CURRENT DEVELOPMENTS IN DESIGN AND CONSTRUCTION

OF CONCRETE PAVEMENTS IN THE USA

Ernest J. Barenberg

Professor Emeritus, University of Illinois at Urbana-Champaign

ABSTRACT

Approximately two decades ago the FHWA funded a research program known as the
SHRP program. Research funded under this program was predominately for flexible
pavement. Recently, the FHWA has been funding significant research on concrete
pavements. The support from FHWA has also encouraged other agencies and industry to
increase their funding for research on concrete pavements.

This paper examines the primary sources of funding for research on concrete pavements,
and efforts currently being made to improve the performance of concrete pavements. The
paper discusses results from some recently completed research projects, discusses some
of the more significant projects in progress, and outlines future plans for research on
concrete pavements.

1. INTRODUCTION

There are several sources of funds for research on concrete pavements in the United
States. The primary sources are: 1) AASHTO through the NCHRP: 2) The Federal
Highway Administration (FHWA): 3) individual State Departments of Transportation; and 4)
industry. By far the largest amount of money comes from the FHWA. This paper
summarizes some of the major efforts being put forth by these organizations and industry.

It should be recognized that most of the major highway network in the United States has
been completed. Thus, much of the research efforts are going to methods for rehabilitating
or modifying existing pavements. In many instances, this creates special problems as the
level of traffic on some roadways is so great as to cause major traffic tie ups when lanes
are taken out of service for maintenance and/or repairs. This necessitates that repair and
maintenance activities be undertakes only during times of low traffic volume, such as over
weekends or overnights.

2. AASHTO AND NCHRP

The primary effort in concrete pavements during the past several years has been the
development and calibration of a mechanistic/empirical design procedure for both jointed
(JCP) and continuously reinforced concrete (CRC) pavements (NCHRP Project 01-37A)
(Note that the design procedure includes both concrete and asphalt pavements). The
primary design procedure, with revisions, has been completed and an independent review
of the procedure has been completed (NCHRP Project 10-40A). Based on results from the
independent review, some additional recommended revisions are now being completed,
and software and CD-ROMs with the design procedure are being readied for distribution.
Technical assistance for local calibration of the design procedure is being provided through

Proceedings of the International Conference on Concrete Roads (ICCR2007) 16 – 17 August 2007

ISBN Number: 978-1-920017-31-6 Midrand, South Africa
Produced by: Document Transformation Technologies cc Conference organised by: Cement and Concrete Institute
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AASHTO and the NCHRP. Information on these projects can be found by going to
GOOGLE typing in NCHRP.

3. FHWA

The Concrete Pavement Technology Program (CPTP) is funded by the FHWA. The CPTP
is an integrated effort to improve the long term performance and cost-effectiveness of
concrete pavements. This will be accomplished by implementing improved methods of
design, construction and rehabilitation, and by developing and implementing new
technologies related to concrete pavements. It was created with funding from Highway
Legislation, TEA-21, the Transportation Equity Act for the 21st Century. CPTP was
developed as a partnership between FHWA, State DOT’s, Industry, and Academia.

The CPTP operates within FHWA’s Infrastructure Office of Pavement Technology. Program
oversight is provided by two Expert Task Groups (ETGs) that meet with FHWA’s
Technology Transfer Contractor (CTL Group) and FHWA twice each year. The Engineering
ETG is made up of members from the State DOT pavement and Materials Offices, from
industry, and from academia. The Executive ETG is made up primarily of representatives
chosen from State DOT Chief Engineers. For more information on CPTP contact Peter
Stephanos, Director. His email is peter.stephanos@dot.gov .

The objectives of Task 65 of the CPTP are technology transfer, deployment and delivery.

The primary goals of CPTP are to:

• Reduce user delays

• Improve safety
• Reduce costs
• Improve performance, and
• Foster innovation.

Focus areas for the CPTP include:

• Advanced designs
• Optimized materials
• Improved construction techniques
• Rapid repair and rehabilitation of existing pavements, and
• User satisfaction.

The CPTP has produced a number of products including:

• Guidelines and Technical Briefs

• Test protocols and draft specifications
• Non-destructive testing equipment and test procedures
• A number of workshops and conferences
• Computer software/ reports/and videos, and
• Sponsorship of demonstration projects.

One of the demonstration projects involved the use of pre-cast post-tensioned concrete
slabs for rehabilitation and reconstruction of existing concrete pavement segments. More
will be said on this in the segment devoted to a discussion on the AASHTO Technology
Implementation Group (TIG) on the use of pre-cast pavements.

