trb committee afh50 – pcc pavement …onlinepubs.trb.org/onlinepubs/webinars/110601.pdftrb...
TRANSCRIPT
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TRB Committee AFH50 – PCC Pavement Construction TRB Committee AFD50 – Rigid Pavement Design
2011 TRB Webinar Improved Practices for Design and Construction of Continuously Reinforced Concrete Pavements (CRCP) – Part 2: Construction June 1, 2011 Time: 1:00 PM – 3:00 PM EDT
TIME TOPIC
1:00 PM Webinar Instructions – Lisa Marflak, Transportation Research Board (TRB)
1:05 PM Webinar Overview – Roger Schmitt, Florida Department of Transportation and Dulce Rufino Feldman, California Department of Transportation (Caltrans)
1:10 PM CRCP Technical Considerations – Shiraz Tayabji, Fugro Consultants, Inc.
1:20 PM CRCP Plans and Specification Highlights – Lisa Lukefahr, Texas Department of Transportation
1:35 PM Concrete Requirements for CRCP – Paul Tikalsky, University of Utah
1:45 PM CRCP Construction Best Practices – Mike Plei, CMC Americas
2:15 PM CRCP Repairs – Jeff Roesler, University of Illinois at Urbana-Champaign
2:30 PM Questions and Answers
3:00 PM Adjourn
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Transportation Research Board WebinarOrganized by TRB Committees:Rigid Pavement Design (AFD50)
Portland Cement Concrete Pavement Construction (AFH50)
Roger Schmitt, P.E.Florida DOT
Dulce Rufino Feldman, Ph.D., P.E.California DOT
June 1, 2011
Webinar Overview: Improved Practices for Design and Construction of CRCP
Part 2 Construction
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Presentation Outline
CRCP Technical Considerations (10 min)
Shiraz Tayabji, Fugro Consultants, Inc.
CRCP Plans and Specification Highlights (15 min)
Lisa Lukefahr, Texas Department of Transportation
Concrete Requirements for CRCP (10 min)
Paul Tikalsky, University of Utah
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Presentation Outline (Cont.)
CRCP Construction Best Practices (30 min)
Mike Plei, Commercial Metals Company, Inc.
CRCP Repairs (15 min)
Jeff Roesler, University of Illinois at Urbana-Champaign
Questions and Answers
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Transportation Research Board WebinarOrganized by TRB Committees:
Rigid Pavement Design (AFD50)
Portland Cement Concrete Pavement Construction (AFH50)
Improved Practices for Continuously Reinforced Concrete
Pavements: Part 2 - Construction
CRCP Technical ConsiderationsShiraz Tayabji, Fugro Consultants, Inc.
June 1, 2011
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2
What is CRCP?CRCP differs from other concrete pavements
No transverse joints
Continuous longitudinal reinforcement interacts
with concrete to produce tight cracks at about 3
to 6 ft spacing
CRCP can extend, joint-free, for many miles
with breaks provided only at structures
Continuous
Longitudinal
Steel
Concrete slab (no transverse joints)
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CRCP: A Low Maintenance
Long-Life Pavement
First introduced in1921
Production use during 1940s
Widely used since 1960s
Over 30,000 lane miles in the U.S.
