. Their PCC layer thicknesses were
iteratively determined before the resultant
pavement structures were evaluated based on
the predicted distresses (faulting and cracking)
and smoothness (IRI). It was found that cracking is
the most critical pavement performance criterion
for Florida JPCP. Moreover, top-down fatigue
damage was isolated to be the controlling failure
mechanism because of insignificant faulting
and minor smoothness reduction. Based on the
thickness idealized JPCP models, a CTE sensitivity
matrix was developed for adequate comparison
of predicted pavement performance under
interchanging CTE values. Despite wide ranging
properties, clear patterns were exposed and
distinctive performance envelopes arose for
certain criteria. It was established that the new
29
MEPDG is minimally CTE sensitive to faulting,
CTE sensitive to bottom-up damage (for thin PCC
payers), and extremely CTE sensitive to top-down
damage, cracking, and smoothness.
Methodology for Determining the Timing of
Saw Cutting in Concrete Pavements
Raoufi, K
Radlinska, A
Nantung, TE
Weiss, J
Transportation Research Record: Journal of the
Transportation Research Board
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / (n2081) / p110-117 / + refs
ISBN: 9780309125949
ISSN: 0361-1981
Stresses develop in Portland cement concrete
pavements (PCCP) shortly after placement
when the volume changes associated with
temperature change, moisture loss, or chemical
reaction are restrained. These stresses may
become large enough to cause microcracking
around the aggregates or random cracking
through the depth of the pavement. To reduce
the potential for microcracking and to control
crack formation, saw cuts are placed in PCCP
shortly after placement. Although the idea
of saw cutting is relatively straightforward,
determining the timing of the saw cut can be
complicated. Sawing too early can result in
raveling, whereas sawing too late can result
in microcracking or random cracking. Even
though saw cutting is done on a daily basis in
practice, the timing of saw cut placement is
often determined based only on the saw cutting
operator’s experience. Opportunities exist to
provide construction crews with more reliable
methods to determine when the cut should
be placed. This study introduces a method to
determine the timing of saw cutting based
on the concrete strength and the stress that
develop. Toward this end, a strength reduction
factor was introduced. A finite element model
was used to determine the influence of a
variety of factors, including material properties
(e.g., strength, elastic modulus, moisture
migration, heat capacity), environmental
conditions (relative humidity and wind speed),
and geometric factors (pavement thickness
and crack depth), on the behavior of concrete
pavements. The introduction of the saw cut
30
and the development of a localized crack are
discussed. The implications of construction
variability are also discussed.
News on Nanotechnology
Shah, SP
Mondal, P
Ferron, RP
Tregger, N
Sun, Z
Public Roads
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
2008-11 / v72 (n3) / p42-48 / - refs
ISSN: 0033-3735
High-per formance durable construction
materials for roadway pavements are needed
for America’s increasingly busy highways. In
a research project supported by the Federal
Highway Administration, a systematic study
was conducted of concrete at the micro- and
nanoscales to understand the properties of how
materials in concrete interact with one another.
Nanotechnology research provides the necessary
tools for establishing the relationships between
the processing, properties, and performance of
concrete. The first theme of the research involved
understanding the micro- and nanostructures of
concrete using advanced experimental tools such
as atomic force microscopy and nanoindentation.
The second theme is the development of a
new type of self-consolidating concrete (SCC)
for slipform (SF) paving processes by adding
materials such as nanoclays and fly ash to the
composition. Third, the researchers are using
nanofiber-reinforced concrete to develop
the next generation of highway pavements.
Fourth, nanotechnology shows promise in the
development of smart sensors to monitor the
properties of concrete pavement just after it is
placed. Nanoscale characterization of cement
paste samples showed that the mechanical
properties of the C-S-H gel--the glue in concrete--
vary in a wide range. Furthermore, the researchers
observed that the residual cement particles are
almost 10 times harder than the glue produced
when mixed with water. This finding signifies that
engineers might be able to design the material
with the minimum glue necessary to bind the
harder particles or phases together. Combining
the concepts of particle packing and flocculation,
admixture technology, and rheology, the
researchers have developed SF-SCC that changes
from very fluid to very stiff during the paving
process. Preliminary research also has shown that
nanofibers and nanotubes potentially can make
cement itself super ductile, with more ability to
accommodate tension without cracking, which
could increase flexural strength significantly.
Coarse Recycled Aggregate Concrete