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One of the efforts funded under the CPTP is “A Long Term Plan for Concrete Pavement
Research and Technology, usually referred to as The CP Road Map (Task 15). Task 15
was awarded to the National Concrete Pavement Technology Center at Iowa State
University; Tom Cackler, Director. This is often referred to as the Concrete Pavement
Tech Center. The Concrete Pavement Tech Center has two primary functions, namely to
develop a long term plan for research on concrete pavements, usually referred to as the
Road Map for Concrete Pavement Research, and to establish teams to oversee and
direct research activities established by the Road Map. More information on this effort can
be obtained by contacting peter.kopac@fhwa.dot.gov or tcackler@iastate.edu.

A total of 12 research tracks have been developed under the CP Road Map (1). These are:

1. Performance-Based Mix Design and Analysis (MDA) System

2. Performance-Based Design Guide
3. High-Speed NDT and Intelligent Construction Systems
4. Optimized Surface Characteristics
5. Equipment Automation and Advancement
6. Innovative Joints
7. High Speed Rehabilitation and Construction
8. Long Life Concrete Pavements
9. Accelerated and Long Term Data Collection
10. Pavement Performance
11. Business systems and Economics, and
12. Advanced Materials.

Many research projects (literally hundreds) have been identified under these tracks and
several contracts awarded and some completed. Obviously space and time does not
permit discussion of all the projects here but a few areas will be highlighted and presented.
An electronic version of the two-volume CP Road Map can be obtained from the FHWA
web site at www.tfhrc.gov. The two volume version includes project statements for the
various research projects and an estimate of the research dollars needed for each sub-
track (2). Additional sub-tracks and project statements will be added as needs are
identified.

Projects in progress or completed to date include projects under the tracks “Optimized
Surface Characteristics”, “Performance-based Mix Design and Analysis Systems”,
“Concrete Overlay Program”, as well as a few projects from various other tracks. The
projects are described in a Project Booklet (2) available on the web at
www.cptechcenter.org . A few of the more interesting projects, either recently completed or
in progress, are discussed below.

4. OPTIMIZED SURFACE CHARACTERISTICS

4.1 Concrete Pavement Surface Characteristics

One study receiving considerable interest from the concrete paving industry is concrete
pavement surface characteristics. This has taken a particular importance as many feel that
asphalt pavement surfaces are quieter than concrete pavement surfaces. In the needs and
objectives statement for this project it is pointed out that the traveling public has come to
expect smoother, quieter, and better surface-drained pavements without compromising
safety. The surface characteristics to be studied include texture, noise, friction,
splash/spray, rolling resistance, reflectivity/luminance, and smoothness. This study is
scheduled to be completed by 2010. Findings-to-date indicate:

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• The noisiest pavements include many transverse-tined pavements that should be
removed by diamond grinding or by an overlay.
• The mid-level noise zone includes conventional surfaces (drag textures, longitudinal
tinning, diamond grinding) that balance noise, friction, and smoothness.
• The lowest noise levels does not currently contain any consistently built concrete
pavements but represent innovative solutions for future consideration such as pervious
concrete and exposed aggregate concrete pavement surfaces.

4.2 Two-lift Concrete Pavements to Meet Public Needs

Availability of adequate quality aggregates in some regions, and the needs for special
aggregates to obtain the desired pavement surface characteristics, have created a need to
re-examine the two lift construction of concrete pavements. The objective of this study was
to review two-lift paving experience and assess the challenges that restrain the use of this
technique. This study was completed in 2004. Findings and conclusions from this study
are:

• The construction costs for two-lift pavements are about double those of concrete
pavements constructed using a standard one-lift technique.
• If a contractor can use less expensive aggregate in the thick lower lift, the savings
might be enough to offset part or all of the additional costs of two-lift paving.
• Some of the additional costs may also be reduced with advances in two-lift paving
equipment and techniques.

Some products and benefits claimed from this study are:

• Two-lift paving will help some agencies consume growing recycled asphalt stockpiles,
which could reduce overall costs while benefiting the environment.
• Two-lift paving has the potential to meet emerging surface characteristics needs by
providing a high-quality and durable surface. Wear resistance can be improved by
using higher quality aggregate in the upper lift.

Several two-lift demonstration projects are planned for late 2007 and 2008 in the US.
Technology for these demonstrations is based on established European procedures.