Majority of Interstate system in IL,
TX, OR ; used in other states too
Several States use CRCP as
pavement of choice for highways
with heavy truck traffic
3
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The design of CRCP has evolved over the
years and is currently based on a combination of:
Experience of highway agencies
Experimental road tests
Research studies
Empirical design procedures (AASHTO 1986/93)
Mechanistic-empirical design procedures
(AASHTO MEPDG & other)
Theoretical concepts as well as empirical
data are needed to obtain more reliable designs
Design Basis for CRCP
4
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CRCP Failure Modes
Structural failure (addressed by structural
design): Design Webinar (April 2011)
Materials related failure (addressed by material
selection, concrete mixture design/proportioning
& construction practices): This Webinar
Ride related failure:
Initial ride: addressed by construction quality
This Webinar
Long-term ride degradation: addressed by
structural design, materials selection & construction
quality 5
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Punchouts (Traffic related)
Load
Wide Cracking(Design/construction
related)
CRCP Structural Failure Modes
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CRCP Structural Design Criteria
Crack spacing is ideally
between 3 and 6 ft
Crack width is
recommended to be very
narrow (typically ~0.020-in. at
the top of the slab)
Cracks MUST be tight for a
high crack load transfer
effectiveness (need >90%)
7
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CRCP Key Design Features
Structural section
Base/subbase
Drainage
Slab thickness (Not the only design feature)
Widened lane/shoulder type
Steel amount, placement, layout
Terminal treatment
Concrete properties - strength & durability
8
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CRCP Design Issues:
Terminal Joints
Wide flange beam
joints
Accommodates
movement
Preferred by
many agencies
Anchor lugs
Restrains end
movement
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CRCP Concrete
Strength
Flexural: 600 to 650 psi (each 50 to 60 psi ~ 1 in.)
Compressive: ~4,000 psi
Modulus, E: ~4,000,000 psi
Durability - Free of Materials Related Distress (eg., ASR, D-cracking, etc.)
Workability – Very important for CRCP
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CRCP Design Elements
Thickness: 6 to 14 in.
Base type: Granular, ATB, CTB; stabilized permeable bases not recommended
Reinforcement:
0.65 to 0.8 %, typically single layer
Placed on transverse steel
Need to manage design/construction compatibility
Design concrete strength & thickness matched with design steel amount
If actual thickness is larger or concrete strength is higher, crack spacing/width may be affected
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12
Summary
CRCP has the potential to provide long-term zero-maintenance service life under heavy traffic loading, provided marginal features/conditions are not built into the pavement.
Quality construction is essential for long-life CRCP
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Greetings from Washington
THANK YOU!
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Texas Experience and Directions
Elizabeth (Lisa) Lukefahr, P.E.
Texas Department of Transportation
June 1, 2011
TRB Webinar on Improved Practices for Construction of CRCP
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Outline
Primary Distress Types in Texas CRCP
Specification Efforts to Prevent or Mitigate Distress
Summary
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“Punchout” is Primary Distress in Texas
Punchout: 1 per 8.8 lane miles
Concrete Patch: 1 per 4.6 lane miles
Asphalt Patch: 1 per 88 lane miles
Majority of punchouts in Texas not directly related to design: construction/materials related
Information courtesy M. Won, R.S. 0-6274
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4
I: Header Steel Design and/or Construction (consolidation) Issues
Photo courtesy M. Won, R.S. 0-6274
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Photo courtesy M. Won, R.S. 0-6274
II: Shallow Spalling Associated with High CoTE/MoE Coarse Aggregates
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New Initiatives
Slab support system
ME design procedures
Bridge terminal systems
CoTE requirement
Photo courtesy M. Won, IAC MTIA018
III: Mid-Slab Cracking Associated with High CoTE/MoE Coarse Aggregates or
(in rarer instances) Low k-value
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Design and Specification Efforts to Prevent or Mitigate Distress
Header Punchouts:
Continued research efforts looking into steel design
Collaboration with paving industry to develop better construction specifications and practices
oConsolidation
oCuring
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Design and Specification Efforts to Prevent or Mitigate Distress (Cont.)
Shallow Spalling:Specification requirement for max concrete
coefficient of thermal expansion (CoTE):
oPreviously specified value 6.0 µstrain/ F
oFuture requirement of 5.5 µstrain/ F
Will have 2 standards based on concrete CoTE:
oLow CoTE (<4.8); less long. steel (~ 0.55%)
oRegular CoTE (>4.8, <5.5) (~0.63%)
Continued investigation into role of modulus of elasticity (MoE) and thermal properties such as conductivity, etc.
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Design and Specification Efforts to Prevent or Mitigate Distress (Cont.)
