A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Determining the economic feasibility and the behavior of continuous reinforcement in portland cement concrete (PCC) pavement and developing essential design criteria are principal objectives of the research this report summarizes. Between 1963 and 1971, experimental continuously reinforced concrete (CRC) pavements were constructed in seven highway districts to gain construction experience and to observe service behavior. Early failures revealed that CRC pavements require more careful construction procedures than conventional jointed pavements and, as the pavements aged, load failures attributed to poor drainage, greater than anticipated traffic loads, and concrete disintegration (D-cracking) became evident, particularly in the 7-inch slabs. A 1970 examination of reinforcement disclosed that no significant corrosion existed in the experimental pavements, even though water did penetrate each investigated crack. More recently, lug anchors, originally used to restrain pavement movement, have rotated, causing a rough-riding bump at each lug. Illinois' design policy currently provides for at least an 8-inch-thick slab (steel depth 3 inches below the surface) overlying a stablized subbase. Wide-flange beam terminal joints accommodate end movements and, where needed, underdrains are located along the edge of the pavement subbase. CRC overlays (7-inch minimum) can satisfactorily upgrade structural capabilities, but they should not be considered solely for restoring pavement smoothness.
Determining the economic feasibility and the behavior of continuous reinforcement in portland cement concrete (PCC) pavement and developing essential design criteria are principal objectives of the research this report summarizes. Between 1963 and 1971, experimental continuously reinforced concrete (CRC) pavements were constructed in seven highway districts to gain construction experience and to observe service behavior. Early failures revealed that CRC pavements require more careful construction procedures than conventional jointed pavements and, as the pavements aged, load failures attributed to poor drainage, greater than anticipated traffic loads, and concrete disintegration (D-cracking) became evident, particularly in the 7-inch slabs. A 1970 examination of reinforcement disclosed that no significant corrosion existed in the experimental pavements, even though water did penetrate each investigated crack. More recently, lug anchors, originally used to restrain pavement movement, have rotated, causing a rough-riding bump at each lug. Illinois' design policy currently provides for at least an 8-inch-thick slab (steel depth 3 inches below the surface) overlying a stablized subbase. Wide-flange beam terminal joints accommodate end movements and, where needed, underdrains are located along the edge of the pavement subbase. CRC overlays (7-inch minimum) can satisfactorily upgrade structural capabilities, but they should not be considered solely for restoring pavement smoothness.
CRC Pavements in Illinois
J. S. Dhamrait (author)
1979
21 pages
Report
No indication
English
Two Illinois asphaltic pavements
| Engineering Index Backfile | 1920
Friction Characteristics of Illinois Pavements
| NTIS | 1977
Construction Experience with CRC Pavements in Illinois
| NTIS | 1977
Behavior of Experimental CRC Pavements in Illinois
| NTIS | 1979