5. PERFORMANCE-BASED CONCRETE PAVEMENT MIX DESIGN SYSTEM

5.1 Material and Construction Optimization for Prevention of Premature Pavement Distress
in concrete Pavements
The objective of this study is to evaluate conventional and new technologies and
procedures for testing concrete pavements and concrete materials in order to prevent
material and construction problems that could lead to premature concrete pavement
distress. This study is scheduled for completion in 2007. Finding to date from this study
are:

• An insulated container can be used to determine the early stiffening of cement and fly
ash in the heat evolution quick test, or coffee cup test. This test shows promise of
providing information to the contractor and agency about changes in cementitious
materials.
• The flow table test can be used to determine the early stiffening of mortar. Mortar flow
may be an indication of water/cement ratio and workability/placeability properties.
• Heat signature (calorimetry) testing has the potential to provide important feedback
regarding material changes and strength gain properties in the field. Heat signature
testing should be implemented at the mix design and mix verification stage.

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• Maturity testing should be implemented for all projects to nondestructively determine
pavement strength and decide when to open to traffic.
• The air void analyzer (AVA) with isolation base provides an important method of
measuring the volume, size, and distribution of air voids in concrete in the field. With
this information, quality control adjustments in concrete batching can be made in real
time to improve the air void system and thus increase freeze-thaw durability.

The anticipated benefits from this study will result in recommended test procedures to
adequately characterize concrete materials, predict their interactions and monitor the
properties of concrete pavements.

5.2 Performance Properties of Ternary Mixtures for Concrete Pavements

The objective of this study is to determine how supplementary cementitious materials
(SCMs) and/or other blended cements can be used to improve the life cycle performance
and cost of concrete pavements and providing a solution to the cold weather issues that
are currently restricting the use of blended cements and SCMs. This study is scheduled for
completion in 2010.

To date the only significant finding is that numerous problems can occur when fly ash and
slag cement are not properly used as a cement replacement in concrete. The root issues
appear to be related to constructability, ambient weather problems, proportioning of
cementitious materials and materials variability problems.

5.3 Self-Consolidating Concrete Applications for Slip Form Paving

Over consolidation of concrete is often visible as longitudinal vibrator trails in the surface of
concrete pavements constructed using slip form paving. Over consolidation and
inconsistent consolidation leads to an inadequate and non-uniform air void system, thus
significantly reducing concrete freeze-thaw durability. The objective of this research was to
develop a new type of concrete that can self consolidate without vibration and hold its
shape right after slip-form paving.

This effort is scheduled for completion in 2012. Findings to date include:

• Well designed self consolidating mixtures used in slip-form paving can attain a
desirable balance between flowability and self-consolidation by tailoring concrete
materials and mix design.
• The new slip-form self-consolidating concrete will be workable enough for machine
placement, be self-compacting with minimum segregation, hold its shape after
extrusion from a slip-form paver, and have strength and set time comparable with
standard pavement concrete.

5.4 Mix Design Development for Pervious Concrete in Cold Weather Climates
Pervious concrete surfaces allow storm water to percolate through voids in the concrete.
This will greatly reduce surface runoff and reduce spray from trucks. Low strength values
and lack of freeze-thaw durability have limited the use of pervious concrete pavements.
The objective of this project was to develop a pervious concrete with freeze-thaw
resistance that possesses adequate compressive strength and permeability for pavement
applications.

This study was completed in February of 2006. The findings and conclusions from the
study are:

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• Well designed pervious concrete mixes can meet strength, permeability and freeze-
thaw resistance requirements for cold weather climates.
• Adding sand or latex to the mix increases strength and reduces permeability for both
river gravel and limestone aggregate types. Mixes having only sand have greater
strength increase than mixes containing both sand and latex. Mixes containing silica
fume have higher void ratios and lower strengths than other mixes.
• Freeze-thaw test results indicate that a mass loss of 15% represents the terminal
serviceability level acceptable for pavement surfaces. Mixes that contained sand, latex
or a mix of sand and latex showed better freeze-thaw resistance than baseline mixes
without these materials.

6. CONCRETE OVERLAY PROGRAM

6.1 Guide to Concrete Overlay Solutions

A significant portion of pavements in the United States are in need of some type of
rehabilitation. The most common method of rehabilitation is by overlaying the pavement
with asphalt. The paving community is in need of a comprehensive document to help
design, bid, and build concretes overlay. Many good technical documents are available,
but a need exists for one comprehensive guide that provides all the necessary information
and quick answers in a user-friendly format.