Mid-Slab Cracking Associated with High CoTE/MoE Coarse Aggregates or Low k-value
Specification Requirement for maximum concrete coefficient of thermal expansion
Regional, site-specific testing (plate, FWD, DCP) to better quantify subgrade support and/or subbase layers
oTxDOT currently requires 1 of 2 Subbase options: 4” HMAC or 6” CTB + 1” bond breaker
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Summary
Excellent CRCP performance
Majority of punchout distress in Texas related to construction/materials
Initiatives to further improve CRCP performance:
Improved header design and construction
CoTE testing and specification requirementsoMaximum CoTE requirement
o2 CRCP standards: low CoTE and regular CoTE
MoE testing
Better site-specific k-value design input
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PAUL TIKALSKY, UNIVERSITY OF UTAH
Concrete Requirements for CRCP
T R B W E B I N A R O N I M P R O V E D P R A C T I C E S F O R C O N T I N U O U S L Y R E I N F O R C E D C O N C R E T E P A V E M E N T S :
P A R T 2 - C O N S T R U C T I O N
J U N E 1 , 2 0 1 1
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CRCP: Concrete Design Requirements
Fresh Concrete Properties
Hardened Concrete
Mechanical Properties
Chemical Properties
Durability
Tikalsky – University of Utah
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Tikalsky – University of Utah
Fresh Concrete Properties
Low to Moderate Slump
Reduce subsidence
Placement without excessive manipulation
3.5 to 5.0% Air
Mitigates damage from freezing and thawing
Modest amounts reduce scaling
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Concrete Requirements for CRCP
Moderate Strength
Low Shrinkage
Modest Strength Development
Low Thermal Expansion
Blended Cement to resist ASR, etc…
Low Diffusion Concrete
Tikalsky – University of Utah
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Moderate Strength
3500 to 4000 psi minimum 28-day compressive strength
Higher strength concrete develops higher modulus and stiffness (restraint)
Lower strength concrete creeps more
Lower strength concrete has lower amounts of paste
Tikalsky – University of Utah
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Low Shrinkage
Less than 500 maximum 28-day shrinkage
Larger size maximum size aggregates shrink less
Lower paste content concrete shrinks less
Moderate w/cm 0.42-0.47 is easily placed and shrinkage is modest
Well-graded aggregates and coarse sand
PCA, Kosmatka'
Tikalsky – University of Utah
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Modest Strength Development
28-day to 7-day strength ratio < 1.25
Rapid strength develop high stiffness at early age
Plastic strains develop lower stresses and reduce cracking of concrete
Drying shrinkage stains are reduced in impact
Tikalsky – University of Utah
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Low Thermal Expansion
Thermal Expansion of aggregates less than 6.0 x 10-6 / F
Reduces thermal stresses; thereby reduces cracking.
Reduces diurnal and other cyclic strains
Tikalsky – University of Utah
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Blended Cements
Reasons for Blending Cost savings
Increased production
Energy savings
Reduce carbon footprint
Other Factors
Sulfate resistant
ASR resistant
Lower heat
Low permeability
Type IS 25-70% granulated blast
furnace slag
Silicates and alumino-silicates with calcium
Type IP 15-40% fly ash or natural
pozzolan
Silicates and alumino-silicates with calcium
Tikalsky – University of Utah
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Pozzolans
Low Calcium Fly Ash; Class F
GGBFS: Grade 100 or 120
Natural Pozzolans
Tikalsky – University of Utah
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Low Diffusion Concrete
Resist Corrosion Potential
Moderate W/CM
Pozzolans
Resist Saturation during F-T cycles
}Macro-Cell Action
e-
Anode
Cathode
Local Anode Local Cathode
e-
O2 & MoistureDeicing Salts (Cl-)
Micro-Cell Action
Tikalsky – University of Utah
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Recommended Air Contents
Tikalsky – University of Utah
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THANK YOU!
