A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Survey of Cracking in Portland Cement Concrete Pavement in Oregon
In 1958 the Oregon State Highway Commission resumed construction of concrete pavements after a long period of inactivity. From 1959 through 1963 about 87 lane miles of pavement, built on I-15 during 1958-59-60, were observed for the purpose of evaluating design in regard to the amount of reinforcing steel and the spacing of contraction joints. All of the pavement was 8 inches thick, 24-feet wide and lane-at-a-time construction. Contraction joints were spaced at 61.5 feet and the slabs were reinforced with 6x12-1/4 welded wire fabric placed at a nominal depth of 2 1/2 inches below the pavement surface. One-inch diameter, 18-inch long dowels on 12-inch centers were used in all contraction joints. No. 5 deformed bars, 3 feet long and spaced at 3 to 3 1/2 feet were used in the longitudinal joint. The pavement was cured with varying amounts of a membrane forming compound. Observations consisted of visual inspection of the pavement surface. All cracks were plotted on charts and note was made of any other defects. Nearly all of the cracks were transverse of the pavement, hairline in nature, free of spalling and appeared to have no effect on pavement performance. Cracking was far more prevalent in the outer than in the inner lanes of the pavement and in the concrete placed in the morning than in that placed after midday. On the basis of the observations, it was concluded that (1) the reinforcing steel used in the 61.5-foot slabs met the requirements of satisfactory performance and (2) minimization of cracking could have been accomplished by more liberal application of the membrane curing compound or by afternoon and evening paving.
Survey of Cracking in Portland Cement Concrete Pavement in Oregon
In 1958 the Oregon State Highway Commission resumed construction of concrete pavements after a long period of inactivity. From 1959 through 1963 about 87 lane miles of pavement, built on I-15 during 1958-59-60, were observed for the purpose of evaluating design in regard to the amount of reinforcing steel and the spacing of contraction joints. All of the pavement was 8 inches thick, 24-feet wide and lane-at-a-time construction. Contraction joints were spaced at 61.5 feet and the slabs were reinforced with 6x12-1/4 welded wire fabric placed at a nominal depth of 2 1/2 inches below the pavement surface. One-inch diameter, 18-inch long dowels on 12-inch centers were used in all contraction joints. No. 5 deformed bars, 3 feet long and spaced at 3 to 3 1/2 feet were used in the longitudinal joint. The pavement was cured with varying amounts of a membrane forming compound. Observations consisted of visual inspection of the pavement surface. All cracks were plotted on charts and note was made of any other defects. Nearly all of the cracks were transverse of the pavement, hairline in nature, free of spalling and appeared to have no effect on pavement performance. Cracking was far more prevalent in the outer than in the inner lanes of the pavement and in the concrete placed in the morning than in that placed after midday. On the basis of the observations, it was concluded that (1) the reinforcing steel used in the 61.5-foot slabs met the requirements of satisfactory performance and (2) minimization of cracking could have been accomplished by more liberal application of the membrane curing compound or by afternoon and evening paving.
Survey of Cracking in Portland Cement Concrete Pavement in Oregon
G. W. Beecroft (author)
1966
21 pages
Report
No indication
English
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