This effort was completed early in 2007. The outcome from this effort was a document
titled “Guide to Concrete Overlay Solutions.” The document includes descriptions of the
different types of concrete overlays, existing pavement evaluation, overlay design, pre-
resurfacing activities and, overlay construction procedures. This document is being
stocked and distributed by The American Concrete Paving Association (ACPA). The
address and contact points to obtain the document from the ACPA can be found in
Reference (3).

In addition to the development of the Overlay Guide, other projects such as composite
pavements, ultra thin white topping on brick streets, and widening of existing pavements
are discussed in the Project Booklet.

7. MISCELLANEOUS OTHER PROJECTS

7.1 Field Evaluation of Elliptical Fiber Reinforced Polymer (FRP) Dowel Performance
Steel dowels commonly used in transverse joints can corrode and cause the dowel
sockets to become oblong leading to chipping and spalling in the surrounding concrete.
The objective of this study was to evaluate elliptical-shaped FRP dowels as an alternative
to steel dowels.

This study was completed in June 2005, Findings from the study are:

• FRP dowel bars provide adequate load transfer across the joints.
• FRP dowels provide adequate rider comfort for vehicles crossing the joints.
• Faulting and joint opening measurements demonstrated that the joints with FRP
dowels operate properly.

7.2 In-Situ Detection Methods for Materials-Related Distress in Concrete Pavements.

Materials-related distress in concrete pavements includes concrete failures caused by the
material properties and their interaction with the environment. Effective methods are
needed for evaluation and quantifying the amount of distress of deterioration present in
existing pavements slabs. Petrographic examination of core sections is routinely used;

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however, this technique is time consuming and often opinion-based, and site selection
depends on observations of surface features. The objective of this study was to evaluate
non-destructive testing methods that can enhance the in-situ detection of materials-related
distress.

This study was completed in 2005. Findings from the study are:
• While both ground-penetrating radar (GPR) and visual inspection systems passed the
proof-of-concept trials, neither method can diagnose the presence of materials-related
distress. Instead, both techniques can detect the symptoms of materials-related
distress.
• High-frequency GPR antennas can detect subsurface distresses.
• Pavement profile scanner surveys show an excellent capability of detecting surface
cracking on pavement slabs.

7.3 Real-Time Pavement Thickness Measurement

The objective of this study was to identify and test innovative and efficient approaches to
quality assurance for concrete pavements. This study was completed in June of 2006.
Findings and conclusions from this study are:
• Two approaches are viable for measuring concrete pavement thickness during paving
operations: laser scanning and electromagnetic eddy current sensors.
• Laser scanning has proved to be reliable technique in terms of its ability to provide
virtual core thicknesses and its low variability.
• Electromagnetic sensors are more economical than laser scanning and can be
implemented in a handheld device or fixed behind the paver.
Products and benefits from this study are:
• A nondestructive evaluation (NDE) device that measures pavement thickness in real
time will eliminate the need to assess thickness by taking cores after the paving
process is complete and then patching the resulting holes. The device will also give the
contractor and agency personnel real time pavement thicknesses.
• Having real-time feedback on actual pavement thicknesses means the contractor does
not have to pave at a greater than specified thickness to ensure that specifications are
met. This will allow the use of less concrete to meet the specifications.
• Scanning lasers may be used to determine concrete yield quantities and may lead to
less deviation in the pavement surface.

More information on these devices can be obtained from the Concrete Pavement Tech
Center at Iowa State University (2).

8. USE OF PRE-CAST SLABS FOR RAPID PAVEMENT REHABILITATION

Full depth repairs range from patching type repairs, sometimes referred to as intermittent
repairs, to full scale replacement on curved alignments that have varying widths of slabs
and may contain super-elevations. Full-depth replacements are also needed under many
bridges and overpasses where height restrictions will not permit overlays over the existing
pavements. Also, many intersections and ramps do not have alternative routes and cannot
be closed for long enough periods of time to permit durable cast-in-place concrete
replacements.

Heavy traffic in some areas limits closure times to 5 to 8 hours in any time interval, usually
overnight. Repairs in such areas must be made with high quality materials and
workmanship so the slabs will not need to be replaced for long periods of time.

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The advantages of the pre-cast technology is that it allows repairs to be made during hours
when traffic volumes are low, the repairs can be done rapidly, and repairs are generally not
affected by weather conditions. Since the slabs are cast under controlled climatic
conditions in a factory type setting, the quality control for the concrete is vastly superior to
quality control for pavements cast in place under all weather conditions.