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Transportation Research Board WebinarOrganized by TRB Committees:Rigid Pavement Design (AFD50)
Portland Cement Concrete Pavement Construction (AFH50)
Improved Practices for Continuously Reinforced Concrete Pavements: Part 2 - Construction
CRCP ConstructionMichael Plei, Commercial Metals Company, Inc.
June 1, 2011
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What Affects CRCP Performance?
CRCP performance is sensitive to design parameters: slab thickness, amount of longitudinal bars, base friction, temperature assumptions
CRCP performance is sensitive to construction quality: bar placement, concrete material uniformity, consolidation, curing, weather conditions
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CRCP Layers
Aggregate Base
Separation Layer
CRC Pavement
Cement- or Lime-Treated Base
Separation Layer
CRC Pavement
Subgrade Subgrade
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Outline – Constructing CRC Pavement
Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details
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Outline – Constructing CRC Pavement
Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details
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Base/Subbase/Subgrade CRCP performance
depends on Support – should be
uniform
Friction between base or separation layer and slab: friction forces develop due to restraint of pavement slab expansion/contraction
Base provides support for control of grade, bar placement & paving Ensure grade, density &
surface meets specs
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Steel Reinforcement
Materials
Support
Placement
Splicing/Lapping
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Steel Reinforcement – Materials
Deformed steel reinforcing bars conforming to ASTM A615/AASHTO M31
Grade 60 (metric grade 420), yield strength 60,000 psi
Main bars are longitudinal Bar sizes #4, #5, #6, #7 -
depending on slab thickness & percent steel
Occasionally epoxy coated, if in corrosive environment
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Longitudinal Bars Carry tensile stress that is transferred from concrete
Vertical placement affects performance: load transfer, crack width, crack spacing, resistance to corrosion
Quantity of bars based on ratio of steel/concrete area, shown as %
Industry targets range from 0.60 to 0.80%
With these percentages stress in bars kept below ¾ of yield strength
12” slab with #6 (Metric #19) bars at 5” o.c. = 28 bars = 0.73% steel
8” slab with #5 (Metric #13) bars at 6” o.c. = 25 bars = 0.65% steel
Check for minimum Bond Area of 0.030 sq in. per cubic in. of concrete. Source: FHWA "Technical Advisory Continuously Reinforced Concrete Pavement“ T5040.14, June 5, 1990
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Longitudinal Bars Standard mill lengths are 60’
Brought to jobsite in bundles
Bars should not have kinks or bends that may prevent proper assembly, placement or performance
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Transverse Bars
Most often placed first to support longitudinal bars Used as tie bars in multi-lane paving Provide some restraint if longitudinal cracks
develop
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Bar Placement Manual Method:
seat bars on bar supports prior to concrete slip-forming
Common work-rate = 1000 lbs/manhour
Work-rate with TBAs = 1300 lbs/manhour, according to AHT
Mechanical Method (out of favor): vibrate into concrete during concrete slip-forming
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Bar Supports
Arrangement & spacing of supports is such that bars are supported in proper position without permanent deflections or displacement occurring during paving (in excess of allowed tolerances)
Should have sufficient bearing at base to prevent overturning & to avoid penetration into base
Should not impede placing & consolidation of concrete
Welding of individual supports to transverse bars is permitted
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Individual Bar Supports
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Continuous Bar Supports
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Bar Placement
Size Weight per 60’, lbs
#4 40
#5 63
#6, shown 90
#7 123
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Bar Placement
Typical horizontal
placement
tolerances +/- ½”
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Bar Placement
Longitudinal secured
by wire ties or clips
Welding longitudinal
bars to transverse
bars is not permitted
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Lap Splices of Bars Only applies to long.
bars Splicing pattern
staggered or skewed to avoid rebar/concrete interference
Minimum lap length to ensure sufficient load transfer thru bond development length
Splices secured with 3 tie wires
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Outline – Constructing CRC Pavement
Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details
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Test Slab or Mock-UpTest or Mock-up
Slabs
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Pre-Paving Rebar Inspection
Inspect:
Depth & cover
Horizontal placement
Lap lengths & splice pattern
Tying of bars
Bar supports
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Concrete Paving – Daytime
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Concrete Paving – Nighttime
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Steady Concrete Delivery
Have a good truck haul plan:
Are truck routes well planned out?
