A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Progress Report on Maryland'S Two Continuously-Reinforced Concrete Pavements Through December 31, 1965. Project 31 and Project 53 I-83 - Baltimore/Harrisburg Expressway
The reports present a brief background of the experimental continuously reinforced concrete pavements built in 1959 and 1960. Two projects are involved, one made up of 9 test sections, contains bar mats having 0.5, 0.6, or 0.7 percent longitudinal steel consisting of no. 5 bars, and 0.5 percent steel consisting of no. 4 and no. 6 bars. The other project, containing 6 test sections, has 0.6 percent longitudinal steel composed of no. 5 bars or welded wire fabric. Additional experimental features include restraint lugs and joint designs. Traffic data in terms of equivalent 18-kip single axles are presented for each year since 1960. Observed crack patterns, measured crack widths, measured slab-end movements, pavement performance and detailed descriptions of the failed or distressed areas are presented. Briefly the findings to date are: cracking stabilized after 3 years, greater amounts of or finer steel distribution contributed to closer crack spacings and narrower cracks, the lesser restrained end sections have fewer cracks, longitudinal cracking is related to insufficient sawed depth at the joint, some cracks open and close erratically, pavement sections are growing, the joint types are unsatisfactory. Observations of the steel strains have ceased to be noted after excellent results were obtained and reported earlier. (Author)
Progress Report on Maryland'S Two Continuously-Reinforced Concrete Pavements Through December 31, 1965. Project 31 and Project 53 I-83 - Baltimore/Harrisburg Expressway
The reports present a brief background of the experimental continuously reinforced concrete pavements built in 1959 and 1960. Two projects are involved, one made up of 9 test sections, contains bar mats having 0.5, 0.6, or 0.7 percent longitudinal steel consisting of no. 5 bars, and 0.5 percent steel consisting of no. 4 and no. 6 bars. The other project, containing 6 test sections, has 0.6 percent longitudinal steel composed of no. 5 bars or welded wire fabric. Additional experimental features include restraint lugs and joint designs. Traffic data in terms of equivalent 18-kip single axles are presented for each year since 1960. Observed crack patterns, measured crack widths, measured slab-end movements, pavement performance and detailed descriptions of the failed or distressed areas are presented. Briefly the findings to date are: cracking stabilized after 3 years, greater amounts of or finer steel distribution contributed to closer crack spacings and narrower cracks, the lesser restrained end sections have fewer cracks, longitudinal cracking is related to insufficient sawed depth at the joint, some cracks open and close erratically, pavement sections are growing, the joint types are unsatisfactory. Observations of the steel strains have ceased to be noted after excellent results were obtained and reported earlier. (Author)
Progress Report on Maryland'S Two Continuously-Reinforced Concrete Pavements Through December 31, 1965. Project 31 and Project 53 I-83 - Baltimore/Harrisburg Expressway
A. Lee (author) / C. H. Chow (author) / C. E. Starkey (author)
1966
88 pages
Report
No indication
English
Continuously Reinforced Concrete Pavements
| British Library Conference Proceedings | 1994
Continuously reinforced concrete pavements
| Engineering Index Backfile | 1963