The technology for using pre-cast slabs has developed to a point where AASHTO has
funded a Technology Implementation Group (TIG) to encourage and assist in the
implementation of this approach to concrete pavement rehabilitation. The first TIG Meeting
was held near Schuylerville, New York, on September 6 and 7, 2006 (4). Some of the
findings from this meeting are presented below. Table 1 shows some of the Strengths,
Weaknesses, Opportunities and Threats (SWOT) of using pre-cast pavement slabs that
were developed during the September 6th and 7th TIG meeting.

Four different technologies have been developed that have significant installations to date
These technologies include:

• Pre-cast prestressed concrete panels; (Developed by Center for Transportation

Research, University of Texas at Austin with support from the FHWA) (5,6);
• Pre-cast panels for full depth repair with dowelled joints; (Developed at Michigan State
Univ. for Michigan DOT) (7,8);
• Uretek process; (Developed by Uretek) (9); and
• Super-Slab® System. (Developed by Fort Miller Group in New York) (10,11).

The last two systems listed above were developed by private companies and are
proprietary. A brief description of each method with advantages and disadvantages are
given below along with some typical installations.

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8.1 Pre-Cast Prestressed Concrete Panels (5,6)
Generally, panels 37 feet long to span two lanes of traffic plus a 10 foot shoulder on the
outside and a four foot shoulder on the inside are prestressed and hauled to the site. Each
panel, generally 10 feet long parallel to the pavement centerline, are placed on a prepared
asphalt or cement stabilized base. Up to 20 of the 10 foot panels are positioned on the
base and then post-tensioned together to form a pavement segment prestressed in both
directions.

Advantages of using the prestressed concrete are:

• Reduced tensile stress in the concrete;

• Reduction in slab thickness which minimizes hauling costs;
• Bridging small voids which will likely occur between the slab and the base;
• Rapid construction for installation during off traffic hours;
• Long term pavement performance.

A number of demonstration projects have been placed using these techniques including:

• A 2300 foot long demonstration section in Texas in 2002.

• A 250 foot long demonstration pavement in California in 2004. (31 panels were placed
on a lean concrete base. Panels were placed in two 8 hour shifts over two nights.
• A 1000 foot section was placed on I-57 in Missouri in 2005. (Details on the time for
placement are not available to the Author.)
• In Iowa, use of pre-cast post-tensioned slabs is scheduled as slab replacements at
bridge abutments to prevent bumps caused by slab settlement near the bridge
abutments.
• Additional projects are scheduled for Indiana and Texas in 2006 and 2007.

To date all of the pre-cast prestressed slabs have performed well and all are being
monitored for any distress.

A disadvantage of the prestressed slab approach is that the repair sections generally need
to be longer than individual slabs in the pavements and so are not suitable for the
intermittent type repairs. Also, no provision has been made for warped slabs and non-
uniformly shaped slabs such as can occur on super elevated curves and in ramp areas.
When using this technology, care must be taken to insure the base surface is flat and even
so there will not be large gaps between the slab and base.

8.2 Pre-Cast Panels for Full-Depth Repair (Michigan Method) (7,8)

In this method, pre-cast concrete panels, with dowels precisely aligned and placed in the
wheel path along both sides of the panel,are prepared, cured and stockpiled for use. After
removal of the deteriorated concrete, slots are cut in the remaining in-situ concrete to
receive the dowels from the pre-cast panels. The pre-cast panels are lowered on to the
carefully leveled bedding material. The slab can be leveled with high density polyurethane
foam, or left as is and later diamond ground to provide pavement surface smoothness and
the correct elevation. After the slabs are placed, the dowel slots are filled with rapid setting,
high strength grout.

Repairs have been placed at 4 sites using this method. According to Neeraj Bush (Ref. 7),
use of pre-cast panels provide an alternative to repairs using conventional PCC full depth
repairs. He lists the advantages of using pre-cast as:

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• Minimize curling;
• Uniformity in materials and construction;
• Improved material properties;
• Reduction in traffic delays;

Bush also indicates a need to avoid site conditions with special characteristics such as
slabs with super elevations and entrance or exit ramps.

8.3 Uretek Method (9)

In this method, pre-cast panels are placed on a prepared base in such a manner that the
top of the pre-cast slab is just below the level of the existing in-situ pavement surface. The
slabs are then leveled and brought to grade using high density polyurethane foam. After
the slab is leveled to grade, thin slots are cut into the pre-cast slabs and the existing
pavement concrete. A narrow proprietary strip is inserted into the slots and grouted into
place with an epoxy. This is referred to stitching the slab in place. A number of slabs were
placed using this technology by the Colorado Department of Transportation in 2005. These
slabs are being monitored for load transfer and performance.