Are at least 2 trucks waiting to avoid stops/starts?
Are biggest haul trucks being used to maintain continuity?
Concrete Delivery
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Concrete Delivery
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Concrete DeliveryConcrete Placement
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Concrete Vibrating
Maintain uniform concrete mix
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Concrete Consolidating
Provide proper consolidation
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Concrete FinishingConcrete Finishing
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Concrete TexturingConcrete Curing
If the evaporation rate is too low, then potential for long crack spacing patterns exists
If the evaporation rate is too high, then short crack spacing patterns & reduced concrete strengths can result
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Joint Sawing
Only need to saw
a longitudinal joint
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Inspection During Paving Concrete materials testing
Slab thickness measurement
Longitudinal bar depth measurement
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Ambient Conditions During Paving
Understand effects of changes in temperature, wind, relative humidity, etc., since they affect concrete volume changes
Use FHWA “Hiperpav” to evaluate changes in ambient conditions or materials at jobsite
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CRCP Crack Formation A crack will occur when & where concrete stress
exceeds tensile strength of concrete
In CRCP, most transverse cracks form at very early ages before pavement is open to traffic
If concrete slab is assumed to be homogeneous, the new crack will occur at midpoint between 2 previously formed transverse cracks because maximum concrete stress due to environmental loads occurs at the midpoint
Because tensile strength of concrete is governed by weakest element in it, however, variation exists in concrete tensile strength from location to location
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CS = crack spacing
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Edge, 12” CRCP
Crack at 2 days
I-75 Tifton, Georgia, 2010
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Hot Weather Paving
Texas: concrete temperature max. at 95 F, wetting of base & rebar just in front of paver
Virginia: outside temperature max. 104 F
Illinois: concrete temperature max. at 95 F, whitewash on asphalt base
Georgia: no extra measures taken
Australia NSW: “Concrete Placing Concrete shall not be placed when the air temperature in the shade is below 5 C or above 38 C. The temperature of the concrete shall be neither less than 10 C nor more than 32 C”
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Outline – Constructing CRC Pavement
Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details
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Transverse Construction Joints Placed whenever paving
operations interrupted for more than 30 minutes
Weak spot with no natural aggregate interlock, rely solely on longitudinal bars for load transfer
Add additional bars thru each side of joint
No lap splices near joint
Special manual concreting: concern, especially at corners
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Transverse Construction Joints
Stabilize adjacent slab temp. if more than 5 days elapse before continuation to reduce potential high tensile stresses in longitudinal bars
Accomplished by placing insulation material on completed slab for distance from free end for specified time prior to placing new concrete
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Bad construction joint (above);
bad construction joint repair
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End Terminals – Wide Flange
To accommodate
movement, use wide
flange (Burdell) joints
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End Terminals – Anchor Lugs
To resist movement, use anchor lugs (rely on resistance of soil; cannot be used for cohesionless soils)
Anchor lug terminal consists of 3-5 transverse reinforced concrete lugs
Placed in subgrade prior to pavement placement
Rebar extends up from lugs to tie to pavement
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Shoulders for CRCP Shoulders with edge support (tied) – minimal maintenanceJointed plain concrete (OK, IL)
o Must be paved after CRCP mainline reaches satisfactory strengtho Keep tie bars within middle 1/3 of JPC panel, away from transverse joint;
use bondbreaker
Continuously reinforced concrete (TX, GA, AR, AZ)o Same section as mainline
Shoulders without edge support – requires maintenanceRoller-compacted concrete (GA)Asphalt
Widened mainline slab (widened lane)Usually with roller-compacted or asphalt shoulders (VA, GA,
IL ISTHA)At least 13 feet wide, striped at 12 feetMoves stresses due to loads away from slab edge
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Shoulders for CRCP
FHWA Technical Advisory T5040.29 recommends that shoulders be constructed of the same materials as the mainline pavement to facilitate construction, improve performance, and reduce maintenance costs
Benefit of CRCP shoulders:Can be constructed with mainline lanes or