Pavements - Design, Instrumentation, and
Performance
Smith, JT
Tighe, SL
Norris, J
Kim, E
Xu, X
2008 Annual Conference and Exhibition of
the Transportation Association of Canada:
Transportation - a Key to a Sustainable Future
Transportation Association of Canada (TAC)
(2323 St. Laurent Boulevard, Ottawa, Ontario,
K1G 4K6, Canada)
2008 / 19p / 28 refs
ISBN: 9781551872579
Although there is a critical shortage of virgin
aggregate, the availability of demolished
concrete for use as recycled concrete aggregate
(RCA) is increasing. Using the waste concrete
as RCA conserves virgin aggregate, reduces
the impact on landfills, decreases energy
consumption and can provide cost savings.
However, there are still many unanswered
questions on the beneficial use of RCA in
concrete pavements. This paper identifies
several mix designs containing RCA that show
encouraging results in both the laboratory and
field testing. The coarse RCA used in the mix
designs was selected to minimize impurities
and limit the amount of interfacial transition
zones. Waste curb and gutter and sidewalks
were used to provide consistency in the RCA
properties. Twelve mix designs were laboratory
tested. Since all test mixes exceeded 30 MPa at
28-days, the lowest cement content mixes were
selected for field testing. Performance of four
test sections is monitored through ongoing
pavement evaluations using the Ontario Ministry
of Transportation’s Manual for Condition Rating
of Rigid Pavements. Additionally, the pavement
was instrumented with sensors to monitor
pavement performance in relation to long-
term environmental conditions. Preliminary
laboratory testing and field results support a
mix design containing quality coarse RCA of a
specific size to result in concrete that exhibits
similar or improved performance compared to
non-RCA containing concrete.
Recycled Concrete Aggregate: Viable
Aggregate Source for Concrete Pavements
Smith, JT
Tighe, SL
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 18p / + refs
There is a critical shortage of natural aggregate.
Large quantities of waste concrete are produced
from curb and gutter, sidewalk, bridges,
buildings, etc. Using this waste concrete as a
recycled concrete aggregate (RCA) conserves
virgin aggregate, reduces the impact on landfills,
decreases energy consumption and potentially
provides significant cost savings. However,
there are still many unanswered questions
on the beneficial use of RCA in concrete
pavements. This paper identifies several mix
designs containing RCA that show encouraging
results in both the laboratory and field testing.
The Center for Pavement and Transportation
Technology (CPATT) at the University of Waterloo
in partnership with Dufferin Construction and
the Cement Association of Canada successfully
placed three RCA concrete test sections. The
coarse RCA used in the mix designs was selected
to minimize impurities and limit the amount
of interfacial transition zones. Waste curb and
gutter and sidewalks were used to provide
consistency in the RCA properties. Fine RCA was
not used since it may contain large amounts of
impurities that result in concrete strength loss.
Twelve mix designs were laboratory tested using
coarse RCA amounts of 0% (control), 15%, 30%
and 50%, and cement contents of 315 kg, 330
kg, and 345 kg. Since all test mixes exceeded 30
MPa at 28-days, the lowest cement content mixes
were selected for field testing. Four test sections
placed at the CPATT test track allow monitoring of
in-service RCA pavements. Concrete containing
19 mm coarse RCA results in similar or improved
performance compared to non-RCA concrete.
31
Performance prediction and life cycle costs
at the Ohio Route 50 test pavement
Tallapragada, PK
Ioannides, AM
Road Materials and Pavement Design
Lavoisier
(Paris, France)
2008 / v9(n1) p7-30 / 17 refs
ISSN: 14680629
Application of mechanistic-based pavement
performance prediction equations and life
cycle costing to the Ohio Route 50 joint sealant
experiment is presented. Pavement system
characteristics as constructed are used as inputs,
along with observed distress data for calibration
of the predictive models. The relative cost
effectiveness of the joint sealants on the project
is determined. It is found that predicting the
performance of a pavement using observations
spanning over a small fraction of its design life
and a set of purely empirical/statistical algorithms
poses significant engineering interpretation
challenges. Nonetheless, the test pavement
may be expected to fail in transverse cracking
long before it exhibits objectionable extents
of spalling, or even before its riding quality
deteriorates below a tolerable level. Neither the
existence nor the type of sealant treatment used
is likely to influence the progression of cracking.
These findings are consistent with previous
mechanistic analyses, which attributed rapid
distress development to excessive slab length,
an unexpected flood, and various construction
issues.
32
Design and Construction of Concrete
Pavements with Recycled Curb and Gutter
and Sidewalk
Tighe, S
Fung, R
Michad, S
McCaughan, D
2008 Annual Conference and Exhibition of
the Transportation Association of Canada:
Transportation - a Key to a Sustainable Future
Transportation Association of Canada (TAC)
(2323 St. Laurent Boulevard, Ottawa, Ontario,
K1G 4K6, Canada)
2008 / 7p / 6 refs
ISBN: 9781551872579
The Recycled Concrete Aggregate (RCA) Concrete
Road was designed and constructed as a
partnership with the Centre for Pavement and
Transportation Technology located at the
University of Waterloo, Cement Association of
Canada (CAC), Natural Science and Engineering
Research Council (NSERC) of Canada and Region
of Waterloo, where the road is constructed. The
road includes three sections which contain 15
percent RCA, 30 percent RCA and 50 percent RCA
in the Jointed Plain Concrete Pavement (JPCP)
structure and as well a control section with 0
percent RCA or 100 percent Virgin Aggregate.
All RCA that has been incorporated into the road
came from demolished curb and gutter and
sidewalk from the Kitchener-Waterloo area. The
approximate age of the demolished concrete
varied from 30 years old to approximately 80
years old. Preliminary results show not only
the environmental benefits of recycling the
old demolished concrete but the preliminary
economic estimates of using RCA can provide a
savings as high as 60 percent. This project was
nominated for the TAC 2007 Sustainable Urban
Transportation Award.
Guidelines for Improving Full-Depth Repair
of PCC Pavements in Wisconsin
Titus-Glover, L
Darter, MI
Applied Research Associates, Incorporated
(ERES Division, 9030 Red Branch Road, Suite
210, Columbia, MD, 21045-, USA)
Wisconsin Department of Transportation
(Bureau of Highway Construction, 3502
Kinsman Boulevard, Madison, WI, 53704-, USA)
2008-03 / 58p / + refs
This document presents recommendations for
improving full-depth repair of Portland cement
concrete (PCC) pavements in Wisconsin. It is not
intended to be used as a standard by itself, but
rather as a supplement to current specifications
for PCC pavement repair throughout the state.
These recommendations were developed using
information available from existing Wisconsin
Depar tment of Transpor tation (WisDOT)
guidelines, research conducted or sponsored
by transportation agencies in Wisconsin, and
published national and regional literature
pertaining to the design, construction, and
field surveys of PCC pavement full-depth repair
projects in Wisconsin.
Characterization of Coefficient of Thermal
Expansion of Concrete Materials to Support
Implementation of Mechanistic-Empirical
Pavement Design Guide
Tran, NH
Hall, KD
James, M
Conference Title: Transportation Research
Board 87th Annual Meeting. Location:
Washington. Held: 20080113-20080117
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2008-00 / 17p / + refs
The new Mechanistic-Empirical Pavement Design
Guide (MEPDG) requires the coefficient of thermal
expansion (CTE) of concrete materials as a direct
input to determine critical pavement distresses.
The CTE can be determined using AASHTO TP
60. For this study, a CTE measuring device in
compliance with AASHTO TP 60 was acquired.
Three replicate specimens were prepared for
each of 24 concrete/cement paste mixtures
and tested at 7 and 28 days. The range of CTE
determined in this study was in agreement with
the range of values reported by other studies,
and the variability of test results was favorably
comparable. Analysis of Variance (ANOVA) and
sensitivity analyses were performed to evaluate
the influence of mixture properties on the CTE
and the effect of using Level 1 and 3 CTE inputs
on pavement performance predictions. It was
concluded that the type of coarse aggregate
used in PCC mixtures significantly influenced
the CTE and pavement performance predictions.
The proportion of coarse aggregates in the
PCC mixture could significantly affect the CTE
depending upon the type of aggregates used in
the mixture. In addition, recommendations for
Level 3 CTE input can be used for PCC mixtures
with limestones and sandstones. However, CTE
recommendations for PCC mixtures with gravels
were not available for comparisons. It was
recommended that a future CTE testing program
for supporting implementation of the MEPDG
include primary local aggregate types and CTE
recommendations for Level 3 CTE input in the
design software be updated to include more
aggregate types, especially gravels.
Developing a Simple and Rapid Test for
Monitoring the Heat Evolution of Concrete
Mixtures for Both Laboratory and Field
Applications-Phase III
Wang, K
Grove, J
Ruiz, JM
Rasmussen, R
GE, Z
Hu, J
Iowa State University, Ames
(Center for Transportation Research and
Education, Ames, IA, 50010, USA)
FHWA (Federal Highway Administration)
(Turner Fairbank Highway Research Center,
6300 Georgetown Pike, McLean, VA, 22101,
USA)
2008-04 / 188p / + refs
The objective of this research project is to identify,
develop, and evaluate a simple, economical, and
reliable calorimetry device and test method
for monitoring heat evolution of pavement
concrete. The project contains three phases:
phase I - identifying user needs for calorimeter
tests, phase II - identifying potential calorimeter
devices and developing test procedures, and
phase III - verifying the test procedures and the
potential applications of calorimetry in field. In