8.4 Super-Slab System® (Fort Miller Group) (10,11)

8.4.1 General
The greatest number of pavement rehabilitation projects accomplished with pre-cast slabs
has been done using the Super-Slab® System. The patented Super-Slab® System is an
assemblage of pre-cast slabs, with methods for installation and materials for interlocking
them together to form an integrated pavement structure. The System is comprised of the
following;

• Constant thickness pre-cast slabs that are fabricated to length, width and thickness as
required with a tolerance of plus or minus 3 mm.
• Techniques for precision grading of the base layer to a similar tolerance.
• Interlocking dowels, tie bars and matching slots cast into the bottom of adjacent slabs.
• A method for installing non-shrink grout into the dowel and tie bar slots.
• A method for positively filling all voids under the slabs by means of a bedding grout
distribution system cast into the bottom of each slab.

8.4.2 Slab Size

While each pre-cast slab can be cast to any thickness, length and width, a number of
factors are considered when establishing slab dimensions. Freight costs are a significant
factor in the use of pre-cast slabs. Freight costs can be minimized if multiple slabs can be
hauled on each legal load. It is also important to keep in mind that multiple slabs of the
same exact dimensions are more economical to fabricate than slabs with many different
shapes and sizes.

8.4.3 Slabs of Varying Cross Slope (Warped Slabs)

Most slabs are cast as flat slabs. However, it is sometimes necessary to provide warped
slabs as shown in Figure 1, to accommodate the three dimensional geometry of the
existing pavement. With this in mind, warped slabs are can be fabricated with the following
provisions:

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• All warped slabs are constant thickness.
• Slabs are fabricated such that three corners form a plane. The forth corner is located
either above or below that plane by a predetermined amount.
• All sides of a warped plane are straight in both the vertical and horizontal planes.
• All cross sections of the slab taken at right angles to the long side of the slab are
straight line cross sections.

It is critical that the “x”, “y”, and “z” values for all four corners of the slab are taken from the
slab to be replaced, or from a digital model of the new slab surface, so the pre-cast slab
can be made to exactly match the intended istallation location. While each slab is
fabricated with four corners, many of the slabs will be non-rectangular and many will have
a shape to accommodate curvature in the pavement. Other configurations and alignments
may also be required for special locations such as intersections ramp areas.

Slabs fabricated in accordance with the foregoing will fit into their respective locations
provided the base surface is graded to match these same dimensions. This is explained
further in the section titled Base Preparation.

The Super-Slab® System can be made to fit any configuration as long as the exact “x”, “y”,
“z” values for all four corners are accurately determined.

8.4.4 Load Transfer Dowels and Tie Bars with Matching Inverted Dove-Tail Slots
Standard load transfer dowels are cast in the end of each slab at locations that match the
location of dove-tail slots cast in the bottom of the adjacent slabs as seen in Figure 2.
Similarly, tie bars can be cast in the slabs to match the slots in adjacent slabs. Figure 2
shows the alignment of the slots and dowels or tie bars during placement.

Two grout ports are cast in the top of each dove-tail slot for placement of the dowel grout
after the slabs are in place. A fast setting, non-shrink dowel grout is forced into one port
until it flows out of the second port. This completes the load transfer and/or ties between
adjacent slabs. Figure 3 shows a core taken through a dowel bar from a slab grouted in
place. It shows how the grout completely encompasses the dowel bar. Load transfer test
results, using the FWD device, show the dowels grouted in this manner are equal or
exceed the load transfer for dowels cast-in-place.

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 Figure 2

Figure 3

Dowel slots cast in the bottom of the slab have two advantages. First it keeps the dowel
grout away from the pavement surface, protecting it from de-icing chemicals, and
degradation from freeze-thaw and tire wear. Secondly, it keeps the dowel grout out of
sight, thereby providing a uniform-looking, high performance pavement surface.

The dove-tail shape of the slot provides another important benefit. It enhances the
structural capacity of the connection by providing mechanical resistance to dowel grout
pop-out in addition to the resistance provided by the bond between the grout and the slab.