separately, in no special sequenceCan be used as a future travel lane
Recommended to offer alternate shoulder types to contractors to price according to chosen construction staging
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Blockout for Utility Access
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Construction Wrap-Up
Familiarization with unique CRCP aspects
Refer to Project specifications, special provisions, Pavement Manual, Standard Drawings
Most important: bar placement, concrete consolidation, curing
Transverse construction joint & end terminal details
Recognition of effects of changes in ambient conditions
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CRCP Ready for 30+ Years
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CRCP Ready for 40+ Years
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Continuously Reinforced Concrete Pavement (CRCP) Repairs
Jeffery RoeslerAssociate Professor
University of Illinois at Urbana-Champaign
June 1, 2011
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CRCP Repair and Rehabilitation
Distress Mechanisms
Temporary PatchingAsphalt full-depth repairs
Permanent PatchingPartial- and Full-Depth Repairs
Terminal Joint Repair
RehabilitationOverlays (AC or PCC)
Reconstruction
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CRCP Repair and Restoration
Determine distress (type, extent, severity) Repair isolated/localized areas of distress to
preserve pavementFull-Depth Repair (FDR)Partial-Depth Repair (PDR)
Prevent reoccurrence by delaying and/or stopping deteriorationRetrofit w/ tied shouldersRetrofit with edge drains
Restore ride quality, e.g., diamond grinding or AC overlay
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CRCP Distress Types Punchout
Transverse crack deterioration
Moderate/high severity cracks
Spalling along cracks
Rebar corrosion, steel overstress/yielding
Localized distress: construction & terminals joint
Longitudinal and horizontal cracking
Plastic shrinkage cracks
Blowup
D-cracking & ASR
Existing patch repair deterioration
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D-Cracked Concrete (Freeze-Thaw)
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I-39 CRCP Photos (16 yr)
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Spalling along Transverse Cracks
Aggregate shape & bond with paste
Poor finishing, curing
Infiltration of incompressibles
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Construction Joint Deterioration
Inadequate vibration & consolidation
Inadequate reinforcing details across cold joint
Stabilize adjacent slab temperature if >5 days elapsed.
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Longitudinal Cracking Crack paralleling sawed centerline joint:
Caused by late sawing or loading slab before sawing
Crack in interior (center 8 ft) of lane:
Due to temp. stresses, base problems
Can lead to crack spalling, eventual faulting, & infiltration of water causing further damage to foundation
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Horizontal Cracking Punchout-like distress
with Y- & X-shaped cracks forming “fishheads”
Delamination occurring at level of reinforcing steel when at mid-slab
High reinforcement amounts, difficulty in consolidation
Shear stress in slabs has parabolic distribution, with highest stress at mid-slab
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Horizontal Cracking (Cont.)
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CRCP Edge Punchouts Common distress Punchouts formation steps:Shoulder-slab seal lossMoisture infiltration leads to
erosion, loss of supportErosion, loss of support
leads to slab edge deflection under heavy traffic
Slab edge deflection leads to longitudinal cracking
Transverse cracks deteriorate & lose aggregate interlock
Concrete breaks into blocksSteel bars yield or rupture
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CRCP Repair Basics for Success
Patch Timing Deterioration extent Restore support layer Proper load transfer design & maintain
steel continuity Quality of construction & repair materials Curing & opening to traffic Consider ambient conditionsAvoid crushing of patch concrete or
adjacent existing concrete
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CRCP Full-Depth Repair PurposeReplace distressed concrete
oPunchouts
oDeteriorated transverse/longitudinal cracks
oLocalized distress
oBlow-ups
oD-cracking
oDeteriorated repairsPrevent further deterioration of CRCPPrepare for eventual resurfacing
Full-depth bituminous patches not recommendedTemporary repair
Full-depth patches with plain concreteRarely recommended
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Full-Depth Repair Procedure
Define the patch area
Saw and remove the concrete
Prepare the patch area
Install reinforcement
Place and finish concrete
Cure the concrete
Open to traffic
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National Guidelines for CRCP Repair Minimum repair length6 ft if rebar is tied/lap spliced
4 ft if rebar is mechanically-spliced or welded
Transverse cut should be perpendicular to centerlineCracks tend to cross skewed cuts
If not possible, cut along crack
Repairs should not be closer than 18 in.