33
this report, the work done in phases I and II is
briefly summarized and the study of phase III
is presented. The phase III study includes three
parts: (1) field calorimetry tests, (2) lab tests
for the field materials, and (3) implementation
of calorimetry into pavement performance
prediction. The field tests were conducted
at three selected sites: US 71 (Atlantic, Iowa),
Highway 95 (Alma Center, Wisconsin), and US
63 bypass (Ottumwa, Iowa). A simple isothermal
calorimetry and two semi-adiabatic calorimetry
(AdiaCal and IQ drum) tests were conducted at
these sites. The general concrete, such as slump,
air content, unit weight, placement temperature,
ASTM C403 set time, and pavement properties,
such as subbase temperature and sawing time
were also measured. In the lab tests of the field
materials, nine robust mixes for each field sites,
with different variations in water reducer and/
or fly ash dosages were developed. AdiaCal and
isothermal calorimeter tests were performed
for each of the robust mixes. IQ drum and ASTM
C403 set time tests were conducted for selected
mixes. To implement the calorimetry test results
into concrete performance prediction, the HIgh
PERformance PAVing (HIPERPAV) computer
program was modified, the calculated hydration
curve parameters from selected calorimetry
tests were used as inputs for the modified
HIPERPAV program, and the temperature
developments of in-situ pavements were then
predicted. The phase II test results confirmed
the major findings drown in the phase II study.
The results indicate that both the AdiaCal and
semi-adiabatic calorimetry tests can provide
valuable information on concrete performance.
AdiaCal calorimetry is particularly good for field
concrete set time prediction, and it is sensitive to
the sample temperature. Isothermal calorimetry
can provide users more detailed information on
cement hydration and provide more consistent
test results. The thermal set times obtained from
both the AdiaCal and isothermal calorimetry tests
are closely related to those measured for the
ASTM C403 tests. Using the calorimetry test curve
as inputs for the HIPERPAV computer program,
in-situ concrete pavement temperatures can be
predicted adequately.
34
Task 6: Material Thermal Input for Iowa
Materials
Wang, K
Hu, J
Ge, Z
Iowa State University, Ames
(Center for Transportation Research and
Education, Ames, IA, 50010, USA)
Iowa Department of Transportation
(800 Lincoln Way, Ames, IA, 50010, USA)
2008-02 / 45p / + refs
The present research project was designed
to determine thermal properties, such as
coefficient of thermal expansion (CTE) and
thermal conductivity, of Iowa concrete pavement
materials. These properties are required as input
values by the Mechanistic-Empirical Pavement
Design Guide (MEPDG). In this project, a
literature review was conducted to determine
the factors that affect thermal properties of
concrete and the existing prediction equations
for CTE and thermal conductivity of concrete.
CTE tests were performed on various lab and
field samples of Portland cement concrete (PCC)
at the Iowa Department of Transportation and
Iowa State University. The variations due to
the test procedure, the equipment used, and
the consistency of field batch materials were
evaluated. The test results showed that the
CTE variations due to test procedure and batch
consistency were less than 5%, and the variation
due to the different equipment was less than
15%. Concrete CTE values were significantly
affected by different types of coarse aggregate.
The CTE values of Iowa concrete made with
limestone + gravel, quar tzite, dolomite,
limestone + dolomite, and limestone were
7.27, 6.86, 6.68, 5.83, and 5.69 microstrain/
degrees F (13.08, 12.35, 12.03, 10.50, and 10.25
microstrain/degrees C), respectively, which
were all higher than the default value of 5.50
microstrain/degrees F in the MEPDG program.
The thermal conductivity of a typical Iowa PCC
mix and an asphalt cement concrete (ACC)
mix (both with limestone as coarse aggregate)
were tested at Concrete Technology Laboratory
in Skokie, Illinois. The thermal conductivity
was 0.77 Btu/hr•ft•degrees F (1.33 W/m•K)
for PCC and 1.21 Btu/hr•ft•degrees F (2.09
W/m•K) for ACC, which are different from the
default values (1.25 Btu/hr•ft•degrees F or 2.16
W/m•K for PCC and 0.67 Btu/hr•ft•degrees
F or 1.16 W/m•K for ACC) in the MEPDG
program. The investigations onto the CTE of
ACC and the effects of concrete materials
(such as cementitious material and aggregate
types) and mix propor tions on concrete
thermal conductivity are recommended to be
considered in future studies.
The concrete option
Woof, M
World Highways/Routes Du Monde
Route One Publishing Ltd
(Azalea Drive, Swanley, Kent, BR8 8JR, United
Kingdom)
2008-09 / p51-53 / 0 refs
Concrete highway construction techniques and
technology continues to evolve. The recent
increases in oil costs, leading to asphalt prices
rising noticeably and faster than those for
concrete, has spurred renewed discussion over
which construction technique now offers the
best long term solution for road building. The
issues of ride quality, skid resistance (particularly
in the wet) and road noise are hot topics in the