8.4.5 Bedding Grout Distribution System

Bedding grout is installed under the slab, after the slab has been set into place, to fill any
voids that may exist between slab and the graded base surface. The bedding grout is
distinguished from the dowel grout in that it is a mixture of water, cement and a fluidizing

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agent, blended to a very fluid consistency, enabling it to flow freely and fill all voids
between the slab and base. It is pumped under the slab into the bedding grout distribution
system that consists of a series of half-round channels cast in the bottom of the slabs. The
half-round channels extend from nearly end to end of the slab and from side to side. Foam
gaskets are bonded to the bottom of the slabs to form discrete chambers to contain the
grout, as seen in Figure 4. Grout is placed into the chambers through ports cast into the
slabs from the top. Each channel has two ports, one at each end of each channel. Grout in
forced in a port at one end of the channel until it flows out the port at the opposite end of
the channel.

Figure 4

8.4.6 Precision Grading of Base Layer

A unique feature of the Super-Slab® System is the precision base grading procedure. This
is achieved by using a laser or otherwise mechanically controlled screed that levels the
base surface to the precise (plus or minus 3 mm) elevation to receive the slab.

A hand operated grader that runs on rails preset to grade is used for grading small areas
such as for intermittent slab replacement. A patented laser controlled screed, used for
large scale grading, is capable of grading the base to the required accuracy at rates in
excess of 2000 square feet per hour. Both grading systems are capable of grading the
base to accept either flat plane or warped slabs.

Benefits of using the precise grading system are as follows:

• It eliminates the need for vertical adjustment of the slab after it has been set.
• It provides a uniform support for the rigid slab (within the tolerances indicated), allowing
optional (safe) opening of the slab to traffic before the slabs are fully grouted.
• It uniformly and positively engages the grout dam gaskets attached to the bottom the
slabs.
• It minimizes the amount of bedding grout required and the time to place the grout.

Use of the precision grading system is vital to the rapid placement of pre-cast slabs.

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8.4.7 Bedding Materials for Precision Grading
A fine, well graded bedding material with a maximum size of 12 mm has been used for
most installations of the Super-Slab® System. Use of the fine material facilitates
compaction and any hand grading required adjacent to slabs in-situ. A dense graded
crushed stone with a maximum size of 20mm has been successfully used on one
occasion, but use of the material with the larger maximum size required one extra pass of
the grading machine to achieve a uniform surface.

The design thickness of the bedding material for drop-in slabs i.e., intermittent slab
replacement, is kept at between 6 and 10 mm. For continuous, large scale installations the
design thickness is specified at between 10 and 25 mm. This allows the installer to use
conventional equipment for grading the dense graded base before the bedding material is
placed. The maximum thickness for the bedding material is specified to prevent major
disturbances of the bedding material during slab placement.

To achieve a fully compacted, uniform bedding layer, the bedding material is typically
placed in two lifts. The first lift is placed and graded slightly high to allow for compaction.
Compaction is done using steel wheeled rollers and/or vibratory plates. During the last
pass, the grader screed is set at the exact desired grade and is used to shave off the
previously compacted material to the precise, desired grade, either flat or warped.

8.4.8 Installations to date and Performance of Super-Slab® Systems

Between 2001 and December of 2006, over 315,000 square feet (nearly 7 1/4 acres) have
been installed at various locations including:

• Tappan Zee Toll Plaza, 158,000 square feet, flat slabs.

• Dulles Airport, 3500 square feet, warped slabs.
• Access Ramp, Tarrytown, N.Y. 15,750 square feet, warped slabs.
• Entrance to Lincoln Tunnel, 8,100 square feet, flat slabs.
• Belt Parkway, N.Y., 16,000 square feet, warped slabs.
• Korean Parkway, N.Y., 8,850 square feet, flat slabs.
• Port Jefferson, N.Y., 2,650 square feet, flat slabs.
• I-90 near Albany, N.Y., 56,500 square feet, (primarily joint replacement) flat slabs.
• Toronto, Ontario, 1,220 square feet, flat slabs.
• Fontana, CA, 1950 square feet of test slabs, flat slabs.
• Minneapolis, MN, 2590 square feet, flat slabs.
• Marine Parkway, N.Y., 6850 square feet, warped slabs.
• Fordham Road, N.Y., 6850 square feet, flat and warped slabs.
• Schenectady, N.Y., 26,586 square feet, flat and warped slabs.
• High Speed EZ Pass Slabs, N.Y., 575 square feet, flat and crowned slabs.

Additional projects are currently being completed with demand increasing every year.

The pavement surface of Super-Slabs® placed on the precision graded surfaces as

described above typically matched the adjacent surfaces to within 6 mm or less. If
smoother surfaces are desired, surface grinding should be specified. Less that 10 percent
of the slabs placed to date using the Super-Slab® System have required surface grinding
to achieve the desired surface smoothness,.