Full width patches recommendedMinimum repair width 6 ft
Replace as single area
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Full & Partial-Depth Sawcuts
Source: NHI, 2001
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CRCP Full-Depth Repair (Plan)
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CRCP Full-Depth Repair (Profile)
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Patch Reinforcing Steel Placement
Match existing rebar sizes
Connect to existing rebar
Tied lap splice, mechanical or welded splice
Provide support (chairs) to prevent bending
Provide minimum 2.5 inch concrete cover
Provide supplemental transverse rebar
Drilling & grouting some rebar into existing concrete can be used to maintain continuity
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Reinforcing Steel Placement
Source: NHI, 2001
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Partial-Depth Repair Repair for localized distress
that exist in upper 1/3 of slab or surface
Retard future deterioration Identify repair dimensions
Locate unsound concrete; area extends beyond visible distress
Repairs are square or rectangular
Min. dimensions of 100 x 300 mm (4 x 12 in.)
Remove concrete by sawing & chipping to sound concrete
Clean repair area by sandblasting or high-pressure water blasting, followed by air blowing
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Illinois DOT Repair & Rehabilitation Recommendations
Full-depth repair
NO partial-depth repair
Fiberglass fabric repair system
No longer used
Asphalt overlay
Concrete overlays of CRCP
Unbonded CRCP overlays
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CRCP Patching PerformanceIllinois DOT
Lap splices in patches Tied splices >16 in. for #5 bar; 22 in. for #6 bar
Welded splices >8 in.
Patch lengthMin 4.5ft (tied steel) and 3.0ft (welded)
18 inches from transverse crack
Full width patches (preferred)
Extra deep concrete patches (CRCP, subbase, subgrade)
Partial-depth patches for concreteDon’t use partial depth AC patches
Full-depth asphalt lasts 1 to 2 years
No steel patches didn’t perform well esp. w/ D-crackingSource: Darter et al., 1982
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IDOT StudyCRCP Patch Performance
Conventional CRCP patch provided best performance with:Transverse reinforcement @ 12-in c-c
Slight improvement w/ steel fibers
Drilled Tie bar as anchorage for longituidnal steel in CRCP patchesDidn’t work well
Unsuccessful use of mechanical coupler
Source: Jenkins 1998
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IDOT Patching Technique
Class A PatchSource: IDOT
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IDOT Patching Technique, con’t
Class A PatchSource: IDOT
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IDOT Patching Technique, con’t (2)
Class A PatchSource: IDOT
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IDOT Patching Technique, con’t (3)
Class A PatchSource: IDOT
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SHRP2 Project R05
Precast reinforced panels used with slots at top and bottom
Based on South Carolina DOT approach
Source: Tayabji, 2010
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Other Restoration Methods
Diamond grinding Lane-shoulder joint sealing Shoulder repairTied shoulder or extended laneAC shoulder repair
Pressure grouting and slab jacking Subdrainage/retrofitted edge drains Cathodic protection (?) Cross-stitching longitudinal cracks
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Repair of Expansion/Terminal Joints
Terminal joints accommodate movement minimizing potential for damage to adjacent structures
Deterioration of joint causes:
Spalling
Water Infiltration
Roughness
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Terminal Joint Repair
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Poor Section I-57/I-64 NB
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Rehabilitation/Resurfacing
Rehabilitate to increase structural and functional capacity
Rehabilitation when number of failures (i.e. punchouts) exceed:10 to 20 PO per mile (IDOT)
10 PO per mile (M-E PDG)
Pavement resurfacing to extend service lifePavement has medium levels of distress
Preservation is no longer effective
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Resurfacing and Reconstruction
Resurfacing methods
Bonded concrete overlay
Unbonded concrete overlay
oLong-term rehabilitation solution
HMA overlay over intact CRCP
oIncrease functional capacity and cost-effective
HMA overlay over rubblized CRCP
oRepairs pavements with high level of distresses
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Unbonded CRCP (2002)Clark County, IL
4” Asphalt BASE
8” CRCPBITUMINOUS
SHOULDER
BITUMINOUS OVERLAY
BITUMINOUS OVERLAY
MILL OR OVERLAY TO GRADE LINE
12” UNBONDED
CRCP OVERLAY
12” PCC
SHOULDERS12” PCC
SHOULD.