debate over the choice of asphalt or concrete for
road construction. This article describes some of
the machinery being made available as concrete
highway construction technology continues to
improve.
Evaluation of Concrete Pavements Surface
Friction Using LTPP Data: Preliminary
Analysis and Texture Performance Models
Ahammed, AM
Tighe, SL
Conference Title: Transportation Research
Board 86th Annual Meeting. Location:
Washington. Held: 20070121-20070125
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2007-00 / 16p / + refs
Providing cost-effective, safe and smooth
pavement surface is a priority for transportation
agencies. The major challenge, however, is to
provide a sustainable surface skid resistance for
economy and preservation of superior safety, yet
smooth enough for quiet and comfortable ride.
Some advancement in smoothness indices and
texturing methods has occurred as part of this
balancing act between the pavement smoothness
and surface friction. However, the sustainability
issue of different surface textures has not yet
fully addressed. There is also a need to develop
comprehensive models that predict the short-
and long-term performances of different surface
textures. This paper addresses the performance
of concrete pavement surface textures using the
Federal Highway Administration (FHWA) Long
Term Pavement Performance Program (LTPP)
data in GPS 3, 4 and 5. The analysis shows that
tined/grooved textures maintain consistently
higher skid resistance over time and concrete
pavements surface friction is insensitive to
ambient condition. Cumulative traffic passes
was more sensitive to frictional performance
than the cumulative axle loads. Two alternative
models have also been successfully developed
for prediction of concrete pavements long-term
skid resistance as a function of texture type,
cumulative traffic passes, speed, and concrete
compressive strength. These models were shown
to be statistically significant at 95% confidence
levels with reasonable prediction accuracy.
Verwendung von CEM II- und CEM III-
Zementen in Fahrbahndeckenbeton:
Erfahrungsbericht / The use of CEM II- and
CEM III-cements in concrete pavements -
experiences
Bilgeri, P
Eickschen, E
Felsch, K
Klaus, I
Vogel, P
Rendchen, K
Strasse und Autobahn
2007 / v58 (n2) p61-8 / 30 refs
ISSN: 0039-2162
Concrete pavements under traffic belong to some
of the most exposed concrete components. High
specifications concerning road construction,
concrete and the constituants, especially the
cement are required. Concrete pavements are
produced traditionally with ordinary Portland
cement 32,5 R. The also admitted CEM II- or
CEM III-cements did not become accepted,
although the durability of more than 50 years
old concrete pavements containing Portland-slag
cement was demonstrated. The report describes
and compares the properties of pavement
concrete produced with CEM II- or CEM III-
cement containig slag with concrete produced
with ordinary Portland cement. The experiences
show that pavement concrete containing CEM
II- or CEM III-cements can be produced with
the required durability. Preconditions are an
35
accurate road construction and a sufficient and
effective sealing of the pavement concrete. The
use of CEM II- or CEM III-cement with strength
42,5 is recommended. (A)
Sustainable Precast Concrete Pavement
Chang, L
Chen, Y
Conference Title: Transportation Research
Board 86th Annual Meeting. Location:
Washington. Held: 20070121-20070125
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2007-00 / 13p / + refs
The idea of sustainable development has been
brought up by World Council of Environmental
Development (WCED) since 1983. With the
increasing population and automobiles, the need
of the sustainable infrastructure construction is
undeniable. The most beneficial infrastructure
for the public may be the sustainable highways
which are not only the most frequently used but
also the most cost effective. Moreover, with the
faster distortion of the pavements nowadays, the
closure for pavement maintenance applications,
overlays or even construct new pavements
constantly cause traffic congestions. They may
increase accidents, user costs, fuel consumptions
and environmental pollution. To minimize the
effects of traffic congestions and increase the
sustainability of the new highways, a method
with the speedy pavement construction and
lower user impact cost is needed. This paper
introduces Precast Concrete Pavement (PCP)
methods to sustain pavement construction.
The state-of-the-art of the PCP methods lately
developed in United States such as Precast
Prestressed Concrete Pavement (PPCP) method is
used in Texas and California; Super-slab method
in New York were reviewed and compared. Their
design concepts, field installation procedures,
merits, defects, costs and applications were
evaluated. With all the comparative advantages
and disadvantages, it can be concluded that
PCP is comparatively sustainable. It is inevitable
that PCP will be a vital option for roadway
construction in the near future.
36
Nondestructive In-Place Strength Profiling
of Concrete Pavements by Resonance Search
Technique
Cho, M
Joh, S
Kwon, S
Kang, T
Conference Title: Transportation Research