Two standard performance indicators have been used to validate the performance of the
Super-Slab® System. First, the FWD device has been used to test the load transfer
efficiency of the joints in many of the completed projects, and IRI measurements have

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been taken to evaluate surface smoothness of the pavements. To date, all joints have met
or exceeded those of the cast in place dowelled joints and smoothness measurements
show no signs of deterioration.

A test installation was placed in California under the auspices of CalTrans and tested using
the heavy load simulator. Results from these tests are being published in October at the
pavement conference in Rio de Janeiro (9) so I am not free to tell what the results of these
tests were at this time. I can say, however, the performance of the pavement segments
placed with Super-Slab® System far exceeded expectations.

9. SUMMARY AND CONCLUSIONS

A Road Map for research activities on concrete pavements has been developed. The CP
Road Map outlines 12 research tracks to develop a comprehensive research program for
current and future research activities. The major thrusts of the research activities are mix
design and materials, pavement design, pavement management and business systems
and construction innovations.

The primary objectives of all the research activities are to provide the driving public with
better performing concrete pavements at a lower cost. Toward this end research is being
done on improved mix design and materials, construction innovations, and improved
surface conditions which promote a more comfortable ride and safer driving conditions.

Since much of the major highway system in the USA has already been constructed,
considerable effort is directed towards methods and materials for concrete pavement
maintenance, rehabilitation and repairs. Efforts to make repairs on concrete pavements
quickly with minimal disruption to traffic is a major concern, and is a major focus of several
research efforts. With this in mind, the use of pre-cast slabs, either prestressed or with
conventional reinforcement, has been increasing at an accelerating rate. Innovative
technologies for removal and replacement of the damaged slabs are the focus of
significant research efforts by both the FHWA and industry. Procedures developed by
industry may be proprietary while those developed by FHWA and DOTs are not.

10. REFERENCES AND SOURCES

[1] “The Concrete Pavement Road Map,” go to www.tfhrc.gov and search for CP Road
Map.
[2] CP Tech Center Project Booklet,” CP Tech Center, Iowa State University, 2711
“South Loop Drive, Suite 4700, Ames Iowa. 50010-8664
[3] “Guide to Concrete Overlay Solutions,” American Concrete Paving Association, 5420
Old Orchard Road, A100, Skodie, IL 60077
[4] Meeting Minutes, AASHTO Technology Implementation Group on Pre-Cast Concrete
Paving Slabs, held on September 6 & 7, 2006, at Idears Conference Facility near
Schuylerville, NY. Tim LaCoss, FHWA, Presiding.
[5] Merrit, David K., and B. F. McCullough, “Feasibility of Precast Prestressed Concrete
Panels tlo Expidite construction of Portland Concrete Pavements,” Transportation
Research Record 1761, Transportation Research Board, Washington, D.C.
[6] Morian, Dennis A ., and R. Jon Grafton, “ construction of the Precast Prestressed
Pavement Installation on I-10 in El Monte, California,” Proceedings, 8th International
Conference on Concrete Pavements, Colorado Springs, CO, August 14-18, 2005.

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[7] Bush, Neeraj, “The Re-emergence of Precast Concrete Panels as a Full Depth
Repair,” Workshop on Precast Pavements, 8th International Conference on Concrete
Pavements, August 14-17, 2005l, Colorado Springs, CO, August 14-18, 2005.
[8] Bush, Neeraj, Vaenvit Vongchusiri, Brian Meeker, Michael Command, Ahmad Ardani,
“Accelerated Repair of Jointed Concrete Pavements (JCP) using Precast Concrete
Panels-Colorado Experience,” Proceedings, 8th International Conference on Concrete
Pavements, Colorado Springs, CO;, August 14-18, 2005.
[9] Uretek USA Engineering Manual, 7th Printing, Tomball, Texas, September 2001.
[10] Smith, Peter J., Ernest J. Barenberg, “Using Precast Super Slab® for Rapid Repair of
Concrete Pavements,” 8th International Conference on Concrete Pavements,
Colorado Springs, CO, August 14-18, 2005,
[11] Kohler, Erwin, Peter J. Smith, Ernest J. Barenberg, Louw du Plessis, “Best Practice
on Pre-Cast Pavements and Results of Accelerated Traffic Load Test,” Paper
prepared for International Workshop on Best Practices for Concrete Pavements, Rio
de Janeiro, October 2007

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