12 ft. 6 ft.24 ft.
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Proposed I-57 / I-64 Mt. Vernon (2011)
Mill existing HMA overlay
Rubblize existing 8-inch CRCP
Place 3-inch HMA interlayer
10.5-in. CRCP overlay w/ 0.7% steel
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CRCP Repair / Rehabilitation Summary
Full-Depth RepairPatch size, bar continuity, support layer
Partial-Depth Repair – less common
Asphalt patching – minimal effectiveness
Overlay optionsAC overlay of CRCP
AC overlay w/ Rubblization
CRCP Unbonded Overlay of Existing CRCP
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Bibliography Zollinger, D. G. and E. J. Barenberg, “Continuously Reinforced Pavements:
Punchouts and other Distresses and Implications for Design,” University of Illinois and Illinois Department of Transportation, Report No. FHWA-IL-UI-227, 1990.
Hall, K. T., M. I. Darter, and W. M. Rexroad, “Performance of Bare and Resurface JRCP and CRCP on the Illinois Interstate Highway System-1991 Update,” University of Illinois and Illinois Department of Transportation, Report No. FHWA-IL-UI-244, 1993.
Darter, M. I., T. L. Barnett, and D. J. Morrill, “Repair and Preventative Maintenance Procedures for Continuously Reinforced Concret Pavement,” University of Illinois and Illinois Department of Transportation, Report No. FHWA-IL-UI-191, 1982.
“Construction Handbook on PCC Pavement Rehabilitation,” Federal Highway Administration, US Department of Transportation, January 1984.
“Resurfacing of D-cracked CRC Pavements,” Construction Memorandum No. 95-59, Bureau of Materials and Physical Research, Illinois Department of Transportation, January, 1995.
Talley, A., “ The Dan Ryan Expressway: A look back (and forward) at the CRCP that works,” Long Life Concrete Pavements Conference, 2006.
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Bibliography (Cont.) Pava, J. D., “Performance Monitoring of Mechanistically-Designed
Pavements,” , Bureau of Materials and Physical Research, Illinois Department of Transportation, Report No. FHWA-IL-PRR-159, 2011.
Jenkins, P. F., “Design, Construction, and Analysis of CRCP Patching Techniques,” , Bureau of Materials and Physical Research, Illinois Department of Transportation, Report No. FHWA-IL-PRR-124, 1998.
Tayabji, S., “Jointed Full-depth Repair Of Continuously Reinforced Concrete Pavements,” FHWA ACPT Techbrief.
"Unbonded Concrete Overlay - Pavement Interactive." Welcome to Pavement Interactive! - Pavement Interactive. 30 May 2011 <http://pavementinteractive.org/index.php?title=Unbonded_Concrete_Overlay>.
Lenz, R. W., “Pavement Design Guide,” Texas Department of Transportation, 2011.
Edward , R. Harrington, William E. Uffner, and Richard T. Janicki. "Chemically Modified High Oil Asphalt - Owens-Corning Fiberglas Corporation." Patent Searching and Invention Patenting Information. Web. 30 May 2011. <http://www.freepatentsonline.com/4485145.html>.