Board 86th Annual Meeting. Location:
Washington. Held: 20070121-20070125
Transportation Research Board (TRB)
(2101 Constitution Avenue NW, Washington,
DC, 20418, USA)
2007-00 / 20p / + refs
Compressive strength of concrete is one of
the important parameters in quality assurance
of a new concrete pavement and also in the
evaluation of existing concrete pavements.
A reliable in-place test technique for the
assessment of concrete strength is required
for both quality assurance of new concrete
pavements and structural-integrity assessment
of existing pavements. In this paper, a reliable
and practical procedure is proposed to evaluate
strength variation of concrete pavements with
depth. The proposed procedure first evaluates
shear-wave velocity profile of a pavement by a
new seismic method called the resonance search
(RS) technique and then converts the shear-wave
velocity profile to strength profile, using the
relationship between shear-wave velocity and
compressive strength. The proposed procedure
has two significances in methodology: the use
of shear waves and the refined determination
of pavement thickness. Unlike compression
waves, shear waves are not influenced by
mode conversion, confinement effects and
dimension ratio effects which induce the change
of propagation velocity. Also the proposed
procedure is powered with the RS technique
to determine pavement thickness. The RS
technique, based on forward modeling of wave
propagation, improves accuracy in thickness
evaluation significantly. Field applications
were made at airport apron and two express
highways to prove reliability and feasibility of
the proposed procedure. In the field applications,
the relationships between shear-wave velocity
and compressive strength were established from
drilled cores. Using the site-specific relationship,
compressive strengths of other sections could be
estimated from shear-wave velocities evaluated
by the RS technique.
Unbonded Concrete Overlays for the surveys every year on the interstate system. A
Rehabilitation of Continuously Reinforced group of four pavement coordinators from the
Concrete Pavement Pavement Management Unit are responsible
for the interstate surveys. On jointed concrete
Corley-Lay, JB pavements, a sample of 39 to 41 slabs (1/10th
mile) is used for each mile; 100% coverage is used
Conference Title: Transportation Research for CRC. Construction of the unbonded overlays
Board 86th Annual Meeting. Location: resulted in a dramatic “bump” of the Pavement
Washington. Held: 20070121-20070125 Condition Ratings (PCR). The rate of decline of the
Transportation Research Board (TRB) PCR is about 1 point per year based on 5 surveys.
(2101 Constitution Avenue NW, Washington, Most of the decline in PCR to date is associated
DC, 20418, USA) with damage to the joint seals. In all except the
2007-00 / 14p / + refs first section of unbonded overlay constructed
on I-85, IRI was equal to or better than pre-
North Carolina constructed continuously overlay values. The Division reports a reduction
reinforced concrete pavement (CRC) between in maintenance costs from per year to per year.
1968 and 1978, with almost all sections located
on interstate highways. Thickness of the CRC
pavement was reduced from 9 inches (the
standard thickness of jointed concrete pavement
at that time) to 8 inches to offset the cost of
the steel reinforcement. In some sections of
CRC, the transverse steel was either reduced or
eliminated, again to make the cost comparable
to jointed concrete. Traffic, and particularly
heavy truck traffic, increased rapidly and
pavement distresses developed. In addition to
punchouts, longitudinal cracking was observed
in sections where transverse steel was reduced
or omitted. Selection of a rehabilitation option
required a treatment that would minimize
the risk of uncovering weak subgrade, while
maintaining traffic on the 4-lane divided
highways. To date, two interstates have had a
total of 5 sections of unbonded overlay. This
paper outlines North Carolina Department
of Transportation’s (NCDOTs) experience in
selection, construction and performance of
unbonded concrete overlays, highlighting the
three sections on I-85. Selection criteria include
an evaluation of bridge clearances, the number
of mainline structures, the need for horizontal or
vertical grade changes to meet current interstate
standards, traffic control considerations, and the
depth of embankments. The unbonded overlay
raises the grade by about 12 or more inches. As
a result, costs must be included to reconstruct
shoulders, pave ramps, reset guardrail and
for pavement removal to meet structures and
maintain clearances if near minimum levels.
Drainage proved to be an issue on the first
project where the bonded overlay was being
constructed on one lane while traffic was being
maintained on the adjacent lane. Water would
back up across the travel lane on the uphill side
of superelevations. We solved the problem by
changing from a surface course to an asphalt
stabilized drainable layer for the separator layer.
North Carolina performs pavement condition
37
 CURRENT TOPICS IN TRANSPORT – RECENT TITLES
THEME 1: TRANSPORT PLANNING & ENVIRONMENT

CT 1.5 Traffic calming – update (06–08) £30

4.2 Bus deregulation – update (95–99) £30
5.5 Vehicle emissions and pollution – update (08–09) £30
6.5 Traffic signal control – update (06–08) £30
8.4 Congestion – update (06–07) £30
15.4 Planning for pedestrians and cyclists – update (07–09) £30
16.5 Land use and transport planning – update (06–09) £30
18.3 Privatisation in transport – update (05–08) £30
20.3 Roads and the environment – update (07–09) £30
21.5 Noise and vibration from traffic – update (08–09) £30
22.4 Transport for the disabled and elderly – update (04–07) £30
23.3 Electric and hybrid vehicles – update (04–07) £30
24.5 High speed rail – update (05–08) £30
50.2 Transport: pollution and health – update (00–04) £30
51.3 Shopping centres and transport – update (04–08) £30
52.4 Environmental impact assessment studies – update (07–09) £30
53.3 LRT and rapid transit systems – update (03–05) £30
54.3 Lorries and the environment – update (02–05) £30
55.3 Transport of hazardous goods – update (05–09) £30
56.3 Fuel consumption and alternative fuels – update (05–07) £30
57.3 Transport in developing countries: Public transport – update (01–05) £30
81.3 Sustainability in transport – update (06–08) £30
85.3 Traffic modelling – update (06–07) £30
88.3 Private funding of transport infrastructure – update (05–07) £30
90.4 Intermodal freight transport – update (04–07) £30
95.2 Traffic de/generation – update (01–05) £30
101.2 Road accident costs – update (01–06) £30
106.3 Transport policies in the EU – update (03–06) £30
108.3 Rail privatisation – update (04–08) £30
110.2 Journey to work – update (00–01) £30
111.2 Taxi and paratransit – update (01–05) £30
112.3 Car ownership – update (07–09) £30
113.2 Intermodal passenger transport – update (00–06) £30
115.1 Airport access (road/rail) – update (01–04) £30
116.2 Town centres and traffic management – update (03–06) £30
117.2 UK transport policy – update (03–06) £30
118.3 Transport in London – update (07–09) £30
122.2 Junction and roundabout design – update (03–07) £30
126.2 Parking in urban areas – update (05–08) £30
127.1 Vehicle operating costs – update (01–04) £30
131.2 Transport in developing countries: planning & investment – update (03–05) £30
132.3 Integrated transport planning – update (04–07) £30
134.3 Freight transport logistics – update (08–09) £30
135.2 Transport demand and modal shift – update (04–07) £30
139.2 Local transport planning – update (07–08) £30
141.2 Junction delay and safety – update (05–08) £30
142.2 Car usage reduction methods – update (03–06) £30
143.2 Managed vehicle lanes – update (03–08) £30
144 Transport modelling (94–00) £30
147 Rural transport in developed countries (98–02) £30
149.1 Bus service improvement – update (04–08) £30
151.1 Transport and social inclusion (08–09) £30
157 Transport planning for exceptional events (01–06) £30
159 Transport and climate change (04–07) £30
 THEME 2: ELECTRONICS & COMMUNICATIONS IN TRANSPORT

CT 19.5 Bus priority measures – update (05–08) £30

25.7 Road pricing – update (08–09) £30
27.6 Transport telematics – update (05–07) £30
28.5 GIS in transport – update (05–07) £30
29.6 Electronic route guidance – update (06–08) £30
30.5 Parking systems technology – update (05–07) £30
31.6 Passenger information technology – update (07–09) £30
32.5 Video in traffic management – update (07–09) £30
58.6 Driver information systems – update (07–09) £30
59.6 Urban traffic control – update (06–08) £30
60.6 Vehicle location and identification – update (06–09) £30
61.4 Smart technology in transport – update (05–06) £30
64.5 Variable message signs – update (06–08) £30
96.4 Collision avoidance systems – update (04–07) £30
103.4 Intelligent transport systems (ITS) – update (06–07) £30
109.3 Vehicle communication and vehicle-highway communication – update (06–08) £30
120.4 Traffic monitoring and incident detection – update (06–08) £30
146.2 Transport information and the Internet – update (02–06) £30
148.1 Law enforcement and legal aspects of intelligent transport systems (02–07) £30
150.1 Marketing and acceptance of intelligent transport systems – update (03–06) £30
152.1 Intelligent transport systems and winter conditions (04–08) £30
153 Railway signalling technology (00–04) £30
154.1 Intelligent transport systems and environment protection (04–09) £30
155.1 ITS-driver interfaces – update (2004–2008) £30
162 Intelligent speed management (06–09) £30

THEME 3: CIVIL ENGINEERING

CT 3.6 Bridge maintenance – update (08–09) £30

10.5 Low cost / low volume roads – update (04–08) £30
13.2 Alkali-silica reaction in concrete – update (00–05) £30
34.5 Streetworks management and safety – update (06–09) £30
35.5 Winter maintenance – update (06–09) £30
36.4 Recycling of road materials – update (04–07) £30
37.5 Geotextiles in civil engineering – update (05–08) £30
38.3 Bridge design and construction – update (07–08) £30
40.5 Bituminous road design and construction – update (05–07) £30
41.5 Concrete road design and construction – update (07–09) £30
65.5 Reinforced earth – update (06–09) £30
66.3 Steel corrosion in reinforced concrete – update (04–06) £30
67.4 Road surface noise – update (05–07) £30
68.4 Deterioration of road surfaces – update (03–07) £30
69.4 Embankments & earthworks: design & construction – update (06–08) £30
70.4 Site investigation – update (06–09) £30
71.3 Design and construction of tunnels – update (07–09) £30
72.3 Tunnel lighting and ventilation – update (03–07) £30
75.5 Safety barriers – update (05–08) £30
82.5 Pavement management systems – update (06–08) £30
89.4 Aggregates in road construction – update (06–08) £30
92.4 Highway drainage and construction – update (06–09) £30
98.2 Amenity paving (including concrete block paving) – update (99–03) £30
105.4 Soil mechanics / settlement studies – update (07–09) £30
119.2 Bituminous binders and mix design – update (06–08) £30
121.3 Non destructive testing – update (04–07) £30
125.3 Fibre reinforced concrete – update (05–08) £30
128.2 Bridge assessment and testing – update (05–07) £30
 130.2 Rubber in bituminous pavements – update (01–04) £30
133.2 Transport in developing countries: road design and construction – update (02–07) £30
136.3 Road surfacing treatments – update (05–08) £30
137.2 Transport in developing countries: bridges and tunnels – design and £30
construction – update (02–07)
145.3 Sustainable development – update (07–09) £30
156 Multi storey parking garages (02–04) £30
161 Carriageway marking (06–09) £30

THEME 4: TRANSPORT SAFETY

CT 2.5 Cycling safety – update (07–09) £30

9.6 Seat belts and in-car safety – update (08–09) £30
12.2 Road accidents – weather and seasonal aspects – update (01–05) £30
42.4 Alcohol, drugs and driving – update (05–07) £30
43.5 Accident prevention measures – update (05–08) £30
44.4 In-car safety: children – update (04–07) £30
45.5 Child safety on the road – update (04–07) £30
46.3 Accident blackspots – update (06–10) £30
47.4 Pedestrian accident studies – update (03–06) £30
48.4 Crashworthiness: vehicle structure & safety – update (05–07) £30
49.4 Motorcycle safety – update (04–07) £30
73.4 Air bag safety systems – update (03–05) £30
74.3 ABS braking systems – update (01–05) £30
76.4 Elderly drivers – update (04–07) £30
77.3 Driver training – update (02–05) £30
78.3 Road safety education – update (04–08) £30
79.3 Driver fatigue – update (04–07) £30
80.3 Driver behaviour – update (04–06) £30
83.3 Safety helmets (cycle and motorcycle) – update (04–08) £30
84.4 Speed and road accidents – update (06–08) £30
87.3 Bus, coach and minibus safety – update (04–06) £30
91.3 Causes of road traffic accidents – update (06–09) £30
93.3 Engine design (materials, fuel, emissions) – update (07–09) £30
94.3 Street lighting and vehicle lighting – update (04–07) £30
97.2 Injuries from traffic accidents – update (03–06) £30
99.3 Side impact vehicle protection – update (05–08) £30
100.3 Vehicle tyres – design and safety – update (05–07) £30
102.3 Rollover accident studies – update (05–08) £30
104.2 Vehicle design for the disabled – update (00–06) £30
107.3 Road safety publicity campaigns – update (04–06) £30
123.3 Driver risk perception – update (05–09) £30
138.3 Railway safety – update (07–09) £30
140.3 Highway safety auditing – update (05–09) £30
158.1 Transport terrorism and vandalism – update (05–08) £30
160 Accident statistics and modelling (05–08) £30

(Prices current at 9 April 2010)

This list shows recent and forthcoming titles. A complete list of all titles from 1992 is available on
request.
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1 Review of Transport Research (SDI - Current Awareness Service)

More than 750 new abstracts are added to the TRL database every month - not always
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Current Topics in Transport

A selection of abstracts added to the TRL Library database during a specified period, published in
four subject themes: Transport Planning & Environment; Electronics & Communications in Transport;
Civil Engineering; Transport Safety.
over 75 abstracts of reports, conference papers, books and journal articles which focus on the
design, construction, modelling, testing, evaluation and repair of concrete pavements. Amongst the
specific subjects included are abstracts on noise reduction trials, control of cracking and spalling,
use of recycled products and specifications for concrete pavement design.
Other Current Topics published in the Civil Engineering theme

CT3.6 Bridge maintenance - update (08-09)

CT 35.5 Winter maintenance - update (06-09)

CT 65.5 Reinforced earth - update (06-09)

CT 70.4 Site investigation - update (06-09)

CT 71.3 Design and construction of tunnels - update (07-09)

CT161 Carriageway marking (06-09)

Price: £30
ISSN 1464-1380
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